The complimentary (missing) upgrade
 

Hi, I'm a Plat flying from the east to the westcoast this coming Friday on a cheap fare. My understanding of the unlimited complimentary upgrade was that this was run around midnight five days out. Today is Tuesday, my flight leaves early afternoon Friday - still no upgrade. I called CO and was told there were six FC seats still available. What's gone wrong?

Ou est chasbondy?

tbpgart, I'd suggest you start practicing your flirting skill now - you're going to need them if you want that seat!

Besides that you may want to log onto co.com right now and select a nice exit row seat... while they’re still there for the selecting. And while you're at it, please allow me to be the first to welcome you to the wonderful world of OnePass where you upgrades can now fail to clear 5 days (well, 6 if you're technical about it) out.

Seriously though, ex EWR-transcons upgrades are tricky to score and flying on a peak business time where there's both 1) paid demand for FC and 2) competition from other high fare plats. If you get your upgrade on a Friday afternoon transcon on a cheap fare, think of yourself as being lucky and consider buying a lottery ticket when you land! ;)

To follow up on what my esteemed colleague wrote, EUA does run 5 (6 actually) days out, and every day thereafter. The problem is that Continental often sells all of its F seats on transcontinental flights, leaving none for upgrades. I can tell you now that the five F seats currently remaining for your flight not be released to upgrades until shortly before the aircraft door closes. At that time, any unsold ones will be assigned as per the published rules.

CO's complimentary upgrades for elites starts running 5 days out, but it doesn't mean it will upgrade all Plats at that time. There's no apparent pattern, and they may hold seats till the end. You may get upgraded at 3 days out, 1 day out, and quite frequently 3 hours out. Even if you're not cleared at 3 hours, you may still get it at the gate, or even after you've been seated.

What shouldn't happen is going out with an empty FC domestic seat. If you see that on your flight, then something IS wrong. But before that, just hope.

Those six seats are still revenue seats, meaning Continental has hopes of selling them. Slowly Continental converts them to upgrades seats. Upgrades happen on space available basis - if by friday those seats have not been sold they will have been converted to upgrade seats for you. If you are one of the six highest fares clases within Platinum, then you may get a seat.

Continental of course can convert maybe 1 seats to an upgrade seat tonight and when the upgrade program run - if you are the next person you will be upgraded, if not - well obviously not.

Nothing has gone wrong - Continental is just trying to maxamize revnue.

-Vincent

Depending on equipment, I'd give you a ballpark estimate of poor (753 34 FC) to terible (757 BF) chances of scoring this.

Upgrades from EWR to the West Coast are basically not available. In the last 14 months I was upgraded once in 28 flight segments out of EWR to LAX or SFO.

CO is maximinzing FC revenue, which is understandable. The other problem is that while they fly some wide bodies in and out of Houston, every transcon out of EWR to the West Coast is flown on a 737, except for one flight to LAX which operates on a 757 (but no wide bodies).

Some of the 737's have as few as six seats in FC.

Exit row is the best option as the 31" seat pitch and rock-hard seats in CO coach on one of these six-hour flights have been a boon to chiropractors throughout the NYC metro area...

Or you can just fly JetBlue, with 34" seat pitch, comfortable leather seats and a TV at every seat. Infinitely more comfortable than the complimentary (non-existent) upgrade.

There is at least one 757/day each way to/from SFO as well.Those have all been converted to have eight F seats and none of those aircraft fly non-stop transcontinental routes.More comfortable, sure -- but if you have to drive past EWR and sit on the Belt Parkway for an hour or two in order to get to JFK the shine of that option begins to wear off rather fast.

Welcome to Hell
 

I have the same problems. I have received exactly 1 upgrade out of 22 segments this year. The gate agents put anyone with a higher fare above you, regardless of silver/gold/plat. A gate agent in CLE absolutely bit my head off when I complained that she put a silver in front of me because he paid a higher fare.

Basically, other than the 125% bonus, your 'status' level means squat. If you aren't on a high fare then you can basically kiss your upgrade chance goodbye.

