Nov 1, 2013, 4:08 am
Last edit by: aacharya
Moderator Note: Please keep the wiki post limited to just the facts.
New UA Award/Upgrade Chart (vs. Current Chart)
Changes took effect for travel booked starting February 3, 2014. See UA Insider's post linked here for more info about the date change. http://www.flyertalk.com/forum/22263212-post2366.html
Awards with *A partners now cost more than similar awards flown only on UA metal.
See below for the round-trip increases on partner metal :
Changes to upgrade policy for intra-Asia and northern South America flights
Questions and Answers
Q: If I book an award in January 2014 and then make changes in February or beyond (in routing, airline, origin, destination, etc), will it be repriced according to new mileage requirements, or will I keep the old pricing on that ticket?
Additional details on changing tickets booked prior to 2/3/14 per UA Insider:
Full details are in post #2588 http://www.flyertalk.com/forum/22283437-post2588.html
Q: Do these rates apply for tickets purchased after Feb 3 or for travel after Feb 3? That is,if one purchases a ticket now, to fly on Mar 15, will that be new or old pricing?
Q: How will award pricing apply to mixed-carrier Saver Awards?
(reverted to J.Edward's rev)
New UA Award/Upgrade Chart (vs. Current Chart)
Changes took effect for travel booked starting February 3, 2014. See UA Insider's post linked here for more info about the date change. http://www.flyertalk.com/forum/22263212-post2366.html
Awards with *A partners now cost more than similar awards flown only on UA metal.
- F awards on partners went up 40-80%
- J awards on partners went up 20-40%
- F and J awards on UA metal (or mixed carriers where UA metal is in premium cabin followed by partner segment in lower class) as well some Y awards increased by 5-20% (US to Europe in F up 19%, US to Middle East in F up 20% for example)
See below for the round-trip increases on partner metal :
US ✈ Southern South America: +10,000 J, +5,000 F
US ✈ Europe: +40,000 J, +85,000 F
US ✈ Northern/Central/Southern Africa: +40,000 J, +110,000 F
US ✈ Middle East: +5,000 Y, +40,000 J, +130,000 F
US ✈ Central Asia/India: +5,000 Y, +40,000 J, +120,000 F
US ✈ South Asia: +15,000 Y, +40,000 J, +120,000 F
US ✈ North Asia: +5,000 Y, +40,000 J, +100,000 F
US ✈ Japan: +5,000 Y, +30,000 J, +85,000 F
US ✈ Oceania: +30,000 J, +70,000 F
US ✈ Australia/New Zealand: +25,000 J, +100,000 F
RTW: +20,000 Y, +90,000 J, +100,000 F
US ✈ Europe: +40,000 J, +85,000 F
US ✈ Northern/Central/Southern Africa: +40,000 J, +110,000 F
US ✈ Middle East: +5,000 Y, +40,000 J, +130,000 F
US ✈ Central Asia/India: +5,000 Y, +40,000 J, +120,000 F
US ✈ South Asia: +15,000 Y, +40,000 J, +120,000 F
US ✈ North Asia: +5,000 Y, +40,000 J, +100,000 F
US ✈ Japan: +5,000 Y, +30,000 J, +85,000 F
US ✈ Oceania: +30,000 J, +70,000 F
US ✈ Australia/New Zealand: +25,000 J, +100,000 F
RTW: +20,000 Y, +90,000 J, +100,000 F
Changes to upgrade policy for intra-Asia and northern South America flights
- Complimentary Premier Upgrades and instant upgrades are not applicable
- Regional Premier Upgrades (for any fare class) and Global Premier Upgrades (for flights booked in fare class Z, P, S, T, L, K, G or N) can no longer be requested on or after November 1, 2013
- There is no co-pay exemption for MileagePlus Upgrade Awards requested on or after November 1, 2013
- The above changes do not apply to Copa-operated flights.
Questions and Answers
Q: If I book an award in January 2014 and then make changes in February or beyond (in routing, airline, origin, destination, etc), will it be repriced according to new mileage requirements, or will I keep the old pricing on that ticket?
Our existing change process will apply. Changes to awards that require a change in date do not result in a change to the award price. Any other change will require an add/collect in miles and fees for changes or cancellations will still apply as per our existing policies.
Changes that will not trigger a re-price for itineraries ticketed before February 3, 2014 include:
- Date/time (cabin, region, and award type can't change)
- Carrier on one or more segments (cabin, region, and award type can’t change)
- Origin/Destination within the same regions (carrier and cabin can’t change)
Q: Do these rates apply for tickets purchased after Feb 3 or for travel after Feb 3? That is,if one purchases a ticket now, to fly on Mar 15, will that be new or old pricing?
