Braathens International Airways, which operates Airbus aircraft for tour operators and other airlines, has filed for bankruptcy, citing a lack of liquidity and unsuccessful efforts to secure financing for its operations. The move will result in the immediate cessation of all Airbus flights and affect around 200 employees, it says. The bankruptcy does not affect other entities within the Sweden-based Braathens group. Braathens Regional Airlines AB, Braathens Regional Airways AB, Braathens People AB and Braathens Support AB will continue operations, including ACMI services using ATR 72-600 aircraft. The decision follows a strategic shift announced in late August, when the Braathens board opted to focus on growing its fleet of ATR 72-600 turboprop fleet as a pure ACMI play while phasing out its Airbus aircraft. Despite efforts to secure funding for a controlled phase-out, the company says financing initiatives "have not been successful", leaving no alternative but to file for bankruptcy for the companies linked to its Airbus operations, Braathens International Airways AB and Braathens Crew AB. "Unfortunately, the funding that we have tried to get in place for a controlled phase-out has not been achieved and I understand that those affected are sad, shocked and disappointed," says Per Braathen, chairman and majority owner of Braathens. "Now we have no choice but to focus on the part of the business that can achieve long-term profitability." Braathens International Airways AB was launched in 2022 to operate Airbus flights for tour operators. Braathens says the establishment was "more complex than expected" with delayed aircraft deliveries and high start-up and operating costs resulting in "financial challenges." The company underwent a restructuring in 2023, but it was hit by weakening consumer demand which led to a decision to suspend Airbus operations on 27 August of this year through a gradual phase-out. However, funding required to do this did not appear. Braathens notes that since the pandemic, its owners have invested over SKr300 million ($32 million) "without succeeding in achieving profitability in the Airbus business. The Board of Directors and management deeply regret the situation, but given the acute financial situation, there are no alternatives left." Union negotiations and administrative redundancies are expected to follow, as the company moves to safeguard the parts of the business that have long-term viability. Cirium’s data shows that Braathens International operates six Airbus A320-family aircraft, comprising three A319s and three A320s. The A319s are from lessors Carlyle Aviation Partners, Deucalion Aviation and Aero Capital Solutions, with two of the A320s from Macquarie AirFinance and the remainder DAE Capital. The carrier also operates a fleet of ATR 72-600s which it uses for ACMI services on behalf of SAS and Austrian alongside scheduled operations.

Global air passenger demand rose 4.6% year on year in August, figures from IATA show, and load factor rose 0.1 percentage points to a record 86%. Load factor was highest in Europe, at 87.9%, followed by Asia-Pacific at 85.9% and North America at 85.6%. Latin America and the Caribbean as a region had a load factor of 85%. The Middle East's was 83.8% and Africa's 80.2%. However, there was some evidence of weak performance in North America, where load factor declined by a percentage point. Meanwhile, its revenue passenger kilometres (RPKs) grew just 0.5%, compared with 4.6% globally, as capacity in available seat kilometres (ASK) was lifted 1.6%, against 4.5% worldwide. Meanwhile, demand in the US domestic market declined 0.2%, marking the eighth consecutive month of year-on-year contraction in load factor. "August year-on-year demand growth of 4.6% confirms that the 2025 peak northern summer travel season reached a new record high," states IATA director general Willie Walsh. "Moreover, planes were operating with more seats filled than ever with a record load factor of 86%. Despite economic uncertainties and geopolitical tensions, the global growth trend shows no signs of abating, as October schedules are showing airlines planning 3.4% more capacity." International traffic was the primary driver of growth, accounting for 87% of the net increase in global RPKs. Total ASK capacity was increased 4.5%. Asia-Pacific's carriers led international growth with a 9.8% year-on-year increase in RPKs, supported by strong demand from China and Japan. Middle Eastern airlines had an 8.2% rise, while for Latin America and Africa there were gains of 9% and 7.1%, respectively. European carriers had a 5.3% increase, and North American airlines a more modest one of 1.8%. Domestic traffic grew 1.5% year on year, contributing just 13% of the global increase in RPKs – down from 25% a year earlier. Brazil led domestic growth with a 13% increase, supported by government efforts to stimulate tourism, followed by Japan with 6%. IATA noted that airlines are planning a 3.4% increase in capacity for October, indicating continued confidence in demand.

Lufthansa Group has outlined a plan to simplify and modernise its long-haul fleet in a bid to improve profitability. The German group says it intends to phase out Airbus A340s, A330-200s, Boeing 747-400s, 767s and 777-200s by 2028 at the latest. Lufthansa mainline, Swiss and Zurich-based leisure carrier Edelweiss operate A340-300s today. Lufthansa additionally has A340-600s and 747-400s. Austrian Airlines has 767-300s and 777-200s, while A330-200s are operated by German leisure carrier Discover Airlines and by Italy's ITA Airways. Under its new plan, Lufthansa will also phase out its A330-300s by 2030, but that variant will remain in service with Brussels Airlines, Discover and Swiss. Lufthansa's A380s appear in the future fleet plan, too. The group stresses, however, that the superjumbo's fleet role from 2030 is "yet to determined". With the planned arrival of on-order 777-9s and A350-1000s, Lufthansa expects to operate six different long-haul aircraft variants from 2030 – or five without A380s. This includes in-service A350-900s, 787-9s and 747-8s. Lufthansa's long-haul fleet comprises eight variants today. Beyond the decision about the A380's future, the group is studying potential introduction of A350-900s at Discover and whether Brussels Airlines will receive A350-900s or 787-9s. Swiss will operate long-haul flights with in-service 777-300ERs, A330-300s and incoming A350-900s, while Austrian's widebody fleet will be entirely comprised of 787-9s. ITA will be the group's sole A330-900 operator and additionally have A350s, the fleet plan shows. Lufthansa says fleet simplification will reduce operational complexity in maintenance, crewing and the provisioning of reserve aircraft. The group is scheduled to receive more than 230 aircraft (narrow- plus widebodies) by 2030. It notes that all new aircraft are being delivered at group standard specification, to enable interchangeability across operators and hubs.