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Dublin Airport ( ), is operated by the Dublin Airport Authority. Located in Collinstown, in the Fingal part of County Dublinmarker, it is by far the busiest airport in Irelandmarker - over 23.5 million passengers passed through the airport in 2008. Passenger traffic at Dublin Airport is predominantly international; only 900,000 of its 23.2 million passengers in 2007 were domestic.

The airport is located north of Dublin Citymarker in a once rural area near Swordsmarker, and is served by buses and taxis. An underground railway line called 'Metro North' which will connect the airport to Swords and Dublin city centre has been approved and is in development.

Dublin Airport is the headquarters of Ireland's flag carrier Aer Lingus, Europe's largest no-frills airline Ryanair & Ireland's domestic, regional airline Aer Arann.Ireland's third airline, CityJet, is based in the nearby town of Swords.

The airport has an extensive short and medium haul network, served by an array of carriers. Domestic services are offered to most regional Irish airports. There are approximately 50 daily departures from Dublin to all five London airports (Stanstedmarker, Lutonmarker, Gatwickmarker, Heathrowmarker and London Citymarker), The Dublin-London route is the second busiest route in the world after the Hong Kongmarker-Taipeimarker route.There are up to 30 Daily Departures to other smaller UK Airports & Larger to especially Manchester Airportmarker.There is also a reasonably sized long-haul network. Aer Lingus serves many popular USmarker destinations, and has been able to add more thanks to the new open skies deal. US legacy carriers also serve the airport from major US hubs. Etihad Airways operates a daily service between the airport and Abu Dhabimarker.

United States border preclearance services are available at the airport for US-bound passengers, Dublin being one of only two European airports with this facility.


The beginnings in the 1930s and early 1940s

In 1936 the Government of Ireland established a new civil airline, Aer Lingus, which began operating from the military aerodrome, Casement Aerodromemarker, at Baldonnelmarker to the south of Dublin. However, the decision was made that a civil airport should replace Baldonnel as the city's airport. Collinstown, to the north of Dublin, was selected as the location for the new civil aerodrome. Collinstown's first association with aviation was as a British military air base during World War I, but had been unused since 1922. Construction of the new airport began in 1937. By the end of 1939 a grass airfield surface, internal roads, car parks and electrical power and lighting were set up. The inaugural flight from Dublin took place on 19 January 1940 to Liverpoolmarker. In 1940 work began on a new airport terminal building. The terminal building design was by the architect Desmond Fitzgerald, brother of politician Garret FitzGerald. It opened in early 1941, with its design being heavily influenced by the bridges of the luxury ocean liners of the time. It was also awarded the Triennial Gold Medal of the Royal Hibernian Institute of Architects and is today a listed building.Upon the outbreak of World War II, services were severely restricted at Dublin Airport until late 1945 and the only international scheduled route operated during this time was by Aer Lingus to Liverpool (and for a period to Manchester's Barton Aerodromemarker). Three new concrete runways were completed by 1947.

Expanding in the 1950s

Throughout the 1950s Dublin Airport expanded with virtually uninterrupted traffic growth. Runway extensions and terminal enhancements were carried out to deal with the influx of traffic and passengers. New airlines began serving the airport also. These included British European Airways, Sabena and BKS. In 1958 a new transatlantic service was started by Aer Lingus via Shannon Airportmarker. During the 1960s the number of scheduled carriers continued to grow and aircraft continued to evolve with technological advancement. By the close of the 1960s, a sizeable number of Boeing 737s, BAC One-Elevens, Boeing 707s, and Hawker Siddeley Tridents were using Dublin Airport on a regular basis. During 1969, 1,737,151 passengers travelled through Dublin Airport.

The advent of wide-body aircraft posed opportunities and challenges for aviation. In 1971 Aer Lingus took delivery of two new Boeing 747 aircraft (a third Boeing 747 was delivered later that decade). To cope with this, a new passenger terminal capable of handling five million passengers per year was opened in 1972. The growth which was anticipated at the airport (and provided for through heavy investment by the airport and Aer Lingus) during the 1970s did not materialise immediately.

