Could Norwegian lessors make some better money using part of the current DY fleet with any better business, or do you see Norwegian getting back to its pre-covid size (in short haul) no matter in how much time?
Right now, they probably couldn't find anyone else with which to place these aircraft. However, it does mean that Bjorn Kjos is less exposed. However, it's very likely that the fleet will be capped at what it is now. I could also see the parked B38Ms not returning, with DI/DU/DY/D8/LE using just B738s, B788s, and B789s, with the major wide-body hub being LGW.
Fleet-wise, the B788/B789 fleet will ultimately be 29 leased, 12 owned (I cannot see Boeing accepting cancellations on the B789s as they have already been built, but any Norwegian-canceled MAX orders, I could see being re-marketed to WN, with the required reconfiguration to WN's cabin requirements). The narrow-body fleet is 67 leased, 32 owned (12 of those being MAX 8).
As for the MAX 8, once the MAX can fly again, I expect them to exit the Norwegian fleet, with the owned MAX 8s being sold to the lessors for remarketing. The fleet would then be 81 B738, 8 B788, and 33 B789, with no additional orders for a good while. (The oldest B738 is only 11 years old, meaning that could fly for another 7 years until the third D-check, and then be converted to a freighter.)
As for that A321LR order, I expect that order book to be sold. Possible customers:
B6 (A320 replacement - high-time A320s)
D7/XJ (for longer service on smaller planes before the XLR is ready)
JQ and related (additional A321LRs)
6E (for Europe with somewhat of a premium cabin and accelerate A320 retirement; 6E is planning an A20N/A21N/AT76 fleet only).
Last edited by aemoreira1981
on Tue Jun 30, 2020 5:00 pm, edited 3 times in total.