Business
Once the pride of Hong Kong, Cathay Pacific becomes government’s punchbag
For decades, Hong Kong’s Cathay Pacific Airways (CPA) stood as a proud symbol of the city’s international status and an exemplar of Asian aviation.
These days, the flagship carrier is treated more like the Chinese-ruled financial hub’s bete noire, regularly receiving severe scrutiny and criticism from its own government as it struggles to recover from the fallout of the COVID-19 pandemic.
After Cathay cancelled more than 700 flights scheduled between December and February, Hong Kong Chief Executive John Lee Ka-chiu told local reporters he was “very concerned” and wanted local aviation to “rebuild its capacity fast”.
Criticism from the Transport and Logistics Bureau was followed in March by Cathay CEO Ronald Lam Siu-por being subject to a public grilling by the Legislative Council, where lawmakers slammed the airline’s “chaotic management”.
In an article the following month, the pro-Beijing South China Morning Post newspaper published an article with the headline: “Can Cathay Pacific get its act together, or is it time for Hong Kong authorities to take a stake in the airline?”
The Hong Kong government has so far rejected calls to take a stake in Cathay to ensure the semi-autonomous territory’s status as an aviation hub, a scenario envisioned in Beijing’s 14th five-year national plan – a practically sacred text in Hong Kong business circles these days amid the growing influence of the Chinese mainland.
“It is not the government’s intention to become a long-term shareholder of CPA,” a spokesperson for the Transport and Logistics Bureau told Al Jazeera.
Most observers agree with the Hong Kong Aviation Officers Association’s (HKAOA) assessment that a pilot shortage is at the core of Cathay’s woes – the result of Hong Kong imposing some of the world’s longest-lasting and most draconian travel restrictions during the pandemic.
In January 2020, more than 5.7 million passenger movements were reported at Hong Kong International Airport (HKIA).
By April, the figure had dropped to just 31,739 – about 0.55 percent of pre-pandemic levels.

Despite its heavy reliance on international travel and trade, Hong Kong was one of the last jurisdictions on the planet to reopen to the world, only fully lifting restrictions in early 2023.
Cathay’s management fired 1,000 pilots in 2020 and saw a further 1,000 resign over the next couple of years, according to the HKAOA.
Many pilots who quit cited the stress of complying with Hong Kong’s ultra-strict quarantine rules, which forced the airline to operate “closed loop” flights, where crew were required to isolate for five weeks in a hotel followed by two weeks at home.
Cathay has said it has more than 2,900 pilots, including at its subsidiary budget carrier Hong Kong Express, but needs 3,400 to restore pre-pandemic capacity.
It has announced “robust plans” to hire another 500 pilots.
Some observers have said the government’s criticism is especially unfair given that its rigid restrictions caused many of Cathay’s difficulties in the first place.
“Cathay is still one of the best-performing airlines in the world with good financial performance compared to the three top Chinese carriers – reporting about 10 billion Hong Kong dollars of profit,” Zheng Lei, chair of the Department of Aviation at Swinburne University, told Al Jazeera.
In March, Cathay reported its first annual profit in four years of 9.78 billion Hong Kong dollars ($1.25bn).
“We achieved our end-2023 Group target of 70 percent pre-pandemic passenger flights as planned, only 12 months after Hong Kong opened up. We will reach 80 percent within this quarter, and we are working towards reaching 100 percent within the first quarter of 2025,” a Cathay Pacific spokesperson told Al Jazeera.
“The city has been our home for more than 77 years, and we represent Hong Kong on the global stage as its home carrier,” the spokesperson added.
While these encouraging results prompted CEO Ronald Lam to proclaim that “Cathay is back”, few in government circles seem to be celebrating their flag carrier’s return.
“Some of the government criticism might be justified in relation to flight cancellations, service and chaotic management – these issues need to be addressed. But Cathay has done a lot to rectify the situation, and they are actively recruiting pilots from China,” Lei said, adding that improving customer service is much easier than turning around a loss-making airline.

Cathay received significant government financial support during the pandemic, which critics argue imposed a moral obligation on the airline to maintain its standards and human resources.
“For me, the key point is that the Hong Kong government stepped in to support Cathay Pacific so the Hong Kong aviation sector would be preserved – and it wasn’t,” Paul Weatherilt, chairman of the HKAOA, told Al Jazeera.
