Sponsor Message:
Civil Aviation Forum
My Starred Topics | Profile | New Topic | Forum Index | Help | Search 
Competing With DXB  
User currently offlineAircanadaA330 From Canada, joined Aug 2008, 294 posts, RR: 0
Posted (10 months 1 week 1 day 23 hours ago) and read 8924 times:
Support Airliners.net - become a First Class Member!

Hi everyone,

I got thinking after reading the thread regarding why EK is wide body only. It was mentioned that Dubai does not have a large O&D. With that, EK is a huge airline, and growing larger everyday. They primarily rely on pax transferring much like a global hub. In the past, it was noted that Ethiopian Airlines is looking to compete with EK as a global hub.

With all that in mind, I started to think. Is it possible for any airline/airport to grow to rival EK? Take a small airline in Africa or Central Asia, and have them start connecting flights between Asia/Europe/Australia. I am not suggesting an airline with 90 A380s on order, but with the 767/787/A330 families. Would it not be possible to be profitable?

I know that with enough money anything is possible, but I am talking about an airline being profitable.

what are your thoughts?


Cheers;


Cheers;
62 replies: All unread, showing first 25:
 
User currently offlinejfk777 From United States of America, joined Aug 2006, 8288 posts, RR: 7
Reply 1, posted (10 months 1 week 1 day 22 hours ago) and read 8833 times:
Support Airliners.net - become a First Class Member!

In theory a India could since in the middle of the world between Europe and Asia. But Africa is too far south to be a competitive connecting point between the two, Kenya or Ethiopia are. Istanbul and Turkish Air are are trying to do a "Dubai" in Istanbul and to a degree they may succeded, but the airport is bursting at the seams.

In 25 years, if Africa's economic promise is finally realized to some degree with oil and mineral wealth, Kenya Airways & Ethiopian Air could have tripple the planes they have today. Kenya Air has a decent fleet of 777, including 77W's, and flies to China. Ethiopian is flying to the PRC and Brazil plus Toronto and Washington, so they have an anchor in all parts of the world. Ethiopian can't be too far from flying to Australia, Perth should be possible from Addis Abbaba.

I am sadened that Gulf Air, which was the main airline for the UAE and Bahrain, has been left behind when it was the airline with a huge history in that part of the world. Love those L-1011's in the 1970's, sorry I never got on one.


User currently offlinealfa164 From United States of America, joined Oct 2012, 396 posts, RR: 0
Reply 2, posted (10 months 1 week 1 day 21 hours ago) and read 8627 times:

Quoting jfk777 (Reply 1):
In theory a India could since in the middle of the world between Europe and Asia.

As long as India requires a visa for anyone who needs to transit that country, its airlines will be at a tremendous disadvantage in the world market. It is effectively limiting itself to O&D traffic.


User currently offlineopethfan From Canada, joined Dec 2012, 437 posts, RR: 0
Reply 3, posted (10 months 1 week 1 day 21 hours ago) and read 8614 times:

I suppose that HNL is located as such to be a convenient halfway point between North America and Asia, allowing it to be a hub connecting mid sized cities on both sides of the Pacific which otherwise wouldn't have international TPAC service.

But it hasn't happened as such, so I guess it isn't viable.


User currently offlineAyostoLeon From , joined Dec 1969, posts, RR:
Reply 4, posted (10 months 1 week 1 day 20 hours ago) and read 8539 times:

An airline that set itself the goal of being a serious contender is Qatar Airways. Based in Doha the airline enjoys similar geographic location advantages to Dubai. It too has been expanding at a fair rate in recent years, serving 128 destinations, and has quite a few aircraft of various types on order. What's more they will benefit from the construction of the new international airport.

How profitable QR is I can't say.


User currently offlineaerorobnz From Rwanda, joined Feb 2001, 7169 posts, RR: 13
Reply 5, posted (10 months 1 week 1 day 20 hours ago) and read 8525 times:

Believe it or not, Athens would be great. Maybe a way of reviving the greek economy?

Quoting opethfan (Reply 3):
I suppose that HNL is located as such to be a convenient halfway point between North America and Asia

and doable Australia-Europe, Asia-South America. Only Africa misses out on direct capability.

AKL by the same regard can do South Africa,Asia, North and South America with direct services.

I think PTY would be a great hub for the world. Only Asia would require a multi-stop. CM should get some long-range jets... 

