Those are plans only... But in order to survive they need newer planes so it seems logical even if their choice of aircraft are peculiar as usual. They badly need LH expertise because they are still running into bad decisions in my opinion.
Bank loans? Manufacturer financing? Financial lease?
Quoting Navigator (Reply 3): But in order to survive they need newer planes so it seems logical even if their choice of aircraft are peculiar as usual.
What's so strange about them considering the C-series?
So far, one of the main issues why the C-series lacks interest, is the size of the aircraft in relation to scope clauses at many airlines, mainly North American. Especially when the difference in costs between mainline flying and regional flying is significant, the C-series becomes unattractive.
When the scope clause is at 100 seats (like at quite some airlines), it's not interesting to fly an aircraft with just over 100 seats. The CASM for a 110-seat CS100 might exceed that of a 99-seat E190, simply because the flight and cabin crew need to be paid more.
The CS100 is just on the edge for many airlines, the CS130 is clearly a mainline aircraft. But as the CS130 is the biggest so far, you're quite unable to have benefits from commonality.
In that respect, the combination of CRJ or E-jets, together with 737s or A320s seems more attractive: one fleet type for regional flying, one type for mainline flying.
Now, SK doesn't seem to have such a scope clause, considering that SK flies the CRJ900s themselves. When there is no sudden hike in wages, the C-series might actually be a very good aircraft to them.
Quoting Navigator (Reply 3): They badly need LH expertise because they are still running into bad decisions in my opinion.
You're refering to the airline who was the launch customer of this very same C-series, right?
If you have been reading their annual reports it says that they are very intersted in buying the Bombardier. This just firms up their annual reports. If SAS can get the same deal from Bombardier as Republic, then finance will not be a problem. SAS can commit, without any risks. IMO the Cseries will be a perfect fit for the SAS business modell. And finally a good DC-9 replacement.
SAS is in desperate need of simplifying their fleet. This order will help them achieve some of this. But it is quite a gamble for SAS to go for a plane that is not certified yet while desperatly needing to get down their number of airplantypes. SAS need to simplify NOW. Can they afford to wait for the new Cseries? It might be delayed if we look at other new airplane development. An airline in perfect health can afford to wait for new airplanes. Can SAS?
Dream no small dream; it lacks magic. Dream large, then go make that dream real - Donald Douglas
joost From Netherlands, joined Apr 2005, 3197 posts, RR: 4
Reply 9, posted (4 years 2 months 5 days 2 hours ago) and read 19274 times:
Quoting OyKIE (Reply 8): SAS is in desperate need of simplifying their fleet. This order will help them achieve some of this. But it is quite a gamble for SAS to go for a plane that is not certified yet while desperatly needing to get down their number of airplantypes. SAS need to simplify NOW
In what way does simplifying the fleet help SAS on the short term? Where do the benefits come from?
Last January, Allegiant bought 13 MD-82/83s and 5 MD-87s from SAS for a total of around $28.3 Million, so that makes about $1.57 Million per aircraft. Additionally, Allegiant expected to spend around $4 Million per aircraft to prepare them for service (I expect they were due for heavy maintenance). But second-hand value of such old air frames isn't particularily high.
garynor From Norway, joined Oct 2010, 47 posts, RR: 0
Reply 13, posted (4 years 2 months 5 days ago) and read 18667 times:
Although some headscratching might be in place, this could be a good move by SAS. It's an excellent opportunity to start restructuring the fleet.
Would it be logical to get rid of the CRJs as well when fazing in the C-series? Keep the efficient turboprops (get more?) for the shorter/thinner routes, use the C-series on medium capacity routes and choose either the 737 or 320 (NEO) series for high capacity routes? Brings the short/medium haul fleet types down from 6 (?) to 3 (might be hard to find takers for the -600 though...)
windshear From Denmark, joined Mar 2000, 2339 posts, RR: 11
Reply 23, posted (4 years 2 months 4 days 21 hours ago) and read 16127 times:
Quoting joost (Reply 22): and not due for replacement any time soon?
Both yes and no... I think they could review the A340s performance compared to other alternatives... Like something that has two engines instead of four.
But I was mostly asking because I would expect that they needed more heavies for expanding their offers on long haul destinations... Since they are not planning this expansion I guess, LH wish to take over that part of the service?
"If you believe breaking is possible, believe in fixing also"-Rebbe Nachman
Stitch From United States of America, joined Jul 2005, 31675 posts, RR: 85
Reply 24, posted (4 years 2 months 4 days 20 hours ago) and read 15984 times:
The CSeries makes more sense as a 737-500 and MD-82 replacement then getting more 737-600s from Boeing or adding the A318-100 from Airbus. I'm also interested to know how the CRJ-900 and CSeries cockpits are in terms of commonality.
Additional 73G or 738 models can be added to replace the 737-400s.
As for widebodies, a nice 10 frame 787-9 order to replace the A330-300s and A340-300s when they are ready for retirement would allow SK the flexibility to use the same plane on any route, which should make scheduling a bit easier.
: I had wondered the same thing. Does anyone have any information on this?
: I have been looking around and I don't think there is very much commonality between the CSeries and CRJ's. CSeries; Courtesy Flight Global CRJ; Court
: And then, what? Spend money on replacing 9-year old frames, rather than replacing 20+ year old frames? Besides that, the A340 isn't that bad at all.
: SK only stopped flying Fokker 50's a couple of months ago, I was happy to see the back of it, the Widerø Q400 is much nicer and knocks a few miuntes
: I am surprised that SK even considers this right now in the wake of trying to be a takeover target. Not sure how hard they have tried so far, but the
: SAS future fleet: CSeries A32xNEO 787-9 All sizes they need not dependent on one manufacturer ?
: Is Wideroe flying the Q400 between these two destinations? I thought it may have been a Dash-8-300 with similar capacity to the F-50.
: It would amaze me if they actually go for the C Series instead of A320/737. They already have a mixmatched fleet. Operating every narrowbody out there
: I don't know if they would go for the E-jets since they seem to keep buying the competing CRJ's.
: Yeah you are right... Who am I to throw in theories or thoughts on this forum... You're the expert here I guess. Boaz.
: When I first saw the headline I thought "Where are SK going to find 55 different models that they can order 1 of each" , I think the comment someone
: Here is a list of their active NB fleet: Airbus A319-100 4 Airbus A321-200 8 Boeing 737-400 4 Boeing 737-500 9 Boeing 737-600 28 Boeing 737-700 19 Bo