I'm particularly screwed because CO isn't a high fare market from Indy and the planes are rarely full. Also, I book my travel a few weeks in advance (what else should I do, I know when and where I am going).

Every attempt to reason with CO gate agents has been futile so I've just stopped trying.

I'm not sure what more they can ask from me. I fly with them 100% at a platinum level and pay them 100% of the fare they ask me for at the moment I know my travel plans.

This, evidently, isn't enough to warrant even an occassional upgrade.

Problem is, they have me stuck this year since I'm now in March. I have to ride it through to the new year and then slip back over to USAir and Star Alliance. I NEVER NEVER had this type of crap happen at USAir as a Chairman and didn't at CO other than this year.

What is the deal? They want higher fares from Silvers but less of them. Or 3 times as many mid-level fares from Plats?

Either way, there isn't anything MORE I can do. What am I supposed to do? Opt for a fare that is 3 times more expensive and try to push that through corporate accounting when there is a Southwest flight for $99?

The CO execs can never grab the concept of total loyalty from a customer. That means ALL fares, including the occassional walk-ups (which they also get) some biz class overseas and all other advance fares.

It's BS in my opinion.

I'm sure there are others who will defend the practice because they have the liberty to basically rip off the organizations they work for by purchasing higher end fares for no good reason.

A Silver should only been ahead of you if they were on a Y fare. Otherwise you may want to contact CO customer care. How do you know that gate agents are putting higher fare (less than Y) silver/gold's ahead of Plat?

I asked the CLE agent if it was a full fare because I know that rule exists. She just said it was a higher fare and wouldn't elaborate further. She was a nasty little cuss. She only stated that putting persons in front of plats based on fare was 'the right way to do business' in her opion, not that I asked for her opinion.

Unless there are alot of elites lower than plat flying on full fares, enough so to fill the FC cabins, then I can't see anyway around it. My upgrade rate has went from over 90% to basically zero since January.

Are you of the opinion that the plane is really stuffed with full fare elites? So much so that there is no room left for most plats?

Curious.

Thanks.

Regarding a/c flying EWR-SFO, here is the timetable for today 03/08/2006 from Continental.com (I haven't seen a 757 on this route in close to a year).

Currently CO is flying only 737-800's on this route (14 f/c seats. By comparison, AA flies exclusively 767s on this route with a minimum of 30 premium class seats):

Depart:
6:55 a.m.
New York/Newark, NJ (EWR - Liberty)

Arrive:
10:14 a.m.
San Francisco, CA (SFO)

Flight: CO448
Aircraft: Boeing 737-800

Depart:
8:40 a.m.
New York/Newark, NJ (EWR - Liberty)

Arrive:
12:07 p.m.
San Francisco, CA (SFO)

Flight: CO548
Aircraft: Boeing 737-800

Depart:
11:50 a.m.
New York/Newark, NJ (EWR - Liberty)

Arrive:
3:03 p.m.
San Francisco, CA (SFO)

Flight: CO148
Aircraft: Boeing 737-800

Depart:
3:45 p.m.
New York/Newark, NJ (EWR - Liberty)

Arrive:
7:15 p.m.
San Francisco, CA (SFO)

Flight: CO41
Aircraft: Boeing 737-800

Depart:
5:35 p.m.
New York/Newark, NJ (EWR - Liberty)

Arrive:
8:57 p.m.
San Francisco, CA (SFO)

Flight: CO348
Aircraft: Boeing 737-800

I think the issue for CO is that they have made a big deal of the space-available free upgrades for their elite OP members.

The problem is that they have made these upgrades largely unattainable by changing the rules of the program but also by using small planes with very limited f/c cabins.

Personally, I'm not the kind of customer who believes he is entitled to a f/c seat he didn't pay for, but if upgrades are going to be essentially unattainable I think CO needs to take a serious look at upgrading the quality of its coach cabin product, which currently has the industry-minimum 31" seat pitch, rock-hard seats, and only two lavatories for up to 141 passengers.

