Still 800k passengers short of their 2019 result..

Load was 84% in April 2019. The capacity loss makes 2019 basically an invalid benchmark for most of this decade.

I'm 80% certain the product would be 1-2-1 with the obvious features like Bluetooth, 4K screens on at least some of these aircraft- CX has stated how some might fly longer routes.

right now CX could fly a A330 to places up to 10 hours away like SYD or RUH but is choosing not to, so they care about these markets and want good product there.

The situation's half-half in Asia. 9-abreast on SQ, JL, GA, CZ, OZ, KE, some of BR's fleet ; 10 on NH, CI, CA, MU, the other part of BR's fleet

As far as I recall CX was the first in East Asia to go 10.

BR before CX
BR 2016 https://www.flyertalk.com/forum/eva-...ast-777-a.html
CX 2018 https://www.flyertalk.com/forum/cath...periences.html

KE: Their 777s are nice. But get their 787s, pretty similar result https://www.flyertalk.com/forum/29680782-post598.html

https://cimg2.ibsrv.net/gimg/www.fly...e805438b3b.png

The 787s aren't really a point of question since only JL has 8-abreast - I see it as something unavoidable on the 787s so I just opt to skip it if I went Y. The 777s tend to show a bit more about the companies' profit-making motive a bit more.

Yeah BR did go earlier (which I forgot) but only 10 of their 33 777 planes have 10-abreast today. That equivalent number is 52/52 on CX.

I think it's pretty obvious too from how they've crammed the A321neos

Yes, CX focuses on J passengers, so i can see no problem for them to have 10 abreast Y for the 777s. Ys are just there to fill the plane and J is where the money is.

We get what we paid for.

I think in the HK O&D market, pax are smaller, so densification attracts less negative comment (haha - put it this way - densification is not going to put them on Rednote, as the Mainland majors are doing the same).

To put my foot (or shoulder) where my mouth is I just redeemed JL for next year's 佛誕. If I'm sitting in a densified seat anyway, I'll shop CX/KE/CI to bits (CI has my Christmas and Easter).

Someone in this forum PMed me about my redeeming "even" MH 737 for 5.1.

Me: "I'll take a MH 737 over a CX 32Q any day of the week and twice on weekends. Change my mind."

MH does have a nasty habit of delaying their MH78 until after last AEX departure though.

Even the Lego 32Q looks cramped :p:p:p

https://cimg5.ibsrv.net/gimg/www.fly...93267597f.jpeg

I don't think they would go 2-2-2 on any 339. That would be a serious lapse in judgment - but then and again they have 320s flying to SIN with crap J so who knows...

I think the question is whether they will have a "long haul" 1-2-1 and a "regional" 1-2-1 like SQ and if so, will they fly the "regional" 1-2-1 to Aus like SQ. Given its 9 hours+ to Aus, a "regional" 1-2-1 would still be pretty bad.

Just a finding:
Kunming, China, might be a port that will resume?

Section 9
中國十大自然勝景：最佳旅遊時間及出遊指南 | 國泰
如何前往：乘搭我們的航班前往昆明，轉機至迪慶香格里拉機場，當地香格里拉客運站每日則有四班巴士前往普達措，分別於早上8點、8點半、9點 半及10出發。
(Translate: How to get there: fly direct to Kunming with us, then transfer via a domestic flight to Diqing Shangri-La Airport. There are four daily direct shuttle buses, at 08.00, 08.30, 09.30 and 10.00 in the morning, departing from Shangri-La bus station to Pudacuo. )

(Notes: there is no CX flight to KMG right now)

Wouldn't they move India over to any regional 1-2-1 first, before Australia?

That article was published last year September though. They seemed to have made a mistake there with KMG.

not invalid when all of CXs competitors are ahead of 2019 numbers.
CX using A321 on key routes like SIN, prove that marketc share had been lost.

Considering Aria is smaller than the A350 J.
And the 777 will eventually be used for mid haul once all 777 X are delivered.
CX should just use Aria for 777 mid haul and A330 regional.
And introduce a proper new long product that prioritises sleep for the new 777 X and A350 J.

From 2020 - 2024, CX lost 16 77W and received only 12 350, and 330 no longer flying overnight to ME and AUS. So educate me how mathematically CX can get back to 2019 traffic when load factor alrd recovered to the same level as 2019?

Does CX care about transporting one more or less pax to SIN when capacity to Europe was less than 60% of 2019 at the end of 2024. The market share loss is an inevitable outcome of simple math, rather than flying what kinda seats on certain routes. Not saying CX has a fantastic product strategy. But face the reality. It is the way CX operates till 777X delivery starts, and god knows when.