EK has the ability to switch capacity around the network, high season on one route usually corresponds to low season on another and the aircraft type can be varied accordingly.
Manchester and Birmingham have populations in excess of 2.5 million depending on where you draw the boundaries, and a significant catchment area given the UK population density and income level.
The A380 works brilliantly for some airlines on some routes but doesn’t have the versatility of a big twin. When it was first introduced it was ahead of the B777 but still didn’t sell that well, now it is now being leapfrogged by the next generation of mega twins but isn’t selling in sufficient numbers to justify the investment required to offer a NG version. A catch 22 situation.
Airbus and Boeing have to commit most of their resources to their A320/B737 replacement programs. Narrow bodies account for 78% of the world airliner fleet and the new models have to be got right. Both manufacturers are starting at the same time with a clean sheet of paper. A difference of a few percentage points in a particular area can easily result in the loss or gain of hundreds of sales.
For large aircraft, the mega twin is more likely to be the future, something close to the A380s capacity but able to operate from a larger range of airports.
Emirates will still be operating in the future as Dubai’s position is unbeatable, but they are more likely to serve as a transit point between major to secondary and secondary to secondary cities rather than major to major. London to Sydney is likely to be direct where as Glasgow to Brisbane will require a connection.
Turkish Airlines fly to more destinations than any other as they have a narrow body fleet, beyond the A380 Emirates need a versatile mega twin for the hubs and a new generation narrow body for the secondary cities if they want to retain their lead.