Norwegian Air Shuttle
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And the last few posts show clearly why the new runway should not have gone to Heathrow. Keep as much long haul at Lhr as possible, try and not let new entrants compete and we can keep our fares sky high. Suits the establishment well.
Join Date: Feb 2007
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DY has been using a A330-200 leased from Wamos (formerly Pullmantor Air) since 26th of March. The aircraft has been operating 6 or the 7 weekly DY7015/DY7016 LGW-JFK-LGW rotations. The aircraft is configured with 327 seats (20 Premium Economy/307 Economy).
Does anyone know how long this lease is for?
Does anyone know how long this lease is for?
I understand that the Norwegian group of companies owns a number of airlines. This includes:
- Norwegian Air Shuttle (based in Norway with IATA code DY) - the original airline which operates domestic flights within Norway is subject to Norwegian labour laws and thus has a high cost base
- Norwegian Air International (based in Ireland with IATA code D8) - the airline for flights within the EU which has a lower cost base than DY
- Norwegian Air Argentina (based in Argentina, no IATA code yet) - the new airline to be based in Argentina
- Norwegian Long Haul (based, I think, in Norway with code DU) - operates the bulk of the B787s for flights from Europe to N.America and Asia
There also seems to be 2 other airlines:
- Norwegian Air UK (based in the UK with IATA code DI) - seems to operates one B738 (G-NRWY flying within Europe) and a B787 (between Europe and N.America). Is this intended to be a purely long-haul airline, or both long and short haul ? Was G-NRWY kept on the books just between the UK CAA issuing an AOC and the first B787 operating so that the AOC wasn't revoked (with a modest overlapping period to cover contingencies against delays) ? Are we likely to find that the B738 is taken off the books of DI and moved to DY or D8 by the end of the S17 season so that the airline becomes purely long-haul B787s ? What's the advantage of operating a B787 through DI compared to D8 or DU ?
- Norwegian Air Norway (based possibly in Norway with IATA code DH) - no idea what this one is for compared to the DY airline. Anyone able to advise ?
I know some will have strong feelings about one aviation group setting up lots of subsidiaries to take advantange of cheaper labour rates and more lax employment laws - you have my sympathy on this. However at the moment I'm just trying to figure out how the different subsidiaries all fit together into the scheme of things
- Norwegian Air Shuttle (based in Norway with IATA code DY) - the original airline which operates domestic flights within Norway is subject to Norwegian labour laws and thus has a high cost base
- Norwegian Air International (based in Ireland with IATA code D8) - the airline for flights within the EU which has a lower cost base than DY
- Norwegian Air Argentina (based in Argentina, no IATA code yet) - the new airline to be based in Argentina
- Norwegian Long Haul (based, I think, in Norway with code DU) - operates the bulk of the B787s for flights from Europe to N.America and Asia
There also seems to be 2 other airlines:
- Norwegian Air UK (based in the UK with IATA code DI) - seems to operates one B738 (G-NRWY flying within Europe) and a B787 (between Europe and N.America). Is this intended to be a purely long-haul airline, or both long and short haul ? Was G-NRWY kept on the books just between the UK CAA issuing an AOC and the first B787 operating so that the AOC wasn't revoked (with a modest overlapping period to cover contingencies against delays) ? Are we likely to find that the B738 is taken off the books of DI and moved to DY or D8 by the end of the S17 season so that the airline becomes purely long-haul B787s ? What's the advantage of operating a B787 through DI compared to D8 or DU ?
- Norwegian Air Norway (based possibly in Norway with IATA code DH) - no idea what this one is for compared to the DY airline. Anyone able to advise ?
I know some will have strong feelings about one aviation group setting up lots of subsidiaries to take advantange of cheaper labour rates and more lax employment laws - you have my sympathy on this. However at the moment I'm just trying to figure out how the different subsidiaries all fit together into the scheme of things
Last edited by davidjohnson6; 29th May 2017 at 15:18.
Join Date: Mar 2013
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Sounds like a recipe for trouble. Remember Air Europe (Air Europa, Air Europe Norway, Air Europe Italy etc)
Complex subdivisions always ring alarm bells. If it was foolproof Im surprised Ryanair didnt adopt this method. Mmm.
Complex subdivisions always ring alarm bells. If it was foolproof Im surprised Ryanair didnt adopt this method. Mmm.
Join Date: Jul 2009
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Might as well list these here as I had to go and find them to update my records, Norwegian have been running a little ahead of me with speed of company creation. Callsign / ICAO code mapping.
Nor Shuttle / NAX / Norwegian Air Shuttle
Nortrans / IBK / Norwegian Air International
Norstar / NLH / Norwegian Long Haul
Norship / NAN / Norwegian Air Norway
Norworld / NRS / Norwegian Air UK
Callsign 'Norwegian' was grabbed a few decades earlier by the RoNAF.
Nor Shuttle / NAX / Norwegian Air Shuttle
Nortrans / IBK / Norwegian Air International
Norstar / NLH / Norwegian Long Haul
Norship / NAN / Norwegian Air Norway
Norworld / NRS / Norwegian Air UK
Callsign 'Norwegian' was grabbed a few decades earlier by the RoNAF.
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Norwegian 737MAX 8 S17 service entry changes as of 29MAY17 :: Routesonline
Clearly the Max8s are arriving late and in smaller numbers, so earlier 737s are being substituted.
Clearly the Max8s are arriving late and in smaller numbers, so earlier 737s are being substituted.
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Norwegian long haul actually use DY/NAX. It is very Air Europa, all smoke and mirrors.
Norwegian Air UK remains a paperwork exercise, their single 737 is run under D8 alongside the rest of the Irish registered fleet.
Norwegian Air UK remains a paperwork exercise, their single 737 is run under D8 alongside the rest of the Irish registered fleet.
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Expansion
I have to say they do seem to be expanding at a phenomenal rate. I do hope that they don't unravel. As you say all the Air Europe's and I think TEA did the same. They need to remain strong and stable!
Join Date: Mar 2013
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Mmm, may be some who booked expecting to be flying on brand new full range aircraft, older model 737's with stops in Iceland may be a disappointment. As seats still widely available, presumably any need for lower capacity can be accomodated.
It won't be a good introduction to transatlantic flying on Norwegian for most,
basically flying for 6-7 hours in a 189 seater 737-800 to arrive on a remote airport having been charged for everything is something they will probably try only once then moan to their friends for months about it,will not encourage more bookings.
basically flying for 6-7 hours in a 189 seater 737-800 to arrive on a remote airport having been charged for everything is something they will probably try only once then moan to their friends for months about it,will not encourage more bookings.
Join Date: Apr 2008
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Rome (FCO) will be their next long haul base with flights to EWR, LAX and OAK
Newsdesk - Norwegian
Newsdesk - Norwegian
Join Date: Apr 2010
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I'm a Virgin Atlantic fan but have picked Norwegian PE over VS for a flight to Boston.
No weekend stay, saving a fortune, plus, Norwegian offer Fastrack and lounge access with their PE offering.
Looking forward to it, feel very disloyal to Virgin though!
No weekend stay, saving a fortune, plus, Norwegian offer Fastrack and lounge access with their PE offering.
Looking forward to it, feel very disloyal to Virgin though!
Join Date: Dec 2013
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