And on all these long cross-country flights on 737s, which are nearly always completely full, with their tiny, narrow aisle, the coach lavatories are at the back of the plane (with the exception of one model of 737-800). Often it is virtually impossible to get to the lavatory because the service carts are often in the way.

I think CO should consider creating an UA-style economy plus for its most loyal customers (OP elite) who now essentially no longer have any access to upgrades.

Otherwise, I think CO will quickly see an erosion in the ranks of its loyal customer base.

Finally, regarding your comment about JetBlue being based at JFK vs. EWR, this is actually much more convenient for me. So for me, JetBlue has been a terrific discovery.

I'm still flying CO internationally and on routes JetBlue doesn't fly, but I've found that there is very little advantage to going beyong OP Elite Silver with the new rules structure.

The problem is that they have made these upgrades largely unattainable by changing the rules of the program but also by using small planes with very limited f/c cabins.

Otherwise, I think CO will quickly see an erosion in the ranks of its loyal customer base.

I'm still flying CO internationally and on routes JetBlue doesn't fly, but I've found that there is very little advantage to going beyong OP Elite Silver with the new rules structure.

Here is a man with some good sense, reason, and a grip on reality.

AMEN!

Absolutely unacceptable! Agents are not empowered or authorized to re-write program rules on the fly based on their personal beliefs. If this is the way she feels, let her try for the job of Onepass VP.

Please...document every trip from CLE where this happened and the agent in question was involved, and get this information to Customer Care in a calmly worded fact-based letter requesting follow up. They will investigate and have the agent retrained if necessary.

The system is automated - while a GA could over ride it, its against the rules typically - I doubt any GA would risk disciplinay action over upgrading someone. I bet she just didn't know - but didnt want to say anything of that sort.

-Vincent

There are more customers purchasing First Class seats than ever before due to the lower First Class fares.

The upgrades are in the following priority:
Elite full Y
PLT (in order of fare paid then time of check-in)
PLT companion
GLD (in order of fare paid then time of check-in)
GLD companion
SLV (in order of fare paid then time of check-in)

This is not a gate agent decision.

The list is prioritized by computer.

Of course, no system or person is perfect. However, mistakes are kept to a minimum.

The Elite Access product is a high focus item and the upgrades are watched very closely.

Regards........AuntieMame

So, basically, based on my lack of success getting upgraded since 2006 rules then there are a great number of Y fare elites and plats with greater fares than me.

If that is the case then I'm (and many more I think) are basically screwed for upgrades based on how the system works. I have another flight to BHX next week. I'll bet a $1,000 to a doughnut that I don't make an upgrade on my domestic connector.

So long Continental for 2007. It's been fun.

The list is prioritized by the computer, but an agent can clear people selectively...it has happened before. If the agent told the poster "sir, the system automatically ranks customers on the list by elite status and fare paid", then we can just assume things are working as advertised and the poster is out of luck. However, given his report of a fairly aggressive response from the agent asserting her right to clear people according to her personal opinion, I believe this should be looked into.

The OP can either discuss the issue with a supervisor at the counter, or take it to customer care for further review. Even if the agent was not selectively clearing people, her response to this customer was inappropriate.

In a nutshell that's about it. Now just imagine you're an OP Plat in EWR with its huge voume of high-mileage elites all flying exclusively tiny planes, thousands of plats vying for a few dozen FC upgrades.

The bottom line is that CO, under the current leadership, has made a conscious choice to de-emphasize the importance of customer loyalty (OP elite) in return for a short-term revenue boost (lower fares across the board, including Y and FC).

The short-term result is a slight revenue boost. The long-term implication is customer loyalty erosion. Ultimately this strategy will turn CO into another commodity-based product with emphasis on low price and low quality.

The irony of the situation is that the JetBlue coach product is far more "premium" than the coach product on CO. And it's far less expensive.

I used to reluctantly buy CO roundtrips from EWR to LAX for $800+ with the expectation that I would get upgraded. But in the past 12 months I was never upgraded on any expensive (for me) ticket that I purchased.

So what's the point? Why would I spend $800 for a profoundly uncomfortable seat on CO when I can get a much more comfortable seat on JetBlue for $219 rt?

