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Qatar Airways and Emirates Strategize to Rebuild Networks After Iran War Disruptions
Qatar Airways has restored 85% of its pre-war routes and appointed new executives, while Emirates offers conflict-related travel insurance to reassure passengers.
The gist
Qatar Airways nears full network recovery with new leadership; Emirates introduces conflict insurance to lure travelers back.
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The ongoing fallout from the Iran war severely impacted Gulf carriers, notably Qatar Airways and Emirates, through extensive airspace closures that grounded many flights and forced route diversions. Now, these airlines are focused on reclaiming lost market share by restoring their networks and introducing new initiatives to rebuild traveler confidence amid regional instability. Qatar Airways has announced it has successfully reinstated approximately 85% of the flights it operated before the conflict began, signaling a significant rebound in operations from its Doha base.
As of mid-June, Qatar Airways operates around 140 daily departures to over 160 destinations worldwide, marking a near return to its pre-crisis service footprint. To foster this growth and enhance customer focus, the airline has introduced two key executive appointments. Abdulla Ali, previously senior vice-president of ground services, has been elevated to chief operating officer. Meanwhile, Calum Laming, formerly British Airways' chief customer officer, will assume Qatar’s chief customer officer role. Both executives are set to start on 1 November, reporting directly to Group chief executive Hamad Al-Khater.
Concurrently, Emirates, headquartered in Dubai, is addressing passenger hesitation caused by the geopolitical risks through a tailored travel insurance offering. The airline has launched a comprehensive policy in partnership with Travel Guard that includes robust medical coverage related to conflict, provides for airline-managed hotel stays if disruptions occur, and extends complimentary rebooking on other carriers' flights during conflict-induced cancellations. This policy applies irrespective of government-issued travel advisories, aiming to reassure travelers booking through Emirates' platform.
The Emirates insurance initiative was developed in response to customer feedback indicating strong travel demand paired with concerns about insufficient coverage during conflict situations. Emirates president Tim Clark emphasized that the new insurance product fills a notable gap in the market, offering enhanced protections aligned with current traveler needs. This move reflects the airline’s proactive strategy to maintain passenger volumes through Dubai, a critical connecting hub affected by restricted Middle East airspace.
Meanwhile, Abu Dhabi-based Etihad Airways is also expanding its capacity this summer by 10% compared to the previous year and has rolled out complimentary medical travel insurance covering 15 days in the UAE for internationals, valid from July through December. Alongside these measures, Etihad launched four new routes between early and mid-June, connecting to Krakow, Palma de Mallorca, Damascus, and Zanzibar, extending its global reach even amid regional uncertainty.
Industry insiders express optimism about the Gulf carriers’ ability to recover swiftly from the operational setbacks induced by the Iran conflict. At June’s IATA AGM in Rio de Janeiro, Kamil Al-Awadhi, IATA’s regional vice-president for Africa and the Middle East, remarked that the quality of airlines and airports in the region positions them well for restoration of passenger traffic within a matter of months. He noted, however, that regaining full pre-crisis levels will require deliberate effort to attract those customers back.
Further insight comes from KLM’s chief executive Marjan Rintel, who highlighted that customer loyalty tends to wane over time, making price competitiveness a strong driver for airline choice. During the Middle East airspace restrictions, many travelers shifted away from Gulf carriers due to reduced flight availability and perceived risks. Rintel observed that within a year, as memories of the disruption fade and if Gulf airlines offer attractive fares and ample seat capacity, passenger traffic ahead of the Iran war levels should rebound substantially.
The approach by Gulf airlines to counterbalance route closures and conflict-associated hesitancy with network restorations, leadership changes, insurance innovations, and new route launches illustrates a multifaceted recovery strategy. Success hinges on maintaining operational reliability while addressing passenger concerns about safety and disruption, crucial factors in this geopolitically sensitive environment.
This recovery process underscores the ongoing volatility faced by carriers in the Middle East and the imperative to adapt swiftly to regional crises through both operational agility and customer-centric initiatives. The reinstatement of routes and introduction of specialized insurance policies may become reference points for other airlines navigating conflict-induced interruptions in the global air transport network.
