- CAPA Analysis
- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- ICAO Code
- Corporate Address
- 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
All Nippon Airways
CSA Czech Airlines
Delta Air Lines
KLM Royal Dutch Airlines
LOT Polish Airlines
Middle East Airlines
Royal Air Maroc
Thomas Cook Airlines Belgium
TUI Airlines Belgium
Ukraine International Airlines
Yangtze River Airlines
- Airlines currently operating to this airport via codeshare
China Eastern Airlines
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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62 total articles
Lufthansa's supervisory board has approved the exercise of its call option to buy the remaining 55% of SN Airholding, the parent company of Brussels Airlines. Lufthansa acquired 45% of the company in 2009 and negotiated the option to buy the balance of the shares for no more than EUR250 million. The deal is expected to close in early 2017, once the details of the purchase have been agreed with the other SN Airholding shareholders.
Lufthansa and Brussels Airlines have an extensive codeshare agreement and are partners in the Star Alliance. Their existing relationship is such that Brussels Airlines already feels like a member of the Lufthansa Group. The main draw for Lufthansa has always been its Belgian partner's extensive African network (it is the number two airline on Western Europe-Central/Western Africa).
However, it now seems that Lufthansa will, at least partly, integrate Brussels Airlines into its Eurowings low cost brand. Lufthansa is keen to accelerate Eurowings' expansion through partners (and is also to wet-lease up to 35 aircraft from airberlin). Brussels Airlines' fleet and single-class configuration on short/medium haul should fit with Eurowings, but its unit cost and network airline business model are not characteristic of an LCC.
When talking of a "low cost airport" (LCA) the temptation is to consider only those that are situated some distance from the city they serve, are used only by budget airlines and general aviation, have few routes and handle relatively small numbers of passengers, usually in the category 0.5 to three million ppa. There are some well known examples where that is certainly not the case, for example KLIA2 in Kuala Lumpur (though that is a terminal, rather than an airport) and Don Mueang in Bangkok for example. The latter has become the leading LCA in the world as judged by passenger numbers. In Europe London’s Stansted Airport vies with it for that title.
But within Europe there are several other LCAs that punch well above their weight, or have the potential to, and which merit examination. Four of them are examined here. While most are thriving now, evolving airline models may threaten their comfort zone.
Brussels Airport: Ryanair tests itself against Vueling and Gulf airlines offer long haul connections
Brussels Airport's passenger traffic was badly hit in the global financial crisis. Although it recovered in 2011, it was only when two leading LCCs established bases at the airport in 2014 that traffic growth really took off. Ryanair's battle with Vueling at Brussels, also played out in a number of airports across Europe, provides the Irish LCC with a meaningful calibration of its attempts to improve customer service and its appeal to business passengers. It also seems to have stimulated the airport's leading airline Brussels Airlines into its own European route expansion.
Although there has been an increase in traffic to intercontinental destinations over the past decade, this rapid growth of LCCs has further sharpened the airport's already high focus on European traffic. Long haul accounts for fewer than one in five seats at Brussels and is mainly centred on North America and Africa. Destinations in Asia Pacific are reached mainly via other airports (principally Frankfurt and other Lufthansa Group hubs). The growth of Gulf airlines at Brussels provides competition to these hubs in providing long haul connectivity to the Belgian capital.
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.