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SAS operate a mix of 73NG models for a variety of differing tasks
The 737-600 models (No winglets) are primarily used short domestic routes and shorter international routes from Stockholm and Norway. The winglets would just add weight and operating costs to an already heavy frame.
The 737-700 model - Some have winglets and some don't.
Those that don't are normally operated from Norway (Several were early Braathens orders)
Later new deliveries do have winglets and allow them to operate some long sectors including the Canaries directly from Norway.
Two leased in second hand models don't have winglets and are operating from Stockholm (These are replacements for MD87s)
The 737-800 model - Include low density and none winglets units used from Stockholm and Oslo on international business routes such as those to Heathrow
Further models in a higher density seating arrangement and including winglets are mainly deployed on longer leisure services.
The 737-600 models (No winglets) are primarily used short domestic routes and shorter international routes from Stockholm and Norway. The winglets would just add weight and operating costs to an already heavy frame.
The 737-700 model - Some have winglets and some don't.
Those that don't are normally operated from Norway (Several were early Braathens orders)
Later new deliveries do have winglets and allow them to operate some long sectors including the Canaries directly from Norway.
Two leased in second hand models don't have winglets and are operating from Stockholm (These are replacements for MD87s)
The 737-800 model - Include low density and none winglets units used from Stockholm and Oslo on international business routes such as those to Heathrow
Further models in a higher density seating arrangement and including winglets are mainly deployed on longer leisure services.
Last edited by rutankrd; 19th Dec 2012 at 16:06.
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There are a number of reasons for SAS 737NGs not having winglets:
1. The 737-600s are not certified with winglets.
2. SAS has only selected to install winglets on aircraft that don't need to strengthen the wing (to save expences), and that means only -700s later than L/N 1545 and -800s later than L/N 778.
3. Then there is an engine issue. SAS selected DAC (Dual Annular Combustor) versions of the CFM56 for their first batches -683, -783 and -883 (the 737-705 that came from Braathens Single Annular Combustor engines), and it happens to be only aircraft with SAC engines that are certified for winglets.
This is only some of the reasons for having and not having winglets installed at SAS. Within the 737NG fleet there are more differences, like some aircraft have Atlas galleys while other have KSSU galleys. Then there are different seating configurations within each sub series, different engine ratings and different MTOWs. Fleet commonality is unknown to SAS.
1. The 737-600s are not certified with winglets.
2. SAS has only selected to install winglets on aircraft that don't need to strengthen the wing (to save expences), and that means only -700s later than L/N 1545 and -800s later than L/N 778.
3. Then there is an engine issue. SAS selected DAC (Dual Annular Combustor) versions of the CFM56 for their first batches -683, -783 and -883 (the 737-705 that came from Braathens Single Annular Combustor engines), and it happens to be only aircraft with SAC engines that are certified for winglets.
This is only some of the reasons for having and not having winglets installed at SAS. Within the 737NG fleet there are more differences, like some aircraft have Atlas galleys while other have KSSU galleys. Then there are different seating configurations within each sub series, different engine ratings and different MTOWs. Fleet commonality is unknown to SAS.
Last edited by LN-KGL; 19th Dec 2012 at 22:21.
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How much longer will the SK594 MD81 wake me up at 11:30 every Sunday morning? A very reliable alarm clock, guaranteed to pierce the deepest sleep.
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1130 morning - I don't think so and you have slept long enough by that time.
BTW SK594 is a flight in to BRU and is usually flown with A319 or A321.
BTW2 All MD80s at SAS are now only M82 (but don't tell the SAS people responsible for their websites that), and they are now only flying out of CPH. ARN is a 737NG only base now. OSL has a mix of NG and Classic 737s. Latest info on the MD82s is that they may end their service earlier than the planned retirement at the end of 2014.
BTW SK594 is a flight in to BRU and is usually flown with A319 or A321.
BTW2 All MD80s at SAS are now only M82 (but don't tell the SAS people responsible for their websites that), and they are now only flying out of CPH. ARN is a 737NG only base now. OSL has a mix of NG and Classic 737s. Latest info on the MD82s is that they may end their service earlier than the planned retirement at the end of 2014.
