I was just helping to decipher what it meant for you! No idea on the maths front - but yes exactly and explains the outrage on here!

I would love to see you elaborate on that.

DL owns 49% of VS. I've always believed that relationship benefits them both - DL gets a UK operation, DL gets an identity of their own thanks to VS. VS gets feed into the US, operational knowledge and a more stable relationship. DL is clearly driving the bus in some things VS does (like the all the flying club stuff), where VS is in others (like DL's visual changes over the years).

QR owns 20% of IAG. I've not seen any QR influence in anything BA does, especially these changes and instead is more "cost cutting is in our DNA" dressed up as big improvements.

I find this incredibly shortsighted on their part. For one they could have adopted the QF model - keep the status credits/TP, and just give people an outsized heap of extra SC/TP for flying the same route on BA than say, CX, which QF already does on routes where they compete with other OW carriers.

As it stands this only helps the bankers that already are on J or anyone on corporate coin and don't need any additional incentive, but severely penalises everyone else.

"Originally Posted by CT-UK
Trying to make sure my math is correct here. I am currently 660 TP short of LTG so 97% of the way there. When they convert the points over I would need another 16500 points so �16500 of spend?

I guess I need to try and get in 9 CE trips in before the end of March."

Yikes. I'm in a similar scenario.
What to do, what to do...

That, sir, has been pretty much been my take of QR in recent years though
​​​​​

A thought: Will the amount needed have to keep increasing each year/years?

The current system - roughly based on distance, fare bucket type and class means that inflation has no effect on it (I think!)

In this new world they'll need to keep moving the spend target every year(s) or inflation will eat into it?

Eg say in 10 years time a basic economy return to Spain might cost you �2000, so you'd only need 5 of those to get to silver at today rates (about �10k spend for 'new' silver)

My understanding from Qatar people is that it has a veto over BA launching routes which would potentially cannibalise its business outside the existing JVs. You basically do what you know will keep Qatar happy because the price of Qatar being unhappy is very high.

I got an email earlier, specifically tailored for GGL with the link to a different page containing ggl information including partner cards and GUF earning points. I have a PDF of the GGL inclusive FAQs if anyone would like them.

The competition authorities might be interested in that.

What about earning on the Barclays Avios Premier credit card?

This is very very disappointing overall.

Why?

just look at all the other spend based programs, they up the requirements every few years.

I wonder how many 50 Flight Silvers there are who will go with U2/FR as a result of this particularly in Domestics.

For me this will mean that for European Travel I would more likely go LCC or AF/KL/LH as am based in Scotland.

From a Domestic point of view you wonder what the expected drop will be in terms of passengers and whether this would lead to cuts in capacity as well. A lot of Group 1/2 flyers ex EDI/GLA are flying behind the curtain and at �50 eligible spend would be needing 150 flights for silver now.

Flying in Business makes no difference without status bar free seat selection anyway. At that point would BA need to include there own lounge or just do a deal with Aspire for access for BA J pax.

As for Longhaul regional flyers with status harder to obtain will they be more likely to try other carriers as well. Between GLA/EDI you have from the East Coast of the States to the middle east covered directly.

As for LGW will there be enough Status pax to maintain certainly an F Lounge there in the future as well.

It does really speak to another step in BA becoming London Airways with this.

where is this from?