I would. Approximately 120k BIS/year. Entirely domestic. So that would be 48 500-milers, good to upgrade up to 24k miles. I'd also get 6 SWUs and 8 CR-1s. If I were able to use them on trips that were 3000 miles one-way (which is being generous -- my longest trip this year was 2500 miles each way, and many were 1500 or less), that would be another 42k miles upgraded. That still leaves 54k of flying coach, unless I were willing to purchase 500-milers, which I'm not willing to do at $50 a pop.

I do like the ability to confirm upgrades using CR-1s, perhaps for a vacation or something where I don't want to stress about my upgrades not clearing. But it's not worth spending half my year in coach (even if it is E+) to get those confirmed upgrades, when I could spend 95% of my year in F on AA.

Anyway, apologies for dragging this thread off-topic I can't really answer the OP's question, because I'm new to UA and have never been 1K. But when I was thinking about jumping ship to UA, one of the things that turned me off was that 100k/year would not make me top-tier here -- I spend in the neighborhood of $15-$20k/year, nothing to sneeze at, but nowhere near enough for UGS. It was odd for me to hear UGS pre-board while 1K folks were stuck boarding with 1P/2P'ers, and it's odd for me to hear in this thread that a UGS who flies less than 100k/year would still clear an upgrade ahead of a 1K who flies more but doesn't spend as much.

I understand why UA made these decisions from a business perspective. It used to be that anyone who flew 100k a year was worth keeping -- now, there are enough people flying 100k that it makes sense to differentiate them a little more. But from a consumer perspective, I will put the majority of my miles where my business is most valued, and that is AA, for now. (Not that AA hasn't slid either -- my father-in-law was a top-tier AA flyer for quite a while, and he laments how he's treated nowhere near as well anymore -- but it's a better place for me, at this point in time.)