Lei agreed, pointing out that mainland China’s top airlines did a much better job at staff retention.
The government in June 2020 provided Cathay with a 7.8 billion Hong Kong-dollar ($998m) bridge loan and purchased shares with detachable warrants of 19.5 billion Hong Kong dollars ($2.49bn).
Cathay redeemed half of the preference shares held by the government in December 2023 and the loan option was never exercised.
Weatherilt said Cathay had taken advantage of the pandemic to force permanent redundancies, pay cuts and worsened conditions on staff.
“Of course, China was slow to emerge from the pandemic, but nearly every other airline made temporary cuts and tried to keep core skills and assets in place,” Weatherilt said.
“Cathay has left Hong Kong aviation in a sorry place.”
The Hong Kong government has said that when it offered financial support, it specifically requested Cathay to “fully consider the potential impact on Hong Kong’s status as an international aviation hub and Hong Kong’s aviation network”.
Weatherilt said the government’s stance leaves the airline in a vulnerable position.
“Swire should be extremely worried because it stands out like a sore thumb – the company that controls Hong Kong aviation is ultimately run by a company in London,” said Weatherilt, referring to John Swire & Sons Limited.
As China tightens its control of Hong Kong, politics and colonial baggage stemming from Britain’s former administration of the territory increasingly lurk beneath the surface in business.

Cathay has been in Beijing’s cross-hairs since mass pro-democracy protests swept the territory in 2019.
Rupert Hogg, Cathay’s British chief executive, and Paul Loo, the chief customer and commercial officer, resigned in August of that year following pressure from the Chinese authorities to crack down on employees who supported the protests.
At the same time, pilots were subject to rigorous new ground checks imposed on any Cathay aircraft landing at airports in mainland China.
Chongxian Ma, deputy secretary of the Communist Party Committee of Air China, was made a non-executive director of the company in June 2021. Two more Communist Party non-executive directors were added to the board in May 2022 and July 2023.
In May last year, Cathay issued a public apology after a recording of flight attendants making fun of a non-English-speaking passenger was shared on social media.
When Bloomberg reported earlier this year that Beijing-based Air China was considering increasing its 29.99 percent stake in Cathay, some observers assumed it to be part of China’s patriotic drive to obtain a firmer grip over Hong Kong’s flag carrier.
However, one industry insider, speaking on condition of anonymity, told Al Jazeera that the move was more likely based on financial logic, as Air China depends on its Cathay stake to offset its own financial losses.
While ousting Cathay as Hong Kong’s flag carrier in favour of a Chinese-owned operator might please some nationalist elements, there is little dispute that there are no credible alternatives to Cathay, at least not in the short or medium term.
“It would not be easy for the government to develop an airline as an alternative flag carrier – it’s not feasible and not a good idea,” Lei said.
Some observers believe that British-owned Cathay Pacific presents a convenient target for politicians eager to boost their patriotic credentials, especially since criticism of the government has become highly sensitive and potentially illegal under the Beijing-drafted National Security Law passed in 2020.
On Wednesday, Hong Kong lawmaker Jeffrey Lam Kin-fung told local media that Cathay should roll out direct passenger services to the eight small Chinese mainland cities recently chosen by Beijing for relaxed travel restrictions to Hong Kong.
This would “fully capitalise on Beijing’s goodwill measures”, Lam said.

Inevitably, political interference is a growing concern.
Using Cathay as a public punching bag could be counterproductive for Hong Kong as it struggles to re-establish itself as a vibrant city, financial epicentre, tourism hotspot and business gateway to China.
Unlike Hong Kong’s stance towards Cathay, Dubai’s government did not attack Emirates Airways after tens of thousands of its passengers were left stranded in April following extreme flooding in the United Arab Emirates.
“Cathay will never complain in public, but they have good reason to feel aggrieved,” one industry insider who works closely with Cathay management told Al Jazeera on condition of anonymity.
While local rival Singapore reported a return to pre-pandemic passenger activity in February this year, Hong Kong still lags behind.
Passenger traffic at Hong Kong International Airport for March 2024 was 4.35 million – about two-thirds the figure during the same month in 2019.
“There must be collective responsibility for the loss of interest in Hong Kong, which arose partly from the protests of 2019 – which greatly damaged the SAR’s reputation as an aviation, financial and tourist destination – as well as the draconian measures imposed during COVID,” Shukor Yusof of Endau Analytics told Al Jazeera, referring to Hong Kong’s official designation as a Special Administrative Region.