Updated handling for mixed UA-Partner United/partner award itineraries: As we shared with the initial announcement, the Star Alliance/Partner partner award pricing will apply to Business or First awards for itineraries that include at least one flight segment operated by a MileagePlus partner carrier in Business or First.
However, as a customer benefit we have made an exception for most itineraries which require connecting onto a MileagePlus/Star partner in First or Business for a short distance. Specifically, if a United/Copa award itinerary contains a connecting segment on a MileagePlus/Star partner that is wholly within one MileagePlus award region, then the United award price will apply.
However, as a customer benefit we have made an exception for most itineraries which require connecting onto a MileagePlus/Star partner in First or Business for a short distance. Specifically, if a United/Copa award itinerary contains a connecting segment on a MileagePlus/Star partner that is wholly within one MileagePlus award region, then the United award price will apply.
- For example: IAD-FRA in United BusinessFirst connecting to FRA-FCO in Lufthansa Business, will be priced at the United mileage award amount.
- Note that this exception will not apply to a few specific regions and routings, such as intra-Africa connecting segments and certain fifth-freedom routes (e.g. BKK-KUL operated by Lufthansa)
Changes to MileagePlus Award and Upgrade Policies - Eff. 3-Feb-2014
Nov 6, 2013, 9:04 pm
#1546
Join Date: Dec 2002
Location: New York, NY USA
Programs: AA 8MM Exec,Life Plat, Marriott Amb,Life Titanium, ,Hilton Diamond, Hyatt Globalist.
Posts: 495
It appears use em or lose em is in effect at United....
These new mileage charts using international carriers are terrible. I am certainly glad I purchased my $3000 for 100,000 earlier in the year and added some miles and have an F r/t for SE Asia that now would cost 260,000 miles? WOW.
That said, I will use all my united points on tickets and then no more.
My next question is "what do I do with all those Chase Sapphire points? hmmmm.
Just seems to be the way of the world these days....pay more...get less.
Safe travels to all! NYC
That said, I will use all my united points on tickets and then no more.
My next question is "what do I do with all those Chase Sapphire points? hmmmm.
Just seems to be the way of the world these days....pay more...get less.
Safe travels to all! NYC
Nov 6, 2013, 10:08 pm
#1547
FlyerTalk Evangelist
Join Date: Mar 2008
Location: body: A stone's throw from SFO, mind: SE Asia
Programs: Some of this 'n some of that
Posts: 17,263
The taxes will liekly be different and UAInsider has stated that a change in taxes/fees is sufficient to put the new awards levels into effect.
Nov 6, 2013, 10:14 pm
#1548
FlyerTalk Evangelist
Join Date: Jul 2003
Location: BOS, PVG
Programs: United 1K and 1MM, Marriott Ambassador
Posts: 10,000
Even if you just change dates, tax could be different due to currency exchange rates.
Nov 6, 2013, 11:56 pm
#1549
A FlyerTalk Posting Legend
Join Date: Aug 2003
Programs: UA 1K 1MM (finally!), IHG AMB-Spire, HH Diamond
Posts: 60,166
Changes to MileagePlus Award and Upgrade Policies - Eff. Feb. 2014
Shifting all my auto-pay charges off my UA Club card ahead of the renewal...and assured cancellation. Hopefully Chase gets hammered with account closures.
Nov 7, 2013, 12:12 am
#1550
FlyerTalk Evangelist
Join Date: Aug 2008
Location: Usually in SAN or Central Europe.
Programs: AA:EXP/1MM. Accor/Radisson:Silver; HH:Gold; ICH:Plt Amb.
Posts: 22,307
Anybody remember when Leo Mullin tried to gut the Delta Skymiles program around 2002? The members started a campaign "Save Skymiles " and put out badges with Leo the Rat and Save Skymiles on them, had a SOS website, hired an advertising truck with large placards on them that drove round the Wardorf Astoria (think it is was this hotel) in NY when the DL Annual GM was on there. Delta at that point stood for "Driving Every Loyal Traveler Away. After a lot of campaigning by the FFs DL backed down on their Skymiles changes and I believe that Leo was given the boot by the DL's Board of Directors in the end, although he says he resigned.
Just a look back in history to see what was successfully done when DL tried to do what UA has just done. The Frequent Flyer customers can be heard and make a difference.
Just a look back in history to see what was successfully done when DL tried to do what UA has just done. The Frequent Flyer customers can be heard and make a difference.
