2025 Q4 -tulosraportti
14 päivää sitten
‧24 min
Tarjoustasot
Euronext Expand Oslo
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Viimeisimmät kaupat
| Aika | Hinta | Määrä | Ostaja | Myyjä |
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| 164 | - | - | ||
| 2 192 | - | - | ||
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Välittäjätilasto
Dataa ei löytynyt
Yhtiötapahtumat
Datan lähde: FactSet, Quartr| Seuraava tapahtuma | |
|---|---|
2026 Q1 -tulosraportti 21.5. |
| Menneet tapahtumat | ||
|---|---|---|
2025 Q4 -tulosraportti 26.2. | ||
2025 Q3 -tulosraportti 26.11.2025 | ||
2025 Q2 -tulosraportti 19.8.2025 | ||
2025 Q1 -tulosraportti 21.5.2025 | ||
2024 Q4 -tulosraportti 26.2.2025 |
Asiakkaat katsoivat myös
Shareville
Liity keskusteluun SharevillessäShareville on aktiivisten yksityissijoittajien yhteisö, jossa voit seurata muiden asiakkaiden kaupankäyntiä ja omistuksia.
Kirjaudu
·54 min sitten · MuokattuMany are concerned about the oil price and wonder what this means for Norse. I therefore thought I would try to look at it a bit more systematically, and base it on the guidance the company itself provided when they presented Q4, instead of including all possible short-term effects from the war. When Norse presented its figures, Brent crude was around 72-75 dollars a barrel. Jet fuel is normally somewhat above Brent because refining margins and logistics are added on top of the crude oil price. At that time, jet fuel was approximately around 90-95 dollars per barrel in Europe and Asia, and slightly lower in the USA. This means that when Norse created its model for 2026, it is quite reasonable to assume that they based it on a global jet fuel level of around 90-100 dollars. The guidance they provided was a profit before tax of 200-400 million kroner. To understand what oil actually means, one must also understand how jet fuel is priced. Airlines do not buy fuel at one global price, but at regional benchmarks. In Asia, Singapore jet fuel is used, in Europe Northwest Europe jet is used, and in the USA US Gulf Coast jet is used. These markets often move in the same direction because crude oil is global, but they can have differences because refinery capacity, inventories, and transport costs are different. If one simultaneously looks at how much fuel a Boeing 787 actually uses, the sensitivity becomes quite clear. A typical transatlantic flight uses around 50-60 tons of fuel, while the longest routes to Asia are closer to 65-70 tons. One ton of jet fuel corresponds to approximately 7.9 barrels. A long-haul flight therefore roughly uses between 400-550 barrels of jet fuel depending on distance. If jet fuel rises 10 dollars per barrel, it means around 4,000-5,500 dollars more in fuel cost per flight. For single flights, this is not dramatic, but when summed over an entire year with many hundreds of long-haul segments, the effect becomes significant. Roughly calculated, an increase in the fuel price of around 10 dollars can quickly eat up somewhere around 60-80 million kroner of the profit. Precisely during the crisis shock amid the attacks in the Middle East, we also saw that the jet fuel market itself reacted more strongly than crude oil. In Asia, jet fuel rose to over 220 dollars per barrel at its peak, which corresponds to an increase of around 140 percent from the level before the war. In Europe and the USA, the increase was also sharp, but more in the range of around 120-140 dollars per barrel. However, these are typical panic levels when refining margins blow out. But historically, jet fuel has normally been around 15-30 dollars above Brent when the market stabilizes again. If one therefore uses the same mechanics as when Norse created its guidance, one can make some rough estimates. If Brent stabilizes around 80 dollars a barrel, jet fuel could typically be around 100 dollars. If Brent stabilizes around 90 dollars, jet fuel will quickly be around 110-115. If Brent is around 100 dollars a barrel, jet fuel will often be around 120-130 in a more normalized market. If one then compares this with Norse's guidance, one gets a fairly simple picture. With jet fuel around 90-100 dollars, the company is likely in the range of its guidance of 200-400 million before tax. With jet fuel around 110-115 dollars, the profit begins to be squeezed, perhaps towards around 100-250 million. Only when jet fuel approaches 120-130 dollars for a longer period does a large part of the profit begin to disappear unless revenues simultaneously increase. My point is therefore really just this: if one takes Norse's own guidance as a starting point and tries to understand the mechanics behind fuel costs, it seems that their model can withstand an oil price well above the level it was created at before the profit truly begins to be pressured. At the same time, the route profile throughout the year – Asia in winter and more USA traffic from spring – will also play a role in how hard a high fuel price actually impacts in practice.
