Total capacity sits around 72-73% whilst crewing sits around 65-67% with the obvious bottleneck being training capacity and warm bodies with enough experience to sit in the LHS. There continues to be an above average resignation rate, amplifying the experience gradient and training difficulties. Newly promoted LHS are being coerced into signing on for training duties upon upgrade with the incentive of a 12% loading. There are some 25-30 a/c still idle at CLK and being used for tug practise as they get shuffled around the aerodrome to give the impression that they are not idle. Interior upgrades to the 777 ER fleet is going on during this hiatus while the A350 fleet is doing the bulk of the heavy lifting on the long haul network with the likelihood that available hours for flight crew will lead to schedule disruptions again early in 2025. Load factors are very good so the poor treatment of flight crews in recent years has led to a massive lost opportunity as global traffic soars (for how long no one knows). Certainly the company is not imploding but it is not getting back to pre-pandemic capacity anytime soon. As to staff morale, it remains at all time lows.

Just read carefully what cx media releases imply, words can mean vary different things. Reaching the same flight capacity is not the same as seat capacity.
A 777ER going 5 times a day to jfk is not equal to a 320 going 5 times a day to Shanghai, or an LCC express flight to osaka
.CX are carrying 60,000-70,000 pax a day, down from 94000-110000 pre covid, Freight is down from approximately 300,000 tons a month to 160,000 due lack of 777 belly space

I’m waiting for the ghost flight bs to hit HK. CX starts scheduling ghost flights to show they need the slots. The Airport Authority is losing patience and CX is talking about restoring capacity faster than planned. Suddenly flights are cancelled due to technical reasons, so the AA continues to keep slots open.

CX will argue they are at capacity.

The threat to slots is CX biggest threat right now, if they don’t fill them they will lose them to the competitors, so let the spin commence.

AA has the 3 runways now, they don't want to lose any revenue waiting for the CX ****show to fill slots after the massive hit they have taken after COVID. After all, they have that 640M USD bond they need to start paying for.

Implosion delayed, again
 

https://www.reuters.com/business/cat...10-2025-08-06/

10% drop in the share price on the results doesn't imply collapse but the smug tone may be a little misplaced.

Fair point, although that’s a 10% pullback following 50% rise in the past 12 months..

Airline stock notoriously is cyclic ups and downs. There’s no collapse on the horizon at CX if anything more growth

Ah yes, Cathay Pacific: the airline that promised blue skies but delivered a scenic detour through financial purgatory.

📉 Since 2000: -11% Return (negative)

That’s right — 25 years, countless mergers, pandemics, and geopolitical plot twists… and your investment is still politely asking for peanuts.

If you’d bought shares in 2000, you’d now be the proud owner of a 11% haircut and a lifetime supply of shareholder disappointment.

Cathay didn’t just underperform — it took the scenic route through turbulence, grounded fleets, and existential crises, all while whispering “we’re working on it.”


Cathay Pacific stock: the only long-haul flight where you land with less than you boarded.

Bad airlines to own is hardly limited to CX though. Majority of them are terrible investments. Just comparing to a random much bigger, better known company which makes much more money, HSBC is down 26% since 2006 and its dividend yield is lower than CX's. So CX has actually been a better investment than one of the world's biggest banks. Who woulda thought.

Guys. The implosion has been delayed another year…

Hong Kong’s Cathay Pacific to increase profit-sharing bonus after strong recovery

https://www.scmp.com/news/hong-kong/...n=social_share

Worked at CX for many years. Nothing but downhill the whole way.