Brussels Airlines in 2025

[rwandan-flyer]

You just gave a valid explanation of why Brussels was allocated for a while within the Eurowings group and why it may be in the future a budget network brand, only.

If one is flying a network airline, the expectation is that time is travel crucial. On the other hand, the more budget and leisure oriented brands are promising less by default, in the eye of the client. Thus not overpromising in the brand positioning is key. Oh

So the SN business plan is to perform poorly on all levels and aspects to chase customers away.
Thank you for your wisdom and
great insights in business.

I agree with you, Jovan2. the big boss has positioned SN mainly as a leisure airline, not a budget airline as some might think, because fares are basically the same at SN than at the three "star dancers" of the the group. For those of us who might still hope that we could at least be an "aspiring star dancer", the downgrade to a leisure airline is clearly confirmed :

https://milesandmoremailing.de/mp/d9e74 ... 843b6.html

There will probably be someone to say that SN's niche market in Western and Central Africa is just a detail of the LH Group network and consequently a "normal" negligible part of the global operations. (Let's be clear, this is NOT my way of seeing SN).

Brussels Airport is not even in the top 10 in Europe about North America Europe about point to point demand and same thing in Asia. Each time the biggest market in North America and Asia is just above 100 000 pax per year.

You have an average of 40 people flying every day between Brussels and Houston!! There are more people flying between Lagos and Houston than BRU and Houston !!

You have an average of 57 people flying every day between Hong Kong and Brussels.

Air France can fill some long haul with a big part of point to point demand : Bangkok, Montreal, Los Angeles, New York, Singapour, Hong Kong, Tokyo, Seoul, Dubaï, Kinshasa, Dakar,... You have over 2 330 pax flying every day between CDG and JFK.

About Brussels : New York, Bangkok and Kinshasa which are the 3 biggest market long haul market, with an average of more 300 pax flying daily.

Brussels Airlines should rely only connecting flights to to fill its planes. The problem is for this you need to provide many connecting waves with some long haul destinations served at least 2 times a day. Air France has 6 waves of connecting !

It's not possible for Brussels Airlines. Then Brussels Airlines doesn't high yield markets such as Tokyo, Singapour, Hong Kong, Los Angeles. Yield from BRU is not very high if we compare to Paris, London, Amsterdam which have a biggest premium demand. Fares are lower at BRU.

Financially and logistically, Brussels Airlines has not the capacity. The market is not there. It's factual. Even if Brussels Airlines was in IAG the situation would be similar (look at Aer Lingus which is the " poor sibling " of the group).

Aer Lingus and Finnair have undersood this, they are focusing on niche markets. Aer Lingus (its business model is almost similar to Brussels Airlines) doesn't serve Sub-Saharan Africa, South America and Asia. They tried to serve Dubai 15 years ago, they have failed. Finnair doesn't serve Sub-Saharan Africa and South America. It's not a drama

[Conti764]

Some people are still dreaming about Sabena days... Flying to everywhere with half empty planes burning thousands each mile they fly...

Accept the reality, work with what you got and focus on your strengths. Make Brussels a convenient alternative for overcrowded megahubs in your vicinity.

Compared to many other airports, Brussels is a gem for travelers.

[lumumba]

Some people are still dreaming about Sabena days... Flying to everywhere with half empty planes burning thousands each mile they fly...

Accept the reality, work with what you got and focus on your strengths. Make Brussels a convenient alternative for overcrowded megahubs in your vicinity.

Compared to many other airports, Brussels is a gem for travelers.

That's also true.
I have always wondered why not develop smaller destinations to the hub with smaller planes knowing that there is no capacity problem in Brussels compare to all the airports around.

[Homo Aeroportus]

SFD to be back in service as from Friday 28.02?

Mañana ....


H.A.

Mañana ...

H.A.

OO-SFD is airborne again !

Her last "flight" was on 31JAN, aborted and heading for H41.

Must have been a heck of a problem to remain grounded that long.
Kudos to SN Mx.

H.A.

[Duke]

Her last "flight" was on 31JAN, aborted and heading for H41.

Must have been a heck of a problem to remain grounded that long.
Kudos to SN Mx.

H.A.

What exactly was wrong with SFD?
Gear problem?

[fcw]

Some people are still dreaming about Sabena days... Flying to everywhere with half empty planes burning thousands each mile they fly...

