I've never looked at it that way, but exposure to more regional destinations and ports other than ANC and points East will do you a world of good. Moreover, you'll see more legs (not a bad thing), more complex RT, more exposure to different nationalities and a more demanding operation overall. If all you've flown is in the US and A, then your exposure (for Cathay) is limited and you'll need a lot more in your arsenal to deal with a command course here. I would suggest that with 2200+ hours you're: 1. Not in the running for a command (you're short of time) and 2. Not likely to have what Cathay needs at this time. It's not an appointment into a seat at CX. You're carrying the company's AOC and they take it seriously.
There are always three sides to a fail - the candidates story, the checkers' story and finally - what really happened. Failures are always justified, but no-one wants to see it happen. There's too much invested in your time and training to fail you on a whim.
Don't look at the upgrade process as something you'll just try and see if it works out. That's a sure passage to a failure. To boot, a failure is a huge monkey on your back and stays on your training file for ever, and will haunt you for years later. Very few who flunk the upgrade actually make it through the second time - due to (self-induced) psych pressures. Numbers? Probably a 10% to 20% failure rate on the pax fleet, dependent on the type (777 is lower, A330 is higher) but the freighter would average 40% or more at times. It seems to be improving about now, but turnover on the F is high, due to long patterns, inadequate salary and the training/upgrade issues.