I'm saddened that Continenal's lack of vision has led me to make this choice away from an airline that I used to deeply admire.

Continental is working hard towards fiscal stability - a very sound goal if you ask me. Continental's loyalty program is working out just fine in the short term and for the long term. Perhaps you don't agree with thier method, it is working - Continental has oneof the best domestic FC products and thats why people are noepaying for it.

Fly jetBlue - it's fine with us, more chances of an upgrade. BTW for about 300 bucks more you could have been in paid FC - not worrying about an upgrade.

The bottom line is - Continental has thier unconventional way of judging and developing loyalty - it's not for everyone - but it is for some people -perhaps not you.

-Vincent

Her opinion doesn't mean squat. It's what the rules say. :cool:

Fiscal stability is terrific. No company can survive without making a profit. The question is how to get there.

Let's not forget the visionary words of Gordon Bethune who rescued a burnt-out shell of a carrier and turned it into the greatest airline in the United States: "Anybody can cut costs. That doesn't lead to success. The key to success is providing increased value."

Of course I could fly on CO FC EWR-LAX for $1,00 rt. But I used to be able to fly in FC with an upgrade for $350 rt.

The issue for me isn't the FC upgrade, actually. I'm not the kind of consumer who takes this perk for granted. I accept that someone paying for the seat should get it before me if I'm only paying for a deep-discount coach seat.

The issue for me is, if I'm going to have to fly coach, I would like something more than what CO is offering on its EWR trans-con flights in coach.

When I look at the quality of the coach-cabin product on CO, especially trans-con out of EWR I'm frankly a little shocked.

There are only two 757's flying transcon out of EWR, both to LAX. All other flights to all West Coast destinations are on packed-to-the-rafters 737's, a plane that was designed in the 60's for short-haul flights made by Lufthansa.

And while the plane has gone through numerous updates, the basic fuselage is unchanged, with its narrow aisle and cramped quarters.

Continental's coach cabin has the industry-minimum 31" seat pitch and rock-hard seats. Every 737 model save the -800 w/ midcabin lavatory and the -900 has only two lavatories in the back of the plane for as many as 141 pax (+ 3 f/a's).

The fact that I still get a lukewarm sandwich and a plastic pillow does not comfort me in the least.

So in the vein of achieving fiscal stability I think CO needs to make an effort to increase the quality of its coach-cabin product, especially since the promise of FC upgrades is now out of reach of the vast majority of Elite flyers.

Either something like UA's economy plus for elite OP's, or simply a little bit more leg room throughout the cabin (32" seat pitch like every other legacy carrier in the U.S. wouldn't be bad).

In my opinion the strategy being used by the current management is a short-term bandage that will lead to a slight blip in the bottom line in the short term.

As the most loyal customers are alienated, though, the strategy will prove to be very short-sighted and lead to mass defections of the airline's most loyal customers, customers who do not necessarily pay the most per flight but whose long-term loyalty is critical to the airline's long-term revenue stream because they end up spending a lot of money throughout the year.

Anybody can cut costs and make uncomfortable coach cabins. That hardly requires inventive management. But as soon as a competitor comes along who provides a better product for less money, Continental's OP Elites who feel their loyalty is no longer valued will jump ship.

Anf what then? The ultimate expression of this strategy is to turn CO into another commodity product.

Is that what Gordon Bethune would have done?

These are the kind of opinions that kill me. "Continental has one of the best domestic FC products and that's why people are now paying for it". What in the Heck are you talking about? It's absolutely no different than FC in US, UA, NW or any other legacy carrier. That's just a flat ignorant and obviously biased comment (talk about carrying the CO flag). What, the heineken on CO tastes better than on another carrier?

This is exactly what I was talking about. Some snobbish jerks that have the option to spend more for a ticket than they need to and then poke out the eyes of the gross majority that don't. OK, your wealthy and/or an executive who likes to needless spend company (and stock holder) money without needing to. That seems to be going around in corporate America lately. Congrats. You're a big boy. You get a golf clap from everyone. Feel better now?