And if we're thinking of off the wall hubs. how about HRE or FIH? They could work with aircraft in the 7200nm-8000nm range. FIH looks kick arse. Not much of the habitated world unobtainable except the Pacific ocean.


User currently offlineSpiderguy252 From India, joined Feb 2009, 275 posts, RR: 0
Reply 6, posted (10 months 1 week 1 day 18 hours ago) and read 8347 times:

Quoting jfk777 (Reply 1):
In theory a India could since in the middle of the world between Europe and Asia.

It's not competing with DXB (and you can say that again), but a sizeable chunk of travellers do stop by BOM to travel onward to BKK by 9W, or at DEL to travel to other Indian cities on the AI connectors, or the new 787 flight to SYD. It's obviously a far smaller number than anything at DXB, but it appears to be encouraging signs at this point.



Figure .09
User currently offlineaerorobnz From Rwanda, joined Feb 2001, 7169 posts, RR: 13
Reply 7, posted (10 months 1 week 1 day 16 hours ago) and read 8214 times:

Quoting AyostoLeon (Reply 4):
How profitable QR is I can't say.

The new airport is vital for them now. DOH is curently hopeless as an airport. Their profits will soar once they shift


User currently offlinePITrules From United States of America, joined Jun 2000, 3135 posts, RR: 4
Reply 8, posted (10 months 1 week 1 day 8 hours ago) and read 7745 times:

Quoting AircanadaA330 (Thread starter):
I got thinking after reading the thread regarding why EK is wide body only. It was mentioned that Dubai does not have a large O&D.

This was debunked in that very thread, as it has in others.
DXB - July Traffic Data, Some Interesting Facts (by factsonly Sep 1 2013 in Civil Aviation)



FLYi
User currently offlinejox From Sweden, joined Jan 2003, 124 posts, RR: 0
Reply 9, posted (10 months 1 week 1 day 8 hours ago) and read 7675 times:
Support Airliners.net - become a First Class Member!

Location isn't everything. Even if LLA has 3300 m runway (cold-and-low), good weather, and you can reach more or less the whole populated globe within 7500 nm (SE Australia is some 8200 nm away) - There aren't 40 A380s lined up here. http://www.gcmap.com/mapui?R=7500nm%40lla . I guess just the thought of creating a "world hub" in the middle of nowhere is discouraging.

User currently offlineCentre From United States of America, joined Mar 2010, 488 posts, RR: 0
Reply 10, posted (10 months 1 week 1 day 6 hours ago) and read 7547 times:

The only real competition will be TLV  http://www.gcmap.com/mapui?R=8000nm%40TLV

[Edited 2013-09-26 10:09:43]


I have cut 4 times, and it's still short.
User currently offlineairbazar From United States of America, joined Sep 2003, 8232 posts, RR: 10
Reply 11, posted (10 months 1 week 1 day 5 hours ago) and read 7487 times:

Quoting AircanadaA330 (Thread starter):
With all that in mind, I started to think. Is it possible for any airline/airport to grow to rival EK?

Humm, many airlines and hubs already rival DXB and EK so I don't quite get your question. DXB and EK are neither the largest hub in the world nor the largest airline in the world.


User currently offlinea380787 From Canada, joined Jul 2013, 964 posts, RR: 0
Reply 12, posted (10 months 1 week 1 day 4 hours ago) and read 7390 times:

Can we dispel the myth that TK is mirroring what EK is doing ?

1. EK can nonstop to anywhere in Australia. For TK, the only large city that's less than 8500mi is PER
2. EK has tons of connections to India. TK barely has a handful of frequencies.
3. TK has a much larger home market (IST plus rest of Turkey)
4. TK connects to far more smaller destinations due to NB fleet and Star Alliance connections.
5. IST can reach places like MEX/SCL with ease. From DXB, you'll need ULH aircraft and payload-limited.
6. TK actually flies into Israel
7. Finally, DXB and IST are 1870mi apart. Saying they compete is similar to saying DEN and JFK are fighting for the same traffic flow.

If LH ever invites EK to Star Alliance, I doubt TK will object all that much.


User currently offlineairbazar From United States of America, joined Sep 2003, 8232 posts, RR: 10
Reply 13, posted (10 months 1 week 1 day 3 hours ago) and read 7201 times:

Quoting a380787 (Reply 12):

If LH ever invites EK to Star Alliance, I doubt TK will object all that much.