Continuing in the 1980s

In 1983 Aer Lingus opened its 'Aer Lingus Commuter' division which took delivery of Shorts, Saab, and Fokker turboprop aircraft to open regular daily domestic services to and from Ireland's smaller regional airports for the first time, as well as to serve existing routes to smaller regional airports in the United Kingdom. At various stages of its operations, flights were operated to several Irish regional airports to feed passengers into Aer Lingus's international network. These domestic destinations included Cork Airportmarker, Shannon Airport, Kerry Airportmarker, Galway Airport, Ireland West Airport Knockmarker, Waterford Airportmarker, Sligo Airportmarker, and City of Derry Airportmarker in Northern Irelandmarker. Aer Lingus Commuter has since been re-absorbed into the main company. The domestic routes, with the exception of Dublin-Shannon, have been taken over by Aer Arann, including the route to Derrymarker in Northern Ireland. Aer Lingus has continued with the remaining Dublin–UK flights.

During the 1980s, major competition, especially on the Dublin–London routes, resulted in passenger numbers swelling to 5.1 million in 1989. In the same year a new runway and a state-of-the-art air traffic control centre were opened. Dublin Airport continued to expand rapidly in the 1990s. Pier A, which had been the first extension to the old terminal building, was significantly extended. A new Pier C, complete with air bridges, was built and as soon as this was completed, work commenced to extend it to double its capacity. The ground floor of the original terminal building, which is today a listed building, was returned to passenger service after many years to provide additional departure gates. Pier D, completed in October 2007, is a dedicated low-fares boarding area and provides 14 quick turn-around stands and departure gates; these are not served by air bridges.

The Bilateral Air Transport Agreement

In 1993, a major milestone for the airport was the signing of a new United States – Republic of Ireland bilateral agreement which allowed airlines to operate some direct transatlantic services for the first time to/from Dublin Airport instead of touching down en route at Shannon Airport on the west coast of Ireland (Shannon had once been a major transatlantic refuelling stop for pre-jet aircraft, and this agreement was designed to protect the interests of the Shannon region when modern jets no longer required a refuelling stop and Shannon saw a fall-off in traffic). Airlines still had to provide an equal number of flights either to or through Shannon as to Dublin. A gradual further watering down of Shannon's so-called 'stopover' status came into effect in November 2006 when more direct flights to Dublin were allowed. The stopover requirement disappears completely in 2008. At that time, airlines will be allowed to fly direct to the US from Dublin without having to match these with any to/from Shannon. It is expected that this will result in a huge increase in services between Dublin and the US, and Aer Lingus has identified 16 destinations that it would like to serve direct from Dublin.

Recent history

With the success of Ireland's 'Celtic Tiger' economy, Dublin Airport has seen growth in the 1990s and 2000s. This demand has been driven by an increased demand for business travel to and from the country, together with an increase in inward tourism, and a surge in demand for foreign holidays and city breaks from the Irish, who are now one of the wealthiest populations in the world. In January 2006, the number of trips abroad taken by the Irish outnumbered the number of inbound trips for the first time since records began. Christmas shopping weekends in New York City have increased in popularity (although London is still the top destination from Dublin). A further source of demand has been for flights to holiday homes and investment properties which have been snapped up by the property-hungry Irish across southern European holiday hotspots, the emerging economies of Eastern Europe, and beyond.

Finally, the demand from Ireland's migrant workers, principally those from Eastern Europe, has resulted in a large number of new routes opening to destinations in the European Union accession states. Ireland was one of only three European Union countries (as well as the United Kingdom and Sweden) to open its borders freely to workers from the ten accession states that joined the European Union in 2004. This resulted in hundreds of thousands of people moving to Ireland from these countries since then.

To give just one example of the 'Eastern Europe' effect, both LOT Polish Airlines and Aer Lingus separately opened a Warsaw–Dublin route in 2004 to coincide with Poland joining the European Union. A patchy schedule was operated at first to test demand, but both airlines have since gone daily with this route, with LOT going double daily several days a week and Aer Lingus putting the larger Airbus A321 on the route. As of early 2007 - three years after Polandmarker joined the European Union - there are direct flights to ten cities in Poland alone, with a choice of several airlines on many routes. The Polish market grew from 143,000 passengers in 2005 to 580,000 in 2006 - an increase of over 400%. The Baltic states of Estoniamarker, Latviamarker, and Lithuaniamarker are also connected with direct flights to Dublin, as are the Czech Republicmarker, Hungarymarker, Slovakiamarker, and Sloveniamarker.

