EVA Air has just announced its newest destination in North America (thanks to @IshrionA for flagging this), though we’ll have to be patient for the service to actually launch.
In this post:
EVA Air’s Taipei to Dallas flight launches November 2025
EVA Air has announced plans to add nonstop flights between Taipei (TPE) and Dallas (DFW) as of November 3, 2025. The 7,718-mile flight will operate 5x weekly. However, the flight isn’t yet on sale, so we don’t yet know what the schedule will be like, or what aircraft will be used for the route. I’ll be sure to provide an update when that changes.
I would assume that EVA Air will use a Boeing 777-300ER for the route, as it uses for most of its longer services to North America. That should be confirmed in the coming weeks or months, once the flight is put on sale.
Personally I’m a huge fan of EVA Air’s business class, and rank it among the best in the world. While the hard product isn’t that great, EVA Air’s soft product is phenomenal, from the food, to the drinks, to the amenities, to the service.
How Dallas fits into EVA Air’s route network
Dallas will be EVA Air’s ninth destination in North America, complementing service to Chicago (ORD), Houston (IAH), Los Angeles (LAX), New York (JFK), San Francisco (SFO), Seattle (SEA), Toronto (YYZ), and Vancouver (YVR).
An EVA Air executive notes how DFW has the third highest passenger volume in the world (after ATL and DXB), and also mentions how many tech companies have moved from Silicon Valley to Texas. It’s also noted how both passengers and cargo can easily connect from DFW to Central and South America.
Keep in mind that EVA Air is in Star Alliance. DFW is a fortress hub for American, which is in oneworld. So while the two airlines don’t really have a commercial partnership, they do interline with one another, so it’ll be possible to book tickets on itineraries that include travel on both airlines.
The route seems easy enough to justify even without partnerships, given how big Dallas is as a market. However, I can’t help but wonder if there’s a bit more to this as well. Keep in mind that Taiwan has three global carriers — China Airlines, EVA Air, and Starlux Airlines. While China Airlines is in SkyTeam and EVA Air is in Star Alliance, Starlux Airlines is hoping to join the oneworld alliance.
Now, it remains to be seen if anything comes of that, though it almost seems like EVA Air might be trying to beat Starlux to the punch when it comes to launching this route, maybe to capture some local contracts. That being said, there’s of course nothing preventing both airlines from operating the route. Heck, there are four airlines flying from both San Francisco and Seattle to Taipei.
Bottom line
As of November 2025, EVA Air will launch a new 5x weekly flight between Taipei and Dallas. The route isn’t yet on sale, but that should change soon. This will be EVA Air’s ninth destination in North America, and seems like a logical enough addition.
What do you make of EVA Air launching Dallas flights?
EVA Air upcoming TPE-DFW route will give Cathay Pacific's HKG-DFW flights a run for the money.
Happy to see another airline defy the norm of AA having the monopoly on the DFW market. Taiwan is a lovely country, and I'd love to visit at some point. North Texas has a massive diaspora from East/SE Asia (China, Korea, Taiwan, Vietnam, Philippines, Japan, etc.), and Texas has seen a growth in the tech sector (particularly in semiconductors, which is also king in Taiwan). A slam dunk choice overall.
Come on... Can we please get some service to IAD
Amazing how much competition AA tolerates at their hubs.
This is exactly why that company underperforms. They have a home turf weakness problem and are happily weakening themselves piece by piece. How idiotic of them.
What competition does AA tolerate outside of this at DFW?
While it is true that AA has retreated drastically from competitive hubs and focus cities like ORD/LAX/JFK/BOS, they have kept a stranglehold on their true fortresses like DFW, CLT, PHX. PHL, and MIA.
AA does great out of DFW, they match nearly every international competitor save for a few, and no doubt they will strategically fire back shortly.
Well let's look at their hubs...
LAX - Happy to be left behind on routes like PVG, and aren't growing as fast as DL/UA, so they lose relevance here.
PHX - Happy to share with and be #2 at PHX... come on. DL/UA wouldn't allow themselves to have such a competitive situation, oh and speaking of the latter...
ORD - Congrats to UA for finally beating AA here. AA are now a weak #2 at...
Well let's look at their hubs...
LAX - Happy to be left behind on routes like PVG, and aren't growing as fast as DL/UA, so they lose relevance here.
PHX - Happy to share with and be #2 at PHX... come on. DL/UA wouldn't allow themselves to have such a competitive situation, oh and speaking of the latter...