Personally I think that would be dumb of LH. TK is a far more valuable carrier than EK will ever be. EK's business is 100% dependent on connecting traffic which is basically traffic that is not theirs to begin with. This has worked out well up until now but it's a dangerous strategy as a long term business model, in my opinion. So many things can change in the world in the blink of an eye that would cause EK to crumble. Something as basic as India having a hissy fit and altering the provisions of the bilateral with the UAE for example, or some terrorist attack in Dubai similar to what we just saw in Nairobi this past week.


User currently offline747megatop From United States of America, joined May 2007, 716 posts, RR: 0
Reply 14, posted (10 months 1 week 1 day 2 hours ago) and read 6703 times:

India can be a serious "potential" competitor to the MEB3 carriers & hubs. But again, this is only a "potential" competitor on paper till India gets it's act together. This was extensively discussed in another thread about a couple of months ago

- India Aviation-Unfortunate Lost Revenues (by flyenthu Jul 23 2013 in Civil Aviation)?threadid=5826099&searchid=5826415&s=India+Aviation+Unfortunate+Lost+Revenues#ID5826415

For any hub to come close to what DXB has achieved; there has to be a great vision, planning, execution and strong political will. So far all of this happens to be there only in DXB and is pretty much unmatched by any other airport in the region.


User currently offlineincitatus From Brazil, joined Feb 2005, 4002 posts, RR: 13
Reply 15, posted (10 months 1 week 1 day 1 hour ago) and read 6247 times:

Quoting a380787 (Reply 12):
7. Finally, DXB and IST are 1870mi apart. Saying they compete is similar to saying DEN and JFK are fighting for the same traffic flow.


Oh yes, TK and EK compete for a lot of the same flows. Actually, LH and EK also compete for a lot of the same flows between North America / Europe and Middle East / South/Southeast Asia. DEN and JFK compete less because DEN is limited in long-haul service and JFK is limited in domestic service. DEN and PHL compete a lot more.

Quoting a380787 (Reply 12):
If LH ever invites EK to Star Alliance, I doubt TK will object all that much.


It is EK that might find LH and TK unattractive partners.


User currently offlinea380787 From Canada, joined Jul 2013, 964 posts, RR: 0
Reply 16, posted (10 months 1 week 1 day 1 hour ago) and read 6169 times:

Quoting incitatus (Reply 15):
Actually, LH and EK also compete for a lot of the same flows between North America / Europe and Middle East / South/Southeast Asia

That's a small portion of overall traffic flows, esp for LH. Too many markets involve backtracking to consider those to be close competitors (or EK vs TK for that matter)

EK is mostly long-haul to long-haul connections. I'd guess that LH is more long-haul to intra-Europe type connections. LH can technically sell me a BOG-FRA-PVG ticket but not sure if they're really interested in that.


User currently offlineViscount724 From Switzerland, joined Oct 2006, 24906 posts, RR: 22
Reply 17, posted (10 months 1 week 1 day 1 hour ago) and read 6110 times:

Quoting opethfan (Reply 3):
I suppose that HNL is located as such to be a convenient halfway point between North America and Asia, allowing it to be a hub connecting mid sized cities on both sides of the Pacific which otherwise wouldn't have international TPAC service.

HNL is not conveniently located to servce as a hub between North America and Asia. It's much too far south. Routing via HNL often means flying more than 1,000 miles further than necessary. The days of HNL being a major intermediate point on Asian routes (and to the South Pacific) ended once aircraft had the range to do it nonstop. And many preferred to make a fuel stop at ANC on routes to Asia since it's much shorter.


User currently offlinejfk777 From United States of America, joined Aug 2006, 8288 posts, RR: 7
Reply 18, posted (10 months 1 week 1 day ago) and read 5942 times:
Support Airliners.net - become a First Class Member!

Quoting a380787 (Reply 12):
7. Finally, DXB and IST are 1870mi apart. Saying they compete is similar to saying DEN and JFK are fighting for the same traffic flow

While New York and Denver are about 1600 miles apart what does that have to do with Istanbul and Dubai ? Istanbul is at the east end of Europe and can connect tons of cities within 3000 miles with 737's and A320. Emirates could have 737 and fly to all kinds of cities within 6 hours range in east Africa, the Middle East and India if it wanted to. While Turkish would be challenged to make Sydney and Melbourne nonstop, that is about the only place a 777 can't get to nonstop.

Istanbul can connect anything from Japan to Africa as Dubai can. Emirates covers the Americas better then Turkish and if the only plane they can use is a 777-200LR, I an't felling sorry for Emirates.


