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Well, this exactly the trap between perception at local level and market reality. For a Netherlands prospective this is a home territory + leisure destination, for all the rest of Europe the A,B,C s are pure leisure. For leisure purposes the group has already Edelweiss and Discover, both linked to t...

What a lack of ambition from SN and/or LH. BRU and SN could easily take away market-share and PAX from AMS and CDG. And how would they accomplish that easily? Leisure travelers are first and foremost price sensitive. Business travelers focus on frequencies, preferably daily if not more often than t...

SN is a privately owned company. It's role is to make money.
And it makes no sense to burn money in a fight with AF if you can make easier money on other ways.
BRU won't be a primary hub, so this is the reality.
First "must do" is to learn to be consistently profitable at a decent level.

You have to see the whole network. Within the LH Group, BRU is the hub serving sub Saharan Africa. ITA would join gradually the Group and Star Alliance and would have approx 25 long haul aircraft plus 321LR. From a group prospective makes simply no sense to get additional competition between the bra...

There are no 320orders yet, just options. The 220 are replacing a bunch of ageing 319 - there are 13 at LH mainline plus 7 at Cityline all well above 25y and some at Eurowings are leased and could be replaced by others from the mainline. 737 may be a logic move for Austrian - the need to replace 16x...

Any new destinations for SN next summer except for Nairobi and Krakow? There were / are 4 other new destinations in the pipeline ;) I hope not only leisure destinations. Real business destinations are needed to keep BRU attractive for the long haul carriers. SQ needs also good transfers as from nex...

So one can see clearly in this situation why the company is doing better with mature technology.

On long haul it simply flies emerging economies and places with limited infrastructure and proximity of spare parts, technology know how etc.

"New" is not always a best fit.

Just wondering why SN get the -251 series of engines and all the others LH/LX/OS the -271 series of engines on the NEO Simply....At very large volumes the economies of scale become minimal thus some considerations of risk mitigation prevail. On group level there are approx 420 Airbus 320 family air...

This is exactly the tactical adjustment type i was meaning when raising the question. Currently there is an additional re-consolidation of A319 in the group: - EWE is shifting to an all A320 AOC and switching aircraft with EWG - Lufthansa City is designated as A319 operator and may consolidate the r...

Well, i suppose 330 No 11-13 are a plan, but no official commitment yet. May fit when enough B789 would arrive to replace 343, send 5x789 to Austrian and exit the 333 in FRA. With 320 class, i am not so sure. We've seen an extra 319 coming so this may be also an intermediate way, regardless of the a...

What does it mean with respect to the other upcoming 4 A320NEO's?
There was an up gauging 319->320 planned, than some 319 leases extended etc.

Let see what material becomes available and when. On long haul, everything depends on the availability of Allegris seats as that dictates how quick new aircraft are joining the fleet. The delivery plan is pretty ambitious: - 9X359 going to MUC , replacing there 5x346 which will likely migrate to FRA...

MOL will have a problem.

Poland is building a strong hub airport for LOT and there will be little incentives for his type of airline.

He likes only "lost places" where he is getting subsidies to put a "nowhere" on the map or speculates on local pride.

It is alawys good to calibrate fleet orders. Luxair is a stand alone airline and might need to take long term decisions. Austrian and SN are Part of the LH Group and can benefit all time from group orders or shifts in the group fleet. SN has for the time being a clear Strategy : - gradual shift from...

With respect to its size, SN is undergoing a heavy growth program, if we compare in like for like figures. The roll over of the former long haul fleet added approx 50 Seats /Aricraft. And 2 more are in the pipeline. Once there will be enpugh 789 in FRA and some 346 transferred from MUC to FRA as wel...

So what did you expected? SN has it's own niche within the group and serves it. The bread and butter business is short haul and there is a need to execute there a ramp up of pax volumes to an all 320 fleet to be able to afford all investments related to new NEO's. With ITA there will be a new player...

So guys, what's the point here? If one of you does not like that SN is flying to NYC instead of landing in whatever bush, feel free to switch. If you find it horrible, do not care - no one is forced to get an unwanted product. Running an airline is a business and companies make rational judgement in...

Pretty simple. If we try to compare like-for-like, we should look first at sector length. The average European short haul sector corresponds to distances served rather by regional jets in the US. WE can argue than if 1,5 Seats in a 320 cabin gives the same comfort feeling as a business seat in a CRJ...

Well, Let's try to be fair and see the realities. The US is geographically still a much larger market than Europe. And the average yields you pay for budget airlines in the US such as Southwest are far above the average ticket price one is paying for Ryanair and co. in Europe. The realities are simp...

Well, in a fair comparison the likely 1-2hours trip in the US would be with an Embraer 145 or a CRJ700 with a feeder regional airline.

The product is always following the average client of a brand- SN is operating in a heavy LCC environment with a Eurowingslike product.