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Well, you need to face 2 realities: - all brands not able to afford new aircraft getthem when intra group aircraft become available - as long as B789 and 3359 are delayed, everyone in the queue is getting it's aircraft later - unless it has an economic case like OS with the 2 extra 788 - a Brand doe...

And the last tutboprops of OS were exchanged with 6 A320. For them it seems to pay off. Sorry to correct a factual error: the 6 A320 were not meant as a replacement for the Dash-8, but for the phasing out of the A319 sub-fleet. The Dash-8 routes are mainly flown by the E195 - which is also much bet...

OK, I understood that SN is last in line when it comes to the Group's priorities. Hopefully, LH Group will not (be allowed to) acquire ITA. Otherwise, SN wil become N° 5 instead of N° 4. If OS got Embraers and LX A220's, there would be a business model (imho) for the E175-E2 or the A220-100 to fly ...

And the last tutboprops of OS were exchanged with 6 A320. For them it seems to pay off. Sorry to correct a factual error: the 6 A320 were not meant as a replacement for the Dash-8, but for the phasing out of the A319 sub-fleet. The Dash-8 routes are mainly flown by the E195 - which is also much bet...

Dialogue starts when different opinions are driven by arguments - regardless if technical, economical, compiling different sources etc. And it ends when a personalized blame game starts, driven by personal anthipaty, frustration etc. There is nothing wrong in having a personal dream or vision, but t...

These are two good examples. Nantes is connected to FRA, ZRH and as from Mai 2024 again to MUC. So Hub Pax are already served. But - we speak about 6-7 Mio Pax/year, the majority being served by 3 LCC Transavia, EasyJet and Volotea. Well, none of them is flying into VRU, only Ryanair to CRL. The pic...

Exactly. You need competitive cost intra Europe. And you can it only via large aircraft. Wizz and Easy develop a 320/321 Mix, Ryanair is moving towards the 198 seater and here people are dreaming about 80 seaters subfleets. Turboprops could be a solution for Birmingham,Nantes, Bordeaux etc... If so...

Exactly.
You need competitive cost intra Europe.
And you can it only via large aircraft.
Wizz and Easy develop a 320/321 Mix, Ryanair is moving towards the 198 seater and here people are dreaming about 80 seaters subfleets.

On the other hand the big Hubs have euch 2 flights daily operated by LH and United so total time may be less than a connection to BRU which has to earn it's money from P2P Pax. Last but not least the yield is important as well. As usual, answers are not simple. Sn needs to earn more per Pax on it's ...

BRU can be expanded as Hub for African niche routes - this happens with integration of the offers into the joint ventures. But BRU won't become a European Hub- simply because MUC is more central, built by purpose for that and LH owns 50% of the terminal it operates thus earning a share of profits of...

You can compare apples to apples - CDG and AMS to FRA+MUC+ZRH. The markets BRU serves are not core for LH. So BRU would get some additional connectivity to fill capacity, not more, not less. You're overestimating your brand and it's role, hence the frustration vs your dreams. See the facts - althoug...

You don't need to be an expert to make a difference between a dream and an educated guess. Information if public and it needs just few clicks, reading, understanding and a check if something fits locally. Just a sum of public Information available to everyone: - annual and quartely reports - investo...

E 175 was never needed by the group as on typical stage length the CRJ's had better economics. Now the model is obsolet and this size won't be Re ordered for any group airline. For A220 again, SN would need to prove a Business case : - that it can operate them profitable - In markets where there is ...

Likely when the A359 / B789 queue will be smaller. There is a need of 4-5 A359 with First in MUC to transfer the remaining A346 to FRA. Likely this should take place in autumn. Than, once the B789 delivered would exceed additional B789 for Austrian and A343 retirements, more A333 would be free for r...

You just have to look at the founding members of each alliance and you'll recognize the pattern - it is mainly a deal between the big boys offering each other large catchments compleentary to a their extended long haul networks. If Tier 2 or 3 companies are not satisfied, there are other reasons beh...

Indeed, also SAS left Star alliance. Furthermore, it looks like ITA also going for Skyteam. Again you judge by emotions and missinterpretations: - SAS is in Star and once AF/KLM would step in they intend to transfer it to Sky Team - ITA is in SkyTeam , obvisously because of the Alitalia heritage, a...

The first thing to evaluate correctly is to accept reality. LH was a minority stakeholder in SN until full take over and in the last years of mandate Gustin has executed a strategy contrary to LH's intenstion ( as a consequence SN has today for example it's A319 sibfleet instead of the initially ant...

I wonder why SN is not getting Embraer 170 or A220-100 present within the Group to serve thinner routes and to increase feeder service ? Again, you have to see the big picture as the brand is not independent. The strategy within the group is to simply operations and thus increase their efficiency -...

There is no contradiction. A discussion can be in disagreement, as various elements have a different improtance in the eye of the participants. For example you see everything from a pure local prospective,which is legitimate and fair. I see the group decisions - regardless if they are good or bad an...

I understand very well, but there is as always a larger picture from the other side as well. Before comitting as a company to somethig that is unreasonable on the long term, there are always options. - employing wet lease companies to provde the services - allocate capacity/ ressources to other base...