·25 min sittenGood summary, but I don't think a realistic problem is that we will have a Brent oil price of 100 dollars for the rest of the year. As long as the Strait of Hormuz is practically closed, the loss of oil to the world economy will be so great that it will not be possible to replace it with, for example, the release of strategic reserves. This means that the oil price will accelerate upwards, and as some experts say, this is unknown territory. Several say oil can go to 150 dollars, others say 200 dollars and that there is no theoretical upper limit. If we get oil at 150 dollars, planes stop flying, otherwise ticket prices must be raised so much that demand fails. Eivind Roald has said that no share issue is planned, and that is a good sign. But if Norse's planes are grounded, it probably won't be long before that's where we end up. Donald wants to continue the war, Iran wants to continue the war. Even if Donald wished for TACO Friday, it's still not certain that Iran wants to end it. As long as Iran continues to bomb, mine and make life difficult for everyone in Hormuz, the oil price will continue to rise. At some point, this will probably subside, the question is just how bad it gets and whether Norse has the liquidity to get through a worst-case scenario. If the guidance for the year falls, one must also sit and wait another year in the hope of some positive share price development.
·9 min sittenNA has never been a copy of flyr. What do you mean?
·3 t sittenThe oil price is apparently rising again, it will be exciting to see the development today, have a nice day folks:-)
·1 t sitten · MuokattuJust raise the ticket price. When oil goes down, the high ticket prices can be maintained. Win-win.- ·17 t sittenIs there anyone here who could tell me if Norse will use aerowash? Just a little interesting to know...
16 t sitten16 t sittenThere is no way to know. 
·23 t sittenEverything under 6 kr per share, are refill opportunities. Underpriced and with a ceo I believe in. ✈️✈️= 🚀🚀
·1 t sittenI've long since buckled up and am getting ready for take-off around the Q1 report.- ·1 päivä sittendoes aerowash have anything to do with Norse's aircraft type?, I see it's rising well today after a lot of decline...
Yllä olevat kommentit ovat peräisin Nordnetin sosiaalisen verkoston Sharevillen käyttäjiltä, eikä niitä ole muokattu eikä Nordnet ole tarkastanut niitä etukäteen. Ne eivät tarkoita, että Nordnet tarjoaisi sijoitusneuvoja tai sijoitussuosituksia. Nordnet ei ota vastuuta kommenteista.
Uutiset
Tämän sivun uutiset ja/tai sijoitussuositukset tai otteet niistä sekä niihin liittyvät linkit ovat mainitun tahon tuottamia ja toimittamia. Nordnet ei ole osallistunut materiaalin laatimiseen, eikä ole tarkistanut sen sisältöä tai tehnyt sisältöön muutoksia. Lue lisää sijoitussuosituksista.
2025 Q4 -tulosraportti
14 päivää sitten
‧24 min
Uutiset
Tämän sivun uutiset ja/tai sijoitussuositukset tai otteet niistä sekä niihin liittyvät linkit ovat mainitun tahon tuottamia ja toimittamia. Nordnet ei ole osallistunut materiaalin laatimiseen, eikä ole tarkistanut sen sisältöä tai tehnyt sisältöön muutoksia. Lue lisää sijoitussuosituksista.
Shareville
Liity keskusteluun SharevillessäShareville on aktiivisten yksityissijoittajien yhteisö, jossa voit seurata muiden asiakkaiden kaupankäyntiä ja omistuksia.
