Not nonstop. I believe they have to stop in Tijuana or Monterrey in one direction. Mexico City has altitude issues that restrict range.

This route is heavily subsidized by the Shenzhen government. It is only focusing on the demand from Huawei. They have business in the Latin America but their employees cannot transit in US/Canada or other Five Eyes countries. But the demand from Huawei cannot support this route commercially and the performance of this route is very terrible.

Data on HK's largest unserved destinations now that SEA is being served:

"With 57,000 round-trip local passengers, Seattle was Hong Kong's largest unserved market. Now that it is returning, Mexico City has taken the top spot (43,000), followed by Honolulu (42,000). Neither place is likely to be served. Next are Lisbon and Houston (both with 38,000), followed by Calgary (37,000), Las Vegas and Vienna (36,000 each), London Gatwick (35,000; it saw Cathay pre-COVID), Geneva (34,000), and Montreal (32,000)."

Via here: https://simpleflying.com/cathay-paci...me-in-6-years/

...which also has some other interesting data, like busiest North American connections on CX through HKG (NYC-Fuzhou tops the list).

Considering the Seattle route is coming at the cost of frequencies to Canada , this is not a great expansion.

NYC pre pandemic was 5 daily between the 2 airports.
LAX was 4 daily.
CX clearly has an aircraft shortage.

Given aircraft shortages, can CX stop leasing out those 6 77W CX frames to QR? Or those lease are fixed and they cannot “call back”?

Technically, these aircraft are owned by lessors. CX returned these aircraft to the lessors, and the lessors leased them to QR. They have nothing to do with CX now.

but i remember you complaining all the time why SEA is not back. now it actually is ,you complain about other routes ... and the frequencies next summer are not even finalized. it seems like anything CX does there will be a complaint...

pre pandemic frequencies dont have to be fully restored, it is not a requirement, especially with the situation in the US im suprised CX is still adding flights there. NA is not the only important market

huh?

Considering the load factors and massive profits ME3 and SQ and KE are making to NA
its clear that there is shortage of aircraft .

CX used to have 141 frequencies a week pre covid and was undisputed number one airline across the pacific.

Not any more....

When did they announce a cut to Canada?

Was the increase frequency cancelled? Cant see the extra flights loaded for sale

Provide sources or it can’t be accepted as true… like so many of your posts.

Edit: Never mind. This post is full of .. as usual. United was largest TPAC in 2019, according to Cirium. Which is more authoritative than some troll online.

https://www.cirium.com/thoughtcloud/...ndemic-levels/

Just another fake news.

In NS19

21 weekly LAX
21 weekly SFO
21 weekly JFK
10 weekly YVR
10 weekly YYZ
7 weekly YVR-JFK
7 weekly ORD
7 weekly BOS
7 weekly EWR
4 weekly IAD
4 weekly SEA

This is 119 weekly, if you can understand some basic math.

Insightful data. Thanks for sharing. Quite surprised to see LAS and IAH rank far ahead of GVA and YUL. Presumably GVA and YUL are O&D demand (asset managers & luxury goods for GVA and VFR traffic for YUL), whereas LAS and IAH are mostly frequented by Filipino and Vietnamese transfer passengers?

If we look at the original Hong Kong - Canada bilateral, 5th freedom is explicitly blocked until mutually agreed upon (Annex - Route Schedule, Section 1; https://www.treaty-accord.gc.ca/text...aspx?id=100212), though both parties seem to have updated the "Routes and Associated Rights" in an 2002 update, which is kept confidential (https://otc-cta.gc.ca/eng/transport-agreement/hong-kong)

The Hong Kong - US bilateral explicitly allows 18 weekly frequencies with a stopover in Japan (capped at 7 for Tokyo and 4 for Osaka; https://2009-2017.state.gov/document...ion/130531.pdf), whereas stopover in Canada is allowed but had to be on a separately negotiated basis.

Total wishful thinking on my side. I appreciate CX would rather do nonstop flights and charge a premium. Given the demand t/f Calgary (37k pax), Las Vegas (36k pax), Houston (38k pax), is it theoretically possible to run 3x weekly HKG-YYC-LAS and 3x weekly HKG-YYC-IAH? I'd like to think cargo light long haul routes should switch from a 359 to a 339 and eventually free up some much needed ULR jets

The demand for LAS may be supported by those sheer sized conferences and exhibitions - lucrative but seasonal. Personally I don’t mind a stop at SFO / SEA before LAS to visit frds etc.

LAS airport is also miserable. So I would never want to board a long haul flight there. KE’s one-stop solution to LAS from HKG via ICN is not a good choice for me at all.

And for IAH, not sure if it’s actually for Austin. So all in all, might be hard to have 5th freedom working across Pacific nowadays.