Yes, totally agree, and through my previous years of living in Germany and after the BAC changes I am actually closer to LH Lifetime SEN in terms of money to spend than I am now to BA GFL after the goalposts were moved. M&M has actually adopted the a sector-based model for status while BA has moved to spend-based. Interesting how some think that BA is only "jumping on the bandwagon" going revenue-based for status yet other airlines who far earlier awarded miles based on spend still value the sector-based status recognition model. LH Group also offers Silver-for-life which apparently I have already qualified for except that silver on StarAlliance gets you mostly nothing.

Not wanting to stray too far from the topic of this thread. The slop is coming whether we like it or not. Better to pick up the skills to discern and critically assess AI responses than to stick one's head in the sand hoping the fad passes us by.
Thanks to those who engaged in the substance of the slop I thought it had some interesting ideas around how BA positions itself. I found the idea of a cold, efficient d�tente interesting. Perhaps this is the final stage of grief?

I really have no idea what everyone is complaining about. I got 3 tier points on my flight from Sydney to Canberra the other day. Only 1332 flights to go

He’s off again…..

He�s going to be disappointed if he thinks Delta has a first class cabin�

so it's a bit odd because the whole point of the changes is that you give more points to those who spend more, so if you chose to book ba in that case (presumably that may have been a choice AN made before) you are actually better off now then you were under BAEC.

despite that, it seems like moving to a revenue scheme has made him choose a cheaper carrier which i am sure he could have done previously - despite the fact BAC is now supposed to reward those who pay more compared to those of us who may have paid ~�1k for our exEU tatl J seat.

Yeah, good luck getting Delta 360 on that kind of spend, Andy.

Wait until he gets a refurbished 767 on Delta.....BA won't look so bad after all.

I suppose in cases like his it all depends on margiality & perception - if you think you will make the target you plan accordingly, if not then why both trying.

My reading of his situation / spending is that he might get over the line - the trouble with BAC not giving status based on the whole amount spent and taking out fees, taxes, etc, is that it makes it difficult to calculate particularly if you are "relying" on multiple trip types to get your total. Add in that Long haul nets a large amount CE nets nothing significant and it starts to "look" like your awards are a bit random and you start to wonder "why bother".

With the old scheme, I imagine AN could think 4/5 return F trips to the USA, holiday, plus regular CE commuting to LHR and GGL renewal is in the bag (easy to work out). On the new scheme it depends on which fare he has paid, how far out he has booked, CE earns very little and so on, which means there is not the certainty. And I doubt his trips are all booked at the start of the year, I imagine that it only takes a "good" 1 or 2 F fares at the beginning of the year and then you start to think you will not make it over the line.... which then makes you think why bother trying in the first place.

sounds like he should be on FT to get some advice

I do wonder if rather than messing about with bonus points and thresholds (never going to happen IMO), BA could do themselves a favour and say "to simplify the system, and make it easier to understand, nTP will now be awarded on the whole fare paid (including taxes, fees, etc)"

I�ve said before that I have some sympathy for Andrew Neil, and I don�t see his tweets as a DYKWIA moment. He�s said he usually does six or seven NCE�LHR�JFK round trips a year. Under the old system, six in F/CE would have easily requalified him for GGL � simple, predictable, and fair.

That clarity was the point. Members could plan their travel knowing exactly where they stood. Now, with dynamic Tier Point earnings and shifting partner rules, it�s become guesswork. You can fly the same pattern one year and fall short the next � not because you�re flying less, but because the goalposts keep moving.

The real sting is what happens if you miss: losing GGL means facing a 65,000 nTP mountain to get it back, even if you keep earning over 40,000 nTP in later years. For many, that makes reclaiming status practically impossible.

From plenty of chats in the CCR, it�s clear Andrew isn�t alone. Long-standing GGLs feel the trust has been broken � the programme�s lost the transparency and consistency that built loyalty in the first place. Many, like Andrew, have decided it�s just not worth the effort anymore.

his comments re not bothering to "work" on sticking with BA even if it was not the best option rings true for myself. in this current earnings year when looking at premium cabins i have ventured far and wide to the tune of approx 24k that would have normally all been through BA/OW even if not the most convenient--as many others have discussed on other threads.

so thanks to the new scheme, i did not think i would hit the 40k required, but at this point its 24k on other carriers and 13k with BA which means i could have made a run before april to cross 40k, but BA have done a great job showing me how great premium cabins and service are...on other carriers.

�A lot of money � especially since it comes out of my pocket. Nobody picks up my expenses. But at my age I like to travel in comfort.�

I love how so many people live under the delusion that the money that comes out of their own pocket is somehow more valuable to an airline than money that comes out of an evil, wicked fat cat consulting or PE firm 🙄