$800 is plenty for a trip to LAX. The point was that there was a guaranteed superior product (JetBlue) for less money and since he wasn't getting upgraded anymore then the there was no value to fly CO anymore. Not sure how you missed this point.

So, your contention is that CO is better off blowing-off this consistent $800 revenue stream because....why was that again? Oh, yea, because CO is an exclusive airline and just 'not for everyone'.

What a ridiculous viewpoint.

It's what you can get for your loyalty. All the legacy carriers offer the same damn basic coach product and, for that matter, the same basic FC product.

It's how you get rewarded for your loyalty. Upgrades being the most obvious and desired of the perks.

If you can't get them while throwing every available dollar at it then what is the point? Find someone else who will recognize it.

Thank god somebody 'gets it' without bragging about their wallets and weeding out the scummy and non-deserving plats.

The CO management team is trying to do the best with what they currently have - that is a limited fleet of wide bodies and focusing on international expansion with their 757 fleet.

That said - the issue is then the pricing of their product. CO has pretty much given up on the true premium market - ie International F, premium transcon, etc. UA and AA pretty much have this limited market, particularly for transcons. CO has given up on $2K+ RT transcons and now focuses on offering discounted F - in prices from $500-$1300 RT - using revenue management to maximize potential revenue - at the expense of having available upgrades.

I suppose CO has the numbers - but the long term implications likely have not been determined - loyalty, etc.. If you travel on CO in F you pretty much have no flexibility on change - as the seats are priced to sell out. Thus buying an F seat - you get it at a discount price - but lose the flexiblilty that flying in F used to provide - easy change of flights. When F is priced very high - then few buy - but what they buy is pretty much a guaranteed seat when they want and great flexibility to change at the last minute. Then all those unsold seats go to FF upgrades. CO is just not in that market anymore - AA and UA still are.

It is a well know fact that domestic first on Continental is superior to most other legacy carries. have you flown NWA or US Airways lately and compared the product to Continental's? You can't compare the products - Continental's is vastly superior - even frequent flyer of other airlines have said this - EWR-PHX you get hot towel service 2 choices for dinner, warm nuts and on dinner the ice cream sundae - on US/HP you get the choice of a salad or a sandwich and definately no hot towel or ice cream.

Your comments are just dripping with nasty attitude - no comment.

If one feels one product is superior to another then it is thier choice - the poster elected to pay 800 on co, when they could have pais much less somewhere else - don't hold it against Continental.

Again, thats just full of nastyness - no comment.

Continental offers a minor superior coach product to other legacy carriers - meals at meal times, blankets, pillows, and IFE. You wont find that on NWA, AA, or HP/US.

Continental's FC product is much different as I said before with my EWR-PHX example, but also - on LGA-IAH on a breakfast flight I get a choice of breakfast - on NWA you get no choice on PHL-MSP. plus the seats are much different in quality and there is no IFE on NWA.

Everything is in the eye of the beholder, but there is no need to post comments dripping with nastyness and such distain for your fellow FTers...

-Vincent

That makes some short terms sense.

On the other hand, CO had better be prepared to lose a tremendous amount of mid-revenue plats and golds next year. The 125% bonus for milage is great but not when considering the fact that the unavailability to use them, even as plat, that perk loses alot of it's luster. The only saving grace was the frequency of the upgrades.

I can't speak for everyone (obviously) but I'm willing to bet that I'm in the vast majority that doesn't have the liberty to simply throw extra money at a ticket for upgrade chances. I pay what they ask me to pay to get where I need to go when I know where I need to go and when I need to go there. It's that simple. That being under the assumption that that loyalty provides some perks.

Take away the upgrade perk and the fact that you can't use your miles freely and there is little to zero reason to remain with CO. In fact, your only robbing yourself from building status on a more perk freindly airline with every additional trip on CO. I would forsee the frustration factor reaching extremes as the year progresses with plats and even golds and a mass exodus in 2007.

Just my uneducated peasant thoughts though.

Evidently CO execs are really in touch with the garden variety elites.