You couldn’t be more wrong!
Sabena had an excellent load factor. THE problem of Sabena was cost control. Sabena had more executive vice-presidents than aircraft, more employees per aircraft than any other airline, a lot of corruption and many other problems, but the loadfactor wasn’t one of them.

[rwandan-flyer]

Some people are still dreaming about Sabena days... Flying to everywhere with half empty planes burning thousands each mile they fly...

Accept the reality, work with what you got and focus on your strengths. Make Brussels a convenient alternative for overcrowded megahubs in your vicinity.

Compared to many other airports, Brussels is a gem for travelers.

That's also true.
I have always wondered why not develop smaller destinations to the hub with smaller planes knowing that there is no capacity problem in Brussels compare to all the airports around.

The smaller aircraft enable to an airline to add more flights. However you need to provide several connecting waves into your hub to feed all these flights.

At Brussels you have 2 only outbound and inbound waves, for long haul for Star Alliance airlines (if i m right)

Morning

Indbound : 5h-9h (Brussels Airlines, Air Canada, Thai, Singapore Airlines, Ethiopian Airlines, United Airlines)
Outbound: 10h-13h (Brussels Airlines, Thai, Singapore Airlines, Air Canada, United Airlines)

Evening:

Indbound :16h30 : All Nippon Airways
Outbound:18h-22h : All Nippon Airways, Ethiopian Airlines

You have another problem. Many of these airline operate with low capacity. Up to 1 flight a day for some routes. But most of them it's a weekly service and there are only one airline on the route. You can't have a good feeding USA / Asia / Europe when some airlines operate 2 flights a week (ANA) or 4 flights a week (Singapore Airlines)

As i have said above, at Paris Cdg you have 6 connecting waves

Most of Air France US route are both served by Air France and Delta Airlines. Depending the route one airline operates a flight in the morning and the other one in the afternoon. But during a busy period you can have up to 9 flights a day between Paris Cdg and New York JFK with both AF (6 flights a day) and Delta (3 flights a day). Same thing to Detroit, Atlanta and Boston where during the peak period you have more flights.

AF and DL can catch lots of flights with Africa (all Air France network), Europe (France domestic network, UK, Eastern Europe, Spain, Italy, Nordics Countries are among the popular markets), Asia (Lebannon, India). Of course depending some destinations you have a biggest demand with some countries.

In Texas, you have huge demand with India and Africa (Nigeria, Ghana, North Africa, East Africa & South Africa). Detroit a huge demand with Middle East, Los Angeles a huge demand with South Europe, France (Paris + French domestic network),...

On Asia side despite that China Southern left Skyteam few years ago and AF has closed its route to Canton, AF and China Eastern bring huge capcities to Shanghai. AF operates a daily service while China Eastern operates up to 2 flights a day.

I don't know if UA will back with its 2nd daily service on the Washington Brussels route. It seems that the 2nd daily timetables was not very good. However it's already a good step.

[Atlantis]

Some people are still dreaming about Sabena days... Flying to everywhere with half empty planes burning thousands each mile they fly...

Accept the reality, work with what you got and focus on your strengths. Make Brussels a convenient alternative for overcrowded megahubs in your vicinity.

Compared to many other airports, Brussels is a gem for travelers.

That's also true.
I have always wondered why not develop smaller destinations to the hub with smaller planes knowing that there is no capacity problem in Brussels compare to all the airports around.

The smaller aircraft enable to an airline to add more flights. However you need to provide several connecting waves into your hub to feed all these flights.

At Brussels you have 2 only outbound and inbound waves, for long haul for Star Alliance airlines (if i m right)

Morning

Indbound : 5h-9h (Brussels Airlines, Air Canada, Thai, Singapore Airlines, Ethiopian Airlines, United Airlines)
Outbound: 10h-13h (Brussels Airlines, Thai, Singapore Airlines, Air Canada, United Airlines)

Evening:

Indbound :16h30 : All Nippon Airways
Outbound:18h-22h : All Nippon Airways, Ethiopian Airlines

You have another problem. Many of these airline operate with low capacity. Up to 1 flight a day for some routes. But most of them it's a weekly service and there are only one airline on the route. You can't have a good feeding USA / Asia / Europe when some airlines operate 2 flights a week (ANA) or 4 flights a week (Singapore Airlines)

As i have said above, at Paris Cdg you have 6 connecting waves

Most of Air France US route are both served by Air France and Delta Airlines. Depending the route one airline operates a flight in the morning and the other one in the afternoon. But during a busy period you can have up to 9 flights a day between Paris Cdg and New York JFK with both AF (6 flights a day) and Delta (3 flights a day). Same thing to Detroit, Atlanta and Boston where during the peak period you have more flights.

