Brussels Airlines' fleet renewal

[oldblueeyes]

You can do the math on what is going out and what is coming in by end of this year at Lufthansa.

Out:
- 4x346
- 2x789 to Austrian
-1x 333 (it goes in December as it should be the first one with the new cabin)
-3x 343
-1x748
Makes in total 11 planes.

Let's look on what comes in:
- 2X789 new already produced ( 1 of them already expected delivery in August)
- 4X 789 NTUs , which need rework (1 almost ready in Malta, 2nd just arrived to the line, 2 will need the work done which takes around 2 months per plane)
- 4xA351 , all of them are in Tolouse and in various phases on the assembly lane ( the latest of them just out of station 59)
- 2X789 to be produced - here we may see some delay

So in total as of today and after the delivery of 2x789 end of July, 10-12 planes to come.

In a time of capacity adjustements ( 2x744 shall be parked over the winter season), there is not such a big pressure.

Is a keeping the 333 longer at Lufthana or Discover a meaningfull measure? Short term of course, it's a saftey net. Is it protectionism? Not at all - just focus on core business.

The business judgement is very simple - which route is worth more for the company? St Louis or Entebbe? The answer may be obvious and does not need to be elaborated deeper.

[fcw]

Fuel costs at Brussels Airlines are significantly lower as a percentage compared to other airlines,there yield to Africa is high.

Can you explain a little bit why you think fuel costs are lower at Brussels Airlines compared to other airlines, especially as they have an older less fuel-efficient fleet?

[fcw]

The question is, WHEN will Brussels Airlines finally leave that cursed LH group ??!!
We all know that LH is only interested in Swiss, Edelweiss, Discover, Condor and Eurowings (deutsche...) !

It's time for Brussels Airlines to find another alliance or partner. Get rid of all that useless German management !

Not again, please!!
We’ve had this discussion ad nauseam for the past 18 years.
Lufthansa stepped in when Brussels Airlines was in serious financial trouble and effectively saved it from bankruptcy as NOBODY else was willing to buy the airline.

[lumumba]

Fuel costs at Brussels Airlines are significantly lower as a percentage compared to other airlines,there yield to Africa is high.

Can you explain a little bit why you think fuel costs are lower at Brussels Airlines compared to other airlines, especially as they have an older less fuel-efficient fleet?

Long-haul flights to Africa generally incur much higher costs than long-haul flights on conventional routes.

There's no comparison, and I'm not just talking about landing fees(overfly etc..); I'm talking about all the costs for the crew, security(Insurance etc...), and so on,tickets are much higher also.

I never said they were lower, I said the percentage was lower.

[fcw]

Long-haul flights to Africa generally incur much higher costs than long-haul flights on conventional routes.

There's no comparison, and I'm not just talking about landing fees(overfly etc..); I'm talking about all the costs for the crew, security(Insurance etc...), and so on tickets are much higher also.

I never said they were lower, I said the percentage was lower.

But the percentage doesn’t matter.
The typical fuel consomption between BRU and FIH isaround 60.000l, so every cent increase in fuel price decreases your profit by 600€

[convair]

Long-haul flights to Africa generally incur much higher costs than long-haul flights on conventional routes.

There's no comparison, and I'm not just talking about landing fees(overfly etc..); I'm talking about all the costs for the crew, security(Insurance etc...), and so on tickets are much higher also.

I never said they were lower, I said the percentage was lower.

But the percentage doesn’t matter.
The typical fuel consomption between BRU and FIH isaround 60.000l, so every cent increase in fuel price decreases your profit by 600€

That justifies the higher ticket price mentioned by lumumba..

[lumumba]

Long-haul flights to Africa generally incur much higher costs than long-haul flights on conventional routes.

There's no comparison, and I'm not just talking about landing fees(overfly etc..); I'm talking about all the costs for the crew, security(Insurance etc...), and so on tickets are much higher also.

I never said they were lower, I said the percentage was lower.

But the percentage doesn’t matter.
The typical fuel consomption between BRU and FIH isaround 60.000l, so every cent increase in fuel price decreases your profit by 600€

If your overall percentage is lower, you're less affected by the increased costs in that particular area. You don't need an engineering degree to understand that.

[fcw]

Long-haul flights to Africa generally incur much higher costs than long-haul flights on conventional routes.

There's no comparison, and I'm not just talking about landing fees(overfly etc..); I'm talking about all the costs for the crew, security(Insurance etc...), and so on tickets are much higher also.

