Norwegian Air Shuttle in July became the first airline in Scandinavia, with 2.69 million passengers , about 10 000 more than SAS Scandinavian Airlines.
This is the first time that SAS is behind Norwegian in terms of traffic ; the low cost thus confirms its position as the third low-cost carrier of the continent, behind Ryanair and easyJet.
Norwegian Air Shuttle in 2012-2015
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airazurxtror
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Re: Norwegian Air Shuttle
IF IT AIN'T BOEING, I'M NOT GOING.
Re: Norwegian Air Shuttle
Norwegian today (18AUG15) announced the launch of long-haul service between Europe and Boston, due to commence May 2015. The airline will be launch service from Copenhagen and Oslo, in addition to London Gatwick which was announced previously by the airline. Planned operational schedules as follow.
eff 12MAY16 Copenhagen – Boston 1 weekly
eff 13MAY16 London Gatwick – Boston 4 weekly
eff 13MAY16 Oslo – Boston 2 weekly
Source: Airline Route
eff 12MAY16 Copenhagen – Boston 1 weekly
Code: Select all
DY7145 CPH1805 – 2000 BOS 788 4
DY7146 BOS2145 – 1055+1CPH 788 3 eff 18MAY16Code: Select all
DY7147 LGW1745 – 2000 BOS 788 x246
DY7148 BOS2145 – 0905+1LGW 788 x135Code: Select all
DY7141 OSL1830 – 2000 BOS 788 26 eff 14MAY16
DY7142 BOS2145 – 1030+1OSL 788 15André
ex Sabena #26567
ex Sabena #26567
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airazurxtror
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Re: Norwegian Air Shuttle
http://www.travelweekly.co.uk/Articles/ ... +work.html
Extracts :
Norwegian Air Shuttle has grown rapidly on short-haul, carrying 24 million passengers in 2014 to become Europe’s third-largest budget airline. Yet chief executive Bjorn Kjos insists Norwegian will become not only the first carrier to make low-cost long-haul work but will even put long-haul at the core of its network.
Kjos dismisses the idea that low-cost long-haul can’t work. “A low-cost long-haul operation [requires] the same as short-haul,” he says. “You can’t run short-haul or long-haul with old planes. You’ll never succeed if you fly [McDonnell Douglas] MD80s. You need crew bases in the main catchment areas and you need new planes – the Boeing 787 or Airbus A350. If you try [to use] workhorse aircraft, you won’t have a chance.
“You can’t operate [just] 12 hours. You need 17-18 hours’ utilisation and you can’t fly back and forth. There have to be short and long legs. It’s a different [kind of] network.” As an example, he says: “We fly Gatwick-New York, New York-Copenhagen and Copenhagen-Bangkok within 24 hours.”
“Volume is essential,” he adds. “That means it’s essential to have a large fleet.”
Norwegian has a fleet of 100 aircraft, with eight Dreamliners and 11 more due for delivery by 2018. But until recently, all its growth was short-haul. The carrier launched long-haul only in 2013 and began Gatwick-US services last July.
“We’re in the process of ordering more Dreamliners. We need a lot more.”
Norwegian also has 100 narrow-body Boeing 737 MAX aircraft on order. The 737 is a staple of short-haul fleets, but the new 737 MAX will have a longer range and Kjos intends to use it to extend Norwegian’s long-haul network.
“The MAX will open transatlantic services from smaller cities,” he says. “We could fly Birmingham-New York, Birmingham-Boston or Edinburgh-Boston. That is our intention.”
Norwegian will launch the aircraft in 2017. “A lot [of them] will be based in the UK,” says Kjos. “We’ll definitely fly [the 737 MAX] from the UK to the US East Coast. Gatwick will be first. We’ll look at more bases in the UK.”
The carrier has still had its problems. He blames exchange rates for a loss of more than £82 million last year, saying: “The main part was currency. The Norwegian krone devalued against the dollar and we encountered heavy losses at the start of the Dreamliner [services]. We’re back on track this year.”
Norwegian reported an operating profit in the three months to June, when Kjos declared: “We’ve reached critical mass in long-haul.”
In the meantime, the long-haul operation at Gatwick is “going better than we anticipated or than we budgeted”, says Kjos.
The carrier will operate daily from Gatwick to New York from October, add San Juan twice a week from November and launch flights to Boston four times a week next May, when it bases another two 787s at the airport.
10 Seconds with Kjos
What makes Norwegian different?
“When Lufthansa flies to South Africa, it flies in the afternoon, lands in the morning, flies back in the evening. So the aircraft is parked all day. We don’t do that.”
