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sandyb123 wrote:I saw a trip report on Youtube of the EDI-PVD flight and it is seriously weight limited to the extend that a lot of the pax have their own row of seats both sides of the isle. That might change with the MAX but that must be hurting bottom line. The 738 really is being stretched on these missions.
Sandyb123
AAvgeek744 wrote:I'll be surprised to see how many of these flights will last. Some perhaps, but really what is the market from southwest Norway to the U.S.( or a number of other routings) ? I want to see all airlines succeed, some of these route seem too "out there" to make a profit.
Pe@rson wrote:AAvgeek744 wrote:I'll be surprised to see how many of these flights will last. Some perhaps, but really what is the market from southwest Norway to the U.S.( or a number of other routings) ? I want to see all airlines succeed, some of these route seem too "out there" to make a profit.
Have you not seen how popular and beautiful that part of Norway is?
atcsundevil wrote:BGO-PVD is a heck of a long flight for a 737. Even if the route could survive economically year-round, I highly doubt the aircraft would have the legs to make it nonstop in the winter. Very interesting way to utilize the 737 though — no one would have even thought it possible just a few short years ago.
AAvgeek744 wrote:Pe@rson wrote:AAvgeek744 wrote:I'll be surprised to see how many of these flights will last. Some perhaps, but really what is the market from southwest Norway to the U.S.( or a number of other routings) ? I want to see all airlines succeed, some of these route seem too "out there" to make a profit.
Have you not seen how popular and beautiful that part of Norway is?
I have been there, and yes it is spectacular. IMO, if you want to get tourists there, you don't route them thru airports such as PVD. You operate from an airport that gives you better connection opportunities. Getting to Bergen via PVD would likely mean one, probably two connections to get there depending on the origin city.
Pe@rson wrote:AAvgeek744 wrote:Pe@rson wrote:
Have you not seen how popular and beautiful that part of Norway is?
I have been there, and yes it is spectacular. IMO, if you want to get tourists there, you don't route them thru airports such as PVD. You operate from an airport that gives you better connection opportunities. Getting to Bergen via PVD would likely mean one, probably two connections to get there depending on the origin city.
They operate 2x weekly during the summer using 737s. PVD obviously appeals because of lower charges and acts as an alternative for Boston, amongst others. If Norwegian can't fill 2x 737s during the summer from here to Bergen (and the other places people can connect onto, including Oslo), there's something wrong. Of course, we don't know whether its revenues will exceed its costs, but...
TheGeordielad wrote:[threeid][/threeid]atcsundevil wrote:BGO-PVD is a heck of a long flight for a 737. Even if the route could survive economically year-round, I highly doubt the aircraft would have the legs to make it nonstop in the winter. Very interesting way to utilize the 737 though — no one would have even thought it possible just a few short years ago.
Possibly why it's a summer seasonal flight
AAvgeek744 wrote:Pe@rson wrote:AAvgeek744 wrote:
I have been there, and yes it is spectacular. IMO, if you want to get tourists there, you don't route them thru airports such as PVD. You operate from an airport that gives you better connection opportunities. Getting to Bergen via PVD would likely mean one, probably two connections to get there depending on the origin city.
They operate 2x weekly during the summer using 737s. PVD obviously appeals because of lower charges and acts as an alternative for Boston, amongst others. If Norwegian can't fill 2x 737s during the summer from here to Bergen (and the other places people can connect onto, including Oslo), there's something wrong. Of course, we don't know whether its revenues will exceed its costs, but...
I understand. They will get the occasional, budget minded pax. Having not been on one of their 737s I can't say what it is like. One thing I see a lot is people complaining about doing a transcon or west coast to Hawaii flight on a 737. PVD-BGO is 800+ miles further. I doubt their seat pitch is that generous, and I doubt there's much ability to recline. That's why I question the viability of the long term success of these ventures. I don't know if the international version reports separate data or it's included under the one ledger, but it would be interested to see the numbers after this summer.
Natflyer wrote:
D8 Norwegian Air International , callsign "Nortrans". I heard several of these flights last night on Gander and Iceland frequencies. Wonder if these guys got any real N-ATL training, flight after flight sounded pretty amateurish. Lots of calls back and forth to confirm this and that as RT was really lacking on the pilots side...
Natflyer wrote:sandyb123 wrote:I saw a trip report on Youtube of the EDI-PVD flight and it is seriously weight limited to the extend that a lot of the pax have their own row of seats both sides of the isle. That might change with the MAX but that must be hurting bottom line. The 738 really is being stretched on these missions.
Sandyb123
That will change less with the MAX than people think.
D8 Norwegian Air International , callsign "Nortrans". I heard several of these flights last night on Gander and Iceland frequencies. Wonder if these guys got any real N-ATL training, flight after flight sounded pretty amateurish. Lots of calls back and forth to confirm this and that as RT was really lacking on the pilots side...
Varsity1 wrote:Natflyer wrote:sandyb123 wrote:I saw a trip report on Youtube of the EDI-PVD flight and it is seriously weight limited to the extend that a lot of the pax have their own row of seats both sides of the isle. That might change with the MAX but that must be hurting bottom line. The 738 really is being stretched on these missions.
