Same for me. I'm Gold on AF/KL and fly SN on short haul. Never on LH flights !
Brussels Airlines in 2017
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Re: Brussels Airlines in 2017
. But for the rest of the group, they won't see me
Re: Brussels Airlines in 2017
In February, Brussels Airlines registered again a passenger increase. In total 545,869 passengers flew on a Brussels Airlines flight to or from Brussels Airport. This is an increase of 4.2% compared to February 2016.
https://www.aviation24.be/airlines/brussel ... -february/
https://www.aviation24.be/airlines/brussel ... -february/
Re: Brussels Airlines in 2017
Great numbers again from SN! Hopefully, the board of LH sees this and realises perhaps that EW should merge into SN and not the other way!
Re: Brussels Airlines in 2017
That's exactly what I proposed some months ago...
Hasta la victoria siempre.
Re: Brussels Airlines in 2017
Keep on dreaming, EW is Carsten's pet project and it will and it must succeed no matter which other airline in the group has to go down for it. They might (and probably will) introduce some of SN's idea's and operations, etc... into EW but in the end it will be EW and SN will only be a footnote.
According to the financial report of 2015 it was already back then that SN was placed under EW's "supervision", it seems they never thought about SN as a true legacy carrier.We can just hope that SN keeps on existing, due to the sponsorship contracts (4 logo jets) we are pretty sure that the SN brand will be in the sky for the next 5 years but in the end it could be the only SN jets still flying around then as a small reminder of our national airline.
We can only hope for the best but probably best prepare for the worst.
Anyway, it's definitely nice to see that SN is performing quite good!
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brusselsairlinesfan
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- Joined: 29 Mar 2007, 14:44
Re: Brussels Airlines in 2017
Again some nice figures, especially if you consider that there is one day less in feb'17 compared to feb'16... well done brussels airlines!luchtzak wrote: ↑09 Mar 2017, 14:11 In February, Brussels Airlines registered again a passenger increase. In total 545,869 passengers flew on a Brussels Airlines flight to or from Brussels Airport. This is an increase of 4.2% compared to February 2016.
https://www.aviation24.be/airlines/brussel ... -february/
It seems that all indicators (e.g load factor) show positive trends...
I am curious to know more about the Brussels airport figures now, in order to evaluate SN market share @ BRU.
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Homo Aeroportus
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Re: Brussels Airlines in 2017
Very good point.brusselsairlinesfan wrote: ↑09 Mar 2017, 15:04
Again some nice figures, especially if you consider that there is one day less in feb'17 compared to feb'16... well done brussels airlines!
On an equal basis this is a 7.9% increase !
H.A.
Re: Brussels Airlines in 2017
When does SN start its new flight to Delhi, and when will the new A330 join the fleet? Thanks
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travellover
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Re: Brussels Airlines in 2017
SN inaugural flight to BOM starts on thursday march 30th, 2017.
Last edited by travellover on 09 Mar 2017, 19:56, edited 1 time in total.
Cheers
Re: Brussels Airlines in 2017
Do somebody now the timetable for the Brussels Yerevan flights?
Hasta la victoria siempre.
Re: Brussels Airlines in 2017
One of the good things of Brussels Airlines being part of the Lufthansa group is that all entities report on the same date and by the same standards; this allows for some valid comparisons between the different airline brands and some interesting conclusions:
1. Brussels Airlines loadfactor for the month of FEB (almost 73%) is hardly lower than the group's average of 75%. That puts into perspective some of the comments here about their allegedly 'unsustainably low' loadfactors we see posted here from time to time.
2. The Eurowings group is growing spectacularly by both organic growth of Eurowings proper, the Air Berlin inclusion AND Brussels Airlines: Brussels Airlines share within this newly formed group can be calculated at 33% based on passenger head count. Quite substantial indeed.
3. On the intercontinental front, their weight is even more important as they seem to represent close to 45% of the Eurowings group's passenger volume even and are thus an even more important pillar to the new group's success.
To me, Brussels Airlines is not just doing a great job in posting quite strong numbers once again by itself, it is also proving to be a very significant part of the new hybrid product offer the Lufthansa group is very eager to roll out. Given the importance Lufthansa puts on this market segment, this offers some unique future growth opportunities to their operations and thus the airport of Brussels too.
1. Brussels Airlines loadfactor for the month of FEB (almost 73%) is hardly lower than the group's average of 75%. That puts into perspective some of the comments here about their allegedly 'unsustainably low' loadfactors we see posted here from time to time.