Hong Kong’s image has also been battered by negative media coverage of its crackdown on dissent, including the high-profile prosecution of former media mogul, Jimmy Lai.
As both Hong Kong and Cathay seek to rebuild, what is certain is that their fates remain inextricably linked.
“If the government wants to develop Hong Kong as a finance hub and if Hong Kong is to return as a hub for global aviation, more support should be given to Cathay Pacific Airways, rather than criticism,” Lei said.
[Aljazeera]
Business
Iran war threatens Sri Lanka’s fragile recovery; SMEs face “Survival Crisis” – Prof. Rohan de Silva
Sri Lanka’s already fragile economic recovery—still reeling from the aftermath of the 2019 Sri Lanka Easter Bombings, the pandemic, and the 2022 financial collapse—is now under renewed strain as the ongoing Iran war sends shockwaves through global energy, trade, and financial systems, experts warn.
Chartered Interior Architect and economic commentator Prof. Rohan de Silva cautioned that the Iran conflict is not an isolated external shock but a “multiplier crisis” that could severely undermine Sri Lanka’s recovery trajectory—particularly for small and medium enterprises (SMEs), which form the backbone of the economy.
Energy Shock Rekindles Crisis Conditions
At the heart of the emerging pressure is the sharp escalation in global oil prices and supply disruptions linked to instability around the Strait of Hormuz—a critical artery for global energy flows.
“Sri Lanka, which already spends around USD 4 billion annually on fuel imports, is extremely vulnerable to such shocks,” Prof. de Silva said. “Any disruption in supply chains or price spikes will immediately translate into domestic inflation and reduced economic activity.”
The situation, he noted, could force authorities to revisit emergency measures reminiscent of the 2022 crisis, including fuel rationing, restricted working days, and reduced transport services—directly impacting productivity.
Inflation Surge and Currency Pressures
Rising oil prices are expected to trigger a fresh wave of cost-push inflation, affecting transport, food, and essential goods. Increased war-risk insurance and shipping delays are further inflating import costs, placing additional pressure on the Sri Lankan rupee and already strained foreign reserves.
“The real danger is a re-triggering of balance of payments stress,” Prof. de Silva warned. “Higher fuel import bills, combined with potential declines in remittances from the Middle East and weaker export earnings, could destabilize external accounts once again.”
Sri Lanka’s export sectors are also facing mounting challenges. Tea exports to Iran and Gulf markets risk disruption, while apparel shipments are being delayed due to rerouted shipping lanes and rising freight costs.
“Transit times are increasing by up to two weeks in some cases. That erodes competitiveness and reliability—two key pillars for export markets,” Prof. de Silva explained.
Industrial supply chains are similarly under strain, with delays in raw materials and petroleum-based inputs threatening production continuity across sectors.
However, the most severe impact is being felt by SMEs, which Prof. de Silva described as “financially exhausted after enduring repeated shocks since 2019.”
“These businesses have not fully recovered from the Easter attacks, COVID-19 shutdowns, and the 2022 economic collapse. Now, they are facing a fresh crisis that is simultaneously increasing costs and reducing demand,” he said.
Operating expenses—including fuel, electricity, and logistics—have surged sharply, while constrained transport and reduced working days are limiting both customer access and employee attendance.
“This is a classic margin squeeze. For many SMEs, profits are not just shrinking—they are disappearing,” he added.
Compounding the crisis is tightening access to finance. With interest rates remaining elevated to control inflation, banks are becoming increasingly risk-averse, leaving SMEs struggling to secure working capital.
At the same time, declining household purchasing power is dampening demand, particularly in non-essential sectors such as retail, interior design, and construction-related services.
“Consumers are cutting back. SMEs are losing revenue streams. It’s a dangerous cycle,” Prof. de Silva said.
Export-oriented SMEs are also facing order cancellations and payment delays from Middle Eastern buyers, further squeezing foreign exchange inflows.
Employment and Social Pressures Mount
The SME crisis is already spilling over into the labour market. Businesses are reducing staff, cutting working hours, or halting expansion plans altogether.
“If this trend continues, we could see rising unemployment and underemployment, particularly among youth,” Prof. de Silva warned.
He also highlighted the risk of returning migrant workers due to instability in Gulf economies, which could intensify domestic job market pressures.
