Riyadh Air Goes Operational — Europe's Fourth Gulf Carrier

For the past two decades, three airlines have dominated the Gulf hub model: Emirates in Dubai, Qatar Airways in Doha, and Etihad in Abu Dhabi. That number is now four. Riyadh Air, Saudi Arabia's second flag carrier after Saudia, has filed slot requests for 15 international destinations in summer 2026 and is building toward a fleet of 124 aircraft. Backed by the Saudi Public Investment Fund and positioned as a cornerstone of Vision 2030, the airline is designed from the outset to compete for the same Europe–Asia transfer traffic that made the ME3 among the most profitable carriers on earth.

From Concept to Cockpit

Riyadh Air launched in March 2023 and moved fast. The airline received its GACA operating approval in April 2025 and operated its first flight — an invite-only Boeing 787-9 service from Riyadh to London Heathrow — on October 26, 2025. These initial flights used a leased Oman Air 787-9 while the airline's own aircraft complete certification. CEO Tony Douglas has indicated that full public ticket sales are expected once at least three Boeing 787-9s are in service, allowing a reliable schedule.

The summer 2026 slot filing through Airport Coordination Limited reveals the intended launch network: Amman, Bangkok, Cairo, Dubai, Islamabad, Jakarta, Jeddah, Kuala Lumpur, Lahore, London Heathrow, Madrid, Manchester, Manila, Mumbai, and Paris CDG. Of these, Madrid, Manchester, and Jakarta are currently unserved nonstop from Riyadh by any carrier — giving Riyadh Air first-mover advantage on three commercially significant routes.

The target is 100 destinations by 2030. The Saudi government projects Riyadh Air will contribute $20 billion to non-oil GDP and create over 200,000 direct and indirect jobs — numbers that underscore the scale of ambition behind the airline.

Fleet: Three Types, 124 Aircraft

Riyadh Air's fleet plan spans three aircraft families: 39 Boeing 787-9 Dreamliners for long-haul, 25 Airbus A350-1000s ordered at the 2025 Paris Air Show for ultra-long-haul and high-capacity routes, and 60 Airbus A321neos for regional and medium-haul operations. Deliveries are expected to accelerate through 2027, reaching up to three aircraft per month by the end of that year.

The A321neo order is particularly significant. It signals that Riyadh Air will compete not just on intercontinental routes but also on the thick regional corridors within the Middle East, to South Asia, and potentially to Southern Europe — the same markets where Emirates and flydubai currently dominate from Dubai. The dual widebody/narrowbody fleet structure mirrors what Emirates and Etihad have built over decades, but Riyadh Air is doing it from day one.

ME3 Becomes ME4: What Changes

The strategic logic is straightforward. King Khalid International Airport in Riyadh sits roughly equidistant between Europe and East Asia — the same geographic advantage that made Dubai, Doha, and Abu Dhabi viable as transfer hubs. Saudi Arabia's domestic market of 36 million people is also substantially larger than the UAE's or Qatar's, giving Riyadh Air a stronger base of origin-and-destination traffic to underpin its hub operation.

Riyadh Air has secured codeshare agreements with an unusually diverse set of partners: Delta Air Lines (SkyTeam), Virgin Atlantic, Saudia (SkyTeam), China Eastern (SkyTeam), Turkish Airlines (Star Alliance), Singapore Airlines (Star Alliance), Air China (Star Alliance), and Egyptair (Star Alliance). The cross-alliance partnerships suggest Riyadh Air is keeping its options open rather than committing to a single global alliance — a strategy that maximises commercial flexibility as the network grows.

For European carriers, the implication is increased competition on Europe–Asia connecting traffic. A fourth Gulf mega-carrier with a modern fleet and deep state backing will siphon some transfer passengers who currently route through Dubai, Doha, or Abu Dhabi. For airlines like Lufthansa, Air France-KLM, and British Airways — which compete directly with Gulf carriers on long-haul — the arrival of Riyadh Air adds yet another competitor offering one-stop connectivity at potentially lower fares.

What This Means for Pilots

Riyadh Air is actively recruiting Boeing 787 captains and first officers, with A321 positions expected to open as narrowbody deliveries begin later in 2026. Reported packages for 787 captains include a base salary around $15,500/month plus housing ($5,300), transport ($1,300), and flying pay — placing total compensation in the competitive range for Gulf carriers, though below the top end at Emirates or Qatar Airways. Roster options include commuting patterns, and contracts are based in Riyadh with Saudi Arabia's tax-free salary structure.

The airline describes itself as recruiting experienced crew from carriers like Boeing, Singapore Airlines, Emirates, and KLM. The assessment process includes a Teams interview, psychometric testing, a technical panel, and a simulator check on the 787. With 1.5 million total job applicants across all roles, selectivity is high — but the airline is still in its build phase, meaning pilots hired now will shape operational procedures and training standards from the ground up.

The broader trend is clear: the Gulf region's pilot demand is increasing, not plateauing. Between Riyadh Air's build-out, Saudia's parallel expansion, Emirates' ongoing fleet renewal, and Qatar Airways' growth — the region will need thousands of additional pilots over the next five years. For European-trained pilots considering a Gulf move, the window of opportunity is widening. Compare the options in our European pilot salary comparison or review what to expect at assessment with our Emirates and KLM interview guides.