I think because of the fleet shortage

They seem to be restoring fast flight operations to the rest of Europe.
So probably our markets make less profit for them vs others?

Of course. Both Zag and Beg are low yield markets, compared to western or eastern europe. It would be great if they opted at least half of those redused flights and send planes to LJU. Sloveneans love to travel and have money, compsred to previous mentioned markets.

Of course. Both Zag and Beg are low yield markets, compared to western or eastern europe. It would be great if they opted at least half of those redused flights and send planes to LJU. Sloveneans love to travel and have money, compsred to previous mentioned markets.

It should be noted that the majority of Qatar Airways passengers on its Zagreb and Belgrade services are connecting travellers from long-haul markets, with a significant share originating in Australia. As a result, the short sectors between Doha and Zagreb or Belgrade generate less standalone revenue, as most of the fare is attributed to the much longer onward journey. Consequently, when viewed purely in terms of route-level revenue data, these services may appear less profitable despite carrying high passenger volumes.

What is often overlooked, however, is that these flights can contribute a high portion of passengers to certain onward routes, which is far from insignificant.

That makes no sense because why is Qatar doing it then?

There is something else to consider: crew shortage.

When war broke out many airlines around the world were experiencing shortage of staff. I am sure they offered great deals for QR, EK, EY... employees especially pilots.

Actually what @admin wrote makes sense.

imagine a passenger buys a ticket from Melbourne to Belgrade via Doha for €1,500.

The airline does not treat the entire €1,500 as revenue for the Doha-Belgrade flight. Instead, the fare is divided among the different sectors of the journey. Since Melbourne–Doha is a much longer flight and costs much more to operate, a larger share of the ticket revenue is attributed to that sector, while Doha-Belgrade receives only a smaller portion.

So the Doha-Belgrade flight may carry 150 passengers and look very full. But when accountants look at revenue by route, it may seem to generate relatively little revenue because much of the money is allocated to the long haul sectors. This can make the route appear less profitable than it actually is from a network perspective.

Unfortunately in today's age airlines are relying on software and the software shows just this. They are not going into details. That is one of the consequences of no longer having local teams and local offices. QR closed most of its European offices in 2020 during Covid and now Rome office manages Serbia, Croatia etc. They used to have an office in Belgrade up until then. And that would give route planning department completely different persepctive.

And also to add that is the major difference between FZ and QR now. FZ has an exclusive GSA in Belgrade that covers the entire ex-Yu region for the past 20 years. When I say exclusive I mean they only work for FZ. They know the market and they know how the local market works. That's why you have 14-17 weekly flights to Dubai. Since there is no local QR staff in Serbia except several station managers, head office has no clue what is happening on the market. They have no clue that China Southern is flying to Belgrade or the changes such things bring. Because I can guarantee you the people in Rome are treating these markets as the periphery of their interest.