Kirjaudu
- ·54 min sitten · MuokattuMany are concerned about the oil price and wonder what this means for Norse. I therefore thought I would try to look at it a bit more systematically, and base it on the guidance the company itself provided when they presented Q4, instead of including all possible short-term effects from the war. When Norse presented its figures, Brent crude was around 72-75 dollars a barrel. Jet fuel is normally somewhat above Brent because refining margins and logistics are added on top of the crude oil price. At that time, jet fuel was approximately around 90-95 dollars per barrel in Europe and Asia, and slightly lower in the USA. This means that when Norse created its model for 2026, it is quite reasonable to assume that they based it on a global jet fuel level of around 90-100 dollars. The guidance they provided was a profit before tax of 200-400 million kroner. To understand what oil actually means, one must also understand how jet fuel is priced. Airlines do not buy fuel at one global price, but at regional benchmarks. In Asia, Singapore jet fuel is used, in Europe Northwest Europe jet is used, and in the USA US Gulf Coast jet is used. These markets often move in the same direction because crude oil is global, but they can have differences because refinery capacity, inventories, and transport costs are different. If one simultaneously looks at how much fuel a Boeing 787 actually uses, the sensitivity becomes quite clear. A typical transatlantic flight uses around 50-60 tons of fuel, while the longest routes to Asia are closer to 65-70 tons. One ton of jet fuel corresponds to approximately 7.9 barrels. A long-haul flight therefore roughly uses between 400-550 barrels of jet fuel depending on distance. If jet fuel rises 10 dollars per barrel, it means around 4,000-5,500 dollars more in fuel cost per flight. For single flights, this is not dramatic, but when summed over an entire year with many hundreds of long-haul segments, the effect becomes significant. Roughly calculated, an increase in the fuel price of around 10 dollars can quickly eat up somewhere around 60-80 million kroner of the profit. Precisely during the crisis shock amid the attacks in the Middle East, we also saw that the jet fuel market itself reacted more strongly than crude oil. In Asia, jet fuel rose to over 220 dollars per barrel at its peak, which corresponds to an increase of around 140 percent from the level before the war. In Europe and the USA, the increase was also sharp, but more in the range of around 120-140 dollars per barrel. However, these are typical panic levels when refining margins blow out. But historically, jet fuel has normally been around 15-30 dollars above Brent when the market stabilizes again. If one therefore uses the same mechanics as when Norse created its guidance, one can make some rough estimates. If Brent stabilizes around 80 dollars a barrel, jet fuel could typically be around 100 dollars. If Brent stabilizes around 90 dollars, jet fuel will quickly be around 110-115. If Brent is around 100 dollars a barrel, jet fuel will often be around 120-130 in a more normalized market. If one then compares this with Norse's guidance, one gets a fairly simple picture. With jet fuel around 90-100 dollars, the company is likely in the range of its guidance of 200-400 million before tax. With jet fuel around 110-115 dollars, the profit begins to be squeezed, perhaps towards around 100-250 million. Only when jet fuel approaches 120-130 dollars for a longer period does a large part of the profit begin to disappear unless revenues simultaneously increase. My point is therefore really just this: if one takes Norse's own guidance as a starting point and tries to understand the mechanics behind fuel costs, it seems that their model can withstand an oil price well above the level it was created at before the profit truly begins to be pressured. At the same time, the route profile throughout the year – Asia in winter and more USA traffic from spring – will also play a role in how hard a high fuel price actually impacts in practice.·25 min sittenGood summary, but I don't think a realistic problem is that we will have a Brent oil price of 100 dollars for the rest of the year. As long as the Strait of Hormuz is practically closed, the loss of oil to the world economy will be so great that it will not be possible to replace it with, for example, the release of strategic reserves. This means that the oil price will accelerate upwards, and as some experts say, this is unknown territory. Several say oil can go to 150 dollars, others say 200 dollars and that there is no theoretical upper limit. If we get oil at 150 dollars, planes stop flying, otherwise ticket prices must be raised so much that demand fails. Eivind Roald has said that no share issue is planned, and that is a good sign. But if Norse's planes are grounded, it probably won't be long before that's where we end up. Donald wants to continue the war, Iran wants to continue the war. Even if Donald wished for TACO Friday, it's still not certain that Iran wants to end it. As long as Iran continues to bomb, mine and make life difficult for everyone in Hormuz, the oil price will continue to rise. At some point, this will probably subside, the question is just how bad it gets and whether Norse has the liquidity to get through a worst-case scenario. If the guidance for the year falls, one must also sit and wait another year in the hope of some positive share price development.·9 min sittenNA has never been a copy of flyr. What do you mean?
- ·3 t sittenThe oil price is apparently rising again, it will be exciting to see the development today, have a nice day folks:-)·1 t sitten · MuokattuJust raise the ticket price. When oil goes down, the high ticket prices can be maintained. Win-win.
- ·17 t sittenIs there anyone here who could tell me if Norse will use aerowash? Just a little interesting to know...16 t sitten16 t sittenThere is no way to know.
- ·23 t sittenEverything under 6 kr per share, are refill opportunities. Underpriced and with a ceo I believe in. ✈️✈️= 🚀🚀·1 t sittenI've long since buckled up and am getting ready for take-off around the Q1 report.
- ·1 päivä sittendoes aerowash have anything to do with Norse's aircraft type?, I see it's rising well today after a lot of decline...
