You say we are "undermining our peers". I'm not sure if you have been reading this thread but there are 9 pages of CX pilot comments saying we aren't your peers. That we are are a lowly separate entity not worthy of being your peers. Thats hardly the sort of language to inspire people to fight for a common cause.
Seems English maybe your second language. A peer is a a person who is equal to another in abilities, qualifications, age, background, and social status. If you were to write a peer reviewed paper, people of a similar academic background around the world would review your work. The peers of DPA member pilots are all IFAPLA member pilots, which includes the different CX pilots TUs.
Being a peer does not make you a co-worker. All pilots on the CX ASL are co-workers, all pilots on the KA ASL are co-workers. KA pilots are no co-workers of CX pilots, different airlines. As I said before it is fundamentally wrong that KA pilots that commute on their own metal should get priority on their own airline over other airlines. Ex-KA staff that are now employed by CX should not be getting priority over those staff that stayed at KA. To me it is fundamentally wrong to have a bet each way.
As it is been pointed out previously, when CX crew DT on a KA flight, being operated by KA or CX metal, we get sent down the back to economy because KA is a different airline.
Pacific and Dragon are quite clearly parts of the same Cathay/Swire airline. The minimal separation is a myth perpetuated by their perceived need to try and hang on to two AOCs.
That is the sort of throw away line that KA pilots will use to justify their stance of taking away what is not theirs. While you are at it, don't forget that Air China also owns 30%. Why not go for staff travel arrangements on Air China that will see their staff offloaded on their own metal ?
Fact of the matter remains that air traffic rights and slots are tied to AOCs, CX cannot just close down the KA AOC and consolidate the operation without the loss of those rights. Every flight out of Hong Kong is an international flight and is bound by bi-lateral arrangements between countries.
Its different on the freighter side as bi-lateral agreements are less restrictive. For example no Hong Kong flagged carrier can get additional landing slots into the major Australian ports (SYD/MEL/BNE/PER) as the maximum frequency has been reached for direct passenger flights. Additional freighter flights are permitted to SYD/MEL/BNE/PER, as well as passenger flights to secondary airports (ADL/CBR/CNS/DRW/OOL etc).