Long-haul traffic

The Dublin Airport Authority has ambitious long-haul expansion plans and has successfully added new routes to North America and the Middle East in recent years. It has yet to secure a direct route to East Asia. Like most airports, the effects of the September 11, 2001 attacks affected transatlantic traffic but this has since recovered to record levels.

In 2005 Gulf Air launched a direct route to Bahrainmarker in the Middle East. This was followed by Aer Lingus's service to Dubai in March 2006, and Etihad Airways service to Abu Dhabi in July 2007. Despite reportedly high loads, the Gulf Air service to Bahrain was cancelled in July 2007 as part of a broad restructuring plan of the airline. This move prompted Etihad Airways to bring forward the start date of its Abu Dhabimarker service by a number of months, and Etihad's Dublin route has proved to be a great success with further frequencies planned. The Dublin Airport Authority announced as far back as the late 1990s that it would like to add a route to East Asia, however this has yet to materialise and Aer Lingus's poorly performing route to Dubai was dropped at the end of March 2008., however the introduction of services to Asia remains part of Aer Lingus' long term plans. Etihad Airways are currently the only airline to offer a direct service to the Gulf areamarker from Dublin, with onward connections to the Far East and Australia. In 2008, Pakistan International Airlines expressed their intention to serve Dublin. However, the introduction of further long haul routes from Dublin by Aer lingus or other airlines is unlikely in the short term due to the ongoing recession in Ireland and the world economy. Another factor that may affect Dublin's ability to attract new long haul routes is its main runway, which at 8652 feet is relatively short for an international hub airport and is considered unsuitable certain long haul aircraft such as the Airbus A340 and Boeing 777.

Open Skies and the Shannon Stopover

On 22 March 2007, the Open Skies agreement between the US and EU was ratified. This resulted in the immediate cancellation of the long-running 'Shannon Stopover' requirement whereby the Irish government insisted that 50% of all transatlantic flights between Ireland and the United States must pass through Shannon Airport. In return, the United States government placed a limit of four airports in the USA that Aer Lingus could operate to. When open skies came into effect in March 2008, Aer Lingus immediately announced the launch of three new direct routes – Orlandomarker, San Franciscomarker, and Washington Dullesmarker, which commenced between August and October 2007, before being cancelled with effect from October 2009.

US border preclearance

Dublin Airport is one of only two airports outside of North America with United States border preclearance services for US-bound passengers (the other being Shannon Airport). It allows passengers to have their paperwork dealt with before departure saving time upon arrival in the US. However, due to congestion there are numerous flights that do not use this facility. It is planned to have Customs and Department of Agriculture checks in the new terminal, meaning flights will not have to land in international terminals on arrival in the USA, as all checks will have been completed.

Aer Rianta and Dublin Airport Authority

Sign to Dublin Airport

In October 2004, Aer Rianta (which means 'Air Ways' or 'Air Tracks' in Irish) was renamed the Dublin Airport Authority plc, following the State Airports Act 2004. All assets and liabilities previously owned by Aer Rianta were transferred to Dublin Airport Authority. The State Airports Act 2004 also established new airport authorities at Shannon and Cork Airports. The Shannon Airport Authority plc and the Cork Airport Authority have separate boards of directors and have been authorised under the Act to prepare business plans, which may in time lead to their full separation from the Dublin Airport Authority.

As the largest gateway to Ireland, over 21.1 million passengers travelled through the airport in 2006, a 2.7 million (or 15%) increase over 2005. The main contributors to the growth in traffic in 2005 were the airport's routes to continental Europe (particularly Poland and the Baltic region), North America, and the Middle East. Domestic and UK traffic had showed a small decline in 2005, but grew by 25% and 4% respectively in 2006. The decline in 2005 was due to a reduction in connecting traffic between Ireland's regional airports and the UK. This was as a result of a growing direct network of routes between those airports and the UK and continental Europe, dispensing with the need to transit at Dublin. But the organic demand at Dublin resulted in a net increase in those markets in 2006. Dublin Airport also welcomes over one million passengers per annum from across the border in Northern Ireland, whose largest airport is less than a quarter the size of Dublin in terms of passenger numbers.

