Dubai International Airport
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- United Arab Emirates
- Domestic | International
- Airport Type
- Other airports serving Dubai
- Dubai Creek Airport
Dubai Jebel Ali SPB Airport
Dubai World Central (Al Maktoum Airport)
- 4000m x 60m
4000m x 46m
- Airlines currently operating to this airport with scheduled services
Air India Express
Ariana Afghan Airlines
ASL Airlines Belgium
Azerbaijan Airlines AZAL
Biman Bangladesh Airlines
China Eastern Airlines
China Southern Airlines
Iran Aseman Airlines
Iranian Naft Airlines
KLM Royal Dutch Airlines
Middle East Airlines
Norwegian Air International
Norwegian Air Shuttle ASA
Pakistan International Airlines
Rossiya - Russian Airlines
Royal Brunei Airlines
Shaheen Air International
Ukraine International Airlines
Virgin Atlantic Airways
- Airlines currently operating to this airport via codeshare
- Aer Lingus
Air New Zealand
All Nippon Airways
CSA Czech Airlines
Delta Air Lines
LAM – Mozambique Airlines
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 and Cargo Handlers servicing Dubai International Airport
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Fuel & Oil Suppliers servicing Dubai International Airport
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196 total articles
As the most conspicuous and largest, Emirates Airline often takes on its shoulders the increasingly difficult task of defending Gulf aviation. Emirates often single handedly represents the Gulf and "Middle East Big 3", in much the same way as Dubai carries regional geopolitics.
Just as there are significant differences between the Big 3 US airlines who have strenuously opposed the Gulf carriers in the US market, so Emirates is fundamentally different from its peers: it is longer established, has a larger home market and has had a more commercial mandate from the beginning.
Yet Emirates must compete in a market where many others would like a piece of that market. Just as Dubai Inc modelled itself in many ways on Singapore Inc, there are many who would follow the same trail. This does not lead to steady market conditions.
Certainly the policies of US President Trump have hurt aviation and tourism. But Emirates' announcement of a 19% reduction in services to the United States is less about US policies and more about the nature of the market forces that started before Trump was even a serious Presidential contender.
More than 33 airports worldwide have, or are planning to have, an 'Airport City'.
Twenty-five 'aerotropolises' – urban developments with an airport city at their core – are operational and a further 26 are under development, according to a list maintained at www.aerotropolis.com. Airports on six continents are considering, or are already using, these new business models and they are rapidly becoming one of the most preferred business models for airports globally.
The author, Dr. Mirjam Wiedemann, will participate in a special afternoon session on Airport City and Aerotropolis development at CAPA’s Airport Leaders’ Forum in Dubai on 17-May-2017.
The annual airport construction overview report for 2017 focuses on Latin America and Africa, two regions that are often overlooked but which make their contribution to the global total of activity. One of them, Africa, is surprisingly strong in new airport construction, as long as the funding can be found, which is no easy task.
The total known global investment on airport projects continues to grow, and hovers close to the USD1 trillion mark; and with Asia Pacific the overall leader.
There are, however, anomalies, with some regions witnessing many projects but small investment figures, and vice versa. This report attempts to explain those anomalies while offering a breakdown of the biggest projects in each region.
On 23-Jan-2017, the first full business day of the Trump administration, Emirates announced it would start Dubai-Athens-Newark service on 12-Mar-2017, with a daily 777-300ER. Emirates' 12-Mar-2017 launch of service will undoubtedly add to the list of complaints from the big three US airlines – American, Delta and United.
The list of potential protective targets is growing as the new Administration settles in: renewing the fight against Gulf fifth freedoms while pursuing a blockage of DOT's grant of a permit to Norwegian Air International; Gulf airlines in their home market; and unfair access in China.
It is difficult to see the US airlines winning all of their claims. At worst, their mounting complaints will result in the details being lost as the new administration under Trump eyes indisputable wins with infrastructure and non aviation transportation matters. The loudest voices may be ignored until there is a full government in place to wade through the complainers.
Qatar Airways' casual remark in Jan-2016 that it would launch nonstop service to Auckland has resulted in nearly two years of accelerated growth as competitors look to pre-empt Qatar. That, in turn, is driving Qatar to build its presence in Australia and New Zealand – which is disproportionately small compared to the presence of Emirates and Etihad. In Feb-2017 Qatar will finally launch nonstop service to Auckland, making that air service the world's longest flight. After the launch of flights to Australia's secondary city of Adelaide in May-2016, Qatar intends to open service to another smaller market – Canberra.
2016 was the most prominent year for Gulf airlines growing in Australia and New Zealand. Excluding Qatar's proposed Canberra service, and other services under consideration, 2017 will be the third largest year for growth, but depending on how commercial and aeropolitical matters evolve, 2017 could surpass 2016 for growth. So far, there will be more absolute growth from Qatar than Emirates in 2017, by comparison with 2016.
In Australia/NZ Gulf airlines have doubled their presence between 2012 and 2017. In Australia/New Zealand, by 2020, Gulf airlines could create the presence of two Singapore Airlines, an operation which established itself over many decades. Gulf growth has broader implications as their mostly European traffic flows challenge historical Australia-Europe hubs in Asia.
Gulf airlines in 2017: Etihad cuts capacity 4% as Emirates and Qatar begin slowest growth in 5 years
For the first time in over a decade, a Gulf superconnector airline will reduce its annual capacity. Etihad is forecast to cut ASKs by 4% in 2017. Emirates and Qatar Airways will have their slowest growth expansion in a decade, but in terms of net capacity addition 2017's production increase is the slowest in about five years.
Etihad is contracting in all regions except Western Europe and Australia in 2017. The largest cuts will be in South America, North America and Southeast Asia, although this does not necessarily correlate to regional profitability. Despite the reduction Etihad's frequencies will be up 1% in 2017, mostly in Western Europe and South Asia.
Etihad has announced plans to reduce staff members, which it says will be largely through attrition. As it contracts instead of growing, its aircraft commitments – and in particular 787s – may be cancelled or deferred. Etihad's partnership with Lufthansa will result in its airberlin burden being reduced. Etihad may look to sell down European investment airlines, according to unconfirmed press reports.
Yet as Etihad recalibrates under a changed Abu Dhabi government, Qatar Airways continues to grow.