User currently offlineL0VE2FLY From United States of America, joined Dec 2012, 1540 posts, RR: 0
Reply 19, posted (10 months 1 week 23 hours ago) and read 5655 times:

There's a lot of Asian airlines that could compete with DXB, AUH & DOH on Europe-Australasia, Africa-Australasia traffic, however, most of them lack the competent management and funds to become major global players.



Quoting alfa164 (Reply 2):
As long as India requires a visa for anyone who needs to transit that country, its airlines will be at a tremendous disadvantage in the world market. It is effectively limiting itself to O&D traffic.

That's one of the reasons their airlines are in trouble, with visa waiver for Westerners, good product and flight timings Indian airlines could become big players on the Kangaroo Route.



Quoting aerorobnz (Reply 5):
Believe it or not, Athens would be great. Maybe a way of reviving the greek economy?

The Greeks don't have to look too far to realize that it's possible to have a highly successful airline in their part of the world. The difference between the Greek and Turkish airline industries' success is astounding to say the least.



Quoting airbazar (Reply 11):
Humm, many airlines and hubs already rival DXB and EK so I don't quite get your question. DXB and EK are neither the largest hub in the world nor the largest airline in the world.

Their plan is to become the world's largest international hub & airline in the not so distant future.



Quoting 747megatop (Reply 14):
For any hub to come close to what DXB has achieved; there has to be a great vision, planning, execution and strong political will. So far all of this happens to be there only in DXB and is pretty much unmatched by any other airport in the region.

TK is doing very well despite the fact that Turkey is far less wealthy than the UAE.


User currently offlinea380787 From Canada, joined Jul 2013, 964 posts, RR: 0
Reply 20, posted (10 months 1 week 23 hours ago) and read 5642 times:

Quoting jfk777 (Reply 18):
Emirates could have 737 and fly to all kinds of cities within 6 hours range in east Africa, the Middle East and India if it wanted to.

You're making assumptions on fleet changes. "IF" TK bought 77L they could do SYD too, but that's all hypothetical.

Taking your examples, CDG-IST-ADD versus CDG-DXB-ADD is 1200mi shorter via IST. Or CDG-AMM. Via Istanbul is 2145mi but via Dubai is 4517mi.

Their route networks have *some* overlap but their priorities are clearly different. QR, on the other hand, is definitely mimicking everything EK is doing, plus global alliance.


User currently offlineincitatus From Brazil, joined Feb 2005, 4002 posts, RR: 13
Reply 21, posted (10 months 1 week 20 hours ago) and read 5520 times:

Quoting a380787 (Reply 16):
That's a small portion of overall traffic flows, esp for LH. Too many markets involve backtracking to consider those to be close competitors (or EK vs TK for that matter)

You might want to reflect on your arguments. You highlight the fact that SYD/MEL/BNE are too far for TK's current fleet, but then for LH flows between US/Europe and Middle East / India / SE Asia are "a small portion of overall traffic flows". We are talking about US/Europe which is pretty much half of the World's GDP. Then Middle East, India and SE Asia a huge growing market. Connections from US and Europe are hugely important for LH's network beyond Turkey, where it overlaps with EK.

Currently TK's location is more attractive to connections than EK's, because it is closer to richer Europe making it convenient to big markets for which DXB is out of the way. If emerging markets continue growing, then the geography advantage of TK should vanish.

Business partnerships have to show advantages for both sides. Partnering with LH is in general an uphill struggle. TK will be a direct competitor to EK in many markets. There is not much in Star for EK.


User currently offline747megatop From United States of America, joined May 2007, 716 posts, RR: 0
Reply 22, posted (10 months 1 week 18 hours ago) and read 5398 times:

Quoting L0VE2FLY (Reply 19):
That's one of the reasons their airlines are in trouble, with visa waiver for Westerners, good product and flight timings Indian airlines could become big players on the Kangaroo Route.

The biggest key word is COULD. That i guarantee 98% that it won't happen because of a lack of vision. DXB is quite safe from competition and needs to worry just about AUH in the region.


User currently offlineairbazar From United States of America, joined Sep 2003, 8232 posts, RR: 10
Reply 23, posted (10 months 1 week 11 hours ago) and read 5206 times:

Quoting Viscount724 (Reply 17):
The days of HNL being a major intermediate point on Asian routes (and to the South Pacific) ended once aircraft had the range to do it nonstop. And many preferred to make a fuel stop at ANC on routes to Asia since it's much shorter.