Passenger Terminals

Terminal 1

Terminal 1 departures level.
The arrivals level is on the floor below and there are restaurants on the Mezzanine level above
Terminal 1 originally opened in 1972, and was initially designed to handle five million passengers a year. The original design included a second pier which would have been identical to what is now pier B but this was never built. A car park was originally located on the upper floor of the building, and the access ramps are still in place but it has been closed for many years. In the early 1990s, the terminal underwent redevelopment with both Pier A (which had been an extension to the old terminal building) and Pier B being upgraded. Pier C was completed in 2000. Pier C has now closed due to the construction of Terminal 2 in its place. The entire terminal was then redesigned and extended again, and this was completed in 2004. In 2006, check-in Area 14 opened in the basement area of Terminal 1, and is used exclusively for Aer Lingus flights to the UK and Germany. In October 2007, Pier D was completed. Pier D has been designed with low cost airlines such as Ryanair in mind and therefore does not feature any air bridges. In 2009, another new extension featuring new food and retail outlets was added to the side of terminal 1. All long haul flights are expected to move to Terminal 2 in late 2010.

Terminal 2

Terminal 2 under construction (July 2009)
Terminal 2 under construction (August 2009)
After several years of debate, the planning for Terminal 2 began in 2005 when the Irish Government directed the DAA (Dublin Airport Authority) to build a new terminal at Dublin Airport as part of its Aviation Action Plan which also included the sale of the majority share holding in Aer Lingus. On 30 August 2006, the Dublin Airport Authority revealed its plans for a second terminal at Dublin Airport, to be located between the existing passenger terminal and the cargo terminal. London-based Pascall + Watson architects (best known for their role in designing London Heathrow Terminal 5marker) were appointed to design the facility. The cost of the overall project is put at €600 million which includes the terminal building itself, a new pier building (Pier E) as well as upgrades to the internal road network at Dublin Airport and other associated infrastructure. The proposed second terminal will be capable of handling 15 million passengers, thereby allowing the airport to handle 35 million passengers a year. The new terminal and pier will provide 19 air bridges for aircraft, however it will also incorporate the structure previously known as Pier C. Another pier (Pier F) will be built to the south of Terminal 2, accommodating additional passenger aircraft, however this will require the relocation of the current cargo terminal. According to the airport authority, Aer Lingus and other long-haul carriers would move to the new facility.

Fingal County Council approved planning permission for the second terminal on 25 October 2006. and this decision was appealed by a number of parties including Ryanair. An Bord Pleanála started an oral hearing on the development on 16 April 2007. On 28 August 2007, An Bord Pleanála gave planning approval for T2, with c30 planning conditions attached. Having satisfied those that had to be achieved prior to the commencement of construction, the DAA started work on Terminal Two on 1 October 2007.

Work is now well advanced on Terminal 2 and the building can be seen as you approach the existing terminal on the main entrance road to Dublin Airport.

Terminal 2 will be fully operational by November 2010, including its new pier (Pier E).It will be home to all Aer Lingus flights & Long-Haul carriers.A third terminal is provided for in the blueprint for the future development of the airport. Terminal 2 will also feature a new US immigration facility.

Maintenance Facilities

Aer Lingus, Ryanair and Cityjet have aircraft maintenance hangars at Dublin Airport.A new maintenance company, Dublin Aerospace, will replace the SR Technics facilities which closed in 2009.

Airport developments


Due to the growth experienced at Dublin Airport in recent years, the facility has become congested. 'Catch-up has been a feature of how the authorities have been dealing the growth in demand. One part or another of the airport has been a building site for the past two decades. Despite the building works and extensions, it is widely accepted that Terminal 1 and infrastructure are insufficient to deal with the volume of passengers. Both the Irish Government and Dublin Airport Authority have come under pressure from airlines and passengers alike to once-and-for-all provide a realistic increase in capacity for the future. As a result, the Dublin Airport Authority plan to invest €2 billion in a 10-year capital development program to effectively double the size of the passenger facilities of Dublin Airport


The plans for Terminal 2 were met with objections from those who argued that, once built, it could not be extended to provide any additional capacity, owing to its location. Indeed, the proposed location of T2 would reduce the capacity of T1 because air bridges and departure gates would have to be removed from Pier C to provide space for aircraft stands at T2. It is argued that a second terminal should be located between the main runway and the proposed parallel runway. This arrangement, adopted by major hub airports such as Paris-Charles de Gaullemarker, Munichmarker, London-Heathrow, Dallas-Fort Worthmarker, Hartsfield-Jackson Atlantamarker and the currently unfinished Berlin-Brandenburg International Airportmarker, would provide space for T2 to expand and provide additional capacity before a third terminal would be required. A third terminal, which is in the blueprint for the future of the airport, would most likely be located between the parallel runways.Although since Dublin Airport Authorithy has invested more than €85 million in new apron works located between Runways 10/28 & 11/29.