CO currently has 54 757's (some are configured to int'l), 26 767's and 18 777's (clearly all earmarked for int'l)

So as many as 80 widebodies would be available for domestic. This compares to AA's 143 757's and 74 767's. About a third of each plane, but then again AA is the world's largest airline.

And one wonders why CO can fly so many domestic widebodies in and out of IAH and not a single one in and out of EWR (except to IAH, of course).

After all, EWR is CO's principal international gateway and one would imagine that feeder flights would benefit from greater capacity.

Sometimes the truth isn't pretty.

You're confusing those who CAN spend more for a ticket and those who CAN'T. Again, out of touch with the rank-and-file elites.

The only difference I saw with US and CO is that US actually valued my business. Their program, in my opinion, was superior for top level (Chairmans).

Hot towels and warm nuts don't mean anything when you are sitting in coach eveytime because you didn't get the upgrade.

I think most people don't really care about the warmth of the nuts or a hot towel or if the cuisine a bit more refined. They just want to get away from the screaming babies, relax in a bigger seat with a cold beer and get to where I have to go.

Not nasty. Just honest.

2 days to go and of course my upgrade has still not materialized...

I like to fly CO. EWR is convenient from me. CO flies a young fleet and I've always felt service onboard is good. In the last couple of years I've taken advantage of their BF promotions to European destinations. The BF concept is very very good. However, I loathe to say that I'm not happy flying CO coast to coast domestically or to Europe - when seated in the back.

I much prefer UA (domestic) where I'm always guaranteed E+ and can easily use upgrade tools provided to frequent flyers, or SK (internationally) where op-ups are common (maybe I've been lucky) or I can fairly often use miles to confirm an upgrade at day of travel.

This is what CO writes on their website, with regards to complimentary upgrades:

Upgrades are processed nightly and confirmed in priority order using the following schedule:

- All Elite members on unrestricted Y fare class -- Beginning 5 calendar days before departure if an upgrade was not confirmed any time after ticketing

- Platinum Elite members on non-Y fare classes -- Beginning 5 calendar days before departure

- Gold Elite members on non-Y fare classes -- Beginning 3 calendar days before departure

- Silver Elite members on non-Y fare classes -- Beginning 1 calendar day before departure

When my upgrade didn't clear on the 5-day mark I called CO and they told me there were six FC seats available. My position is that when posting the above t&c they should honor them. I'm a Plat, there are plenty of seats left and still they didn't upgrade me. In my opinion that's a violation of their published policy.

I surely understand they want to keep these seats and sell them, however, why do they list complimentary upgrades as a FF benefit? That is false advertising and I agree with posters that say they will lose FFs on a long term basis.

Another issue is when I booked my ticket six weeks ago, the FC cabin was wide open. I inquired if I could use my miles to confirm an upgrade. The answer was no, there were no availability. So I'm stuck with hundreds of thousands of miles on CO, with almost no option for using them.

I have flown NW's F product and do share your opinion on them. However, I have also flown UA's domestic F product and IMHO it is on par with CO's. Moreover, UA’s true F product (international and p.s.) give BF quite a spanking.

Been on an ExpressJet flight recently? I have except this time the logo was a gargantuan bluish “U” and I found myself sitting in F. Best part is that if the upgrade failed to clear, I’d be sitting in E+. I find myself in partial agreement with you. While CO is superior to some of the majors, I have found UA's F product at times to be superior to CO (especially if it’s an “express” flight!).But the point that I read out of this was that the opposite was occurring. CO's Y product is of poorer quality than B6 (which I agree with) but costs more. I think this is what has people :confused: - why would I want to pay MORE for LESS? Previously this answer has been, "well, at least I have a shot at an upgrade" but now with that choice gone, I think many are asking the question and not finding an answer.For me UA's E+ blows both CO's regional, domestic and international Y product out of the water. Not only does UA BLOCK THE SEAT NEXT TO ME (which as others have mention would be a ZERO cost for CO to do), they also have a more agreeable (again in my situation) international upgrade policy.

My point: CO's great and they certainly are the best at somethings - but they are not the best at everything. Should any business choose to rest on their laurels and fail to realize the need to constantly improve their product they will be in for choppy waters.