ORD - Congrats to UA for finally beating AA here. AA are now a weak #2 at a hub where they where #1 by local traffic before, so their yields are far weaker than they could be.
DFW - See post headline.
MIA - Massive fall off in yields over the 2010s under AA. This hub isn't as profitable as you may think.
CLT - No complaints here, but it is #2 to ATL.
DCA - They need a IAD-LAX flight. There is no way they have enough capacity here. This weakens them against UA.
PHL - Too much bleeds leaks to EWR thanks to harsh and high fAAres. NEA court case docs had shown that they wanted to shrink the hub significantly, so it clearly isn't very valuable.
NYC - Do I even need to explain this one???
BOS - Is this a focus city or not? Pick a side.
BR/JX were publicly looking at DFW for a while. The former now has first mover advantage and won't go away. Even if AA successfully pushes them off the route, which is a BIG if, it would have been so expensive to do so that it will not have been worth the effort.
They did not fight back against Turkish Airlines at DFW either.
your points might be valid here but that is about AA's own network strategy on the domestic side far more than about the few foreign airlines that add service to AA hub cities.
the simple reason for all of the things you have listed and AA's international network as a whole is that AA doesn't make money where it has pulled back so has no choice but to cede markets to others. this is...
your points might be valid here but that is about AA's own network strategy on the domestic side far more than about the few foreign airlines that add service to AA hub cities.
the simple reason for all of the things you have listed and AA's international network as a whole is that AA doesn't make money where it has pulled back so has no choice but to cede markets to others. this is a perfect example of why I talk about profitability when others don't want to talk about.
Network follows finances.
@A220HubandSpoke can’t agree more. The only way out of (mostly bleeding money) mega city hubs like NYC and LOS areas is - invest and bleed more money to secure a direct flight advantage over competitors -> secure corporate contracts by direct route avail -> earn money. On this, AA is half witted - it invests some money, finds it unprofitable and leave the hub half dead, especially comparing to Delta. Man, not only one fortress...
@A220HubandSpoke can’t agree more. The only way out of (mostly bleeding money) mega city hubs like NYC and LOS areas is - invest and bleed more money to secure a direct flight advantage over competitors -> secure corporate contracts by direct route avail -> earn money. On this, AA is half witted - it invests some money, finds it unprofitable and leave the hub half dead, especially comparing to Delta. Man, not only one fortress hub can take you from El Paso to Omaha, and most fliers don’t care whether it’s DFW or IAH. At the end of the day, O/D is king. Now, when DL and UA can take me direct to coastal big cities, AA always requires a transfer to get me to any real big city other than Philly (not a big city tho). Still staying for its mileage program, but absolutely unhappy about it.
"Congrats to UA for finally beating AA here."
What are you talking about? United has always been significantly larger in Chicago than American, even decades before deregulation. In fact, even at its largest at O'Hare, American was still more than 20% smaller than United.
Super news. DFW's international expansion (ex-AA) has been great to see. Really hope EVA Air adds IAD down the line.
Hello,
Well Dallas and surrounding area has a huge Vietnamese community. With the launch of this flight this provide a faster connection to SẼ Asia.
The growth of the Taiwanese airlines as the Chinese airlines have contracted is stunning. US-Japan is essentially a no-growth market because of airport policies and bilaterals. S. Korea is currently no-growth because KE is trying to get its merger with OZ approved which will lead to enormous growth when it occurs - but there is an opening for other airlines in NE Asia and Eva is taking advantage.
the exact same principle of why EY...
The growth of the Taiwanese airlines as the Chinese airlines have contracted is stunning. US-Japan is essentially a no-growth market because of airport policies and bilaterals. S. Korea is currently no-growth because KE is trying to get its merger with OZ approved which will lead to enormous growth when it occurs - but there is an opening for other airlines in NE Asia and Eva is taking advantage.
the exact same principle of why EY is adding ATL
"The route seems easy enough to justify even without partnerships, given how big Dallas is as a market."
and there probably is some first mover blocking at play.
Not true @Tim Dunn, unless you're referring to the outbound market which I know you are not.
Travel demand to/from Japan has grown over the past two decades, and the Japanese government is still (successfully) pushing for more and more tourism.
Both ANA and JAL have ordered a lot of new planes too, not to mention the new runway(s) at Tokyo Narita.
Correct, Japan has reached all-time records of tourism this year, both in terms of visitors and revenue. In fact, they managed to surpass their 2023 numbers in just 9 months in 2024.