Yllä olevat kommentit ovat peräisin Nordnetin sosiaalisen verkoston Sharevillen käyttäjiltä, eikä niitä ole muokattu eikä Nordnet ole tarkastanut niitä etukäteen. Ne eivät tarkoita, että Nordnet tarjoaisi sijoitusneuvoja tai sijoitussuosituksia. Nordnet ei ota vastuuta kommenteista.
Tarjoustasot
Euronext Expand Oslo
Määrä
Osto
-
Myynti
Määrä
-
Viimeisimmät kaupat
| Aika | Hinta | Määrä | Ostaja | Myyjä |
|---|---|---|---|---|
| 164 | - | - | ||
| 2 192 | - | - | ||
| 1 168 | - | - | ||
| 2 976 | - | - | ||
| 7 561 | - | - |
Välittäjätilasto
Dataa ei löytynyt
Asiakkaat katsoivat myös
Yhtiötapahtumat
Datan lähde: FactSet, Quartr| Seuraava tapahtuma | |
|---|---|
2026 Q1 -tulosraportti 21.5. |
| Menneet tapahtumat | ||
|---|---|---|
2025 Q4 -tulosraportti 26.2. | ||
2025 Q3 -tulosraportti 26.11.2025 | ||
2025 Q2 -tulosraportti 19.8.2025 | ||
2025 Q1 -tulosraportti 21.5.2025 | ||
2024 Q4 -tulosraportti 26.2.2025 |
2025 Q4 -tulosraportti
14 päivää sitten
‧24 min
Uutiset
Tämän sivun uutiset ja/tai sijoitussuositukset tai otteet niistä sekä niihin liittyvät linkit ovat mainitun tahon tuottamia ja toimittamia. Nordnet ei ole osallistunut materiaalin laatimiseen, eikä ole tarkistanut sen sisältöä tai tehnyt sisältöön muutoksia. Lue lisää sijoitussuosituksista.
Yhtiötapahtumat
Datan lähde: FactSet, Quartr| Seuraava tapahtuma | |
|---|---|
2026 Q1 -tulosraportti 21.5. |
| Menneet tapahtumat | ||
|---|---|---|
2025 Q4 -tulosraportti 26.2. | ||
2025 Q3 -tulosraportti 26.11.2025 | ||
2025 Q2 -tulosraportti 19.8.2025 | ||
2025 Q1 -tulosraportti 21.5.2025 | ||
2024 Q4 -tulosraportti 26.2.2025 |
Shareville
Liity keskusteluun SharevillessäShareville on aktiivisten yksityissijoittajien yhteisö, jossa voit seurata muiden asiakkaiden kaupankäyntiä ja omistuksia.
Kirjaudu
- ·54 min sitten · MuokattuMany are concerned about the oil price and wonder what this means for Norse. I therefore thought I would try to look at it a bit more systematically, and base it on the guidance the company itself provided when they presented Q4, instead of including all possible short-term effects from the war. When Norse presented its figures, Brent crude was around 72-75 dollars a barrel. Jet fuel is normally somewhat above Brent because refining margins and logistics are added on top of the crude oil price. At that time, jet fuel was approximately around 90-95 dollars per barrel in Europe and Asia, and slightly lower in the USA. This means that when Norse created its model for 2026, it is quite reasonable to assume that they based it on a global jet fuel level of around 90-100 dollars. The guidance they provided was a profit before tax of 200-400 million kroner. To understand what oil actually means, one must also understand how jet fuel is priced. Airlines do not buy fuel at one global price, but at regional benchmarks. In Asia, Singapore jet fuel is used, in Europe Northwest Europe jet is used, and in the USA US Gulf Coast jet is used. These markets often move in the same direction because crude oil is global, but they can have differences because refinery capacity, inventories, and transport costs are different. If one simultaneously looks at how much fuel a Boeing 787 actually uses, the sensitivity becomes quite clear. A typical transatlantic flight uses around 50-60 tons of fuel, while the longest routes to Asia are closer to 65-70 tons. One ton of jet fuel corresponds to approximately 7.9 barrels. A long-haul flight therefore roughly uses between 400-550 barrels of jet fuel depending on distance. If jet fuel rises 10 dollars per barrel, it means around 4,000-5,500 dollars more in fuel cost per flight. For single flights, this is not dramatic, but when summed over an entire year with many hundreds of long-haul segments, the effect becomes significant. Roughly calculated, an increase in the fuel price of around 10 dollars can quickly eat up somewhere around 60-80 million kroner of the profit. Precisely during the crisis shock amid the attacks in the Middle East, we also saw that the jet fuel market itself reacted more strongly than crude oil. In Asia, jet fuel rose to over 220 dollars per barrel at its peak, which corresponds to an increase of around 140 percent from the level before the war. In Europe and the USA, the increase was also sharp, but more in the range of around 120-140 dollars per