I never said they were lower, I said the percentage was lower.

But the percentage doesn’t matter.
The typical fuel consomption between BRU and FIH isaround 60.000l, so every cent increase in fuel price decreases your profit by 600€

If your overall percentage is lower, you're less affected by the increased costs in that particular area. You don't need an engineering degree to understand that.

There is only one figure that really matters: the bottom line on the results sheet. And that’s not a percentage — it’s the actual amount in euros.

[oldblueeyes]

It may be more helpful to calculate the overall impact in euro and cent.

Let's assume the average consumption of a long haul sector is 55.000 Kg. And let's assume there would be no hedging effects, to see how much would really need to be added to the top line.
The price delta per sector only riven by fuel is at approx 15k EUR, round trip 30k. At average load factors, 150+ EUR per trip is jut the fuel bill, no taxes or feeder costs added.

Now let's try to measure the long haul impact for 9 months, again in a sceario without hedging.

30k per round trip/aircraft , makes 270k per day for all active aircraft or 8 mio EUR per month as an approximation.

9 months - 72 mio EUR just for long haul, cost to be managed forward next year maybe 100 mio. And this in a company that struggles to achieve 30-40 MIo profit per year.

[lumumba]

But the percentage doesn’t matter.
The typical fuel consomption between BRU and FIH isaround 60.000l, so every cent increase in fuel price decreases your profit by 600€

If your overall percentage is lower, you're less affected by the increased costs in that particular area. You don't need an engineering degree to understand that.

There is only one figure that really matters: the bottom line on the results sheet. And that’s not a percentage — it’s the actual amount in euros.

I simply expressed my disappointment regarding what I thought was a strength for this company,and for the rest, I stand by my point of view.

[fcw]

If your overall percentage is lower, you're less affected by the increased costs in that particular area. You don't need an engineering degree to understand that.

There is only one figure that really matters: the bottom line on the results sheet. And that’s not a percentage — it’s the actual amount in euros.

I simply expressed my disappointment regarding what I thought was a strength for this company,and for the rest, I stand by my point of view.

I think you may have been looking at it from the wrong perspective. (Much like when you seemed to think that the laws of physics somehow work differently for an A330 than for a B787).
Errare humanum est…

[crew1990]

OO-SSN left this morning ferry to St Athan DGX and don’t seems to come back, anyone any info about that?

[DannyVDB]

I also was wondering what it would do there (scraping?) ...

Anyone knows when the next A320neo would arrive in Brussels? 2027, but which month?

D

[HQ_BRU_Lover]

If I'm not mistaken it's the scrapyard where The Smurfs and Trident I also have been scrapped.

[crew1990]

Indeed, OO-SSN left the fleet

[Miqvell]

3x A320 (not NEO) have appeared on EAF.

[Tim Verheyden]

3x A320 (not NEO) have appeared on EAF.

I've heard from someone at Brussels Airlines that these three are likely ITA airframes. Indeed A320ceos.

Adding onto that; currently, ITA's youngest A320s are just under 16 years old, while their oldest are just over 18 years old.

[Duke]

3x A320 (not NEO) have appeared on EAF.

I've heard from someone at Brussels Airlines that these three are likely ITA airframes. Indeed A320ceos.

Adding onto that; currently, ITA's youngest A320s are just under 16 years old, while their oldest are just over 18 years old.

The MSN/LN of the planes are already mentioned... so already more than just vague plans...
But what do the abbreviations "LVF", "WFP", and "LTP" mean?
MX = maintenance
STD = stored

[Tim Verheyden]

3x A320 (not NEO) have appeared on EAF.

I've heard from someone at Brussels Airlines that these three are likely ITA airframes. Indeed A320ceos.

Adding onto that; currently, ITA's youngest A320s are just under 16 years old, while their oldest are just over 18 years old.

The MSN/LN of the planes are already mentioned... so already more than just vague plans...

Ah, when I wrote my comment the MSNs weren't mentioned yet, they were simply "xxxx".

But what do the abbreviations "LVF", "WFP", and "LTP" mean?
MX = maintenance
STD = stored

According to EAF;

LVF = "To Leave Fleet"
WFP = ??? (Maybe they meant "WFU", in which case it would be "Withdrawn From Use").
LTP = Long-Term Parking

[Atlantis]

2 will leave the ITA fleet in December 2026 and 1 in March 2027. I believe around that time we can expect them in the fleet of SN.

Very glad to see that this airline is not shrinking.