The greatest objections came from Ryanair. The no-frills carrier has long lobbied for Terminal 2 to be built as a low-cost facility, and run by a competing operator. They have even offered to build and operate such a facility. However, the Irish government decided that the DAA would build T2 and that its operation would be put out to tender.

New air traffic control complex

Planning is currently underway for a new air traffic control complex and control tower which will replace the existing structure. The new facility has been designed by Scott Tallon Walker architects. A planning application was submitted in August 2009. The new control tower will be in height. The new control tower is necessary because the construction of the future parallel runway will obstruct visibility of certain parts of the airport from the existing control tower.

New runway

A new runway measuring is planned to be built parallel to the existing runway 10/28, which opened in 1989. Detailed proposals and planning permission were submitted to Fingal County Council (under whose jurisdiction Dublin Airport lies) and approved in April 2006. An appeal to An Bord Pleanála (The Irish Planning Appeals Board), which determines appeals and other cases under the national planning acts, was heard in September 2006, and this resulted in the granting of permission in August 2007, with 31 planning conditions attached.

The new runway will replace runway 11/29 (which is no longer in use as a runway, and is used for aircraft parking) and will be built to the north of and parallel to the existing runway 10/28. The new runway will allow the airport to accommodate 30 million passengers per annum once in operation, and will be long. In March 2009 the DAA announced in a proposal for consultation that the new runway may be built to a length of following consultation with potential long-haul carriers. A runway of this length would allow direct flights from Dublin to the Far East.

In the meantime, the Authority has invested heavily in extending aprons and creating rapid exit taxiways to derive maximum efficiency from the existing main runway. Runway 11/29, the shortest and one of the oldest runways, is closed to allow overspill aircraft parking. This runway will disappear under the new parallel runway in due course.

However, in December 2008, the Dublin Airport Authority announced that it would postpone the construction of the new parallel runway by three to four years, on account of the need to cut costs and predictions of falling consumer demand for air travel. This is a result of the global financial crisis of 2008–2009.

Ground transport

Outside Dublin Airport
Dublin Airport is located just off the M1 and the M50 north from the city centre and south of the town of Swords.

Until the rail link (Metro North) to Dublin city centre is completed (see below), the public transport options to the city are taxis, buses, and private transport. Passengers can however connect by bus or taxi to Dublin's railway stations.


Dublin Airport is served by over 700 bus and coach services daily. Dublin Bus is the major provider of bus services to and from Dublin Airport. Some of these routes connect to Busárasmarker (Dublin's central bus station for intercity and regional bus services), Dublin Connolly railway stationmarker and Dublin Heuston railway stationmarker. There are several other operators which provide bus service to the airport, both city services and national coach service.


Iarnród Éireann (Irish Rail) provide suburban and intercity railway services from Dublin Connolly and Dublin Heuston railway stations. There are direct regular bus services to both stations from the airport. Some city bus services serve Drumcondra suburban railway station, which is on the Connolly to Maynooth railway line. Bus services to Busáras/Dublin Connolly and Dublin Heuston railway stations connect with the Luas Red Line.

Plans for rail link

For many years, it was expected that Iarnród Éireann, the state railway company, would extend the Dublin Area Rapid Transit (DART) with a rail spur off the Dublin to Belfast line that would serve the airport and Swords. However, these plans have been replaced with plans for an underground metro line, which would bypass the DART line and run from the city centre to the town of Swords, via the Airport. Following public consultation, the route for the new line, to be called Metro North was announced on 19 October 2006 and is designed to connect with several other modes of transport.

At St Stephen's Green, in Dublin's southern city centre, Metro North will connect with the Luas (Dublin's light rail tram system) Green line, as well as the proposed DART underground interconnector between Heuston and Connolly inter-city railway stations. From there Metro North will run through the city centre, with a stop at O'Connell Bridgemarker, providing access from both sides of the River Liffeymarker, and a connection with the Luas Red line. The third city centre stop will be at Parnell Square, in Dublin's northern city centre, in an area which the city council is redeveloping into a new cultural/museum quarter.