barrel. However, these are typical panic levels when refining margins blow out. But historically, jet fuel has normally been around 15-30 dollars above Brent when the market stabilizes again. If one therefore uses the same mechanics as when Norse created its guidance, one can make some rough estimates. If Brent stabilizes around 80 dollars a barrel, jet fuel could typically be around 100 dollars. If Brent stabilizes around 90 dollars, jet fuel will quickly be around 110-115. If Brent is around 100 dollars a barrel, jet fuel will often be around 120-130 in a more normalized market. If one then compares this with Norse's guidance, one gets a fairly simple picture. With jet fuel around 90-100 dollars, the company is likely in the range of its guidance of 200-400 million before tax. With jet fuel around 110-115 dollars, the profit begins to be squeezed, perhaps towards around 100-250 million. Only when jet fuel approaches 120-130 dollars for a longer period does a large part of the profit begin to disappear unless revenues simultaneously increase. My point is therefore really just this: if one takes Norse's own guidance as a starting point and tries to understand the mechanics behind fuel costs, it seems that their model can withstand an oil price well above the level it was created at before the profit truly begins to be pressured. At the same time, the route profile throughout the year – Asia in winter and more USA traffic from spring – will also play a role in how hard a high fuel price actually impacts in practice.·25 min sittenGood summary, but I don't think a realistic problem is that we will have a Brent oil price of 100 dollars for the rest of the year. As long as the Strait of Hormuz is practically closed, the loss of oil to the world economy will be so great that it will not be possible to replace it with, for example, the release of strategic reserves. This means that the oil price will accelerate upwards, and as some experts say, this is unknown territory. Several say oil can go to 150 dollars, others say 200 dollars and that there is no theoretical upper limit. If we get oil at 150 dollars, planes stop flying, otherwise ticket prices must be raised so much that demand fails. Eivind Roald has said that no share issue is planned, and that is a good sign. But if Norse's planes are grounded, it probably won't be long before that's where we end up. Donald wants to continue the war, Iran wants to continue the war. Even if Donald wished for TACO Friday, it's still not certain that Iran wants to end it. As long as Iran continues to bomb, mine and make life difficult for everyone in Hormuz, the oil price will continue to rise. At some point, this will probably subside, the question is just how bad it gets and whether Norse has the liquidity to get through a worst-case scenario. If the guidance for the year falls, one must also sit and wait another year in the hope of some positive share price development.·9 min sittenNA has never been a copy of flyr. What do you mean?
- ·3 t sittenThe oil price is apparently rising again, it will be exciting to see the development today, have a nice day folks:-)·1 t sitten · MuokattuJust raise the ticket price. When oil goes down, the high ticket prices can be maintained. Win-win.
- ·17 t sittenIs there anyone here who could tell me if Norse will use aerowash? Just a little interesting to know...16 t sitten16 t sittenThere is no way to know.
- ·23 t sittenEverything under 6 kr per share, are refill opportunities. Underpriced and with a ceo I believe in. ✈️✈️= 🚀🚀·1 t sittenI've long since buckled up and am getting ready for take-off around the Q1 report.
- ·1 päivä sittendoes aerowash have anything to do with Norse's aircraft type?, I see it's rising well today after a lot of decline...
Yllä olevat kommentit ovat peräisin Nordnetin sosiaalisen verkoston Sharevillen käyttäjiltä, eikä niitä ole muokattu eikä Nordnet ole tarkastanut niitä etukäteen. Ne eivät tarkoita, että Nordnet tarjoaisi sijoitusneuvoja tai sijoitussuosituksia. Nordnet ei ota vastuuta kommenteista.
Tarjoustasot
Euronext Expand Oslo
Määrä
Osto
-
Myynti
Määrä
-
Viimeisimmät kaupat
| Aika | Hinta | Määrä | Ostaja | Myyjä |
|---|---|---|---|---|
| 164 | - | - | ||
| 2 192 | - | - | ||
| 1 168 | - | - | ||
| 2 976 | - | - | ||
| 7 561 | - | - |
Välittäjätilasto
Dataa ei löytynyt