一篇外国航空媒体又重述了一些不争事实

JesuisChinois

http://centreforaviation.com/analysis/chinas-aviation-growth-is-shifting-to-the-west-but-with-challenging-opportunities-for-airlines-168859
有能力的可以看一下整篇文章。

这里只截取关于中国国际航线方面的评论：
International flights are growing in number, but not profitability; subsidies abound
The challenges for international carriers serving secondary Chinese cities are smaller but higher in risk – or at least for long-haul carriers. Asian carriers are increasingly finding success in secondary cities as China's main markets become over competitive. For long-haul carriers, service to secondary Chinese cities is typically dependent on a subsidy, but often the routes are still not profitable. KLM, for example, sees its secondary city network as strategic for relationships with airline partners and various Chinese political branches.

Air France also closed reservations on its Paris CDG-Wuhan service but then re-opened it. The rift was reportedly due to negotiations over the route's subsidy, reported by Le Figaro as EUR30,000 per flight – a high sum. Chengdu, which has attracted British Airways, Qatar Airways and United Airlines, amongst others, is known for its large subsidy programmes.

Long-haul services from secondary cities are also challenging for China's own airlines. Chengdu-based Sichuan Airlines has experienced weak performance on its Melbourne route but nonetheless – and at the direction of its state shareholders – launched Sydney.

翻译：
国际航线数量在增加，但并不赚钱，而是补贴丰富。
给中国二线城市国际航线运营者的挑战虽然要小些，但风险更大，至少对于那些远程航线运营者来说是这样。随着中国主要市场的竞争力过于大，亚洲航线运营者逐渐在中国二线城市成功得到盈利。对于远程航线的运营者来说，到中国二线城市的航线通常需要依赖于补贴，但经常这些航线也仍然不能盈利。拿KLM(荷兰皇家航空公司)来说，它把它的中国二线城市网看做与航空公司合作、各种中国zf部门的战略意义上的伙伴关系。

法航曾经关闭了戴高乐-武汉航线但不久之后又重开了。根据Le Figaro（法国《费加罗报》）的报道，发生停航是因为针对这条航线的补贴没达成一致，（法航要）30000欧元每班——一个大数目。吸引了英国航空、卡塔尔航空、美国联合航空的成都，在其他二线城市中，因为大力补贴特别为人所知。

对于中国本土航空的二线城市始发的远程航线，也是挑战。以成都为基地的四川航空尽管墨尔本航线上座率低但还是奉国有股持股人的命令，开了悉尼航线。