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All-Boeing 787 airline Norse Atlantic Airways is pursuing a sale, merger, or partnership, as the airline has otherwise run out of viable options, after India's IndiGo pulled the plug on its aircraft leasing agreement. To Norse Atlantic's credit, the airline sure is putting a positive spin on this . Is there any chance this will work out well for the airline, or is this overoptimism? Norse Atlantic gets back 787s, has nowhere to fly them The airline industry can be a funny business, and there's no clearer example of that than Norse Atlantic Airways. The airline launched in 2022 , with the goal of operating long haul, low cost flights, particularly across the Atlantic. That wasn't exactly a unique business model, because this was exactly what Norwegian did, before it discontinued long haul flights in 2021 . Not only was the idea sort of copied, but Norse Atlantic had some executives from Norwegian, and even picked up the planes that Norwegian previously flew. But as is all too common in the airline industry, clearly they thought it would be different this time around… it wasn't. So in 2024 we saw the airline update its business model , making the focus less about operating regularly scheduled commercial flights, and more about leasing out aircraft, all while reducing its fleet. The company got a lifeline when IndiGo decided to lease some Norse Atlantic 787s to dabble in long haul flying, ahead of the airline taking delivery of its own Airbus A350s . However, between all the airspace closures, high oil costs, and generally declining performance at IndiGo as the airline increasingly moves away from its core strengths, the airline has now decided to scrap that experiment. These planes will be returning to Norse Atlantic as of November 1, 2026. This means Norse Atlantic will be getting back five Dreamliners (beyond the one that has already been returned), just in time for the winter season… which isn't exactly the ideal time of year for a long haul, low cost airline to get more planes! So what's the plan? Norse Atlantic's IndiGo leases are coming to an end Norse Atlantic now open to basically any opportunity What does Norse Atlantic plan to do with these planes that are being returned? Well, let me just quote the airline. Here's what it had to say about fleet deployment: Norse is already engaged in discussions with several airlines regarding ACMI opportunities for up to five aircraft and expects to provide further updates in due course. Moreover, the Company intends to deploy part of the returning fleet within its own network for increased production on selected profitable routes during the upcoming winter season, such as flights from Europe to Orlando and New York. And here's the more interesting point, about a strategic update: The transition provides Norse Atlantic with greater fleet flexibility as the Company advances its strategic review. Given the level of interest received to date as part of the strategic review, the Board has decided to move forward with a formal process, which may result in a sale, merger or partnership. Further information will be provided as and when appropriate. I also can't help but point out this quote from Norse Atlantic CEO Eivind Roald: "The return of these six aircraft opens up strategic opportunities that were not available to us before. We are seeing strong demand for modern, fuel-efficient long-haul aircraft, and we also see attractive opportunities to deploy additional capacity within our own network. Our priority is to use this increased flexibility to improve profitability and create long-term value for our shareholders." Correct, when you run out of business opportunities, that does indeed open up strategic opportunities that were not available before! Now, I'm struggling to see where there's much upside here. Norse Atlantic leases its fleet of planes, so it's not like an "acquisition" of a company that barely has scheduled flights and that is struggling to lease out aircraft adds much value. If Norse Atlantic's own scheduled operations were anywhere close to profitable on a year-round basis, the airline wouldn't be in this situation. If someone wanted the planes, well… they could just do what Norse Atlantic did to Norwegian. Wait until the company goes out of business and the planes are returned to the leasing company, and then pick them up there. I'm not trying to be so flippant, I feel bad for the people who would be losing their jobs here. But we also have to be realistic that basically replicating a failed business model with the same planes and similar routes isn't a recipe for success. We've seen this over and over… just look at what we saw in Iceland with WOW Air and then PLAY Airlines. Norse Atlantic's top cabin is premium economy Bottom line Norse Atlantic is once again finding itself in a tough situation — well, even tougher situation, since I don't think it was ever in a good situation. For the past 18 months or so, the airline has been leasing out a majority of its active fleet to IndiGo, but those planes will be returned as of late 2026. While the airline claims it will try to redeploy the planes on profitable routes, that's easier said than done. It's also reportedly in talks to lease the planes to other airlines. The company is pursuing "strategic opportunities," which could include a sale, merger, or partnership, but the upside seems pretty limited when your planes are leased in the first place. How do you see this situation playing out for Norse Atlantic?
