Brussels Airlines' fleet renewal

[IronBirds@Brussels]

Starting June 3, 2026, Brussels Airlines will launch a new route to Kilimanjaro, with 2 weekly flights.
It will become the airline’s fifth destination in East Africa, after Nairobi, Entebbe, Kigali and Bujumbura.

On paper, it looks like a logical move: diversification, tourism, and prestige.
But I believe (and this is a personal reflection, open for discussion, that can be contested) this decision might carry another message.

While Discover Airlines, Lufthansa’s leisure subsidiary, last favorite daughter, receives 4 brand-new A350s et more WB's,
Brussels Airlines continues to operate its African network with aging A330s, in short supply, and often grounded for heavy maintenance.
Yet it remains a very profitable part of the Lufthansa Group’s long-haul operations.

Starting in 2026, LH group will centralize all long-haul network decisions of the group.
So it’s hard not to see this move as a form of anticipation,
a way for Brussels Airlines to act before being told “no” on a destination usually reserved for Edelweiss or Discover.

The airline had recently promised more direct flights and higher frequencies to Africa.
But this time, it did the opposite : reducing some routes to fund this one.
Almost like selling grandma’s jewelry to invest before it’s too late.

I think Brussels Airlines is sending a message:
that it can attract premium leisure passengers,
make money even with old aircraft,
and deserves more than its reputation as “the diaspora only carrier" with worn-out planes.

It’s just a reflection, open for debate

[fcw]

Starting June 3, 2026, Brussels Airlines will launch a new route to Kilimanjaro, with 2 weekly flights.
It will become the airline’s fifth destination in East Africa, after Nairobi, Entebbe, Kigali and Bujumbura.

On paper, it looks like a logical move: diversification, tourism, and prestige.
But I believe (and this is a personal reflection, open for discussion, that can be contested) this decision might carry another message.

While Discover Airlines, Lufthansa’s leisure subsidiary, last favorite daughter, receives 4 brand-new A350s et more WB's,
Brussels Airlines continues to operate its African network with aging A330s, in short supply, and often grounded for heavy maintenance.
Yet it remains a very profitable part of the Lufthansa Group’s long-haul operations.

Starting in 2026, LH group will centralize all long-haul network decisions of the group.
So it’s hard not to see this move as a form of anticipation,
a way for Brussels Airlines to act before being told “no” on a destination usually reserved for Edelweiss or Discover.

The airline had recently promised more direct flights and higher frequencies to Africa.
But this time, it did the opposite : reducing some routes to fund this one.
Almost like selling grandma’s jewelry to invest before it’s too late.

I think Brussels Airlines is sending a message:
that it can attract premium leisure passengers,
make money even with old aircraft,
and deserves more than its reputation as “the diaspora only carrier" with worn-out planes.

It’s just a reflection, open for debate

As you say: a logical move.
All the rest is just a mix of overthinking, wishful thinking and bait throwing.

[oldblueeyes]

Let's try to look at the business model.

Lufthansa has 3 hubs -ZRH, MUC, FRA, with some commonalities:
- high premium demand (just looking on the average space for high yield long haul seats)
- First offering
- Allegris
- strong feeder network and low LCC/P2P competition

And it has 3 hubs - FCO, VIE, BRU with also some commonalities:
- high market share of LCCs
- relatively low feeder network
- "normal" product offering, with smaller premium cabin sizes

What LH is doing with Edelweiss and Discover is simply having a more leisure oriented , regular product at their hubs, using the strong feeder network.
By the way, this is nothing new, let's have in mind that Condor was historically Lufthansas' leisure brand until it was sold to Thomas Cook. And on short haul historially some Frankfurt routes were operated by the Sun Express joint venture. Today the numbers are consolidated under Eurowings and Sun Express is doing from the hubs Turkey only.

Neither ITA, nor Austrian or Brussels have a product offering to justify a 2nd brand.

Now let's come to subfleets.

Lufthansa is known to use the aircraft the full commercial lifespan. Thus, if no other reasons such as economics, spare parts situation etc apply, long haul aircraft are used typicall until they reach approx 25 years. According to this pattern, none of the A333 Brussels is operating currently is due for replacement soon. Having an educated guess based on the above, the replacement wave shall happend in the early 2030s.