2. The Eurowings group is growing spectacularly by both organic growth of Eurowings proper, the Air Berlin inclusion AND Brussels Airlines: Brussels Airlines share within this newly formed group can be calculated at 33% based on passenger head count. Quite substantial indeed.
3. On the intercontinental front, their weight is even more important as they seem to represent close to 45% of the Eurowings group's passenger volume even and are thus an even more important pillar to the new group's success.
To me, Brussels Airlines is not just doing a great job in posting quite strong numbers once again by itself, it is also proving to be a very significant part of the new hybrid product offer the Lufthansa group is very eager to roll out. Given the importance Lufthansa puts on this market segment, this offers some unique future growth opportunities to their operations and thus the airport of Brussels too.
Re: Brussels Airlines in 2017
January-February AFI & NA combined represents 51% of EW's total pax volume on long haul, so indeed the role of SN on that aspect is not to be neglected. Especially as the real value of SN's long haul ops are not even visible in just the pax numbers, as EW is almost purely large volume/low yield on long haul (high density configuration, high loadfactors, low yields) compared to the high yield operations of SN on the long haul.
Re: Brussels Airlines in 2017
A comparison with the LH-group as a whole makes the loadfactor look ok-ish indeed, though I'm far from convinced this loadfactor is sustainable.
It's very convenient to compare with the loadfactor of the LH-group as that's already very low (AF/KL: 85%, IAG: 78%). So SN's loadfactor isn't only 'hardly lower' than it's parent company, it's also lower than the European airline group that already has the lowest loadfactor.
The difference with LH-group is 2,8%, in a business where the profit margin is only a few % when things are good, I wouldn't call that 'hardly lower' either.
Re: Brussels Airlines in 2017
Thxluchtzak wrote: ↑09 Mar 2017, 22:12Luchtzak google is your friend: https://www.aviation24.be/search/?cx=00541 ... 2003751j16
https://www.aviation24.be/airlines/brussel ... arch-2017/
Hasta la victoria siempre.
Re: Brussels Airlines in 2017
It continues to surprise me how people come to big conclusions based on such high-level overall figures 
Just a few points to take into account (only considering overall key points...but people should realise the level of detail behind it before comparing randomly):
- Yes SN still has low average loadfactors in low-season compared industry standards (and that's something that needs to change indeed - which it is), but it has come from very far on that aspect. Even in the 'profitable' years before the economic crisis of 2008/2009, SN had one of the lowest LF's in the industry, while operating a fleet of mainly regional jets. Year by year SN is increasing it's loadfactor, but contrary to pax or RPK growth, this is much harder to achieve by a large number of percentage points on an annual basis. SN's rapdid capacity growth makes it actually very hard to keep up with a growing loadfactor.
- When comparing SN with other big carriers or groups, it is always forgotten that these large airlines have much more consistency in their operation in terms of loadfactors, with their seasonal effects being evened out more. At SN that's (not yet) the case, with for example last year a 15% difference in loadfactor between low and high season. Also SN should come at a point to reduce those fluctuations, but with a much more leisure focussed operation, that's easier said than done. A very seasonal focussed carrier will never be able to completely even out that seasonality effect (and please don't compare with Europe-wide operating LCC's ... that's not even worth explaining why that doesn't make sense).
- Looking back in SN's history (and that of Sabena before the current SN), they are achieving new record loadfactors year by year, while at the same time significantly increasing the average seat capacity per flight. February 2017 was a very good example of that: a 4.2% growth in pax and even 7.1% on RPK (helped by, mainly, Toronto), but there was a slight decrease in the number of (scheduled) flights.
- On the typical business destinations the LF's are relatively low (but still higher compared to past years), but on a very large number of European routes SN is now seeing loadfactors on Airbus metal that they could have only dreamed about on the Avro's over the past years. You have many previously fully Avro operated routes that have went to full Airbus ops (meaning at least more than forty additional seats per sector) that are now seeing a 'full house' so to say in low season while in the past it was a struggle to get a reasonable loadfactor on the Avro's.
- LF's are just one small part of 'the whole thing'. For example SN doesn't have the overhead costs of groups like AF-KL and basically all divisions of LHG and even parts of IAG with which you are now comparing. SN's cost base is definitely not at the level of proper LCC's, but it is definitely well below that of legacy carriers in Europe. Add yields and costs into the story and you get a whole different story.