Last edited by LN-KGL; 20th Dec 2012 at 09:43.
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I need my beauty sleep! To maintain my astonishingly good looks, vigour and intelligence, to satisfy the expectations of my legions of fans and followers (see post below)
Sat,Sun 11:25 Brussels (BRU) 12:55 Copenhagen (CPH) 3
SK 594 Non-stop McDonnell Douglas MD-81 (M81) 1:30
SK 594 Non-stop McDonnell Douglas MD-81 (M81) 1:30
Last edited by The SSK; 20th Dec 2012 at 12:27.
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Why would they need an Irish AOC, couldn't they just use an existing EU one (Swedish/Danish)? And potentially what use would Irish be anyway post-Brexit for London? Or is a new AOC more about overcoming union issues?
I can't really see this working though, or see what they would bring to the table. It's a crowded market.
I can't really see this working though, or see what they would bring to the table. It's a crowded market.
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I personally think they're (SAS) entering an over saturated market here in London. That is to assume they'll be going after the Leisure traffic.
LGW would see them off with fierce competition from not just Norwegian, but EZY are massive at LGW and BA will defend their turf here also.
STN has Jet2 arriving next month with a massive fanfare, Ryanair, Easyjet and now even BA in the shape of Cityflyer all have a presence here big and small.
Only airport left is Luton, but I think over-night stands here are a problem, plus EZY would put up a decent fight. Not sure there's much fight to be had from Monarch mind?
Southend anyone?
I just can't see it lasting, it will just be another Aer Lingus IMHO.
LGW would see them off with fierce competition from not just Norwegian, but EZY are massive at LGW and BA will defend their turf here also.
STN has Jet2 arriving next month with a massive fanfare, Ryanair, Easyjet and now even BA in the shape of Cityflyer all have a presence here big and small.
Only airport left is Luton, but I think over-night stands here are a problem, plus EZY would put up a decent fight. Not sure there's much fight to be had from Monarch mind?
Southend anyone?
I just can't see it lasting, it will just be another Aer Lingus IMHO.
The SAS move appears awkward on so many levels - wrong business model, wrong fleet mix/configurations, wrong cost base, wrong customer base etc etc
I think DJ6 hit the nail on the head - it's a protective move by SAS to try and undermine the progress and revenues of Norwegian, regardless of the cost. Ask yourself would SAS be doing this if Norwegian didn't exist ? Somehow I doubt it....
I think DJ6 hit the nail on the head - it's a protective move by SAS to try and undermine the progress and revenues of Norwegian, regardless of the cost. Ask yourself would SAS be doing this if Norwegian didn't exist ? Somehow I doubt it....
As posted on the LGW thread just now, why is everyone assuming that this will be extra SAS flying in LON? Their plan is to take the existing LHR nightstops from CPH, ARN and OSL and crew them from a London base, together with other services through the day. The LON crew will be on a lower costbase than their Scandinavian crew on legacy contracts - particularly given the exchange rates where they are - and they'll cut out nightstop costs in LHR for six crews a night. Quite a sensible move.
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What Flightrider says is my interpertation as well.
I've not seen any intention from SAS to open new routes or markets, the London base will fly existing routes to Scandinavia. It's just the crew and aircraft will be based at Heathrow and therefore no need for night-stops and expenses for crews. Combine this with lower employment costs in "Ireland" compared to Scandianvia and that is another cost saving.
I don't think SAS has any intention of trying to make money out of leisure routes from the UK, at least not at the moment.
I've not seen any intention from SAS to open new routes or markets, the London base will fly existing routes to Scandinavia. It's just the crew and aircraft will be based at Heathrow and therefore no need for night-stops and expenses for crews. Combine this with lower employment costs in "Ireland" compared to Scandianvia and that is another cost saving.
I don't think SAS has any intention of trying to make money out of leisure routes from the UK, at least not at the moment.
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