A Multi-Shock Economy on Edge
Prof. de Silva stressed that Sri Lanka is now grappling with a cumulative “multi-shock cycle”:
2019 Easter attacks → Tourism collapse
COVID-19 pandemic → Prolonged shutdowns
2022 economic crisis → Currency and fuel collapse
Iran war → External energy, trade, and financial shock
“Each crisis has weakened the resilience of SMEs. What we are seeing now is not recovery, but survival,” he said.
Without targeted intervention, Prof. de Silva warned of widespread SME closures, job losses, and a prolonged delay in national economic recovery.
“The Iran war is amplifying every existing vulnerability in Sri Lanka’s economy. SMEs are at the frontline of this crisis—and without immediate policy support, the consequences could be severe and long-lasting,” he cautioned.
By Ifham Nizam
Business
‘The Saint of the Islands’
The International Centre for Ethnic Studies (ICES) will premiere its latest documentary, ‘The Saint of the Islands’ on 28th March. The 72-minute documentary, directed by Anomaa Rajakaruna, will be screened at the Tharangani Theatre of the National Film Corporation in Colombo, Bauddhaloka Mawatha, Colombo 7, starting at 4 pm on the 28th.
The film explores the shared devotional traditions surrounding St Anthony of Padua, the patron saint of sailors and fishermen, against the backdrop of the annual feast on the island of Kachchateevu. In Sri Lanka, devotion to St Anthony often crosses religious and cultural boundaries, bringing together different communities that unite across practices of prayer and veneration. At the centre of the story is the annual gathering of devotees from Sri Lanka and India at the St. Anthony’s Shrine on the island of Kachchatheevu, located near the maritime border between the two countries.
Filmed during the annual feast at Kachchatheevu and on the nearby island of Neduntheevu (Delft Island), the documentary reflects on the intersection of faith, livelihood, and geopolitics in the Palk Strait. Kachchatheevu itself is a small, uninhabited island that remains deserted for most of the year.
Yet for two days every year, during the annual feast of St Anthony, it is transformed into a vibrant pilgrimage site as thousands of devotees brave the rough seas, and arrive by boat from both Sri Lanka and India. This year alone, almost 12,000 people from India and Sri Lanka, gathered on the island for prayer, worship, and community.
The film also captures the nearby island of Neduntheevu (Delft Island), one of the northernmost inhabited islands of Sri Lanka. Known for its distinctive landscape, coral-stone architecture, and long maritime history, Delft serves as an important point of departure for pilgrims travelling to Kachchatheevu. Through scenes of travel, pilgrimage, and worship, the documentary reflects on how the sea shapes the lives of coastal communities while also connecting people across national borders and across different religions.
More information can be found on the ICES website, www.ices.lk or by emailing uvini.ices@gmail.com
Business
AmCham Sri Lanka CEO Forum 2026 concludes successfully
The American Chamber of Commerce in Sri Lanka concluded its flagship CEO Forum 2026 on 25 February with government officials outlining an ambitious plan to achieve 7% annual economic growth and progress toward a LKR 200 billion economy. The day-long summit, held under the theme “Accelerating Sri Lanka’s Rebuild,” brought together more than 200 C-level executives, senior policymakers, and international partners at Cinnamon Grand Colombo.
Dr. Harsha Suriyapperuma, Secretary to the Treasury, outlined priority reforms including strengthening fiscal stability, maintaining inflation at 5%, improving governance to attract foreign investment, upgrading port infrastructure, supporting IT and pharmaceutical sectors, accelerating digitization, and consolidating the banking sector. The government aims to double the economy within a decade while creating a more predictable business environment.
Opening the Forum, Her Excellency Jayne Howell, Chargé d’Affaires at the U.S. Embassy, called for expanded two-way trade and highlighted opportunities for Sri Lankan buyers to access American technology and energy solutions. She emphasized that growth in trade and logistics, including Port of Colombo expansion, strengthens supply chains and drives economic growth in both countries.
Deputy Minister Chathuranga Abeysinghe announced the establishment of the Industrial Transformation and Innovation Agency (ITIA), with LKR 300 million allocated for capacity-building and a “Level Up” program targeting 6,000 SMEs. Currently, only 20% of financial sector credit is accessible to SMEs, a constraint the new initiatives aim to address through simplified registration, expanded financial literacy, and improved equity financing access.
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