Cathay Pacific had a lot of changes last year. Destination wise, HKG – LAX, JFK and YYZ have now fully restored what CX cancelled in 2012. Cathay Pacific also started a fifth-daily service and started a four times weekly service to Male, the Maldives. A Cathay Pacific 777-300ER now has its own place in Newark, and very soon an A330 will have its place in Doha, in two weeks. Los Angeles and Chicago will have more flights piled on top of the existing ones. Guadalajara, Mexico City and soon Columbus have their own freighter routes. Dragonair has flights to Danang, Siem Reap, Wenzhou, Yangon and Zhengzhou, and soon will have a twice weekly Denpasar service on their new business and economy class, alongside Cathay. (And they have the better product, since Cathay no longer runs a 777-300ER to Denpasar.)
Product wise, Cathay has updated all of their A330 and 777-300ER fleet with the new business and economy products (leaving alone the 747 and A340 to rot in pasture for another few years) and will update a lot of their fleet with the new regional business class. Dragonair has the edge, since they’ll have the same business class seats as the new Cathay Pacific regional business class and the international economy class, while Cathay may retain the shell seats for regional flights (well, but they work pretty well for regional flights anyway). For Premium Economy, Cathay now has 85 aircraft configured with Premium Economy.
Fleet wise, Cathay has bought 5 new A330s (one for Dragonair), 9 new 777-300ERs and 5 747-8Fs. In this period they got rid of 5 of their precious but old 747s. Cathay partnered with Air China, rejected 8 777-200F freighters, acquired 5 777-200F freighters (wtf?) and sold 4 747-400BCF freighters. Right now, with 94 aircraft orders and 16 to be delivered this year, Cathay has orders for 21 777-9X aircraft (due after 2020), 3 777-300ER aircraft and one new 747-8F freighter, and would sell 6 747-400F freighters. What a hassle.
Fuel wise, Cathay Pacific has moaned over their high fuel cost, which took up 39% of last year’s operating costs. CX took advantage of a brief drop in fuel prices and the reason they’re phasing out those poor 747s is that they’re too fuel hungry.
Overall, CX has had a profit of HK$2.62 billion, and we hope that it stays like this every year and make CX a great airline in terms of comfort and budget.