The days ended because there wasn't an airline with the vision or financial ability to do it. SIN is a pretty crappy location for an Asian hub and somehow they make it work. So is DXB for a lot of the connections they offer. Tons of people are flying between Europe and Asia, including China, via DXB and SIN. That's a far bigger detour than HNL is.

Quoting L0VE2FLY (Reply 19):
Their plan is to become the world's largest international hub & airline in the not so distant future.

That's their plan but I don't believe it will happen. Too many things have to go EK's way in order for that to happen, starting with the other global carriers doing absolutely nothing while watching EK eat their breakfast. Also of some importance, Dubai Inc. has just about run out of money which is why DWC which was initially planned to open in 2017 is now posponed to 2027. In the mean time, DXB is running out of slots and EK is having to cancel flights because of it. Personally, I'll believe it when I see it.


User currently offlinea380787 From Canada, joined Jul 2013, 964 posts, RR: 0
Reply 24, posted (10 months 1 week 10 hours ago) and read 5156 times:

Quoting incitatus (Reply 21):
but then for LH flows between US/Europe and Middle East / India / SE Asia are "a small portion of overall traffic flows". We are talking about US/Europe which is pretty much half of the World's GDP. Then Middle East, India and SE Asia a huge growing market. Connections from US and Europe are hugely important for LH's network beyond Turkey, where it overlaps with EK.

does US to India/ME account for more than 20% of LH's total traffic ? Or even more than 10% for that matter ? If not, then it's a small portion.

Look at LH's network : BAH is tag-on, MCT is tag-on, none in Pakistani/SriLanka/Bangladesh, only 5 destinations in India. Doesn't sound like much coverage beyond a few strategic destinations (e.g. Riyadh, TLV, AUH, BOM etc)

And DXB is a so-so location for most US/Europe to middle east destinations. Take FRA-AMM. Going via DXB is more than double the distance (1894mi vs. 4271mi). If EK is "competing" with that type of segment length disadvantage, I won't be too concerned if I were LH.

[Edited 2013-09-27 05:28:09]

