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You'll never know. But any brand would like the economics of getting 40 B737 MAX in 5 years.

Not really. Typically not dedicated fleet is allocated 2 years in advance - so as an educated guess there would be a decision for 2026/27 max. As approx 3/year are already planned for Swiss and Austrian shall become replacement for it's own six A321, if staying with Airbus. So around 5-7 deliveries...

The interview has just common sense answers, nothing more, nothing less. It is not intended to satisfy the curiosity of aviation geeks and it is neither black or white. And everything stated there is in line with what the LH Group is practicing as modus operandi, outside of some tactical fleet alloc...

Nothing to thank.

I am neither an insider nor a an employee having understandable interest or fear on my job.

Just trying to to follow the logic communicated by management and their steps - regardless if right or wrong.

Talking about harmonization... Just out of curiosity, does anyone have an idea why SN and Eurowings are getting different engines than LH, LX and OS ? Simple : - at a certain size of subfleet you don't have more synergies, so it is better to put your eggs in more baskets- we speak about around 400 ...

Not really. Typically not dedicated fleet is allocated 2 years in advance - so as an educated guess there would be a decision for 2026/27 max. As approx 3/year are already planned for Swiss and Austrian shall become replacement for it's own six A321, if staying with Airbus. So around 5-7 deliveries ...

Nothing new, but exactly what is communicated since 2 years.

https://simpleflying.com/brussels-airli ... ore-a330s/

The article has little research and the author has a long history on writing missmatches with respect to LH.

Let's talk in 2 years about the Africa strategy, theb we'll see it, as the needed puzzle parts would be more than paper and assumptions.

Well, there are things in the article not well specified. - MUC has capacity and currently growing- the next 10xA359 are going there replacing 5xA346 - FRA has limited terminal capacity, but this is sorted out once the " others" would go into terminal 3 and LH would get terminal 2 space - ...

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...