AF and DL can catch lots of flights with Africa (all Air France network), Europe (France domestic network, UK, Eastern Europe, Spain, Italy, Nordics Countries are among the popular markets), Asia (Lebannon, India). Of course depending some destinations you have a biggest demand with some countries.

In Texas, you have huge demand with India and Africa (Nigeria, Ghana, North Africa, East Africa & South Africa). Detroit a huge demand with Middle East, Los Angeles a huge demand with South Europe, France (Paris + French domestic network),...

On Asia side despite that China Southern left Skyteam few years ago and AF has closed its route to Canton, AF and China Eastern bring huge capcities to Shanghai. AF operates a daily service while China Eastern operates up to 2 flights a day.

I don't know if UA will back with its 2nd daily service on the Washington Brussels route. It seems that the 2nd daily timetables was not very good. However it's already a good step.

At BRU you have the big wave in the morning. By noon, the majority is already gone.
The main feeder should be for SN but they only return early in the morning next day. SN has also only 10 long haul planes. You can't expect a lot.
It would be different if you also could have in the afternoon and evening a wave. But again, the entire SN fleet is small, less than 50 planes. You have to do it with what you have.

But I agree that during the lower hours of the day, smaller planes could be used to serve smaller destinations. Especially in East Europe they have lack of own carriers and long haul. BRU could be placed well.

[longwings]

Brussels Airlines should rely only connecting flights to to fill its planes.

Hopefully, the airport and the airline are working together on a good plan to take advantage of pre-clearance whenever it is finally opened. It is not going to convince someone with a non-stop option from CDG or FRA to connect in BRU instead, but someone in MXP or BUD or TLS should want to connect through BRU and walk off the plane as if it was a domestic flight in the US. For that to happen, pre-clearance needs to be easy to reach and have its own facilities, including a lounge for premium passengers. Brussels Airlines needs lots of EU connectivity options with a transfer time of no more than two hours (and ideally much closer to the one-hour mark).

Financially and logistically, Brussels Airlines has not the capacity. The market is not there. It's factual. Even if Brussels Airlines was in IAG the situation would be similar (look at Aer Lingus which is the " poor sibling " of the group).

BRU has three assets: a plethora of international organizations outside the door, a carrier with a recognized expertise in sub-Saharan Africa, and a good location somewhat in the middle of the EU. All three airline groups could take advantage of the former, and maybe the middle one to varying degrees, but only IAG needs the latter. It is too late now under almost any scenario (and Lufty would have to be desperate for cash to sell to IAG), but IAG was the right partner, not Lufthansa. Aer Lingus is somewhat of a cautionary tale, but its home airport does not have any of BRU's assets (not that it lacks its own).

You have an average of 40 people flying every day between Brussels and Houston!! There are more people flying between Lagos and Houston than BRU and Houston !!

You have more demand between the world's energy capital and (arguably) Africa's energy capital than between either and BRU?!? I am shocked, shocked beyond belief!

[fcw]

It is too late now under almost any scenario (and Lufty would have to be desperate for cash to sell to IAG), but IAG was the right partner, not Lufthansa.

Why do you keep on banging the same drum over and over? IAG was not interested in buying SN, nobody was. It was selling to LH for peanuts or go bankrupt.

You have more demand between the world's energy capital and (arguably) Africa's energy capital than between either and BRU?!? I am shocked, shocked beyond belief!

So, you are developing a whole theory how SN and BRU should manage their business differently, but you are unaware of basic figures which are easy to find on the internet and essential for the decision making? Seriously?

[longwings]

So, you are developing a whole theory how SN and BRU should manage their business differently, but you are unaware of basic figures which are easy to find on the internet and essential for the decision making? Seriously?

a) You are giving me far too much credit... then again maybe not but you wouldn't know
b) If what I write bothers you, just don't read it; it is that easy...
c) Or at least wait until your second cup of coffee to save yourself from writing the below... I mean, back at you. Seriously?

You have more demand between the world's energy capital and (arguably) Africa's energy capital than between either and BRU?!? I am shocked, shocked beyond belief!

So, you are developing a whole theory how SN and BRU should manage their business differently, but you are unaware of basic figures which are easy to find on the internet and essential for the decision making? Seriously?