25 a380787 : BA is much more dependent on South Asian traffic, and yet they've welcomed QR when RJ is not too far away. Explain how BA+QR is beneficial but LH+EK
26 AircanadaA330 : I am sure there are a number of Asian Airlines with competent management. What about SAA? Couldnt they capitalize on LHR-SYD via JNB?
27 AyostoLeon : Apart from the additional 1, 800 miles or so it would possibly depend on on two traffic flows. The first is A LHR-JNB and the second is JNB-SYD. Does
28 incitatus : LH serves 20 destinations in the Middle East, India and SE Asia, which can connect to LH's 21 destinations in North America - 36 flights a day, plus
29 babybus : The travel world is always up for grabs. Nothing is certain. Everything can change. DXB's position could easily be changed once 787s become reliable a
30 david_itl : In the absence of suitable flights being available from secondary cities, I would imagine lots of people.
31 TK787 : -TK's location is better suited than EK (except Australia), especially if TK to get more Indian/Chinese slots. -TK has a huge domestic population wher
32 a380787 : Definitely not TLV, due to too much airspace restriction and onerous security requirements
33 airbazar : People said the same thing when the 744 was launched. Just about everyone wrote off DXB as a viable hub because airlines could over-fly it on their r
34 Viscount724 : EK can do that due to their cost structure (no taxes for example). Other major Asian and U.S. carriers can't afford to send passengers thousands of m
35 AyostoLeon : The airlines. Of course most passengers would rather go from point A to point B with the minimum of fuss. For airlines the objective is not the same.
36 L0VE2FLY : AUH, DOH and even IST. Of course there is, SQ, CX, KE, etc... Isn't LHR-JNB their best performing route? I doubt SA can compete on the Kangaroo Route
37 airbazar : That is one of the biggest misconceptions about SQ and SIN as a hub. They are a very significant hub for all of Asia. People travel from the US and E
38 jfk777 : Emirates even connects tons of Brits headed for South Africa, not because of the distance but the fares are competitive and from Manchester, Glasgow,
39 Post contains links 747megatop : What you say is true 10 years back or more. Things have changed now with EK and QR springing up and expansing aggressively across the globe. Also, wi
40 ElPistolero : I see the Canadian obsession with EK continues. In one word: Yes. EK's model isn't complicated, and while its location isn't bad, there are plenty of
41 cmf : On a theoretical level you're right but most people realise no location is strong enough to have flights to all other locations. I think you missed a
42 ElPistolero : Perhaps, but we've got four airlines in the region who have shown the will. I did mention political will - perhaps I should have called that general
43 Viscount724 : I doubt India is still a major SQ market from/to the U.S. To major destinations like DEL it's also more than 2,000 nm further than via some hubs furt
44 TK787 : Even TK has a shot; LAX-IST-DEL 8437nm
45 airbazar : That's a misconception unless by out of the way you mean, it requires 2 stops. sfo-hkg-sin-ccu = 8962 sfo-dxb-ccu = 8862 sfo-hkg-sin-blr = 9116 sfo-d
46 Post contains links upwardfacing : EK and SQ have different strengths with respect to the Indian market, but one thing they do have in common is enormous traffic to their home airports
47 sweair : From the horn of Africa, Australia would be in reach? Still hot destinations and demanding on MTOW?
48 Post contains images upwardfacing : I never got around to posting to that thread before it was locked, but I will say now that I am not sure if the general assumptions and argument are
49 Post contains links scbriml : Maybe not if you include all those domestic flights to Backofbeyondsville. Look at the international figures. http://centreforaviation.com/analysi...
50 ElPistolero : That's probably the most flawed conclusion I've seen on a.net to date. - Overall economic position / super wealthy: India has an income inequality pr
51 LHCVG : To me that's the fascinating part about the whole EK/DXB issue - yes they do have a great thing going for now, but how sustainable will that be in th
52 Viscount724 : You don't mention corruption which is a big problem in India. That's a major reason for India's economic performance being much weaker than it should
53 ElPistolero : I don't mention anything. I questioned the logic behind his conclusion. Of course there's corruption, but from an airline perspective's point of view
54 Post contains images SA7700 : Believe it or not, during the height of the Asian Bird Flu crisis, many pax originating in Australia and New Zealand (on their way to the UK and Euro
55 timboflier215 : Spot on, though it's not just the UK regions. I know people who have flown LHR-DOH-JNB, with a one night layover in DOH, a detour of 1500 miles! If i
56 Post contains images 747megatop : Partiall disagree there. Wealth going to paying bribes is probably true in much of the third world and African countries, so that is correct. But, ab
57 upwardfacing : Thank you for your input. One thing to keep in mind is that we are looking at a potential Indian airport, serving a specific metropolitan region, as
58 ElPistolero : First off, when I say the conclusion was flawed, I mean exactly that. Not a personal jab. To be precise, the assumptions on which one would deem Indi
59 Post contains images upwardfacing : May I suggest that you please be careful in characterising others' comments? For the sake of the discussion? In your posts, I fear you are delving ve
60 747megatop : Forget BOM. They will be lucky if they are able to serve the current traffic and meet the expected growth in traffic for the next 5 years with their
61 Post contains links ElPistolero : Fair enough. I'm responding to what you're writing. I'm not coming up with them. And as I've said before, the assumptions underlying your statements
62 scbriml : It was. I'd be very interested to see what % of London - Sydney traffic goes via JNB. I bet it's very low on an average month.
Top Of Page
Forum Index

This topic is archived and can not be replied to any more.

Printer friendly format

Similar topics:More similar topics...
EasyJet Competing With Jet2 At NCL posted Mon Nov 27 2006 18:11:08 by ACEregular
Emirates Competing With World's Top Airlines posted Wed Apr 26 2006 01:27:47 by Egghead
Whats Competing With What? posted Tue Jan 25 2005 07:51:31 by Zsx81
Embraer/Bombardier Competing With Airbus/Boeing? posted Tue Dec 9 2003 12:12:28 by UTA_flyinghigh
AF To Operate CDG/DXB With A380 posted Thu Sep 24 2009 05:23:21 by CV580Freak
Competing Airlines With Identical Fares posted Tue Nov 11 2008 06:59:58 by Warren84
AirBaltic RIX-DXB With 735? posted Tue Dec 5 2006 14:28:49 by EuroBonus
Will EK Compete With DL On The DXB-ATL Route? posted Fri Oct 20 2006 13:41:00 by Globalflyer
SIA To Start DXB-DME With 777? posted Tue Mar 28 2006 12:33:16 by Airlittoralguy
Whats Going On Here With EK At DXB posted Thu Jan 5 2006 09:50:00 by Boeing 747-311