What went wrong early on with the Boeing 787?
“It’s a very sophisticated aircraft with a lot of software – it’s like a flying iPad. There are sensors all over the aircraft and you have to calibrate them correctly. There was a learning curve.”
What is your opinion on US carriers such as Delta, United and American Airlines?
“These carriers still fly old aircraft. I sit in Washington DC and it’s like sitting in a museum. There are aircraft you have not seen in years.”
Extracts :
Norwegian Air Shuttle has grown rapidly on short-haul, carrying 24 million passengers in 2014 to become Europe’s third-largest budget airline. Yet chief executive Bjorn Kjos insists Norwegian will become not only the first carrier to make low-cost long-haul work but will even put long-haul at the core of its network.
Kjos dismisses the idea that low-cost long-haul can’t work. “A low-cost long-haul operation [requires] the same as short-haul,” he says. “You can’t run short-haul or long-haul with old planes. You’ll never succeed if you fly [McDonnell Douglas] MD80s. You need crew bases in the main catchment areas and you need new planes – the Boeing 787 or Airbus A350. If you try [to use] workhorse aircraft, you won’t have a chance.
“You can’t operate [just] 12 hours. You need 17-18 hours’ utilisation and you can’t fly back and forth. There have to be short and long legs. It’s a different [kind of] network.” As an example, he says: “We fly Gatwick-New York, New York-Copenhagen and Copenhagen-Bangkok within 24 hours.”
“Volume is essential,” he adds. “That means it’s essential to have a large fleet.”
Norwegian has a fleet of 100 aircraft, with eight Dreamliners and 11 more due for delivery by 2018. But until recently, all its growth was short-haul. The carrier launched long-haul only in 2013 and began Gatwick-US services last July.
“We’re in the process of ordering more Dreamliners. We need a lot more.”
Norwegian also has 100 narrow-body Boeing 737 MAX aircraft on order. The 737 is a staple of short-haul fleets, but the new 737 MAX will have a longer range and Kjos intends to use it to extend Norwegian’s long-haul network.
“The MAX will open transatlantic services from smaller cities,” he says. “We could fly Birmingham-New York, Birmingham-Boston or Edinburgh-Boston. That is our intention.”
Norwegian will launch the aircraft in 2017. “A lot [of them] will be based in the UK,” says Kjos. “We’ll definitely fly [the 737 MAX] from the UK to the US East Coast. Gatwick will be first. We’ll look at more bases in the UK.”
The carrier has still had its problems. He blames exchange rates for a loss of more than £82 million last year, saying: “The main part was currency. The Norwegian krone devalued against the dollar and we encountered heavy losses at the start of the Dreamliner [services]. We’re back on track this year.”
Norwegian reported an operating profit in the three months to June, when Kjos declared: “We’ve reached critical mass in long-haul.”
In the meantime, the long-haul operation at Gatwick is “going better than we anticipated or than we budgeted”, says Kjos.
The carrier will operate daily from Gatwick to New York from October, add San Juan twice a week from November and launch flights to Boston four times a week next May, when it bases another two 787s at the airport.
10 Seconds with Kjos
What makes Norwegian different?
“When Lufthansa flies to South Africa, it flies in the afternoon, lands in the morning, flies back in the evening. So the aircraft is parked all day. We don’t do that.”
What went wrong early on with the Boeing 787?
“It’s a very sophisticated aircraft with a lot of software – it’s like a flying iPad. There are sensors all over the aircraft and you have to calibrate them correctly. There was a learning curve.”
What is your opinion on US carriers such as Delta, United and American Airlines?
“These carriers still fly old aircraft. I sit in Washington DC and it’s like sitting in a museum. There are aircraft you have not seen in years.”
IF IT AIN'T BOEING, I'M NOT GOING.
Re: Norwegian Air Shuttle
Norwegian is stepping up plans to lease out part of its 100 A320neos on order, having already arranged to place 12 with third parties, the first four in 2016.
Norwegian wants to use B737s to connect smaller European airports with the eastern US, complementing busier North American routes out of London and Scandinavia that are operated by B787s. Also, an interline deal with Ryanair is expected to be concluded shortly.
Norwegian wants to use B737s to connect smaller European airports with the eastern US, complementing busier North American routes out of London and Scandinavia that are operated by B787s. Also, an interline deal with Ryanair is expected to be concluded shortly.
André
ex Sabena #26567
ex Sabena #26567
Re: Norwegian Air Shuttle
Norwegian Air Shuttle hopes to sell one-way tickets from the US to Europe for US$69 as early as 2017 by flying from US airports that have low fees.