Japan is quite literally the definition of a high growth market.
The HND/NRT problem is indeed an issue for the AA/JAL and UA/ANA JVs, however, they still manage to compete for connecting traffic against TPE/ICN quite successfully, in spite of their split hub situation.
please list the number of NEW FLIGHTS from the US to HND or NRT.
Japan has switched from being an origin demand market to a destination market at much lower prices from the US than was the case when demand came from demand.
The US-Japan market IS a no growth market because of the Japanese policy for two competing Tokyo airports. NRT-US flights perform much worse than to/from HND because HND pulls the highest value...
please list the number of NEW FLIGHTS from the US to HND or NRT.
Japan has switched from being an origin demand market to a destination market at much lower prices from the US than was the case when demand came from demand.
The US-Japan market IS a no growth market because of the Japanese policy for two competing Tokyo airports. NRT-US flights perform much worse than to/from HND because HND pulls the highest value demand off of NRT flights.
specific to Taiwan, Japan, S. Korea and China to the US is no-growth AT THE MOMENT which is why the Taiwanese airlines are growing so rapidly. Chinese capacity to the US is a fraction of what it was pre-pandemic and other countries have not replaced that capacity.
Let's see...
Zippair to Los Angeles
Zippair to San Francisco
American to JFK
Zippair to Houston,
Not to mention the 2019 announcements like UA/EWR-HND, additional JL/TYO-LAX, etc etc.
I can only name one for Seoul. One.
AA has said that premium demand is up to Japan, hence their three HND flights being upgauged. Also worth noting that fares are much higher than they were in 2019.
NRT and...
Let's see...
Zippair to Los Angeles
Zippair to San Francisco
American to JFK
Zippair to Houston,
Not to mention the 2019 announcements like UA/EWR-HND, additional JL/TYO-LAX, etc etc.
I can only name one for Seoul. One.
AA has said that premium demand is up to Japan, hence their three HND flights being upgauged. Also worth noting that fares are much higher than they were in 2019.
NRT and HND don't really compete, as they serve different roles. That's on you if you don't understand it. Didn't you try to argue that CDG/AMS are better than LHR for a similar reason? LOL
Ed Bastian also said that TPAC demand is increasing, hence the (re)introduction of LAX-PVG despite it being a disaster last time. DL will also almost definitely upgauge the flights they do have too when they get the new widebodies.
Timmy only backing Seoul when Delta’s with it. Just wondering what would he say if NW’s NRT hub is still there?
Economy - Japan #4, SK #12… Sightseeing - Japan >>> Korea, as SK is really, really, really boring until you love kpop. Jeju? Nah, I can name five Japanese places way more interesting without looking at the map… Companies - all the chaebols already have a big presence in the US, and I...
Timmy only backing Seoul when Delta’s with it. Just wondering what would he say if NW’s NRT hub is still there?
Economy - Japan #4, SK #12… Sightseeing - Japan >>> Korea, as SK is really, really, really boring until you love kpop. Jeju? Nah, I can name five Japanese places way more interesting without looking at the map… Companies - all the chaebols already have a big presence in the US, and I cannot envision them choosing any other airline over Korean ones, namely KE. Actually, DL tried hard to take JL to ST, but given what DL did to KE years ago, I don’t think anyone would see DL as a good partner. But still, I wish Timmy best of his luck enjoying premium premium (two premiums intentionally used here since it’s a two level upgrade from the same food @ economy) Bibimbap on KE first.
@Jason
Proximanova should really like your comment.
Besides, just because you have a certain opinion doesn't mean it's the truth.
I've been to both countries, presumably more than you've been, and while Korea isn't as good as Japan as a travel destination (and that Jeju is overrated) it wasn't boring at all.
Maybe you chose to do boring things there, or simply picked bad things to sound worse (which is a total Proximanova thing to do).
the AA JFK-HND flight is not a new flight; it is a switch from DL's PDX-HND flight which itself was to be a replacement for PDX-NRT.
The rest of the new routes are low cost carrier routes which is exactly the role that Japan says it wants NRT to be....NRT has value in a two hub system but it doesn't work as an origin and destination market for legacy carriers which is why there has...
the AA JFK-HND flight is not a new flight; it is a switch from DL's PDX-HND flight which itself was to be a replacement for PDX-NRT.
The rest of the new routes are low cost carrier routes which is exactly the role that Japan says it wants NRT to be....NRT has value in a two hub system but it doesn't work as an origin and destination market for legacy carriers which is why there has been no new legacy carrier (US or Japanese routes) added between Japan and the US in years.