Sandyb123
That will change less with the MAX than people think.
D8 Norwegian Air International , callsign "No rtrans". I heard several of these flights last night on Gander and Iceland frequencies. Wonder if these guys got any real N-ATL training, flight after flight sounded pretty amateurish. Lots of calls back and forth to confirm this and that as RT was really lacking on the pilots side...
They are being flown by step child scab crews. I wouldn't be surprised in the slightest if they screw up and put one in the drink eventually.
Inexperienced RJ pilots pushing a 737 to the end of it's range over then north atlantic isn't a ride I want to be on.
Pe@rson wrote:Varsity1 wrote:Natflyer wrote:
That will change less with the MAX than people think.
D8 Norwegian Air International , callsign "No rtrans". I heard several of these flights last night on Gander and Iceland frequencies. Wonder if these guys got any real N-ATL training, flight after flight sounded pretty amateurish. Lots of calls back and forth to confirm this and that as RT was really lacking on the pilots side...
They are being flown by step child scab crews. I wouldn't be surprised in the slightest if they screw up and put one in the drink eventually.
Inexperienced RJ pilots pushing a 737 to the end of it's range over then north atlantic isn't a ride I want to be on.
Wondered when the fear mongering unionist - safety is at risk, jobs are at risk; safety is at risk, jobs are at risk - man would appear.
NDiesel wrote:I thought it was worth mentioning the beginning of a new era with scheduled 737s going across the North Atlantic too on a regular basis.
a340crew wrote:They are currently blocking 30 seats per flight for the transatlantic flights being operated by the 737-800.
737max are not etops yet, but are expected to be in the near future. The engines require a set number of proving hours. The non-etops route adds only about 20-30 minutes extra to the flight. It is projected by Norwegian that once the 737max is etops approved they an carry a full load.
CarlosSi wrote:a340crew wrote:They are currently blocking 30 seats per flight for the transatlantic flights being operated by the 737-800.
737max are not etops yet, but are expected to be in the near future. The engines require a set number of proving hours. The non-etops route adds only about 20-30 minutes extra to the flight. It is projected by Norwegian that once the 737max is etops approved they an carry a full load.
If they'll be flying with that many blocked seats regularly, might as well remove 30 seats and make 30 of them lie-flat!
Or use a B37M if that's a thing? Not sure why airlines choose to fly empty, larger planes than smaller, full planes (i.e., the HawAAian fleet is weight-restricted a321Hs, but why not use a319s instead?).
lightsaber wrote:This is a milestone.
I personally expected to see A320NEOs flying the Atlantic by now. . A good PR move by Norwegian.
We'll see many more as the PIPs roll out.
Lightsaber
Dardania wrote:CarlosSi wrote:a340crew wrote:They are currently blocking 30 seats per flight for the transatlantic flights being operated by the 737-800.
737max are not etops yet, but are expected to be in the near future. The engines require a set number of proving hours. The non-etops route adds only about 20-30 minutes extra to the flight. It is projected by Norwegian that once the 737max is etops approved they an carry a full load.
If they'll be flying with that many blocked seats regularly, might as well remove 30 seats and make 30 of them lie-flat!
Or use a B37M if that's a thing? Not sure why airlines choose to fly empty, larger planes than smaller, full planes (i.e., the HawAAian fleet is weight-restricted a321Hs, but why not use a319s instead?).
The 737-800s are temporary until the 737 MAX-8 are all flying? So might be a costly decision to purchase aircraft for a few months of work...
NDiesel wrote:I thought it was worth mentioning the beginning of a new era with scheduled 737s going across the North Atlantic too on a regular basis......
luv2cattlecall wrote:OP: what website is that great screencap from?
sw733 wrote:Bergen to Providence...such a bizarre route. I hope it works, Bergen is great, but so bizarre...
Varsity1 wrote:They are being flown by step child scab crews. I wouldn't be surprised in the slightest if they screw up and put one in the drink eventually.
Inexperienced RJ pilots pushing a 737 to the end of it's range over then north atlantic isn't a ride I want to be on.
NDiesel wrote:Although WOW and FI fly their A321s and 757s from KEF as well as other carriers who operate their 757s TATL, I thought it was worth mentioning the beginning of a new era with scheduled 737s going across the North Atlantic too on a regular basis. (Not counting the daily SK B737 CPH-BOS).
Varsity1 wrote:Pe@rson wrote:Varsity1 wrote:
They are being flown by step child scab crews. I wouldn't be surprised in the slightest if they screw up and put one in the drink eventually.
Inexperienced RJ pilots pushing a 737 to the end of it's range over then north atlantic isn't a ride I want to be on.
Wondered when the fear mongering unionist - safety is at risk, jobs are at risk; safety is at risk, jobs are at risk - man would appear.
Aviation isn't particularly difficult, but it is particularly unforgiving. High standards are in place at other carriers because a slip up isn't an accident, it's a tragedy.
People who aren't pilots do not understand, and I wouldn't expect them to. You might be 6 feet from the flight deck, but you're world's apart from the stresses and realities of flying. 189 lives rely increasingly on one persons split second judgement and they don't get a second try.