Nov 7, 2013, 1:12 am
#1551
Join Date: Sep 2012
Location: MDE
Programs: AA EP, CM PP, AV GM, UA Silver, SPG Gold, Hilton Diamond, Hyatt Plat, Marriott Plat, Accor Plat
Posts: 1,002
If I want to go from MDE to MCO, buying up to business class is usually less expensive on UA. That usually means flying MDE-BOG-IAH-MCO, but can mean MDE-PTY-IAH-MCO. It's significantly more BIS miles than MDE-PTY-MCO. That was my reference to more MM miles. Not that I thought that the 1.5 PQMs counted toward them.
Clearly, the MDE-PTY-MCO is much more convenient, but without an upgrade it loses some of its appeal. As a 1K, I have never failed to get the UG on the PTY-MCO-PTY portions of the flights. If I have to pay for the UG, then it just seems more prudent to me to go the long way around. I can usually find a red-eye going through BOG, so I don't lose much in terms of productive time on either end.
Nov 7, 2013, 1:14 am
#1552
Join Date: Sep 2012
Location: MDE
Programs: AA EP, CM PP, AV GM, UA Silver, SPG Gold, Hilton Diamond, Hyatt Plat, Marriott Plat, Accor Plat
Posts: 1,002
Nov 7, 2013, 1:16 am
#1553
Join Date: Dec 2006
Programs: United 1k aa exec plat
Posts: 1,842
what is even more unclear is that say you have a open jaw return flight
with stopover.
if you change the routing after feb 1st does this automatically void the whole routing(or put it at a higher mileage) as stopovers on non round trips are no longer valid??
Nov 7, 2013, 1:29 am
#1554
Join Date: Jul 2004
Location: Chicago USA
Programs: *A Junkie, SQ PPS, Skywards Gold, 2 Million Mile Flyer;*wood LT Plat, BA MM
Posts: 1,762
Pls remove post
Last edited by UrbaneGent; Nov 7, 2013 at 7:04 am
Nov 7, 2013, 2:06 am
#1555
Join Date: Dec 2010
Location: Chicago
Programs: AA EXP, UA former 1K (1.9MM and gone), Marriott LT Plat, Hilton Diamond, SPG Plat
Posts: 1,111
Not saying this is necessarily a bad strategy, but UA is clearly on a path to reduce their dependence on other *A carriers:
- Minimum UA-metal segment spend
- PQD with requirement for UA metal or UA ticketing (plus difficult and expensive to buy tickets from UA with all non-UA metal)
- UA MM credit only for UA metal (unlike CO)
- Sharply increased costs for *A awards (and possibly reduced access to inventory)
- New bureaucracy for LH upgrade awards
- Reduced baggage allowances for *A fliers on UA metal
- Probably a few more that I've missed
This strategy is consistent with Smisek's focus on the network and the 787. Seems to me that his ultimate goal is to fly Americans and visitor to the U.S. to/from any important destination in the world on UA metal, thereby reaping the bulk of the profits, rather than sharing nicely with his *A partners.
Along these lines, I predict that as the 787 rollout continues and the fleet is reshuffled, we'll not only see more new destinations, but more flights that compete directly with *A partner routes. Also, while I've been skeptical of predictions that *G reciprocal lounge access will be scaled back, that's starting to seem like the logical next step.
This could be a viable long-term strategy for UA, given the extensive international network they already have in place, but I believe that over time it will diminish *A's position as the leading alliance. Fortunately for them the other alliances are still hobbled by some gaps in their network coverage as well as the horrendous award surcharges from BA at the heart of the OW network. However, both ST and OW seem to be moving to fix the first problem, and it wouldn't surprise me at all if UA and/or LH decide to emulate BA's YQ charges.
- Minimum UA-metal segment spend
- PQD with requirement for UA metal or UA ticketing (plus difficult and expensive to buy tickets from UA with all non-UA metal)
- UA MM credit only for UA metal (unlike CO)
- Sharply increased costs for *A awards (and possibly reduced access to inventory)
- New bureaucracy for LH upgrade awards
- Reduced baggage allowances for *A fliers on UA metal
- Probably a few more that I've missed
This strategy is consistent with Smisek's focus on the network and the 787. Seems to me that his ultimate goal is to fly Americans and visitor to the U.S. to/from any important destination in the world on UA metal, thereby reaping the bulk of the profits, rather than sharing nicely with his *A partners.
Along these lines, I predict that as the 787 rollout continues and the fleet is reshuffled, we'll not only see more new destinations, but more flights that compete directly with *A partner routes. Also, while I've been skeptical of predictions that *G reciprocal lounge access will be scaled back, that's starting to seem like the logical next step.
