Washington Dulles International Airport
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- Schedule Analysis
- Cargo Analysis
- Route Maps
- Airport Charges
- Fast Fact Report
- IATA Code
- United States of America
- Domestic | International
- Other airports serving Washington
- Washington Ronald Reagan National Airport
- 3506m x 46m
3505m x 46m
3201m x 46m
2865m x 46m
- Airlines currently operating to this airport with scheduled services
- Aer Lingus
All Nippon Airways
Delta Air Lines
KLM Royal Dutch Airlines
Royal Air Maroc
South African Airways
Southern Airways Express
Virgin Atlantic Airways
- Airlines currently operating to this airport via codeshare
- Aerolineas Argentinas
Air New Zealand
Air Tahiti Nui
Avianca El Salvador
China Eastern Airlines
China Southern Airlines
Pakistan International Airlines
Washington Dulles International Airport is one of two airports serving Washington DC and the main gateway to the US capital. Hosting domestic, regional and international passenger and cargo services for over 35 airlines, the airport is a major hub for United Airlines.
Location of Washington Dulles International Airport, United States of America
Ground Handlers and Cargo Handlers servicing Washington Dulles International Airport
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Fuel & Oil Suppliers servicing Washington Dulles International Airport
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25 total articles
LATAM Airlines Group is forecasting higher system capacity growth in 2017, but also slightly higher margins as a slow economic recovery in Latin America sets in. The company has significantly cut its domestic capacity in Brazil during the past couple of years, but decreases for 2017 are less intense as LATAM balances rightsizing capacity with maintaining a certain level of market share.
Despite the tough conditions in Latin America that persisted throughout much of 2016 LATAM continued building its network utility for the long term, launching several new flights from its hub in Lima and new long haul service to Johannesburg. The company’s international expansion continues into 2017 with new long haul flights to Melbourne, as well as additional intra Latin America service.
One big strategy shift LATAM is beginning to undertake in 2017 is the launch of a new pricing structure to compete more effectively with low cost airlines operating in the region. Key to successfully executing that strategy is keeping its cost in line, in order to adapt its pricing models to new competitive realities within the Latin American market.
New York’s John F Kennedy International Airport has been one of the world’s leading international airports for many decades.
JFK International is the major international gateway serving the city of New York and the greater tri-state metropolitan region – one of the world's most populous areas with a far flung urban population in the order of 23 million inhabitants, and a key financial centre.
Known more as an origin and destination (O&D) facility than as a hub (Newark Airport in New Jersey undertakes that role while La Guardia Airport is oriented towards domestic traffic) JFK is among the busiest airports in the United States but only the 17th busiest globally in 2014. Apart from services by JetBlue, Virgin America and the regional subsidiaries of the US majors, destinations served from JFK are almost exclusively intercontinental, with many major commercial centres across South America, Europe, Africa, Asia and the Middle East served directly from JFK.
This report looks at present and future growth trends at JFK, local airport statistics, how it matches up to competition across a range of metrics, at construction activities and at its ownership.
The US legacy airlines' campaign against the Gulf carriers demonstrates considerable pragmatism. Delta, most vociferous in opposing operations by state subsidised airlines, has acquired a stake in state owned and officially subsidised China Eastern; American Airlines during the dispute has grown its partnerships with two of the three ugly sisters: Etihad and Qatar Airways.
Now United Airlines has announced it will exit the Dubai market because it has lost a government contract (“Fly America Act”) to a JetBlue codeshare operated on its long haul sectors by Emirates. The Gulf carriers and others have contended Fly America is effectively a subsidy by requiring government employees to travel on US-marketed flights, rather than subject to tender on the open market. United will exit the market since it no longer receives government preferences/subsidies to carry the government business. Unlike Delta, United says Dubai remained profitable for it, just “less profitable”.
Meanwhile the three Gulf carriers will grow US seat capacity by 12% in 2016, according to OAG data. This is front loaded towards the first half of the year, when there will be 22% growth, reflecting additions made in 2H2015 and to be made in early 2016. Gulf carriers may be preparing for 2H2016 growth, or could focus on new opportunities in Australia and China as air traffic rights open up.
EVA Air plans to launch service to Chicago and Istanbul in 2016, as well as considering a number of new destinations for 2017 and beyond, including Barcelona, Boston, Milan and Washington D.C. This large destination growth over the next few years compares with the five years when EVA went without adding a long haul point, until its Jun-2015 inaugural to Houston. Incoming 787-9s will enable growth in secondary European markets, although this could risk Taiwan-Europe overcapacity following Turkish Airlines' Mar-2015 entry, and Emirates’ plan to up-gauge its Taipei service to a two-class A380 in 2016. In its staple North American market, EVA Air plans to continue its expansion with its 777-300ER fleet, which will total 34 aircraft in 2017, but could possibly grow beyond that before EVA Air re-fleets with the 777X or A350-1000.
EVA Air plans to withdraw its A330-200s in 2016 in favour of A330-300s, while two MD-90s will be retired in 2016, and six A321s will join the fleet. Competitors China Airlines and TransAsia have LCC subsidiaries, but EVA Air maintains its view that conditions are not yet right for local Taiwanese LCCs. EVA Air is considering consolidation with its Uni Air subsidiary, if the government will allow EVA to take over Uni's traffic right allocations.
American Airlines' 07-May-2015 launch of daily Dallas-Beijing services gives Dallas/Fort Worth airport, in the space of a year, its trifecta of Greater China destinations: Beijing, Hong Kong and Shanghai. Dallas becomes the 10th North American airport to offer flights to the three cities. Four airports – Los Angeles, New York JFK, San Francisco and Vancouver – have services to additional cities; San Francisco has the most with six greater China destinations.
The Dallas-Beijing service also cements a turning point for American Airlines' Asia network, which in 2015 will be larger in mainland China than Japan, the historical Asian focus for US airlines. American in 2015 will have 22% more seats to mainland China than Japan. United also will now have an 11% larger network in China than it has in Japan in 2015. Delta remains anchored on Japan, with twice as many non-stops seats there as to China, although the gap has been narrowing.
As the trans-Pacific aviation market develops, traffic expands and new entrants arrive on the scene, there are predictablity changes in the ways passengers and freight move across this potentially vast long-haul market. One of the largest changes is occurring as Tokyo is bypassed.
US airlines in particular are resorting to use of the new direct rights - and new equipment - which provide them with improved non-stop access into the Chinese market and other Asian points.
This is the last part in a four-part series of analysis reports on the dynamic North Pacific market. The first part focused on Asian airlines, the second part on US carriers and the third part on the growing role of hubs in China.