André
ex Sabena #26567
ex Sabena #26567
Re: Norwegian Air Shuttle
Norwegian says its could easily fly up to 40-50 Boeing 787s into the market it sees today. The carrier will have a total of 19 at end of 2018.
André
ex Sabena #26567
ex Sabena #26567
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airazurxtror
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Re: Norwegian Air Shuttle
http://www.newsinenglish.no/2015/10/27/ ... -air-boss/
http://www.newsinenglish.no/2015/10/28/ ... uying-sas/
Bjørn Kjos, chief executive of Norwegian Air, finally finished the book he’d been writing about himself and the airline he founded. Entitled Høyt og lavt (High and low), the book’s release on Tuesday immediately set off turbulence.
Kjos clearly has been deeply disturbed by last spring’s lengthy pilots’ strike and organized opposition to his use of lower-cost non-Norwegian crews on board the airline’s new intercontinental routes.
Kjos went so far as to accuse unionized employees of “a sort of betrayal.” He describes one episode where several employee representatives allegedly tried to persuade the authorities to prevent Norwegian from launching new long-haul routes to Bangkok and New York with foreign crews.
“To see folks consciously going along with attempts to destroy their own workplace in this way gave me a feeling of being in the middle of a story by Franz Kafka, where strange things occur all the time, but you never really grasp what it is,” Kjos wrote. “The only thing you’re left with is a total feeling of a sort of betrayal.”
Kjos also writes about his childhood, education and training as a fighter jet pilot. He goes into detail about how he built up Norwegian Air Shuttle, initially a small domestic carrier, into becoming one of the Europe’s largest low-fare airlines. Along the way he was involved in a “David vs Goliath” battle against established Scandinavian airline SAS, which allegedly spared little while trying to fend off competition from Kjos’ new airline.
He writes that he keenly felt Scandinavia’s so-called janteloven, which is rooted in envy and known for trying to knock over-achievers down to size. When his airline won the prize as Europe’s vest low-fare carrier two years in a row, Kjos wrote that “we were being hailed as heroes abroad, even our competitors treated us with respect.” But at home in Norway, his accomplishments weren’t recognized to nearly the same degree. “I had perhaps thought that both janteloven and the tired phrase that ‘you can’t be a prophet in your own land’ had faded over the years,” Kjos wrote.
When Scandinavian Airlines (SAS) was stuck in its worst of many financial crises over the years, state government officials raised the possibility of selling SAS to arch rival Norwegian Air. One proposal would have let SAS retain business travelers, while Norwegian would appeal to the holiday and personal travel market.
Kjos was skeptical but proceeded to examine the values of SAS fleet, which he found to be old and expensive to operate. He wrote that his wife Gerd, a former SAS flight attendant, also warned against buying SAS on the grounds it was all but run by its powerful labour unions at the time. The deal was dropped after a meeting with SAS’ larget private owner, Jakob Wallenberg, and SAS was later bailed out by state guarantees, which Kjos has complained about.
Hope that book'll soon be translated ...
http://www.newsinenglish.no/2015/10/28/ ... uying-sas/
Bjørn Kjos, chief executive of Norwegian Air, finally finished the book he’d been writing about himself and the airline he founded. Entitled Høyt og lavt (High and low), the book’s release on Tuesday immediately set off turbulence.
Kjos clearly has been deeply disturbed by last spring’s lengthy pilots’ strike and organized opposition to his use of lower-cost non-Norwegian crews on board the airline’s new intercontinental routes.
Kjos went so far as to accuse unionized employees of “a sort of betrayal.” He describes one episode where several employee representatives allegedly tried to persuade the authorities to prevent Norwegian from launching new long-haul routes to Bangkok and New York with foreign crews.
“To see folks consciously going along with attempts to destroy their own workplace in this way gave me a feeling of being in the middle of a story by Franz Kafka, where strange things occur all the time, but you never really grasp what it is,” Kjos wrote. “The only thing you’re left with is a total feeling of a sort of betrayal.”
Kjos also writes about his childhood, education and training as a fighter jet pilot. He goes into detail about how he built up Norwegian Air Shuttle, initially a small domestic carrier, into becoming one of the Europe’s largest low-fare airlines. Along the way he was involved in a “David vs Goliath” battle against established Scandinavian airline SAS, which allegedly spared little while trying to fend off competition from Kjos’ new airline.
