This is a previously unpublished report from 2012.

SN Brussels Airlines is, to the best of my knowledge, one of only very few international airlines that operate to Stockholm Bromma Airport and not to Arlanda. Until the 1960s Bromma was Stockholm’s only airport. When the facility was first established, it was still on the outskirts of the city. However, by the time Arlanda opened, the city was starting to infringe on the airport. And perhaps that explains why Arlanda was built so far out of town: to ensure the same thing wouldn’t happen again so quickly.

Getting to the Airport

To get from Gashaga Bryggen, where I’m staying, to Bromma airport by public transport, you first need to take the Lidingöbanan from Gashaga to Ropsten, and then from there you connect to the T13 metro line that will take you to the central station. The Flygbussarna, or airport bus, leaves from the Central Station. Apparently, not that many people know that there are two airports in Stockholm. Which probably explains why the bus driver, with a resigned tone of voice and a heavy sigh, tells every single passenger as they board that this bus is going to Bromma airport, not Arlanda, and the bus will not stop anywhere on the way. Okay? Eventually, the bus fills up and we depart. We probably haven’t even moved 200 metres when the bus driver makes yet another announcement asking all passengers if they’re sure they’re on the right bus and want to go to Bromma, not Arlanda. And of course some Spanish woman pipes up from the back of the bus, runs frantically to the front and begs the driver to drop her off because she really, really needs to go to Arlanda, not Bromma…

Check-in

Bromma airport is really very small. It’s a two story building that looks like it hasn’t changed much since the 60s or 70s. It’s actually interesting to see how much airport design has changed over they years.

The Lounge

The only available lounge is the Yellow Room operated by Malmö Aviation. But apparently, SN Brussels were too cheap to contract this lounge for their Senators. But it’s no big deal, I rather like this dinky little airport.

Boarding

Boarding is also very old school. There are no airbridges (woohoo..!), which means that passengers walk across the apron to their aircraft. There are covered walkways though, although I’m not sure how efficient these might be during a snow storm in the cold Swedish winter.

The Cabin

The Avro RJ100 is a strange size in that the cabin diameter actually permits for a six abreast configuration in Economy Class, which is what British Airways Citiflyer and Cityjet have gone for. And it ain’t pretty, because the seat pitch is also quite tight. Fortunately though, SN Brussels has gone with the five abreast configuration, which means that while the circulation to your legs is just as likely to stop on these birds too, at least you can flap your arms around with greater ease and comfort as you gradually start to panic as the loss of sensation to your legs sets in.

The AVRO RJ100, which was originally conceived as the BAe 146-300, was designed as a STOL (short take off or landing) passenger transport that could operate from smaller airports with limited infrastructure. To ensure that passengers could board and deboard easily, the aircraft carries its own set of steps for the forward L1 door. However, this meant that the wing of the aircraft would have to be placed above the fuselage in order maintain enough clearance for the engines but still be low enough above the ground to be able to use integrated stairs. As a passenger and a geek, I’ve always enjoyed the RJ100’s unique design. First of all, because it gives you excellent ground visibility from pretty much any seat on board, and secondly, because it’s interesting to watch the movement of the flaps during the climb out and landing phase.

The Meal

Service on SN Brussels Airlines is strictly buy on board in Economy Class. There is a menu and pricelist in every seat pocket.

I decide to with a balanced and healthy combination of Coke Zero and a muffin for EUR4.-, which is reasonable I think.

Arrival

And then, very soon we start our descent into Brussels, which means I’m now glued to the window to make sure I don’t miss the flaps being deployed. Although of course, there’s no chance of anyone on the plane missing that given the noise the RJ100 makes when the flaps are moved either up or down. It’s rather hard to describe. I suppose it sounds a bit like a racing car zooming past your ears at close quarters. As the flaps are deployed the sound is descending, so as though the ‘car’ were slowing down. I asked our aerodynamicist in the office once if he had any idea what caused the sound. But I shall not give you his answer to avoid offending anyone…

Transfer in Brussels

Eventually, we land in Brussels on time. I now have two hours to make my connection to Basel.