[oldblueeyes]

Some people are still dreaming about Sabena days... Flying to everywhere with half empty planes burning thousands each mile they fly...

Accept the reality, work with what you got and focus on your strengths. Make Brussels a convenient alternative for overcrowded megahubs in your vicinity.

Compared to many other airports, Brussels is a gem for travelers.

That's also true.
I have always wondered why not develop smaller destinations to the hub with smaller planes knowing that there is no capacity problem in Brussels compare to all the airports around.

There are some problematic things into this approach:
- cost per seat mile goes up the smaller the aircraft goes
- the smallest aircraft in the market, eg CRJ's - are effective only on short routes, anything above 90-100 minutes not being a true fit
- the ultimate question is - how do you earn money with that? the network does not offer large volumes and yields and a lot of P2P demand won't pay the cost of operating these aircraft
- last but not least, LH group has already a European hub in MUC, situated more central on the continent and built by purpose there - and even there the future entry level size aircraft would be the A223, as the CRJ's are going out and the EMB's of Dolomiti would serve in the future as well the FCO hub
- last but not least, ask yourself why this small aircraft sizes are disappearing under normal European population density circumstances - LOT took away the Q400, Austrian and Eurowings got rid of their Q400 and the CRJ900 shall follow in the coming 3-4 years (although LH admits to need some from external providers in the future), Air France KLM phased out everything below the A220 for AF and the E70 for KLM are following

[lumumba]

Some people are still dreaming about Sabena days... Flying to everywhere with half empty planes burning thousands each mile they fly...

Accept the reality, work with what you got and focus on your strengths. Make Brussels a convenient alternative for overcrowded megahubs in your vicinity.

Compared to many other airports, Brussels is a gem for travelers.

That's also true.
I have always wondered why not develop smaller destinations to the hub with smaller planes knowing that there is no capacity problem in Brussels compare to all the airports around.

There are some problematic things into this approach:
- cost per seat mile goes up the smaller the aircraft goes
- the smallest aircraft in the market, eg CRJ's - are effective only on short routes, anything above 90-100 minutes not being a true fit
- the ultimate question is - how do you earn money with that? the network does not offer large volumes and yields and a lot of P2P demand won't pay the cost of operating these aircraft
- last but not least, LH group has already a European hub in MUC, situated more central on the continent and built by purpose there - and even there the future entry level size aircraft would be the A223, as the CRJ's are going out and the EMB's of Dolomiti would serve in the future as well the FCO hub
- last but not least, ask yourself why this small aircraft sizes are disappearing under normal European population density circumstances - LOT took away the Q400, Austrian and Eurowings got rid of their Q400 and the CRJ900 shall follow in the coming 3-4 years (although LH admits to need some from external providers in the future), Air France KLM phased out everything below the A220 for AF and the E70 for KLM are following

I was thinking more about destinations like Nantes, Bordeaux etc.. these have already some market from Brussels the mix with feeding passengers could work maybe.
It's not because the other rejected it It's not a good idea in another place,anyway I don't say I'm right.
I also wondering why Nice never had a morning flight to Brussels to feed the long haul flights?!

[fcw]

b) If what I write bothers you, just don't read it; it is that easy...

This is a discussion forum with freedom of speech, as long as one remains polite!
Pointing out inconsistencies is part of the game, if you can’t stand the heat you should stay out of the kitchen.
Telling those who disagree with you to shut up is neither polite nor does it make your theory less inconsistent.

[oldblueeyes]

I was thinking more about destinations like Nantes, Bordeaux etc.. these have already some market from Brussels the mix with feeding passengers could work maybe.
It's not because the other rejected it It's not a good idea in another place,anyway I don't say I'm right.
I also wondering why Nice never had a morning flight to Brussels to feed the long haul flights?!

Bordeaux or Nantes would be for me classic examples to continue with what the company has - A319 and 320, with lower frequency, against Ryanair, Transavia or Volotea. It is a bread and butter P2P market that takes anyhow the volumes.
The fair question mark is also at existing capacity, if on any other given leisure route SN can't earn more.

Direct competition means also a certain cashburn to be the survivor, thus ther eis a legitimate question if at the profit levels and assets the company has using available resources to get new generation aircraft or expand in not served routes may not be the smarter choice.

Let's see the company at approx 50 narrobodies and 15 widebodies and well engaged into newer technologies once this becomes more affordable - it may be the better way forward.

