Dallas/Fort Worth International Airport
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- United States
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- Addison Airport
Dallas Love Field
- 4085m x 46m
4085m x 61m
4084m x 61m
4084m x 46m
2835m x 46m
2743m x 61m
2591m x 46m
- Airlines currently operating to this airport with scheduled services
- ABX Air
Cargolux Airlines International
Delta Air Lines
Nippon Cargo Airlines
- Airlines currently operating to this airport via codeshare
- Aer Lingus
Air New Zealand
Air Tahiti Nui
All Nippon Airways
China Eastern Airlines
China Southern Airlines
KLM Royal Dutch Airlines
LOT Polish Airlines
South African Airways
Virgin Atlantic Airways
Dallas Fort Worth International Airport is the main gateway to the Dallas Fort Worth metropolitan region in Texas and ranks among the world's busiest airports. In the US, DFW is second only to Denver International in terms of area size, with a massive seven runways. American Airlines is the major operator at DFW, and American's dominant connections to Latin America makes the airport a key transfer point for US-Latin America passengers. DFW hosts domestic and international passenger and cargo services for over 25 airlines.
Location of Dallas/Fort Worth International Airport, United States
Ground Handlers servicing Dallas/Fort Worth International Airport
712 total articles
49 total articles
Mastery is the buzzword of choice for executives at Hawaiian Airlines as the carrier heads into 2014 aiming to drastically slow its capacity growth and turns a sharp focus on maturing a number of new long-haul markets it has rapidly introduced during the past three years.
In tandem with the slower capacity growth, Hawaiian’s capital commitments are winding down as it takes delivery of its last Airbus A330 widebody in 2015. The company expects to turn a corner that year by generating positive free cash flow to improve its financial leverage.
For management and investors alike, the slowdown and shift of focus to ensuring new routes reach profitability is likely a welcome change from the frenetic expansion Hawaiian has undertaken since 2010, when it started down a path of introducing 10 new long-haul markets that will culminate with new service from Honolulu to Beijing, scheduled to launch in Apr-2014. Hawaiian faces specific challenges in each of its long-haul geographies that it needs to overcome, but executives remain bullish that the company’s network diversification strategy will deliver favourable results over the long term.
American Airlines’ decision to launch service from its Dallas/Fort Worth hub to Hong Kong and Shanghai is a strategic move to bolster its historically weak positioning in the US-Asia market, and is occurring at a time when some carriers in those markets are enjoying particularly favourable results on their service to North America and are rapidly expanding.
American is also positioning itself to capitalise on the growing demand between Asia and Latin America by funnelling passengers through its largest hub for connections onwards to Central and South America.
The moves by American – which also include axing its service from New York JFK to Tokyo Haneda due to unfavourable operating times – also show a diminished emphasis on Japan as a traditional stop-over as direct services become an imperative to attract and retain high-yielding business passengers.
Etihad Airways has delivered on its pledge to unveil a new US destination, revealing Los Angeles as its fourth market in the country. Once the new service begins in Jun-2014 a new competitive element will be introduced between the Middle East and the US as Etihad’s new service creates new pressure for Emirates. At the same time, Etihad’s codeshare with American will be expanded to cover the new service even as rival Qatar readies to officially joined American-anchored oneworld. For the moment American appears comfortable having two Gulf partners, and does not see the need to cut any of its existing ties as its relationship with Qatar deepens.
Emirates remains the largest carrier operating between the US and the Middle East by a wide margin, but Etihad’s latest move shows that it is working to close the gap. Once Etihad’s new service begins, it will compete with Emirates on three of the four US routes it operates – JFK, Washington Dulles and Los Angeles – with more competition likely to ensue in the not too distant future.
A year into their historic merger LAN and TAM – now LATAM Airlines Group – are continuing a network optimisation concentrated largely in its Brazilian domestic operations; but tweaks are also occurring in its international services as the company works within the dedicated LATAM operations and with its oneworld partners on network optimisation. At the same time the scale created by the tie-up is allowing LATAM to shed older, less fuel efficient widebodies from the combined fleet.
One subtle shift in LATAM’s North American operations is the ending of a four year stint on flights between its Lima hub and San Francisco in Mar-2014. The move appears to be less about weak performance on the route and more geared towards freeing up some widebodies for operation by TAM as well as perhaps coordinating more closely with LATAM’s oneworld partner American in Los Angeles, which is introducing new service from Los Angeles to Sao Paulo in Nov-2013.
The big three Gulf carriers capped off a significant push into the US market in Apr-2013 with Qatar’s launch of service from Doha to Chicago. But Emirates remains the leading carrier to the US amongst those airlines, and broadened its reach into the US significantly during 2012 with the launch of service to Dallas/Fort Worth, Seattle and Washington Dulles.
Now with the most recent US route launches behind them, the next moves by the Gulf carriers into the market are being watched closely as the stature of those three carriers continues to rise on a global scale.
All three carriers have previously stated their desire to further enhance their service footprint in the US. But for the moment no new direct services have been announced by those airlines; however there is some subtle movement as Qatar and American Airlines have introduced a codeshare ahead of Qatar’s ascension into oneworld later in 2013. Emirates and Etihad are making capacity adjustments in some existing US markets while Emirates is making an interesting move by introducing new service between Milan and New York as part of a one-stop route from Dubai.
After years of scaling back its Memphis hub, Delta Air Lines has officially declared Memphis is losing that status in late 2013. The airport’s fate has been sealed as Delta has been steadily cutting service from Memphis – from a peak of 300 daily departures during 2000 to roughly 93 daily flights. Once the de-hubbing its complete Delta’s departures from Memphis will decrease a further 35% to 60 daily departures.
Delta’s reasoning in closing Memphis rests on the significant reduction in 50-seat jets it is undertaking to reduce its small jet fleet to roughly 125 shells from a peak of more than 500 five years ago. The carrier determined it is unprofitable to operate those aircraft in Memphis where the amount of local originating traffic is somewhat sparse.
Even though the official de-hubbing of Memphis comes as no shock to the airport, which has been courting other airlines, political backlash has ensued against Delta. Tennessee politicians are accusing the carrier of making false promises when it merged with Northwest in 2008 when the company assured service from Memphis would not diminish. As American and US Airways work through the requisite approval processes for their merger, the decision by Delta to de-hub Memphis will only create additional pressure on those carriers to pledge no hubs within their respective combined networks will lose their respective status.
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