He writes that he keenly felt Scandinavia’s so-called janteloven, which is rooted in envy and known for trying to knock over-achievers down to size. When his airline won the prize as Europe’s vest low-fare carrier two years in a row, Kjos wrote that “we were being hailed as heroes abroad, even our competitors treated us with respect.” But at home in Norway, his accomplishments weren’t recognized to nearly the same degree. “I had perhaps thought that both janteloven and the tired phrase that ‘you can’t be a prophet in your own land’ had faded over the years,” Kjos wrote.
When Scandinavian Airlines (SAS) was stuck in its worst of many financial crises over the years, state government officials raised the possibility of selling SAS to arch rival Norwegian Air. One proposal would have let SAS retain business travelers, while Norwegian would appeal to the holiday and personal travel market.
Kjos was skeptical but proceeded to examine the values of SAS fleet, which he found to be old and expensive to operate. He wrote that his wife Gerd, a former SAS flight attendant, also warned against buying SAS on the grounds it was all but run by its powerful labour unions at the time. The deal was dropped after a meeting with SAS’ larget private owner, Jakob Wallenberg, and SAS was later bailed out by state guarantees, which Kjos has complained about.
Hope that book'll soon be translated ...
IF IT AIN'T BOEING, I'M NOT GOING.
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airazurxtror
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Re: Norwegian Air Shuttle
Bjorn Kjos, the CEO of Norwegian, told Business Insider that the airline is aiming to rapidly expand in the US and South America by serving regular and business travellers, offering prices that legacy airlines can't match, including a London Gatwick Airport to Boston flight.
"We're planning to keep expanding in the US and we are launching our low-cost route to Boston in May next year. We can't give an exact price but it will be around the Puerto Rico level," said Kjos, referring to Norwegian's ownership of Britain's only direct route to Puerto Rico with fares from £179 ($274).
"We're also hoping to cover Washington DC as well as a few other places in South America and Africa. The latter two actually are heavily underserved and have high prices."
This month, Norwegian agreed to purchase 19 new Boeing 787-9 Dreamliners. This is a huge deal because the order more than quadruples its current long-haul fleet to 38 aircraft within the next five years.
Norwegian's third quarter results showed a 15% rise in revenue, compared with the same period last year. Year-to-date, sales rose by 15%, compared to the same period in 2014. Pre-tax profits came to 1.1 billion Norwegian krone (£87 million).
In the third quarter, the load factor rose by 6%, compared to the previous period, to 91%. The airline also carried 7.7 million passengers this quarter while long-haul passenger growth expanded by 15%.
Norwegian has clearly found a gap in the market and its CEO Kjos highlighted how a low oil price environment is helping their expansion. Oil prices are around $44 per barrel at the moment. Last summer they were over triple digits.
Companies that use oil or fuel usually hedge themselves by agreeing to buy a quantity of the commodity for a certain price by a certain date. This means a company could save money if prices were to rise. However, it could lose a company lots of money if prices started to crash.
"When oil was at $100 per barrel we thought there was as much risk of it falling as it did going up, so we hedged our fuel by less than 50%," said Kjos. "We're happy with that and we don't plan to up our hedging as we anticipate oil prices staying low for at least another two years."
Read more :
http://uk.businessinsider.com/norwegian ... ?r=US&IR=T
"We're planning to keep expanding in the US and we are launching our low-cost route to Boston in May next year. We can't give an exact price but it will be around the Puerto Rico level," said Kjos, referring to Norwegian's ownership of Britain's only direct route to Puerto Rico with fares from £179 ($274).
"We're also hoping to cover Washington DC as well as a few other places in South America and Africa. The latter two actually are heavily underserved and have high prices."
This month, Norwegian agreed to purchase 19 new Boeing 787-9 Dreamliners. This is a huge deal because the order more than quadruples its current long-haul fleet to 38 aircraft within the next five years.
Norwegian's third quarter results showed a 15% rise in revenue, compared with the same period last year. Year-to-date, sales rose by 15%, compared to the same period in 2014. Pre-tax profits came to 1.1 billion Norwegian krone (£87 million).
In the third quarter, the load factor rose by 6%, compared to the previous period, to 91%. The airline also carried 7.7 million passengers this quarter while long-haul passenger growth expanded by 15%.
Norwegian has clearly found a gap in the market and its CEO Kjos highlighted how a low oil price environment is helping their expansion. Oil prices are around $44 per barrel at the moment. Last summer they were over triple digits.
Companies that use oil or fuel usually hedge themselves by agreeing to buy a quantity of the commodity for a certain price by a certain date. This means a company could save money if prices were to rise. However, it could lose a company lots of money if prices started to crash.