So, why are the 4 A359 moving to Eurowings?
- first of all, they are leased and have a "mainstream" cabin which is still actual - Thompson Vantage - it is economical not to invest around 10 mio into Allegris, as long as the current seats are still new and a current mainstream product generation
- additionally, they can be used to transfer some less premium routes to Discover - there were eg the client profile is unkeen to pay a extra fee for a n Allegris business seat upgrade

Last but not least - each brand can spend the money it earns. You don't order an aircraft to please aviation geeks, you look for the sweet spot where revenue and cost allow you to earn money.
- Brussels earned last year an EBIT of 84 Mio EUR at 3,8% profitability
- Discover is consolidated into Lufthansa, but it is rumored at 70 Mio EUR, with a much smaller fleet

Furthermore, if we are looking towards investments, Discover is getting only used aircraft and the same applies to Edelweiss, whilst Brussels started to have in its bread and butter business brand new aircraft allocated. And nobody can tell that whilst Lufthansa as a core brand is still having tow dozens of A321 around 30 years old in operation and Swiss is still flying some nearly 30 year old A320, they would discriminate Brussels.

There should be a big wave of renewals for Eurowings and Brussels for their long haul fleets starting around 2030, the signals are that this is going to move towards 350 (likely for Eurowings) and 789 ( my guess is likely for Brussels), whilst Swiss would fly their 333 with Senses cabin till the end and ITA would grow via 359 and keep the 339 as part of the fleet.

[Atlantis]

Starting June 3, 2026, Brussels Airlines will launch a new route to Kilimanjaro, with 2 weekly flights.
It will become the airline’s fifth destination in East Africa, after Nairobi, Entebbe, Kigali and Bujumbura.

On paper, it looks like a logical move: diversification, tourism, and prestige.
But I believe (and this is a personal reflection, open for discussion, that can be contested) this decision might carry another message.

While Discover Airlines, Lufthansa’s leisure subsidiary, last favorite daughter, receives 4 brand-new A350s et more WB's,
Brussels Airlines continues to operate its African network with aging A330s, in short supply, and often grounded for heavy maintenance.
Yet it remains a very profitable part of the Lufthansa Group’s long-haul operations.

Starting in 2026, LH group will centralize all long-haul network decisions of the group.
So it’s hard not to see this move as a form of anticipation,
a way for Brussels Airlines to act before being told “no” on a destination usually reserved for Edelweiss or Discover.

The airline had recently promised more direct flights and higher frequencies to Africa.
But this time, it did the opposite : reducing some routes to fund this one.
Almost like selling grandma’s jewelry to invest before it’s too late.

I think Brussels Airlines is sending a message:
that it can attract premium leisure passengers,
make money even with old aircraft,
and deserves more than its reputation as “the diaspora only carrier" with worn-out planes.

It’s just a reflection, open for debate

Thanks for your post.

Discover is a pure German airline, it's the "new born" which they give a lot of attention. New destinations and new aircraft.
In this new structure, Swiss is not that happy. They don't want to give up their independence. Probably they will keep it as it is the most solid and profitable member of the whole group, including Lufthansa.

SN has indeed older, but not that old, A330. They are very cheap to use and this is the benefit for SN.
But in the next years, 2 more A330 will follow. We can expect as from then more direct flights and an extra, or even 2, new long haul destinations. Maybe even ex Africa. But it's too premature now.
LH is one thing, feeders and a more solid European network is another. In the next 2 years, more A320neo will follow, but only 1 is really for expansion. That's not much.

The reason why, in general, the figures are still under those of 2019 is mainly bcs of the European network not in place yet.

[oldblueeyes]

Discover is a pure German airline, it's the "new born" which they give a lot of attention. New destinations and new aircraft.

This is not correct.

Discover brings together some elements served historically from another LH brands:
- short haul served by Sun Express Deutschland (AOC does not exists anymore)
- former Eurowings long haul which tried to copy Norwegian and was supposed to come under the steering of Brussels, now with changed model towards the hubs allowing feeders to fill the planes
- JUMP - the ex project with A343 operated by Cityline on routes with low premium demand and small premium cabin configuration
- some punctual transfers from LH routes

Yes, they are adding new routes as well, but the backbone of operations existed before, just spread across other AOCs.

