The Lufthansa Group is on the verge of a pivotal decision regarding the future direction of its long-haul fleet. As CEO Carsten Spohr confirmed on the sidelines of the "Airlines for Europe" summit in Brussels, the company is in the final stages of deciding on a major new order for wide-body aircraft.
The order, which could include both Airbus and Boeing models, is intended to secure capacity for the coming decade and reduce reliance on older, maintenance-intensive aircraft types. Delivery of the newly ordered aircraft is scheduled to begin in 2033. At the same time, the Group is accelerating the phasing out of iconic but technologically outdated models such as the Airbus A340-600 and the Boeing 747-400, while delays in new programs like the Boeing 777X are increasing operational pressure. A strategic sale of two Boeing 747-8s to the US government at the beginning of 2026 also provided fresh capital, which will now be directly invested in accelerating fleet renewal. In a market environment characterized by rising commodity prices and geopolitical instability, the Lufthansa Group is consistently focusing on state-of-the-art aircraft to strengthen its competitiveness in its core intercontinental markets, particularly in the North Atlantic business.
Strategic decision-making in Brussels
Carsten Spohr's announcement in Brussels comes at a time when the global market for long-haul jets is becoming increasingly competitive. With production capacity at major manufacturers Airbus and Boeing booked up for years to come, securing delivery slots early is essential. Lufthansa plans to officially announce the new order in the coming weeks. The group already has a substantial order book, which includes 31 Airbus A350-900s, 15 A350-1000s, and a total of 52 Boeing 787-9s and 777Xs.
The goal of the new order is not simply growth, but primarily the standardization of the fleet structure. The group currently operates 13 different long-haul aircraft types, a number that is to be reduced to nine by the end of the decade. This reduction in complexity promises significant savings in maintenance, spare parts inventory, and pilot training. Spohr's description of the decision as "imminent" indicates that the technical and commercial negotiations with the manufacturers are largely complete.
Farewell to four-engine aircraft and fleet rejuvenation
While plans for the future are being made, the end of their service life at Lufthansa is approaching for some aviation classics. The Airbus A340-600, known for its extremely long fuselage and four engines, is expected to be completely phased out of the fleet after the 2026 summer flight schedule. Originally intended as the backbone of long-haul routes with a high premium passenger share, the operating costs of this model no longer meet today's requirements. The Airbus A340-300 and the Boeing 747-400, the "Queen of the Skies" in its older version, are also scheduled to be gradually retired by the end of 2027.
This restructuring, however, doesn't just affect the core Lufthansa brand. Its Austrian subsidiary, Austrian Airlines, is facing a similar transformation. The aging Boeing 767-300ERs are being replaced by modern Boeing 787-9 Dreamliners, with the first 767 retirement planned for 2026. Austrian's Boeing 777-200s are also slated for replacement in the long term to increase the efficiency of the Vienna-based fleet. The situation remains somewhat more stable at its Swiss subsidiary, Swiss; there, the Airbus A340 aircraft will continue to operate for the time being due to their specific configuration and operational profiles, until a suitable replacement is available.
Delays at Boeing and financial leeway
One sticking point in the planning remains the Boeing 777X. The Lufthansa Group is eagerly awaiting the 27 ordered aircraft of this type, which is intended to directly replace the Boeing 747's capacity. Due to certification issues and production delays at Boeing, the first delivery is now expected no earlier than early 2027 – years later than originally planned. This delay is forcing Lufthansa to keep older models in service longer and even reactivate some mothballed aircraft, such as the Airbus A380, to fill the capacity gaps.
Financial relief came in the form of an unusual deal at the beginning of 2026. Lufthansa sold two of its relatively young Boeing 747-8s to the US Air Force for a total of 400 million US dollars. These aircraft will serve in the US as training planes and as a source of spare parts for the new generation of the presidential aircraft, "Air Force One." CEO Spohr made it clear that this revenue plays a crucial role in accelerating the modernization of the rest of the fleet and closing the technological gap created by the delivery delays of the 777X.
Long-distance growth and market development
Despite operational challenges, the Lufthansa Group plans to increase its long-haul seat capacity by approximately six percent in 2026. This growth is primarily driven by North Atlantic traffic. A notable development is the shift in sales structures: around 60 percent of tickets for flights to the USA are now sold directly in the United States. This demonstrates the Group's strong market position in the transatlantic market.
Another factor influencing fleet planning is the current trend in oil prices. Since older aircraft like the Boeing 747-400 or the Airbus A340 consume significantly more fuel than modern twin-engine jets like the A350, operating costs rise with every cent that crude oil becomes more expensive. This economic pressure is a major driver of the urgency with which Spohr wants to finalize the new order.
Future prospects extending into the 2030s
In long-term planning, two aircraft types occupy a special position: The remaining 19 Boeing 747-8s and the eight reactivated Airbus A380s are currently scheduled to fly well into the 2030s. They represent the upper capacity segment at the Frankfurt and Munich hubs. The A380, in particular, continues to enjoy great popularity with passengers and secures Lufthansa important market shares on routes with extremely high demand, such as to Los Angeles or Bangkok.
With the introduction of the new "Allegris" cabin interior in the coming years, Lufthansa also aims to increase revenue per passenger. The investment of approximately €2,5 billion in the interior design underscores the Group's ambition to remain a global leader in the premium segment. The upcoming decision regarding the new long-haul order is therefore the final piece of a comprehensive strategy designed to equip the Lufthansa Group technologically and economically for the next decade. Whether the contract ultimately goes to Airbus in Toulouse or Boeing in Seattle will be followed with great interest by the industry in the coming weeks.