It says existing agreement allows 5th freedom - so what is on the updated one? They could have been operating such flights anyway that means. But loads to UK are so high and landing slots so limited that flying onwards doesn't yet make sense.

Also I believe new A380s will have the range to fly to West Coast USA.

Well EK could maybe get around the Canada issue with a stop over? Not sure how that would work, but a transatlantic service could open up a whole new chapter for EK and/or EY, despite the tough competition.... We already know EK are gearing up for trans Pacific connections via LAX and SFO, so why not do the same over the Atlantic via the UK?

Due to the bilateral issues surrounding canada and the UAE, It would probably have to operate with different flight numbers between the UK and UAE to get around the 3 weekly issue, such as EK250 DXB-MAN, EK251 MAN-YYZ, EK252 YYZ-MAN EK253 MAN-DXB.

A scissor hub could be opened at the UK point to operate say, Toronto, Montreal, Vancouver and Calgary.

I believe that with the UK-Canada-UK sector basically being a separate sale sector (with transfers from DXB), LHR would be a no go with all of the Air Canada and BA flights to compete with, let alone the slot issues (there would basically be no chance of operating an efficient 'transfer hub' through LHR.
This leaves a few options:

Manchester-
Already sees regular A380 ops (as used to Toronto), is the main diversion point for the EK Transatlantic ops (and has already seen diversions off the JFK/YYZ flights), has plenty of slots, now a proven F class market, has the infrastructure in place (lounges, line maintenance, call centre etc).
There is only competition from Air Transat, but has the customer base to sustain both the UK-Canada flights as well as the UK-UAE flights.

Birmingham-
A380 ops could be problematic, but has the F/J lounge, large population to support at least the UK-UAE flights. However very little F demand and J class yields 2nd lowest in the UK network after NCL. However Right on the UAE-Tatl flight path so very little extra routing time.

Glasgow-
Now F class point, but, no A380 ready stands and a 'little north' of the usual UAE-Tatl ops

Newcastle-
No chance. Cannot support USA ops, its 1 weekly Canada ops under threat, lowest yielding EK destination in Northern Europe and still not upgraded from A330 ops despite several new routes after NCL upgrading from A330 already.

Gatwick-
Now becoming more slot constrained, and A380 stands set well away from terminals. Has the proven F/J demand, however, yields in F/J are typically lower than MAN/LHR.

So, plenty of scope.

Thanks for the analysis!

I see LGW and/or MAN being great spoke-hubs for EK to cross the Atlantic. Flight numbers are a mere formality. If they are able to get around that and fly to more Canadian cities, they should seriously consider it!

Now throw in DXB-multiple Indian destinations-LGW/MAN to that equation and you have an Air Canada/Lufthansa n friends guillotine. :D

Ha ha!!! You're right. They would be out for EK's blood if they did that :p

I think MAN would be the preferable choice over LGW due to the points raised in my post.
Like I say, EK have already studied the possibility of DXB-MAN-LAX/SFO, but, Airbus sorted out the weight/range of the A380, so no longer faces the issues that the earlier frames face.

Its also worth noting that Etihad have confirmed they are making MAN its European HQ and rumours they are also studying the possibility of a TAtl hub, due to them having fewer Long Range aircraft, so, seems the traditional EK/EY bunfight rumbles on.....

If EY keep buying stakes in airlines they'll have a hub on every corner of the Earth. :D

What better way to kill the BA/AA TA tie up better than offer to buy a stake in AA while they're in Chapter 11 ???? ..........that's while they're in the process of buying the Empire State Building at the same time to say the least. :D

MAN might be preferable, but as much as we all like to think of EK and EY as rivals, they belong to the same country and are therefore predisposed to complimenting each other as much as possible.

If EY have their eyes set on an MAN t-Atlantic hub, then EK will opt for another gateway. LGW might be a better fit given that it is in London and can offer shuttle connections from LHR if needed. Plus it would be an additional London daily, which is very much the need of the hour!

As for the A380-range issue, I think it becomes irrelevant if the UK-hop means more access to Canada ;)

So the UK can unilaterally grant EK rights to operate UK-Canada? I don't think so. Canada might want to have a say in that!

Regarding A380 for AMS,

Is AMS slot limited?
That would be the only reason to expelling A380 coming before 2nd Daily.
Same with NRT

Amsterdam joins Emirates’ A380 Network
 

Amsterdam joins Emirates’ A380 Network

Looks like it's all going to happen on the 1st of August '12.

^

The addition of AMS as an A388 destination will require a fleet of 24 - 25 A388s. As EK will be operating 31 aircraft by the end of the year, we can expect additional routes to be upgauged from B77W to A388 soon.

EK had applied for and obtained slots for a second daily flight (EK149/150) with an evening turn around at AMS, so slot restrictions should not be the reason the airline anyway went with a capacity upgauge.

I believe it has to do with expected better demand for connectivity to and from EK147/148. Also note that an upgauge to one daily A388 represents a smaller capacity increase than the deployment of twice daily B77Ws, which the airline at this point may have trouble filling. Finally, there is of course the marketing aspect of being the first A388 in AMS, an element which I believe also led the airline to pick MUC over FRA for its first German A388 station.

Technically it would be DXB-UK-Canada return....... Really not sure how all this would work!