And they are not getting new aircraft - all 320 and 333 are used. Even the A359 are due to be transferred End 2027/28 and they would be then 9 to 10 years old, so close to midlife. It is the same age the ex Cathay and Singapore 333 had as they were acquired for Brussels.

[rwandan-flyer]

That's what I proposed for years already that SN use the A321LR to Luanda for example but a lot of people where mocking me then.

Lufthansa is picking up the ball again with the A321XLR.

The Airbus A321XLR has so far failed to impress Lufthansa – but the airline group will be confronted with the new aircraft in its own transatlantic network in 2026. According to media reports, Lufthansa is now internally considering an A321XLR order – and exploring how to mitigate a potential conflict of objectives.

[...]

Even though Lufthansa is currently hesitant to place an order, the A321XLR is a topic of discussion at Lufthansa Group headquarters. The "boutique business" shouldn't be left to competitors without a fight, a Lufthansa insider told aero.de in late summer. However, Lufthansa would likely prefer to be a "fast follower rather than a first mover" in this area.

According to sources, the A321XLR could see selective use by Lufthansa outside of its core airlines. Potential users within the group include the leisure carrier Discover Airlines, Austrian Airlines, and Brussels Airlines. https://www-aero-de.translate.goog/news ... r_pto=wapp

[convair]

That's what I proposed for years already that SN use the A321LR to Luanda for example but a lot of people where mocking me then.

Lufthansa is picking up the ball again with the A321XLR.

The Airbus A321XLR has so far failed to impress Lufthansa – but the airline group will be confronted with the new aircraft in its own transatlantic network in 2026. According to media reports, Lufthansa is now internally considering an A321XLR order – and exploring how to mitigate a potential conflict of objectives.

[...]

Even though Lufthansa is currently hesitant to place an order, the A321XLR is a topic of discussion at Lufthansa Group headquarters. The "boutique business" shouldn't be left to competitors without a fight, a Lufthansa insider told aero.de in late summer. However, Lufthansa would likely prefer to be a "fast follower rather than a first mover" in this area.

According to sources, the A321XLR could see selective use by Lufthansa outside of its core airlines. Potential users within the group include the leisure carrier Discover Airlines, Austrian Airlines, and Brussels Airlines. https://www-aero-de.translate.goog/news ... r_pto=wapp

Pourquoi pas, finalement?
Sous réserve de rentabilité, évidemment.
Sous l'ère Swissair, Sabena avait des vols, plusieurs fois par semaine en A330 ou A340, pour chacune des destinations suivantes: Atlanta, Boston, Chicago, Cincinnati, Dallas, Detroit, Montréal, Newark...
La rentabilité de ces vols n'était sans doute pas au rendez-vous.

[lumumba]

That's what I proposed for years already that SN use the A321LR to Luanda for example but a lot of people where mocking me then.

Lufthansa is picking up the ball again with the A321XLR.

The Airbus A321XLR has so far failed to impress Lufthansa – but the airline group will be confronted with the new aircraft in its own transatlantic network in 2026. According to media reports, Lufthansa is now internally considering an A321XLR order – and exploring how to mitigate a potential conflict of objectives.

[...]

Even though Lufthansa is currently hesitant to place an order, the A321XLR is a topic of discussion at Lufthansa Group headquarters. The "boutique business" shouldn't be left to competitors without a fight, a Lufthansa insider told aero.de in late summer. However, Lufthansa would likely prefer to be a "fast follower rather than a first mover" in this area.

According to sources, the A321XLR could see selective use by Lufthansa outside of its core airlines. Potential users within the group include the leisure carrier Discover Airlines, Austrian Airlines, and Brussels Airlines. https://www-aero-de.translate.goog/news ... r_pto=wapp

Pourquoi pas, finalement?
Sous réserve de rentabilité, évidemment.
Sous l'ère Swissair, Sabena avait des vols, plusieurs fois par semaine en A330 ou A340, pour chacune des destinations suivantes: Atlanta, Boston, Chicago, Cincinnati, Dallas, Detroit, Montréal, Newark...
La rentabilité de ces vols n'était sans doute pas au rendez-vous.

This aircraft offers a lot of flexibility in my opinion. It can even be used intermittently with the A330, or it could be used twice a day on the Dakar route, etc...and Luanda high yield destination.

