Thats not even internally consistent...if it grew 0%, no one abandoned (on net). You know how maths works right?

it said "cathay pacific AND dragonair" in 2010. now in 2024 is cathay pacific ONLY (with a better load factor too, 85% is hella impressive), not counting possibly at least 600K from HK express. always using misleading stats to try to hate on cathay..... its getting annoying

Our mini-debate is going to remain stalemate unless one of us (or someone else) bothers to dig up and analyze transit data (not worth it IMO), but I'll still offer one more nugget of unsubstantiated conjecture: While Japan, Korea, and Taiwan all offer multiple economically competitive transit options, in the case of HK, CX is the only logical choice (i.e. no rational actor would patch together UA + TG in HK). Furthermore, we know that CX has deliberately gone light on LAX/SFO (and United isn't a player in the transit game, as noted) in order to better tend to its cash cows on the Eastern Seaboard, so they're kind of handicapped in the SE Asia contest (and, of course milking O&D is a higher priority than MNL).

Exactly! I found the person you quoted had no logic at all. He just likes to bash CX using illogical and false claims.

Exactly! Very annoying!

I'm not sure we're disagreeing on much of anything here. Unless if you don't think immigration diaspora links are a factor at all in driving demand between TPE & LAX/SFO. I'm just saying both that & transit links (and other factors) all determine demand for a particular route. And with TPE to LAX/SFO, immigration diaspora is an important factor in explaining the routes' popularity.

As an aside, I take personal interest in this subject because I used to fly between TPE & LAX/SFO every year for almost 20 years straight back in the day (early 1980s to early 2000s). Back then as far as I could tell (mostly sitting in economy), almost all the passengers were Taiwanese or Taiwanese immigrants shuttling back & forth.

Yes KA a full service airline.
In 2019 it was CX plus KA plus UO
KA is merged into CX
there has been net Zero growth for the full service part of the business in 14 years.
the aviation market in Asia has skyrocketed in 14 years.

When CX starts hitting 3 million passengers a month only then has it truly recovered.
hopefully they launch more cities and frequencies this year.

if it grew zero % and the Asian market grew 3 times since then.
It has been abandoned by the market.....

I agree that recent CX mgmt statements that the Group overall has reached 100% of pre-Covid capacity is a highly suspect statement as the "Group" did not include HKExpress pre-Covid but does now. So it's not an apples to apples comparison. The more relevant comparison (for me at least) is full service to full service (CX now vs CX+KA pre-Covid).

Right because their planes aren't going out full every day at what I imagine are pretty healthy yields given how much they charge on Oz and US and even Japan sectors... Think you probably need to revisit what abandoned means.

They probably don't get the garbage yield stuff anymore given their capacity and prices and must be really sad about that. :(

FCO returning and further European expansion?
 

I am glad to finally see Rome returning :) With CX recently also announcing the resumption of BRU and the new MUC route, is it likely that we'll see CX further expand into Europe? MAN I believe will also be increasing; I wonder if LGW will now be looked into again?

been mentioned many times before in this forum, LGW is very unlikely considering demand changes. a lot of Europe and other long haul routes are going daily as well, so it means even more capacity.

more expansion depends on if cathay still has more aircraft or pilots, considering the massive service expansion next summer, and is there any untouched or further increasing demand in various places, I think. I'm sure cathay would like to try more new places in the future.

The point I was originally trying to make is that, between the US West Coast and SE Asia, the only airports that support interline/JV connections are:
TPE, ICN, HND, NRT, HKG, MNL, SIN, PVG, CAN, PEK, and XMN

Since the Mainland airlines aren't really promoting through traffic now, and MNL/SIN aren't especially viable for this purpose, that effectively just leaves the first five on that list. And, of relevance to this thread, HKG is much less of a player now than it was pre-Covid because CX (the only carrier that offers interline transit) has gone light on LAX and SFO.

As such, Japan, Korea, and Taiwan are the go-to options for price sensitive transit customers.

The diaspora thing is only relevant to the extent that O&D traffic takes precedence over transit traffic (e g. if CI is able to fill all of its ONT seats with O&D, the route isn't in play for SE Asia).

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Any chance of DUB re-starting?
Must be a good chunk of biz available given the amount of Mid-East airlines using DUB.

Casablanca
 

There is rumour that cx will soon announce its direct flight to Casablanca likely code share with other RAM destinations