Flexibiliy of AONEx?
 

Sorry if this has been posted elsewhere. I have spent a while looking for this in the forum.

The current RTW rules state destinations need to be stated at booking. Does this mean that xONEx tix are only flexible to date and time changes now? I've been using CIRPACs for a while and the last time I used an xONEx they were completely flexible (reroute, reissue) so long as the continent sequence and direction were unchanged. Cost $150 per reissue but that isn't a big deal. However if the routing is no longer flexible it means I need to wait much closer to last minute to book, or just use xONEx for intercontinental routing and book some of the local trips separately?

It just means you need a dummy routing in place when you ticket. The dummy routing needs to comply with the fare rules. You can later change the routing by reissuing the ticket.

No, they're still flexible. Date/time/carrier changes are free (except for some complex rules regarding changing the first international flight, the applicability and implementation of which are much debated (don't get me started) including here at FT, and even the carriers apparently cannot agree), as they do not require ticket reissue. Itinerary changes require reissuance of the ticket, so the change fee applies.

You can only change to flights that have A availability. A (or downgraded D) can be hard to get at times. Open F seats on a flight will generally not be released for A.

Surely you can still have Open segments after a re-issue? It's true, of course, that you can't have a confirmed reservation unless you get availability in the appropriate bucket.

People have, however, reported that the AA RTW Desk has, on request, had success in getting available seats released by AA Revenue Management. Other carriers (JL?) sometimes wait till the last minute while some (QF on the 380?) don't ever want to dilute their First Class per seat earnings, or so it seems.

Thanks everyone, I think my question is answered. All I need to do is set up the intercontinental routings plus whatever intra regional travel I know about, and if my itinerary changes (and it will) just pay the reissue fee.

Thanks for the advice about A/D availability. I know all about that one which is why I'm trying to get at least my intercontinentals booked firm a little way out. I don't mind downgrades to J for short hops...

How long do you think QF will be able to hold out on their A availability for the 380? Clearly they didn't count on the recession when they dreamt up that policy. Personally, I would far rather travel F on a 747 (in A fare bucket) than pay the exorbitant cost of a regular F or R ticket on a 380.

QF seems to have given up on charging R for A380 and there is plentiful F availability for most dates; however not A and the current policy appears to be to release the unsold F seats at the 24 hour mark for upgrades. The upgrade process is from any Business fare -- so you can upgrade from D but not book A on the A380 (presuming you have at least WP status, that would be the minimum to have a chance to clear the upgrade list, Emerald is simply not high enough). Great news for those buying D or accepting voluntary downgrade to D and having the QFF miles to use for the upgrade. I expect this to continue until 2010 when A380s become more plentiful.

Not so good for Qantas Frequent Flyers as the SC earn drops from 270 (First Class) to 180 (Business). The point earn is down nearly 2000 as well in cabin bonus - 3000 if you include the lost loyalty bonus earn.