DLA Douala

How deep the DLA board really is

The table above says where a courier can fly from DLA. This reads the same 18 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.

• 12of the 18 destinations are flown by one airline
• 11destinations run less than once a day
• 1destination has four or more departures a day
• 22.2%of the destinations name Camair-Co, the largest presence here

Who holds the departures at DLA

16 airlines appear on the DLA board and they do not hold it evenly. Camair-Co is on 4 of the 18 destinations, 22.2 per cent of them, and on 2 of those it is the only airline flying the sector. The destinations it appears on carry 11.1 of the 22 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 ASKY on 4 destinations. 6 of the 16 airlines at DLA 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.

No airline holds more than 22.2 per cent of the destinations here, which is the more comfortable shape of the two. A cancellation at a spread airport is usually a rebooking rather than a lost day, provided the sector itself carries more than one operator, and 12 of the 18 sectors at DLA do not.

How much of the DLA board is daily

Of the 18 destinations, 7 are flown at least once a day and 11 are not, though none of them drops to once a week or less. The median destination on the DLA board is flown 5 times a week.

An average of 0.29 flights a day is the schedule statistic, and it is worth translating it before anything is promised to anybody: DLA to Port Harcourt (PHC) 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 14.4 of the 22 departures a day, 65.5 per cent of the whole board. More than half of everything that leaves DLA 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
Algiers ALG	Algeria	Air Algerie	2	3,695	plan this
Port Harcourt PHC	Nigeria	Afrijet	2	327	plan this
Brazzaville BZV	the Republic of the Congo	Camair-Co	3	1,105	plan this
Cairo CAI	Egypt	EgyptAir	3	3,691	plan this
Istanbul IST	Turkiye	Turkish Airlines	3	4,558	plan this
Kigali KGL	Rwanda	RwandAir	3	2,365	plan this
Casablanca CMN	Morocco	Royal Air Maroc	4	3,726	plan this
Lagos LOS	Nigeria	Air Peace	4	764	plan this
N'Gaoundéré NGE	Cameroon	Camair-Co	6	565	plan this

The nine destinations out of DLA 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 DLA

The desk holds the return direction for 16 of the 18 destinations, and a courier plans the way back on those figures rather than on the outbound. On three of them the return into DLA runs thinner than the outbound by more than a quarter. The widest gaps are Istanbul (IST) at 0.43 out a day against 0.14 back, Port Harcourt (PHC) at 0.29 out a day against 0.14 back and Paris (CDG) at 1 out a day against 0.71 back.

A return leg thinner than the outbound is the ordinary reason a same day round trip out of DLA turns into an overnight, and it is worth checking on each of those 3 sectors before the courier is committed rather than after.

The clock at DLA

DLA keeps Africa/Douala time, three hours behind Dubai all year.

When it is 09:00 on a Dubai working morning it is 06:00 at DLA, 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 DLA until the next morning, which is the practical limit on a same day instruction here.

The night at DLA

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 Paris (CDG) the door shuts at 00:00 local, so the last departure from DLA that lands inside it leaves around 16:25, on a modelled block of 6h 35m. Those one departure times out of DLA 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 DLA turns up on the rest of this site

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

To price a movement rather than read the board, the route calculator opens with DLA already set as the origin, and it works out the flying time, the distance and the delivery hour for any of the 18 destinations above.