Scandinavian Airlines (SAS) has been undergoing some major changes in recent times, following its restructuring. The airline transitioned from Star Alliance to Sky Team, got an investment from Air France-KLM, and is also hoping to become a more globally competitive airline, increasingly focusing on its Copenhagen hub.
Along those lines, the airline has just placed its single largest direct order with an aircraft manufacturer in nearly 30 years, since 1996.
In this post:
SAS modernizes regional fleet with Embraer E195-E2s
SAS has placed an order for up to 55 Embraer E195-E2s, including 45 firm orders and 10 options. The first new Embraer jet delivery is expected for late 2027, so that’s a bit over two years down the road.
This order is valued at $4 billion at list prices, and supports the carrier’s long term fleet renewal strategy, focused on increasing efficiency, reducing emissions, and unlocking growth opportunities from its Copenhagen hub. SAS claims that the jet’s size and range are ideally suited to complement SAS’ existing fleet and route structure, allowing for more frequencies, better network flexibility, and lower trip costs.
For those not familiar with the Embraer E195-E2, this is the latest generation jet of the Brazilian aircraft manufacturer’s lineup. The E195-E2 is the largest, longest range, and most fuel efficient Embraer E-jet. The plane can seat 120-146 people (depending on the configuration), and can fly up to 2,600 nautical miles.
The plane is great from a passenger experience standpoint, given the 2-2 layout, meaning there are no middle seats onboard. The one catch is that SAS is restoring intra-Europe business class as of late 2025, which typically offers a blocked middle seat. However, it appears that SAS doesn’t plan to block an adjacent seat when there are just two seat per row (on existing aircraft with such a configuration). Then again, a lot can change between now and late 2027.
Here’s how SAS CEO Anko van der Werff describes this aircraft order:
“This is a defining moment for SAS. The Embraer E195-E2 is a world-class aircraft, combining outstanding performance with excellent fuel efficiency and comfort. This aircraft is key to enabling future growth and improved connectivity across Scandinavia and beyond. We’ve taken the time to make the right decision — and this major investment reflects our confidence in the future and the strength of the agreement we have secured.”
How this fits into SAS’ overall fleet strategy
SAS’ mainline fleet currently consists of around 65 aircraft. The short haul fleet includes just over 50 Airbus A320-family jets, with the predominant aircraft being the A320neo. The airline also has a small long haul fleet, consisting of four A350-900s, eight A330-300s, and three A321LRs.
Beyond the mainline fleet, SAS also has robust connectivity with regional aircraft. Subsidiary SAS Link currently operates a fleet of 13 Embraer E195s, while Irish wet lease operator CityJet operates 21 Bombardier CRJ-900s on behalf of SAS.
Presumably the 45-55 Embraer E195-E2s will refresh the regional jet, replacing those aircraft over time. But with the regional fleet currently having 34 aircraft, we’re going to see a significant expansion to that, with 45-55 aircraft. That also says nothing of the fact that the Embraer E195-E2 is way higher capacity than the CRJ-900 (we’re talking 120+ seats compared to 90ish seats).
It’s nice to see Embraer get a big win with its excellent lineup of E2 jets, especially since the company recently suffered a loss, when LOT Polish Airlines ordered Airbus A220s, to replace its existing Embraer aircraft.
Unfortunately the E-jets just aren’t popular in the US, mainly due to how our mainline vs. regional airlines are structured, due to pilot contracts. The E195-E2 is too large for regional airlines to operate, and I imagine legacy carriers can’t make the economics work for flying them as part of mainline fleets.
Bottom line
SAS has just placed a huge aircraft order, for 45-55 Embraer E195-E2s, which will be delivered as of late 2027. This is a great addition to SAS’ fleet, and it means that in the long run, the airline will exclusively fly A320neos and E195-E2s on regional routes.
I wish we’d see more airlines operating the E195-E2, so I’m always happy when I see more airlines order this aircraft.
What do you make of SAS ordering the Embraer E195-E2?
