Dubai International Airport
- CAPA Analysis
- Schedule Analysis
- Route Maps
- Print Summary
- IATA Code
- ICAO Code
- United Arab Emirates
- Other airports serving Dubai
- Dubai World Central
- 4000m x 60m
4000m x 46m
- Airlines currently operating to this airport with scheduled services
Afghan Jet International Airlines
African Express Airways
Air India Express
Ariana Afghan Airlines
Azerbaijan Airlines AZAL
Cargolux Airlines International
Cebu Pacific Air
China Eastern Airlines
China Southern Airlines
Delta Air Lines
DHL International Aviation ME
Iran Aseman Airlines
Iranian Naft Airlines
Jubba Airways K
KLM Royal Dutch Airlines
Middle East Airlines
Norwegian Air Shuttle
Pakistan International Airlines
Royal Brunei Airlines
Shaheen Air International
Silk Way Airlines
Ukraine International Airlines
United Airways Bangladesh
Virgin Atlantic Airways
- Airlines currently operating to this airport via codeshare
- Air Canada
All Nippon Airways
South African Airways
Dubai International Airport is one of largest airports in the Middle East, among the largest airports in the world and a key cargo hub in the region. The airport has seen phenomenal growth in the past decade, which has come with the expansion of home carrier Emirates. Dubai International is located in a built-up urban area, and to cater for expected growth the facility will be complemented by the larger, but more distant, Al Maktoum International Airport. Although the vast majority of growth has come from Emirates, the airport has benefited from increasing service from carriers around the world as Dubai has gained prominence as a tourist destination and business centre.
Location of Dubai International Airport, United Arab Emirates
Ground Handlers servicing Dubai International Airport
2,134 total articles
127 total articles
Royal Brunei Airlines leaps forward with 787. Early A320neo or 737MAX slots to provide another boost
Royal Brunei Airlines (RBA) will make a big leap in improving efficiency and profitability on 1-Dec-2013 as the carrier introduces Boeing 787-8s on the Bandar Seri Begawan-Dubai-London Heathrow route. Another leap could occur in 2016 or 2017 as the carrier, somewhat surprisingly given its very small size, has received aggressive proposals and early delivery slots for new-generation narrowbody aircraft.
RBA became in Oct-2013 the first 787 operator in Southeast Asia. It has already taken delivery of two 787-8s, one of which is in static display this week at the 2013 Dubai AirShow. RBA will be the first carrier to operate the 787 between Dubai and London, one of the world’s largest routes, and in Mar-2014 will become the first carrier to have an all-787 long-haul operation.
RBA meanwhile is in the closing phases of a competition between Airbus and Boeing for its new-generation narrowbody requirement, which includes over 10 aircraft for delivery from end of 2015. Airbus and Boeing are offering early delivery slots for their A320neo and 737 MAX families, with support from leasing companies, and the campaign has become very competitive as Boeing is eager to switch RBA’s narrowbody fleet from Airbus. RBA has already ruled out Embraer and Bombardier, after earlier considering large regional jets.
Emirates chairman and CEO Sheikh Ahmed bin Saeed Al Maktoum has described the global business environment as “challenging”, as the Emirates Group reported a profit of AED2.2 billion (USD600 million) for the six months to 30-Sep-2013. The profit result was up only 4% on the same period in 2012, while group revenue rose 13%. The Emirates Group described the result as a “robust performance” and a reflection of its “steady focus on its long-term vision and business growth”.
Sheikh Ahmed struck an unusually cautious tone for Emirates, despite returning a profit most airlines would only dream of. While Group revenue rose to AED42.3 billion (USD11.5 billion), the carrier’s mainline Emirates passenger airline business saw its bottom line results improved only 2%, to a net profit position of AED1.7 billion (USD475 million). The results show “steady demand for our products and services” according to Sheik Ahmed, and capacity and route growth “continue to match and meet passenger demand”.
On 12-Aug-2013 a historic milestone rolls around, when Etihad Airways turns 10 years old. The carrier, which proudly advertises itself as the fastest growing airline in the history of aviation, has helped usher in a revolution that has reshaped the global airline industry.
Etihad Airways was born as the national airline of the UAE via a Royal Decree issued in Jul-2003. Less than six months later it began operations, with just one aircraft. It launched itself in the midst of a major shake-up of the Middle East’s market and with a mission to support the development of Abu Dhabi as a business and leisure destination and help realise the transformation of the city into a global hub.
A decade on, Eithad Airways has achieved its objectives. Through a combination of rapid organic growth, aggressive partnership development and innovative equity acquisitions, the carrier has become one of the headline players not only in the Middle East, but in global aviation. Few carriers can boast such success in such a small amount of time. Fewer still can claim to be part of a revolution that is helping to change how the world connects.
For all their success elsewhere, the Gulf carriers and Turkish Airlines are looking rather thin in China. This is not by their choosing. Emirates, Etihad, Qatar and Turkish have reached the limit of air rights and slots made available to them.
All are ready to expand, and Turkish has even said it has service to five cities ready to launch if approved. That is probably of little comfort to China. While the country wants a flourishing aviation market, it also wants its airlines to have a fair share. But this is not classic protectionism. The argument is Chinese carriers are still young and need time to gain experience before being on equal footing with peers.
Yet Etihad and Qatar are younger than China’s long-haul airlines. With a mindset change that favours liberalisation in China being unlikely in the medium term, the foreign carriers will have to find ways to stress their value and why they should receive more air rights. Partnerships are one such answer.
The United Arab Emirates’ newest airport, Dubai World Central (DWC), opened its passenger terminal on 27-Oct-2013 and its first commercial passengers. The operator was Wizz Air, the Eastern/Central European LCC, with a flight from Budapest. Wizz Air Group (which includes Wizz Air Ukraine) also launched Bucharest, Sofia and Kiev from DWC as the winter season commenced.
According to Wizz Air CEO József Váradi, Wizz Air expects to handle 250,000 passengers on services to DWC in the first year of operations. Based on the four routes launched this week, this would imply load factors averaging 95%. Although Wizz Air’s 2012 load factor was more than 85%, this seems very ambitious for new routes, even in the hyperbolic world of low-cost airlines. More likely, Wizz Air plans to add frequencies and/or routes through the year.
Either way, it demonstrates the carrier’s confidence in taking the narrowbody LCC model further than most on routes that look to be under-penetrated. Mr Váradi is even talking of adding flights to India from DWC.
Qatar Airways’ has revealed Miami as its sixth US destination. This caps off a raft of planned new service by the three big Gulf carriers in 2014 as each airline – Emirates, Etihad and Qatar – works to increase its presence in the North American market. All are working towards feeding more North American traffic through their hubs in Dubai, Abu Dhabi and Doha and onward to points in Asia, Australasia, Africa and Europe.
The rapid expansion by the three Gulf carriers into the Americas during the past couple of years reflects each airline's respective strategy to ensure they serve all the key global markets. That growth is also accompanied by changing dynamics in the global airline business triggered by the rise of the big three as other major airlines throughout the world have softened their attitudes towards Emirates, Etihad and Qatar and forged partnerships with those airlines to optimise the profitability of their networks. Delta and some other US airlines are exceptions, as Delta strongly resists Etihad's expansion into the US, perhaps fearing that US consumers will discover the much higher level of product offered by the Gulf airlines.
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