The line will then take in a stop at the Mater, one of Dublin's major hospitals, and then Drumcondra railway station, which will provide a connection with the line to Maynoothmarker, a commuter and university town. Dublin City Universitymarker and the suburb of Ballymunmarker are also on the route.

From there, Metro North will continue to the airport and onwards to the commuter town of Swords, which has many business links with the airport and where thousands of workers at the airport live. There will also be a number of park and ride stops along the route.

Although Metro North will provide Dublin with an airport rail link, it is designed to provide many travel possibilities, whether they are to include the airport or not. Journey time between the airport and St Stephen's Green will be 18 minutes. Construction of the station at the airport, which will be centrally located for the two terminals, is expected to start in 2010.

Together with the proposed extensions to the Luas Green and Red tram lines, the metro to Dublin Airport will connect with Dublin's bus and rail termini giving access to all major modes of transportation in and from the city: Dublin Bus's vast bus network, Bus Éireann's nationwide bus network, Luas light rail, DART electrified overground railway (which should by that stage have replaced outer Commuter Services to Balbriggan, Hazelhatch and Maynooth), as well as Irish Rail's inter-city rail services to Rosslare, Waterfordmarker, Cork, Traleemarker, Limerickmarker, Galwaymarker, Westportmarker, Ballinamarker, and Sligomarker, and the high-speed cross-border 'Enterprise' service to Belfast.

Dublin Airport City

The Dublin Airport Authority has recently announced plans for an ambitious development of the Dublin Airport area and surrounding environs. This ambitious project will develop a land reserve situated to the east of Dublin Airport and will cost in the region of €4 billion. Of this , 90% is already owned by the Dublin Airport Authority, and they are confident that they will be able to purchase the remaining pockets. The development will be mainly high rise, and will be expected to be completed by 2028. There will be of office space along with of retail, hotel and conference facilities. It is expected that the journey time from office to airport will be in the region of 6 minutes.

Airlines and destinations





Passenger numbers

2008 was the 17th consecutive year for passenger growth to and from Dublin Airport.Figure's in Millions.
year passengers
2000 14.0
2001 14.3
2002 15.1
2003 15.9
2004 17.1
2005 18.4
2006 21.1
2007 23.2
2008 23.5

Top 10 International Arrivals

Figures for 2008.

Rank Origin Number of Passengers
1 London Heathrow Airportmarker, Englandmarker, United Kingdommarker 894,536
2 London Gatwick Airportmarker, England, United Kingdom 541,593
3 London Stansted Airportmarker, England, United Kingdom 462,756
4 Manchester Airportmarker, England, United Kingdom 342,516
5 Birmingham International Airportmarker, England, United Kingdom 313,444
6 Paris-Charles de Gaulle Airportmarker, Francemarker 313,188
7 Amsterdam Airport Schipholmarker, Netherlandsmarker 244,017
8 Málaga Airportmarker, Spainmarker 239,857
9 John F. Kennedy International Airportmarker, New Yorkmarker, United States of Americamarker 237,849
10 Edinburgh Airportmarker, Scotlandmarker, United Kingdom 224,699


  1. Desmond Fitzgerald on Archiseek
  2. Aer Lingus timetable
  3. Dublin Airport - Terminal 2
  4. New Terminal to Transform Dublin Airport
  5. Green light for second Dublin Airport terminal
  6. Dublin Airport T2 DAA Waste €750 M There Is A Better Way
  7. Ryanair Criticises Lack of Consultation With Airline Customers by DAA on Terminal 2
  8. Regulator Rewards Incompetence of the DAA 22% Price Increase for People to Enter or Leave the "Rip Off Republic"
  9. Minister Cullen Breaks His Own Terminal 2 Promises and Safeguards
  12. Parallel Runway
  14. Plan to cut airport jobs and shelve Dublin's second runway
  15. Metro North
  16. Metro North - Selected Route Map
  17. Dublin Airport City
  18. Map of Scheduled Destinations (retrieved 2009-10-27)
  19. Official list of charter airlines at Daublin Airport (retrieved 2009-08-30)

External links

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