Works for Porter of Canada it seems, thus why not for SAS!
The European business class is a nightmare by itself. And it is getting even worse when airlines pack passengers directly next to each other on 2/2 seating arrangements. I stopped flying those airlines a while ago because I really hate it. Unfortunately on some routes you do not really have a choice and I recently flew SK CPH-HAM and did not enjoy this lousy experience. At least some few airlines have the decency to block...
The European business class is a nightmare by itself. And it is getting even worse when airlines pack passengers directly next to each other on 2/2 seating arrangements. I stopped flying those airlines a while ago because I really hate it. Unfortunately on some routes you do not really have a choice and I recently flew SK CPH-HAM and did not enjoy this lousy experience. At least some few airlines have the decency to block the neighbouring seat even on 2/2 configurations - but certainly not AF/KL/SK.
The E2 offers some very interesting staggered business class LOPAs. Quite probably SAS has considered one of those.
Can't find the source right now, but it was stated during the announcements that eurobiz will indeed have blocked seats also on 2-2 configed aircraft.
That will be super inefficient.
Going proper 1-2 seats or the new staggered 2-2 seats will be better for economics.
It doesn't really matter. SAS don't have a huge intercontinental route network, most segments on these planes will typically have just 3-4 business class passengers.
Good call by SAS. No waiting lists, they'll get their planes quicker than from Airbus.
BEST SMALL AIRPLANE IN THE SKY. ULTRA RELIABLE AND EFFICIENT.
GREAT DECISION FOR SAS!
SAS ordered 50 A320neos in 2018 — that must be their largest single firm order, right? Also, don’t forget about their subsidiary, SAS Connect, which operates another 30 A320neos.
Probably the 737NG order that was the biggest ever. The reference to the 1996 order would be the 737 order. I wonder if the MD80s were one big order or many small orders.
SAS would be clever in using these E2 with the same appeal as AirBaltic uses the A220.
Some additional connectivity to the UK regions wouldn't go amiss, I am sure I am not the only person who hates flying via AMS.
I thought AMS was well-designed for connections, but you aren't the only one who has complaints about it that I've seen. What is wrong with AMS?
I wrote a large response to this but the blog is back to its old ways of munching comments. Basically cramming everything into a single terminal may work for an airport the size of, say, OPO, but it doesn't for global hubs like AMS and IST. I don't want to stress over whether I'll make a 70 minute connection, and I definitely don't want to have to leave the lounge and hour before departure... even...
I wrote a large response to this but the blog is back to its old ways of munching comments. Basically cramming everything into a single terminal may work for an airport the size of, say, OPO, but it doesn't for global hubs like AMS and IST. I don't want to stress over whether I'll make a 70 minute connection, and I definitely don't want to have to leave the lounge and hour before departure... even if I am not a fan of the KLM lounges and the rodents that have been living there for years.
To cities like Birmingham and Glasgow that currently require a transfer at AMS, for sure. Even the smoothest transfer in the world is still less convenient than a non-stop.
I don't mind connecting flights, especially when I have lounge access, but I prefer to connect even at the rather imperfect CDG or FRA over AMS.
It goes without saying that the connecting passenger experience at the likes of CPH, MUC, and ZRH is at a completely different level. Heck, even the pair of underwhelming corridors at BRU works quite well for travelling between the UK and the continent.
This is a big win for Embraer.
How SK uses the plane remains to be seen but I would bet that a chunk of them will be used to grow SK's network beyond Scandinavia.
and a big drawback for the E2 jets is that they have smaller overhead bins than either the A220 or the A320/B737 family jets. In the US with all the junk people carry onboard - to the satisfaction of airlines - overhead bin space matters. The E2 jets would require more ground staff to support the flight.
Good news, the CRJs are very cramped indeed, feeling claustrophobic and always having to gate check stuff, and boarding is no fun when it's raining and there's no jetbridge nor covered steps. It's unbelievable that some of those Cityjet planes aren't even 10 years old, they feel like something out of the early 1990s.