[Matt]

Lufthansa is picking up the ball again with the A321XLR.

The Airbus A321XLR has so far failed to impress Lufthansa – but the airline group will be confronted with the new aircraft in its own transatlantic network in 2026. According to media reports, Lufthansa is now internally considering an A321XLR order – and exploring how to mitigate a potential conflict of objectives.

[...]

Even though Lufthansa is currently hesitant to place an order, the A321XLR is a topic of discussion at Lufthansa Group headquarters. The "boutique business" shouldn't be left to competitors without a fight, a Lufthansa insider told aero.de in late summer. However, Lufthansa would likely prefer to be a "fast follower rather than a first mover" in this area.

According to sources, the A321XLR could see selective use by Lufthansa outside of its core airlines. Potential users within the group include the leisure carrier Discover Airlines, Austrian Airlines, and Brussels Airlines. https://www-aero-de.translate.goog/news ... r_pto=wapp

Pourquoi pas, finalement?
Sous réserve de rentabilité, évidemment.
Sous l'ère Swissair, Sabena avait des vols, plusieurs fois par semaine en A330 ou A340, pour chacune des destinations suivantes: Atlanta, Boston, Chicago, Cincinnati, Dallas, Detroit, Montréal, Newark...
La rentabilité de ces vols n'était sans doute pas au rendez-vous.

This aircraft offers a lot of flexibility in my opinion. It can even be used intermittently with the A330, or it could be used twice a day on the Dakar route, etc...and Luanda high yield destination.

It does not offer a lot of flexibility. It cannot be used intermittently with an A330 unless you just say: f*** the cargo. And that's where SN makes his money.

A 2nd Dakar route with the XLR would , with the same ticket prices, be unprofitable for SN and even loss making.

the A330-343X can carry (out of memory) 33 LD3 containers. the A321 can hold 8. That's less than 1/4th. That is A LOT of cargo space.

The only routes where it can work are transatlantic, where cargo is less important.

The A321XLR is only interesting to transport PEOPLE and not cargo. That's why it is a niche. Since SN cannot generate profit on its Africa network without cargo, it's not interesting for it's Africa routes.

Also: I heard a rumour that Luanda got discontinued since the cargo yields where lower on the LH flights. (and LH wanted to keep the Luanda flight, hence all cargo got transferred to LH as well) Take that with a grain of salt tough.

[oldblueeyes]

I don't see the A321XLR flying into traditional African destinations from BRU.

But i would see a market for it in other ways:

- US East coast smaller destinations - eg Boston, Toronto, Montreal,Philadephia
- African busy routes to the US which could be connected via BRU - eg Cairo or some build up of eg India routes, where rights of the other group airlines are limited

[Atlantis]

Pourquoi pas, finalement?
Sous réserve de rentabilité, évidemment.
Sous l'ère Swissair, Sabena avait des vols, plusieurs fois par semaine en A330 ou A340, pour chacune des destinations suivantes: Atlanta, Boston, Chicago, Cincinnati, Dallas, Detroit, Montréal, Newark...
La rentabilité de ces vols n'était sans doute pas au rendez-vous.

This aircraft offers a lot of flexibility in my opinion. It can even be used intermittently with the A330, or it could be used twice a day on the Dakar route, etc...and Luanda high yield destination.

It does not offer a lot of flexibility. It cannot be used intermittently with an A330 unless you just say: f*** the cargo. And that's where SN makes his money.

A 2nd Dakar route with the XLR would , with the same ticket prices, be unprofitable for SN and even loss making.

the A330-343X can carry (out of memory) 33 LD3 containers. the A321 can hold 8. That's less than 1/4th. That is A LOT of cargo space.

The only routes where it can work are transatlantic, where cargo is less important.

The A321XLR is only interesting to transport PEOPLE and not cargo. That's why it is a niche. Since SN cannot generate profit on its Africa network without cargo, it's not interesting for it's Africa routes.

Also: I heard a rumour that Luanda got discontinued since the cargo yields where lower on the LH flights. (and LH wanted to keep the Luanda flight, hence all cargo got transferred to LH as well) Take that with a grain of salt tough.

I would not say that cargo is less important on transatlantic. On the many flights I took to IAD with SN, cargo was each time full till the last inch.