IndiGo Halts Leased Widebody Flights, Awaits Airbus A350 to Restart Long-Haul Service
India’s largest airline, IndiGo, will suspend its current wide-body flight operations from October 25, 2026, marking a temporary halt to its early long-haul experiments while it awaits delivery of its own Airbus A350-900 fleet. ezstandalone.cmd.push(function () { ezstandalone.showAds(119); }); The decision, announced on July 31, also ends the airline’s damp-lease (ACMI) agreement with Norway’s Norse Atlantic Airways. Under this arrangement, six Boeing 787-9 aircraft had been operating selected India-Europe routes since early 2025. IndiGo entered the partnership to accelerate learning in long-haul operations, develop crew and network capabilities, and establish brand presence ahead of its A350 arrivals, originally expected from 2027. ezstandalone.cmd.push(function () { ezstandalone.showAds(127); }); The leased Dreamliners enabled services to destinations including London Heathrow, Amsterdam, Manchester, and others. External Pressures Force ACMI Closure However, the operating environment deteriorated markedly. Airspace restrictions linked to Middle East geopolitical tensions forced longer routings, while elevated fuel prices, currency pressures, and rising costs eroded route efficiency, schedule reliability, and competitiveness. ezstandalone.cmd.push(function () { ezstandalone.showAds(128); }); As a result, Mumbai–Amsterdam flights will switch to IndiGo’s Airbus A321XLR narrowbodies from October 25. London Heathrow services will be temporarily discontinued until the A350-900s arrive. Photo Credit: IndiGo The airline has stressed that its broader international expansion plans remain intact, with continued growth via the A321XLR and eventual deployment of its 60 ordered A350s. IndiGo has pledged to support affected passengers through alternative arrangements or refunds. ezstandalone.cmd.push(function () { ezstandalone.showAds(129); }); From Norse Atlantic’s perspective, the parties mutually agreed to end the ACMI partnership effective November 1, 2026. One of the six 787-9s had already been scheduled for return at the end of August following IndiGo’s earlier closure of its Manchester route. The remaining five will now also be redelivered. Norse Atlantic Perspective Norse CEO Eivind Roald described the 18-month collaboration as valuable but noted that elevated fuel prices, airspace disruptions, and longer flight routings from the Middle East conflict had undermined commercial viability for both sides. ezstandalone.cmd.push(function () { ezstandalone.showAds(130); }); “We have jointly concluded that alternative deployment of the aircraft will be more commercially beneficial to both parties,” Roald said. The returned aircraft will give Norse greater flexibility. The carrier is in discussions with multiple airlines for new ACMI placements covering up to five jets and plans to deploy part of the fleet on profitable winter routes, including services from Europe to Orlando and New York. This capacity boost also supports Norse’s ongoing strategic review. Following interest from potential counterparties, the board has launched a formal process that could lead to a sale, merger, or strategic partnership, aiming to enhance long-term shareholder value. ezstandalone.cmd.push(function () { ezstandalone.showAds(131); }); Photo Credit: IndiGo Conclusion The episode highlights the challenges facing long-haul operators in a volatile geopolitical climate. For IndiGo, the pause represents a prudent short-term recalibration rather than a retreat from international ambitions. The airline built its success on a disciplined narrowbody model and views the A350 programme as the foundation for genuine long-haul growth. For Norse Atlantic, the end of a major ACMI contract that once covered half its fleet creates both near-term redeployment opportunities and strategic optionality. As IndiGo transitions its European network and prepares for its own widebodies, and as Norse seeks new partners or structural change, both carriers are adapting to an industry environment where flexibility and cost discipline have become essential. ezstandalone.cmd.push(function () { ezstandalone.showAds(132); }); The temporary cessation of IndiGo’s leased widebody flying underscores how external shocks can reshape even carefully planned expansion strategies, while reinforcing the airline’s long-term commitment to connecting India with the world.
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