DAD Da Nang

How deep the DAD board really is

The table above says where a courier can fly from DAD. This reads the same 29 destinations back for the questions a dispatcher asks second: how much of the board rests on one airline, how much of it runs less than daily, whether the return leg is as thick as the outbound, what the clock here does to a Gulf working day and which of the destinations shut at night, all of it computed on 2026-09-07 from AeroDataBox scheduled route statistics.

• 13of the 29 destinations are flown by one airline
• 9destinations run less than once a day
• 8destinations have four or more departures a day
• 37.9%of the destinations name Vietnam Airlines, the largest presence here

Who holds the departures at DAD

37 airlines appear on the DAD board and they do not hold it evenly. Vietnam Airlines is on 11 of the 29 destinations, 37.9 per cent of them, and on 3 of those it is the only airline flying the sector. The destinations it appears on carry 117.3 of the 161.7 departures a day this airport files, though other airlines fly some of the same sectors, so read that as reach rather than as a share of the aircraft.

The next largest presence is VietJetAir on 10 destinations. 28 of the 37 airlines at DAD appear on a single destination each, which is the long tail every airport carries, and none of it is a rebooking option when the sector you need is the one that fell over.

That is a middling concentration at DAD: one airline on 37.9 per cent of the destinations and the other 62.1 per cent spread across 36 airlines. A cancellation inside the Vietnam Airlines network is often survivable inside the same booking, but on the 18 destinations Vietnam Airlines does not touch, a rebooking means moving to a carrier the desk has to check for a through fare first.

How much of the DAD board is daily

Of the 29 destinations, 20 are flown at least once a day and 9 are not, though none of them drops to once a week or less. The median destination on the DAD board is flown about twice a day.

An average of 0.29 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: DAD to Tashkent (TAS) is 2 a week, so a missed departure there is not a delay of hours, it is the next slot.

The five busiest destinations carry 110.1 of the 161.7 departures a day, 68.1 per cent of the whole board. More than half of everything that leaves DAD is aimed at those five places, so the depth on the board above is thinner than the destination count suggests, and a hand carry that is not going to one of them is planned around a single departure time.

Destination	Country	The only airline on it	Flights a week	km	Routing
Astana NQZ	Kazakhstan	Air Astana	2	5,073	plan this
Tashkent TAS	Uzbekistan	Centrum Air	2	4,659	plan this
Almaty ALA	Kazakhstan	Air Astana	3	4,228	the pair page
Vientiane VTE	Laos	Lao Airlines	3	637	plan this
Yangon RGN	Myanmar	Myanmar Airways International	3	1,290	plan this
Buon Ma Thuot BMV	Vietnam	Vietnam Airlines	5	375	plan this
Kaohsiung City KHH	Taiwan	Tigerair Taiwan	6	1,466	plan this
Osaka KIX	Japan	Vietnam Airlines	6	3,383	the pair page
Phnom Penh KTI	Cambodia	Cambodia Angkor Air	6	630	plan this

The nine destinations out of DAD where one airline holds the sector and files fewer than seven departures a week, with the weekly figure taken as the average daily rate multiplied by seven rather than as a fixed timetable.

The way back from DAD

The desk holds the return direction for 20 of the 29 destinations, and a courier plans the way back on those figures rather than on the outbound. On none of those 20 does the return run more than a quarter thinner than the outbound, so a turnaround through DAD is a question of hours rather than of whether an aircraft exists.

It runs the other way as well: Astana (NQZ) files 0.86 a day back into DAD against 0.29 outbound, which is the shape that strands a courier at this end rather than at the far end.

The clock at DAD

DAD keeps Asia/Ho_Chi_Minh time, three hours ahead of Dubai all year.

When it is 09:00 on a Dubai working morning it is 12:00 at DAD, so a nine to six day at each end overlaps for six hours. A customs question raised in the last three hours of the Dubai afternoon reaches nobody at DAD until the next morning, which is the practical limit on a same day instruction here.

The night at DAD

1 of the destinations from here carry a documented night restriction of their own, which is a departure time question at this end rather than an arrival problem at the other.

Into Tokyo (NRT) the door shuts at 23:00 local, so the last departure from DAD that lands inside it leaves around 15:51, on a modelled block of 5h 09m. Those one departure times out of DAD are worked backwards from the published window with the block time model this site uses everywhere, 720 to 880 km an hour by sector length with thirty minutes on the ground, so they are arithmetic rather than a timetable and the desk checks the published departure before it promises the landing.

Where DAD turns up on the rest of this site

The airport also sits behind the Vietnam country desk, which sets out the customs practice, the working week and the road legs behind this airport.

The site publishes 10 airport pair pages that start or end at DAD, each with the distance, the block time, the carriers on the sector and a door to door clock. The busiest are Da Nang to Hanoi (HAN), Da Nang to Ho Chi Minh City (SGN) and Da Nang to Seoul (ICN).

Two courier postings name DAD as the airport a courier here flies from: Huế and Da Nang.

To price a movement rather than read the board, the route calculator opens with DAD already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 29 destinations above.