As for the comment below, where routes are added is all about the Benjamins or Yens - which is why I keep talking about how well or poorly specific regions of the world do, and to the extent that is known - and not speculation, specific routes
Fingers crossed it departs DFW at a reasonable time. Those west coast EVA departures around midnight are awful.
The late night departures from the west coast make perfect sense, for both utilization, feed, and bank arrival.
Jesus that is a terrible, cheap-looking picture.
The Points Guy did mention back in September that EVA Air executives did eye 3 new US destinations, and Dallas was one of them. The other two US destinations that EVA Air was eyeing are Boston Logan (BOS) and Washington Dulles (IAD). Other things they mentioned in the article were that EVA would get new cabins on their 777-300ERs, which will be consistent with their upcoming A350-1000 order, and that EVA will launch premium economy...
The Points Guy did mention back in September that EVA Air executives did eye 3 new US destinations, and Dallas was one of them. The other two US destinations that EVA Air was eyeing are Boston Logan (BOS) and Washington Dulles (IAD). Other things they mentioned in the article were that EVA would get new cabins on their 777-300ERs, which will be consistent with their upcoming A350-1000 order, and that EVA will launch premium economy on their 787-9s. You can see the full article here: https://thepointsguy.com/news/eva-air-new-business-suites-777-cabin-refresh/
IAD please. ANA and UA being the only carriers with nonstop flights out of IAD is annoying, as such a duopoly results in sky high prices and I have a strong preference not to fly UA international long distance.
I feel ya man, IAD is my home airport.
I wonder how everything will come together, DFW is the largest unserved MSA by EVA right now, but at the same time a lot of their DFW originating traffic is routed via SEA through Alaska interline. Cathay has also returned to DFW, which will compete with the one-stop Asia connections.
It feels like this growth might come at the expense of their other US routes. Perhaps EVA sees how unaffected its load factors are compared...
I wonder how everything will come together, DFW is the largest unserved MSA by EVA right now, but at the same time a lot of their DFW originating traffic is routed via SEA through Alaska interline. Cathay has also returned to DFW, which will compete with the one-stop Asia connections.
It feels like this growth might come at the expense of their other US routes. Perhaps EVA sees how unaffected its load factors are compared to how volatile it's been for everyone else JX, CI, UA, and DL.
It's also noteworthy that EVA basically goes at US expansion on its own. UA prefers selling connections on its own metal or ANA to the point where it'll sell Cathay Pacific interline to avoid connecting with EVA.
I wouldn’t have been surprised if they instead launched AUS, considering they already fly to IAH, and a connecting flight from either major TX airport is about the same added time to the trip. DFW MSA however is about 8x the size of AUS, and they have a much better shot at connecting traffic through DFW in addition to all the O/D potential. (Of course I’d be remiss to not mention the congestion issues at AUS in general, but…...)
The thing is that DFW is AA's most powerful hub, yet EVA doesn't even interline w/ AA.
EVA and UA barely partner, in that UA will sell you an EVA connection at 3x the price of a UA/ANA connection.
EVA also doesn't serve India, which is the largest bulk of the DFW Asian population.
This really just seems to boil down to blocking JX.
I believe it is possible to book an interline ticket on both AA/BR much as you can book a ticket on AA/KE - Ben also notes this above.
Interlining is of course the most basic level of cooperation, way short of a partnership, JV, or alliance. I wouldn’t complicate my life by doing that unless I absolutely had to.
I see AA selling interline tickets on KE and MU, both of which are SkyTeam. Unless...
I believe it is possible to book an interline ticket on both AA/BR much as you can book a ticket on AA/KE - Ben also notes this above.
Interlining is of course the most basic level of cooperation, way short of a partnership, JV, or alliance. I wouldn’t complicate my life by doing that unless I absolutely had to.
I see AA selling interline tickets on KE and MU, both of which are SkyTeam. Unless BR is specifically on an exception list you should be able to buy tickets connecting between the two airlines. Again, whether it’s wise or not is debatable.
AA does actually codeshare with Korean Air, so that's quite different.
BR might interline some w/ AA, but AA most certainly won't be marketing and selling these tickets. Those would all come from BR's website.
I don't know how many North Americans are going to be booking directly on EVA, whether it's to go to TPE or another Asia destination.
According to the article EVA and AA do have an interline agreement, so it is possible not very likely but possible for AA to send passengers over to EVA.