SN simply transport a lot of cargo on its long haul. If you only talk about people transport, the Mediterranean comes in sight, but then the capacity (distance) of the aircraft would not be used for what it is billed.

A try out to tinner long haul routes like AA is going to do

[JOVAN2]

That's what I proposed for years already that SN use the A321LR to Luanda for example but a lot of people where mocking me then.

Lufthansa is picking up the ball again with the A321XLR.

The Airbus A321XLR has so far failed to impress Lufthansa – but the airline group will be confronted with the new aircraft in its own transatlantic network in 2026. According to media reports, Lufthansa is now internally considering an A321XLR order – and exploring how to mitigate a potential conflict of objectives.

[...]

Even though Lufthansa is currently hesitant to place an order, the A321XLR is a topic of discussion at Lufthansa Group headquarters. The "boutique business" shouldn't be left to competitors without a fight, a Lufthansa insider told aero.de in late summer. However, Lufthansa would likely prefer to be a "fast follower rather than a first mover" in this area.

According to sources, the A321XLR could see selective use by Lufthansa outside of its core airlines. Potential users within the group include the leisure carrier Discover Airlines, Austrian Airlines, and Brussels Airlines. https://www-aero-de.translate.goog/news ... r_pto=wapp

The A321xlr is now becoming the working horse of Iberia, Air Lingus, Wizzair ...in Europe.
Delta, AA, UA have orders for over 50....
Qantas goes for 36 in phase 1.
Indigo goes for 50 to 100...

All will use them for trans atlamtic routes between smaller but important cities. Qantas and
Indigo dame for Asian connections.

Nice to read that LH also got wake up call.

[lumumba]

Pourquoi pas, finalement?
Sous réserve de rentabilité, évidemment.
Sous l'ère Swissair, Sabena avait des vols, plusieurs fois par semaine en A330 ou A340, pour chacune des destinations suivantes: Atlanta, Boston, Chicago, Cincinnati, Dallas, Detroit, Montréal, Newark...
La rentabilité de ces vols n'était sans doute pas au rendez-vous.

This aircraft offers a lot of flexibility in my opinion. It can even be used intermittently with the A330, or it could be used twice a day on the Dakar route, etc...and Luanda high yield destination.

It does not offer a lot of flexibility. It cannot be used intermittently with an A330 unless you just say: f*** the cargo. And that's where SN makes his money.

A 2nd Dakar route with the XLR would , with the same ticket prices, be unprofitable for SN and even loss making.

the A330-343X can carry (out of memory) 33 LD3 containers. the A321 can hold 8. That's less than 1/4th. That is A LOT of cargo space.

The only routes where it can work are transatlantic, where cargo is less important.

The A321XLR is only interesting to transport PEOPLE and not cargo. That's why it is a niche. Since SN cannot generate profit on its Africa network without cargo, it's not interesting for it's Africa routes.

Also: I heard a rumour that Luanda got discontinued since the cargo yields where lower on the LH flights. (and LH wanted to keep the Luanda flight, hence all cargo got transferred to LH as well) Take that with a grain of salt tough.

I don't have figures, obviously, but I think that on a route like Luanda where cargo is less important and it's high yield this plane could work .
Why would a A321XLR be profitable between Newcastle en New York and not between Kinshasa and Brussels ?
It's just an example FIH is sure not the best destination for this plane nevertheless Turkish flies there with a 737.

[oldblueeyes]

That's what I proposed for years already that SN use the A321LR to Luanda for example but a lot of people where mocking me then.

Lufthansa is picking up the ball again with the A321XLR.

The Airbus A321XLR has so far failed to impress Lufthansa – but the airline group will be confronted with the new aircraft in its own transatlantic network in 2026. According to media reports, Lufthansa is now internally considering an A321XLR order – and exploring how to mitigate a potential conflict of objectives.

[...]

Even though Lufthansa is currently hesitant to place an order, the A321XLR is a topic of discussion at Lufthansa Group headquarters. The "boutique business" shouldn't be left to competitors without a fight, a Lufthansa insider told aero.de in late summer. However, Lufthansa would likely prefer to be a "fast follower rather than a first mover" in this area.

