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- Brussels Airport
- Airport Type
- Other airports serving Brussels
- Brussels South Charleroi Airport
- 2987m x 50m
3211m x 45m
3638m x 45m
- Airlines currently operating to this airport with scheduled services
- Adria Airways
Air Arabia Maroc
Air Europa Lineas Aereas
Corendon Dutch Airlines
CSA Czech Airlines
Delta Air Lines
KLM Royal Dutch Airlines
LOT Polish Airlines
Middle East Airlines
Royal Air Maroc
Thomas Cook Airlines Belgium
Ukraine International Airlines
Yangtze River Express
- Airlines currently operating to this airport via codeshare
All Nippon Airways
China Southern Airlines
South African Airways
Operated by the Brussels Airport Company, Brussels Airport is the international gateway airport to Brussels and Belgium. Hosting domestic, regional and international passenger and cargo services for over 50 airlines, the airport is a hub for many airlines including Brussels Airlines, Abelag Aviation, European Air Transport, EVA Air Cargo, Jet Airways, Jetairfly, Saudi Arabian Airlines Cargo, Singapore Airlines Cargo and Thomas Cook Airlines.
Location of Brussels Airport, Belgium
Ground Handlers and Cargo Handlers servicing Brussels Airport
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Fuel & Oil Suppliers servicing Brussels Airport
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1,088 total articles
59 total articles
Philadelphia International Airport seems to be holding its own within the combined network of American and US Airways, with most of its long-haul service available prior to the merger remaining intact.
After the two airlines decided to merge, questions surfaced about whether Philadelphia would maintain its status as a gateway to Europe given its proximity to legacy American’s hub at New York JFK. But the airports cater to different markets, and US Airways/American has a lock on several markets from Philadelphia to Europe.
Similar to other US airports lacking service to Asia, trans-Pacific flights are a major target for Philadelphia as plans are under way for a runway extension to support aircraft carrying more fuel. New flights to Asia are not on the immediate horizon, but in the short term, Philadelphia travellers have efficient one-stop service through Doha with Qatar’s service from the airport.
Charlotte Douglas International Airport seems to be settling into its new role as part of the much broader joint American-US Airways network where the airport is part of a nine-hub operation that includes the much larger markets of Dallas/Fort Worth, New York and Los Angeles.
Charlotte’s stability has remained intact since the two airlines closed on their merger at the end of 2013, and are now in the midst of some of the more difficult aspects of integration. The airport has a keen self awareness that while it is not the most important hub within American’s network for international transit passengers, its geographic position in the US South East offers is key for connecting domestic passengers in the north-south East Coast corridor, and leisure passengers to the Caribbean and Central America.
Obviously Charlotte’s long-term goal, like numerous other airports, is to boost international service. But for the short-term the airline is charting steady passenger growth while maintaining competitive costs.
The outlook for European business air travel will come under the microscope at a unique one-day CAPA Summit at the Antwerp Hilton on 19 November 2014, held in conjunction with CAPA's World Aviation Summit on 20/21 November.
Established business travel volumes by air in Europe are under threat from high-speed rail expansion, while corporate travel managers are also readjusting their managed travel programmes to reflect the rise in capacity and convenience offered by low-cost carriers.
In 2013, Brussels Airlines narrowed its losses, mainly as a result of cost reduction, with labour productivity making real improvements. However, unit revenues fell last year reflecting a soft market environment.
Downward pressure on pricing looks likely to intensify in 2014: Brussels Airlines is accelerating its capacity growth, particularly on its long-haul (African) network, and its hub has seen the entry of LCCs Vueling and Ryanair. Its previous target of returning to profit in 2014 may now be in doubt.
Meanwhile (and as predicted by CAPA), Lufthansa allowed its call option over the 55% of Brussels Airlines that it does not already own to lapse in Apr-2014.
United Airlines’ prolonged underperformance in revenue generation relative to its US network airline peers has led to growing questions about United’s management of its network, and if certain hubs should be eliminated altogether.
Recently the performance of United’s Dulles hub has come under scrutiny as its proximity to the airline’s gateway at Newark Liberty seemingly diminishes the importance of Dulles in United’s overall network.
The latest bout of criticism for United reflects growing industry curiosity and impatience regarding a timeframe of when the airline could possibly close the revenue performance gap relative to its US peers. Until United begins to show solid signs of improvement, every detail of the airline’s network and operations will continue to be scrutinised, and the criticism is likely to continue.
Ryanair’s 3QFY2014 saw it slip into loss, dragging its 9MFY2014 net profit down by almost 8%, mainly because of a 9% drop in its 3Q average fares. However, this yield decline was in line with Ryanair’s guidance and the carrier says that market pricing is no longer declining. Moreover, it reiterated FY2014 guidance for net profit between EUR500 million and EUR520 million. While this is below the EUR569 million net profit recorded in the previous year, the re-confirmed target allayed the fears of some that Ryanair would once again lower its guidance.
As the start of deliveries in Sep-2014 under Ryanair’s new Boeing order approaches, the airline remains committed to its passenger growth targets. In addition to its core attraction of offering the lowest average fares in the European short haul market, Ryanair is aiming to enhance its appeal through a series of customer service and distribution initiatives. In spite of a likely dip in profits this year, if it can achieve its passenger targets without further heavy yield declines, it should retain its position as Europe’s most profitable airline.