[rwandan-flyer]

You have an average of 40 people flying every day between Brussels and Houston!! There are more people flying between Lagos and Houston than BRU and Houston !!

You have more demand between the world's energy capital and (arguably) Africa's energy capital than between either and BRU?!? I am shocked, shocked beyond belief!

Top 10 markets in North America to and from Brussels (Nov 23 Oct 24)

Brussels :

New York : 148 878 pax
Newark : 80 565 pax
Montreal : 66 650 pax
Washington : 51 348 pax
Los Angeles : 41 869 pax
San Francisco : 39 474 pax
Miami : 34 645 pax
Boston : 33 134 pax
Toronto : 31 152 pax
Chicago : 30 874 pax

Point to point market between Washington and Africa (only long haul destinations served by Brussels Airlines), you have an average of 768 pax flying daily.

Of course there is lots of competitions from others airlines and the fact you have low season and high season. United Airlines sends its B787-10s and B777-300ERs to Brussels. Both have more 300 seats. I think that SN African newtork helps United Airlines to fill these planes. Without African network, it would be harder for Brussels Airport to get such capacites to and from USA. Of course you have the SN European newtork, but the competition is stiff.

You can see that Accra has a bigger point to point demand with IAD than BRU IAD. Nairobi is alsmot at the same level that BRU IAD. If i m right Nairobi Washington with Minneapolis Nairobi remains the biggest underserved market from Nairobi (long haul)

Accra : 70 537 pax
Nairobi : 46 441 pax
Douala : 25 888 pax
Lome : 17 497 pax
Freetown : 17 199 pax
Yaounde : 14 293 pax
Entebbe : 14 015 pax
Abidjan : 12 476 pax
Dakar : 10 657 pax
Kigali : 9 539 pax
Monrovia : 9 281 pax
Kinshasa : 8 983 pax
Conakry : 6 400 pax
Banjul : 4 766 pax
Cotonou : 3 411 pax
Luanda : 3 284 pax
Ouagadougou : 3 213 pax
Bujumbura : 2 646 pax

[luchtzak]

Brussels Airlines achieves record €59 million profit in 2024, plans growth for 2025

https://www.aviation24.be/airlines/luft ... -for-2025/

[DannyVDB]

Hi all,

I was just reading the press release (see website SN) on the financial results of 2024. The results are really good, despite the many problems with the own long haul fleet last year (Spring-time), the lack of additional aircraft for serving secondary destinations in Europe, etc.

I also read the following, so wondering what these might mean:

"(...) Brussels Airlines plans to renovate THE LOFT, the award-winning lounge in the A-zone of Brussels Airport. Moreover, the airline is currently working on new cabins for its long-haul fleet which will be introduced starting 2027.
Already this year, passengers on all classes on long-haul flights will see product enhancements being rolled out. From more beverage options in Economy Class, to a new service concept in Business Class. More details will follow soon."

My questions are: 1) what will this renovation of the LOFT entail (it was not really 'old' yet); 2) do we have any illustrations or information how the new business class cabin will look like; and 3) what do they mean with the changes they already will roll-out this year (on business class, long-haul)?

Any insights are welcome ...

Danny

[oldblueeyes]

2) do we have any illustrations or information how the new business class cabin will look like;

Any insights are welcome ...

Danny

I am just an outsider, but i may have an educated guess by comparing public information available for the other brands of the group:

Austrian - B789 ; Collins Super Diamond (NTU aircraft)

ITA - A359 Collins Super Diamond (NTU aircraft)
A339 - Thompson Vantage XL
A321 - Stelia Opera

LH - A380 retrofit from 2026 onwards - Thompson Vantage XL
(A359 ex Philipines have already the Thompson Vantage XL seat) - and some rumors give them as transfer candidate to Discover

Discover - planned from 2027 onwards - Thompson Vantage XL rumored

Edelweiss - planned from 2027 onwards as well

The low risk bet would be the Thompson Vantage XL.

[DannyVDB]

Hi all,

Just looked at our travel office platform to book a flight to Venice, leaving 9/04, returning 12/04 to go to the General Assembly of the EU Space Networks. Can see the flights to Venice are operated by Air Baltic then ...

So it means that from the beginning of the summer season the 4 Air Baltic planes will be available, or just part of them? I thought the extra planes would mainly be operated in the high season, no (July-September) ...

Does anyone know on which other routes they will be operated (besides Venice).

Cheers,
Danny