- No SN is not the most profitable airline in Europe and the targets are being put higher year by year as they should, but Rome wasn't built in one year either. SN has come from being on the edge of bankruptcy (in case they didn't have the support of a group like LH), and that's not even that long ago. Considering the growth path of SN, the positive evolution in loadfactor is simply very positive even though it remains below industry averages in low season (high season is quite close to 'the standard' even in summer '16 after 22 March they reached LF's of over 82%).
- Don't expect a LF jump of 5 percentage points or whatever on a year-on-year basis with such a significant increase in capacity and particularly an increase of #seats on existing flights. 2017 will again be a year with a major capacity increase but only limited growth in terms of scheduled flights (especially short haul). So that means again (hopefully) huge growht in pax, ASK, RPK, etc. and also loadfactor, but at it's own pace, as the majority of that new capacity is not added to new markets (except long haul), that definitely makes it no given that your LF's follow the same growth path at the same speed.
Just a few points to take into account (only considering overall key points...but people should realise the level of detail behind it before comparing randomly):
- Yes SN still has low average loadfactors in low-season compared industry standards (and that's something that needs to change indeed - which it is), but it has come from very far on that aspect. Even in the 'profitable' years before the economic crisis of 2008/2009, SN had one of the lowest LF's in the industry, while operating a fleet of mainly regional jets. Year by year SN is increasing it's loadfactor, but contrary to pax or RPK growth, this is much harder to achieve by a large number of percentage points on an annual basis. SN's rapdid capacity growth makes it actually very hard to keep up with a growing loadfactor.
- When comparing SN with other big carriers or groups, it is always forgotten that these large airlines have much more consistency in their operation in terms of loadfactors, with their seasonal effects being evened out more. At SN that's (not yet) the case, with for example last year a 15% difference in loadfactor between low and high season. Also SN should come at a point to reduce those fluctuations, but with a much more leisure focussed operation, that's easier said than done. A very seasonal focussed carrier will never be able to completely even out that seasonality effect (and please don't compare with Europe-wide operating LCC's ... that's not even worth explaining why that doesn't make sense).
- Looking back in SN's history (and that of Sabena before the current SN), they are achieving new record loadfactors year by year, while at the same time significantly increasing the average seat capacity per flight. February 2017 was a very good example of that: a 4.2% growth in pax and even 7.1% on RPK (helped by, mainly, Toronto), but there was a slight decrease in the number of (scheduled) flights.
- On the typical business destinations the LF's are relatively low (but still higher compared to past years), but on a very large number of European routes SN is now seeing loadfactors on Airbus metal that they could have only dreamed about on the Avro's over the past years. You have many previously fully Avro operated routes that have went to full Airbus ops (meaning at least more than forty additional seats per sector) that are now seeing a 'full house' so to say in low season while in the past it was a struggle to get a reasonable loadfactor on the Avro's.
- LF's are just one small part of 'the whole thing'. For example SN doesn't have the overhead costs of groups like AF-KL and basically all divisions of LHG and even parts of IAG with which you are now comparing. SN's cost base is definitely not at the level of proper LCC's, but it is definitely well below that of legacy carriers in Europe. Add yields and costs into the story and you get a whole different story.
- No SN is not the most profitable airline in Europe and the targets are being put higher year by year as they should, but Rome wasn't built in one year either. SN has come from being on the edge of bankruptcy (in case they didn't have the support of a group like LH), and that's not even that long ago. Considering the growth path of SN, the positive evolution in loadfactor is simply very positive even though it remains below industry averages in low season (high season is quite close to 'the standard' even in summer '16 after 22 March they reached LF's of over 82%).
- Don't expect a LF jump of 5 percentage points or whatever on a year-on-year basis with such a significant increase in capacity and particularly an increase of #seats on existing flights. 2017 will again be a year with a major capacity increase but only limited growth in terms of scheduled flights (especially short haul). So that means again (hopefully) huge growht in pax, ASK, RPK, etc. and also loadfactor, but at it's own pace, as the majority of that new capacity is not added to new markets (except long haul), that definitely makes it no given that your LF's follow the same growth path at the same speed.
Re: Brussels Airlines in 2017
... by which of course I meant to say Mumbai. Is the flight scheduled to start soon?
Re: Brussels Airlines in 2017
Re: Brussels Airlines in 2017
Thanks. And to the 1st part of the question - has the new A330 joined the fleet, then?