In this case, CO needs to wake up to how their Y is continuing to slip further and further behind their competitors.

The widebodies are all used for international flights, there are only a a few flights between IAH and EWR that are widebodies and they are primarily aircraft rotations between IAH and EWR for international flights...

-Vincent

YES, YES, YES, YES, YES!

I never said Continental was the best, I said they were among the best - UA was left out of my comparisons because on many levels they offers a comparable product to Continental - or in some cases excedes.

-Vincent

Getting off topic...
 

We are getting off topic (again - what else is new), the OP wanted to know how the upgrade system worked and why he didnt get an upgrade right away. I am sure by now we have answered that question.

-Vincent

Ah-ha! I asked Victor almost the exact same question on Saturday during the last DO!

Look, OnePass is a revenue center - not an expense center for CO. This is due to the large contracts CO (and all the others) have with "partners" for the sale of mileage. Case and point: AMEX paid DL $500,000,000.00 (that's half a billion!) for SkyMiles to give to their card holders; when UA went into BK one of the only divisions of the company turning a profit was Mileage Plus; or look at AreoPlan which is it's own company now! If mileage rewards are done properly than the airlines can reap rewards from them.

However, should the opposite occur (the airlines merrily keep minting miles and don't offer an increase in freebies to go along with them) folks are going start realizing the currency has been devalued. Reward rates will increase, especially for “rule-bustin” F seats and mileage holders will become increasingly frustrated. As such, the demand for "partner" mileage buying will decline and CO will no longer be able to harvest the revenue they once enjoyed from selling those valuable OnePass miles.

They will kill the goose laying the golden eggs.

But alas, what know I?

The short answer is that the upgrade system doesn't work unless your prepared to needlessly throw hundereds of dollars at a coach ticket.

It's only early March. How fed up do you think elites are going to be with the carrot-and-stick tactic by the end of the year?

I hope CO is ready to sacrifice a good portion of their revenue stream for 2007 because there is no reason to fly them after that for alot of people.

Bad, short sighted, and out-of-touch executive leadership in my opinon. For what it's worth.

Ah, the sweet voices of reason and realism. This forum does have some people that can see the forest.

Funny, that in itself is a comment. It's too bad that you can dish out the nasty comments but can't take them.
So either the GA goes against the rules, or she doesn't know what she is doing, so in typical CO style, she makes up an answer/policy.

All part of the some of the best training in the industry. And oh, don't forget, great people stand behind great products and all the rest of the propaganda that gets mindlessly regurgitated...

The published policy includes a big disclaimer - subject to availability
. No airline, whether its CO, NW, UA, US or AA is going to block out its entire FC cabin to accomodate free upgrades when seats can be sold to the market. What happens when they AC has 12FC seats and 18 top tiers waiting for their upgrade? Obviously, someone is going to lose out. You can't please everyone. Only Midwest offers a FC guarantee where everyone is upgraded because the entire AC is FC (saver service excepted).

At the DO, CO stated there are targets it wants to achieve for upgrades at each tier level. Obviously these are not being met for alot of customers, and CO needs to figure out how to better balance its benefits with its need for revenue.

I have to agree with J Edward re: UA. It would cost CO nothing to automatically block the middle seat when a Platinum makes their seat selection. That seat should remain blocked and unavailable until 30 minutes before departure, and can only be assigned at the gate by a gate agent (who must manually unblock it) if it's specifically needed to accomodate customers without seat assignments or standbys - and only if those customers cannot be seated elsewhere.

On the other hand, CO has a stated policy of maximizing as much revenue from each aircraft as possible - so I don't see them introducing an E+ cabin and removing even a single seat from coach if they don't have to. However, I would like to see some research done on improving the seat itself. The coach seats are hard, unflexible, and I find the bottom cushions far too short for comfort. I believe one of the reasons the cushioning and padding of the seat is so thin, is to improve the pitch. A thicker seat would take more room and either reduce pitch to 29-30", or require the removal of some seats to keep it at 30-31".