Airlines in a Crisis

With Norwegian gone from the Scandinavian long haul market, including its transatlantic connectivity through Gatwick, there should be growth opportunities for SAS. One will assume long haul will come strongly back if not end of 2021 so at least in 2022. And at least in the northern hemisphere markets will be full back by summer 2022. This gives opportunities for they who early prepares after the permanent exit of some airlines from long haul during the pandemic. SAS should now prepare for what it will do when this market returns. Now is when cheap(ish) deals for long haul aircraft can be made for they with a plan, and guts. Insted of going for a strategy of highest prices retrievable with the short term lowering of capacity, one should seriously consider if more profit can't be obtained by increasing ones own capcity, therebye lowering prices slightly. For a payback in the form of increase in demand. In addition to avoid letting potential passengers leak to competitors stuffed with

Virgin Atlantic got going with it already in March 2020 managing 4000 cargo only flights in the year.. And with the panemic continuing into 2021 they are regularising the service offering 33 flights per week. Why haven't Norwegian managed do even 1, instead parking the whole fleet of 787 's resulting in its complete demise. Did they fall foul of internal resources with an all is difficult attitude. That didn't see how the new cargo market differentiated from that of previous.  Why haven't SAS managed to take advantage of the booming cargo only flight market due to the lack of passenger flights to send cargo with. They do have a sizeable cargo division with a precense in many locations and all the wide body containerised capcity that was needed. Even planes that was being retired/scrapped where seats could have been stripped for extra capacity and nobody would care about some extra cosmetic damage. All they lacked was vision, fantasy and a can-do mentality. Both airlines

Scandinavian Airline Systems have 3 types of long haul aircraft, 2 types of regional and no less than 6 types of short haul medium size aircraf in their fleets. I know SAS has historically been able to sell used aircraft for more than they bought them due to being early on new types and moving on quickly, but that is many years ago now. Low cost competitors have gone for single type and big orders. Ryanair 's fleet of 340 aircraft are all Boeing 737-800's. Even though SAS is a full service (somewhat) network airline of the hub and spoke model a certain reduction in fleet disparity can only be good. Who these days adjust the aircraft used exactly to load instead of adjusting price to fill the seats available.   Let's take long haul first. A330, A340 and A350. Simple choice. Everybody is getting writh of the 4 engine A340. And SAS have now got the last out of operation. If the market is light and SAS could ramp up cargo maybe a couple of cargo conversions could have been in o

It's a Norwegian trait that if you say you are going to do something that is the plan until you hear something different.  In sample Ireland a plan has to be reconfirmed and preferably every day until it happens or else everone assumes its cancelled. Back last spring Norwegian said they where hibernating their longhaul until March 2021. One would think that after such a long hibernation an official declaration would be made if this was still the plan 9 months later. But not Norwegian. They have started selling longhaul seats both out of London Gatwick and Paris and probably other permutations if you want to check:  Norwegian destinations from Gatwick   However there is no rumour about them having started retraining their 787 pilots at neither London Gatwick nor in Paris. They proably have kept some 787 hopefully training pilots current to do ferry flights. Some of the Dreamliners have gone to Shannon and back to leasers to go to new customers. But its not a good sign if some more s

Constantly newer planes with better engines are not enough when one do both short haul and long haul and can't compete in the investments race. But Norwegian could become the most environmentally green combination airline by lightning the load and stuffing them in. If one think the smallest fuel burn per passenger kilometer lightning the seats are one way. Get writhe of the heavy business class seats and fill the plane with the lightest seats you can find. But something that still don't feel like church pews to sit on. And no business class means no extra heavy crockery or bottles of drink, or double set of trollies. The single class system would also add seats for 12 or more extra passengers in long haul meaning more heads to divide the fuel burn on. If you don't hand out newspapers and magazines you don't need seat pockets either. Away with them and even more weight saved, plus a bit of extra legroom or alternatively maybe even an extra row of seats. You are al

Norwegian have tried to have a service level more like easyJet than Wizz, and that has not really worked out for them. Maybe they can never reach the really ULCC levels being based in a high cost country like Norway. But the loyalty from their core customer base is more based on regional belonging than a steadily eroding included service level through adapting the Ryanair way of everything is an additional extra. They should more try for bettering Ryanair by mimicking the early days of Ryanair when they where an ULCC Ultra Low Cost Carrier. There are definitely an alternative way forward for Norwegian with less frills freeing up many costs and more important removing distractions for the staff and management. Anything other than a single menu offering should sample be avoided. All cabin staff should serve the whole cabin that should be of a single type configuration even on long haul. Let other airlines take the premium segment and simplify the product offered. That would also give e