According to sources, the A321XLR could see selective use by Lufthansa outside of its core airlines. Potential users within the group include the leisure carrier Discover Airlines, Austrian Airlines, and Brussels Airlines. https://www-aero-de.translate.goog/news ... r_pto=wapp

The A321xlr is now becoming the working horse of Iberia, Air Lingus, Wizzair ...in Europe.
Delta, AA, UA have orders for over 50....
Qantas goes for 36 in phase 1.
Indigo goes for 50 to 100...

All will use them for trans atlamtic routes between smaller but important cities. Qantas and
Indigo dame for Asian connections.

Nice to read that LH also got wake up call.

If we speak about the US carriers, their main markets are the coast to coast routes, formerly 757 driven.
But...Delta will try secondary routes to Europe, formerly not working even seasonal or low frequency.
IAG has 12 aircraft ordered, so let's not overestimate.

At Wizz the latest rumors are that the 47 ordered XLR would be converted into 10-12 XLR and the rest regular NEOs.

So let's see where the reality check comes in.

[convair]

Pourquoi pas, finalement?
Sous réserve de rentabilité, évidemment.
Sous l'ère Swissair, Sabena avait des vols, plusieurs fois par semaine en A330 ou A340, pour chacune des destinations suivantes: Atlanta, Boston, Chicago, Cincinnati, Dallas, Detroit, Montréal, Newark...
La rentabilité de ces vols n'était sans doute pas au rendez-vous.

Reading the replies to my post, I now realize that I wrote it in french, i.s.o. english.

I apologize for that.

[oldblueeyes]

This aircraft offers a lot of flexibility in my opinion. It can even be used intermittently with the A330, or it could be used twice a day on the Dakar route, etc...and Luanda high yield destination.

Just look on a realistic range ...http://www.gcmap.com/mapui?R=4000mi%40bru

If 321XLR, than it would work rather from Rome.

East coast and Arab peninsula may be the sweet spots, additionally some routes where more service can be monetized, eg Tel Aviv etc.

The 321XLR can't beat in range the 333, thus for South Africa and co Brussels may need B789/A339/A359 in the future, if the srategy would be a one fits all widebody.
And it can't beat in cargo the A333 on similar routes.
RASM work only with a significant premium cabin.

[crew1990]

The only potential routes I could see the A321LR/XLR from Bru would be flight with low demand in cargo, basically long haul leisure routes like Cancun, Punta Cana, Miami, Djedda, Mombasa or Zanzibar for the actual network the A321LR/XLR is just a pure non sense.

[lumumba]

The only potential routes I could see the A321LR/XLR from Bru would be flight with low demand in cargo, basically long haul leisure routes like Cancun, Punta Cana, Miami, Mombasa or Zanzibar for the actual network the A321LR/XLR is just a pure non sense.

Why not Luanda ?
And again why would a A321XLR be profitable on a Newcastle New York and not on Brussels Abidjan for example ?
TAP use also a A321 to Abidjan,we could look at the A330 rotations and increase the free days with the A321; that would make the destination more flexible, especially for business class passengers, and you'd increase your yield.
Or make Abidjan daily you have 33 LD3 containers in a A330 x4 flights a week ÷2 =66 LD containers.
If you fly daily with the A321XLR it's 8x7=56 not so a big difference.

[crew1990]

The only potential routes I could see the A321LR/XLR from Bru would be flight with low demand in cargo, basically long haul leisure routes like Cancun, Punta Cana, Miami, Mombasa or Zanzibar for the actual network the A321LR/XLR is just a pure non sense.

Why not Luanda ?

Because you could not even fill an Avro from Brussels to Luanda. Get over it

[lumumba]

The only potential routes I could see the A321LR/XLR from Bru would be flight with low demand in cargo, basically long haul leisure routes like Cancun, Punta Cana, Miami, Mombasa or Zanzibar for the actual network the A321LR/XLR is just a pure non sense.

Why not Luanda ?

Because you could not even fill an Avro from Brussels to Luanda. Get over it

I started flying to Luanda with Sabena in 1994, and until they stopped, there were always between 80 and 120 passengers per flight, and there was always a restriction, partly due to sharing the route with Kinshasa. If you reinstate the 3 flights, with the A321s (160 seats) combined with Lufthansa flights, it should work!