"When oil was at $100 per barrel we thought there was as much risk of it falling as it did going up, so we hedged our fuel by less than 50%," said Kjos. "We're happy with that and we don't plan to up our hedging as we anticipate oil prices staying low for at least another two years."
Read more :
http://uk.businessinsider.com/norwegian ... ?r=US&IR=T
IF IT AIN'T BOEING, I'M NOT GOING.
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airazurxtror
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Re: Norwegian Air Shuttle
Norwegian Air Shuttle received an air operator’s certificate (AOC) from the British regulatory authorities, enabling it to grow its UK operations.
The Norwegian carrier has established a Norwegian UK subsidiary. This will allow it, as a UK-licensed operator, to make use of the country’s existing and future bilateral agreements.
It will formally start operations under the Norwegian UK name in the first quarter of 2016.
“The British market continues to play a major role in Norwegian’s growth,” added Norwegian’s CEO Bjørn Kjos. “Securing a UK operating license is great news and an important step to get a stronger foothold in the UK as we plan for further expansion, new routes and new jobs.”
The Norwegian carrier has established a Norwegian UK subsidiary. This will allow it, as a UK-licensed operator, to make use of the country’s existing and future bilateral agreements.
It will formally start operations under the Norwegian UK name in the first quarter of 2016.
“The British market continues to play a major role in Norwegian’s growth,” added Norwegian’s CEO Bjørn Kjos. “Securing a UK operating license is great news and an important step to get a stronger foothold in the UK as we plan for further expansion, new routes and new jobs.”
IF IT AIN'T BOEING, I'M NOT GOING.
Re: Norwegian Air Shuttle
Norwegian aircraft LN-DYA had been stuck in the middle of the only runway at Tenerife South airport with nose landing gear problems. The airport has been closed for over three hours and flights were diverted to the surrounding islands.
TFS is now open again, but registers many delays.
A view of the landing gear of LN-DYA while still on the runway
TFS is now open again, but registers many delays.
A view of the landing gear of LN-DYA while still on the runway
André
ex Sabena #26567
ex Sabena #26567
Re: Norwegian Air Shuttle
Does not look very well. Wonder what caused it...
Anyway, this is not a nose gear problem because this looks like the RH main landin gear to me...
Anyway, this is not a nose gear problem because this looks like the RH main landin gear to me...
Re: Norwegian Air Shuttle
From The Aviation Herald:
Incident: Norwegian B738 at Tenerife on Nov 23rd 2015, rejected takeoff, both nose tyres burst
A Norwegian Air Shuttle Boeing 737-800, registration LN-DYA performing flight D8-5360 from Tenerife South,CI (Spain) to Berlin Schoenefeld (Germany), was accelerating for takeoff from Tenerife's runway 08 when the crew rejected takeoff at high speed and came to a stop near the end of the runway with both nose gear tyres burst disabling the aircraft on the runway. The passengers disembarked onto the runway and were bussed back to the terminal, maintenance replaced the tyres on the spot.
[...]
The airport and runway resumed service about 4 hours after the rejected takeoff, when the aircraft could be moved off the runway.
Incident: Norwegian B738 at Tenerife on Nov 23rd 2015, rejected takeoff, both nose tyres burst
A Norwegian Air Shuttle Boeing 737-800, registration LN-DYA performing flight D8-5360 from Tenerife South,CI (Spain) to Berlin Schoenefeld (Germany), was accelerating for takeoff from Tenerife's runway 08 when the crew rejected takeoff at high speed and came to a stop near the end of the runway with both nose gear tyres burst disabling the aircraft on the runway. The passengers disembarked onto the runway and were bussed back to the terminal, maintenance replaced the tyres on the spot.
[...]
The airport and runway resumed service about 4 hours after the rejected takeoff, when the aircraft could be moved off the runway.
André
ex Sabena #26567
ex Sabena #26567
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Homo Aeroportus
- Posts: 1491
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Re: Norwegian Air Shuttle
They must have been near V1, seen they have eaten up almost all the RWY length.
And good they could make it as the terrain beyond the runway end goes down +10m.
Looking towards RWY26. The red/white stripped structures support the approach lights and are 12 meters tall.
New tires and fresh underwear please.
H.A.
And good they could make it as the terrain beyond the runway end goes down +10m.
New tires and fresh underwear please.
H.A.
Re: Norwegian Air Shuttle
That's indeed not a nose gear strut, but the Righthand Main Landing Gear strut.
Thomas