This could be a viable long-term strategy for UA, given the extensive international network they already have in place, but I believe that over time it will diminish *A's position as the leading alliance. Fortunately for them the other alliances are still hobbled by some gaps in their network coverage as well as the horrendous award surcharges from BA at the heart of the OW network. However, both ST and OW seem to be moving to fix the first problem, and it wouldn't surprise me at all if UA and/or LH decide to emulate BA's YQ charges.
Nov 7, 2013, 2:07 am
#1556
Join Date: Apr 2004
Programs: AA, UA, SQ, VA, QF, AF, BA
Posts: 2,865
Archive.org might be your friend, if you want to dig a little. I picked a random date in 2004:
https://web.archive.org/web/20051130...e=RelatedLinks
Fascinating...there are some amazing deals in there. Of course, we all know things change so I'm not really comparing 2004 to today, but still...
https://web.archive.org/web/20051130...e=RelatedLinks
Fascinating...there are some amazing deals in there. Of course, we all know things change so I'm not really comparing 2004 to today, but still...
Nov 7, 2013, 2:28 am
#1557
FlyerTalk Evangelist
Join Date: Mar 2008
Location: body: A stone's throw from SFO, mind: SE Asia
Programs: Some of this 'n some of that
Posts: 17,263
But, assuredly, UA will have little more to say and clarify until the 11th hour. In the same vane that clarifications and details have yet to be verbalized on the PQD scam, er, scheme.
Nov 7, 2013, 3:35 am
#1558
Join Date: Apr 2010
Location: ORD
Programs: AA, UA, GE
Posts: 5,122
Not saying this is necessarily a bad strategy, but UA is clearly on a path to reduce their dependence on other *A carriers:
- Minimum UA-metal segment spend
- PQD with requirement for UA metal or UA ticketing (plus difficult and expensive to buy tickets from UA with all non-UA metal)
- UA MM credit only for UA metal (unlike CO)
- Sharply increased costs for *A awards (and possibly reduced access to inventory)
- New bureaucracy for LH upgrade awards
- Reduced baggage allowances for *A fliers on UA metal
- Probably a few more that I've missed
This strategy is consistent with Smisek's focus on the network and the 787. Seems to me that his ultimate goal is to fly Americans and visitor to the U.S. to/from any important destination in the world on UA metal, thereby reaping the bulk of the profits, rather than sharing nicely with his *A partners.
Along these lines, I predict that as the 787 rollout continues and the fleet is reshuffled, we'll not only see more new destinations, but more flights that compete directly with *A partner routes. Also, while I've been skeptical of predictions that *G reciprocal lounge access will be scaled back, that's starting to seem like the logical next step.
This could be a viable long-term strategy for UA, given the extensive international network they already have in place, but I believe that over time it will diminish *A's position as the leading alliance. Fortunately for them the other alliances are still hobbled by some gaps in their network coverage as well as the horrendous award surcharges from BA at the heart of the OW network. However, both ST and OW seem to be moving to fix the first problem, and it wouldn't surprise me at all if UA and/or LH decide to emulate BA's YQ charges.
- Minimum UA-metal segment spend
- PQD with requirement for UA metal or UA ticketing (plus difficult and expensive to buy tickets from UA with all non-UA metal)
- UA MM credit only for UA metal (unlike CO)
- Sharply increased costs for *A awards (and possibly reduced access to inventory)
- New bureaucracy for LH upgrade awards
- Reduced baggage allowances for *A fliers on UA metal
- Probably a few more that I've missed
This strategy is consistent with Smisek's focus on the network and the 787. Seems to me that his ultimate goal is to fly Americans and visitor to the U.S. to/from any important destination in the world on UA metal, thereby reaping the bulk of the profits, rather than sharing nicely with his *A partners.
Along these lines, I predict that as the 787 rollout continues and the fleet is reshuffled, we'll not only see more new destinations, but more flights that compete directly with *A partner routes. Also, while I've been skeptical of predictions that *G reciprocal lounge access will be scaled back, that's starting to seem like the logical next step.
This could be a viable long-term strategy for UA, given the extensive international network they already have in place, but I believe that over time it will diminish *A's position as the leading alliance. Fortunately for them the other alliances are still hobbled by some gaps in their network coverage as well as the horrendous award surcharges from BA at the heart of the OW network. However, both ST and OW seem to be moving to fix the first problem, and it wouldn't surprise me at all if UA and/or LH decide to emulate BA's YQ charges.
Another factor could be the internal charges that UA pays for premium cabin redemptions on other *A carriers. This is just personal speculation.
My redemptions have always been on premium cabins on other carriers NH J, LH F, OZ F, TG F, etc. I am sure I am not alone in this.
Maybe the *A carriers with the more desirable premium cabins decided to charge more (again just personal speculation) and UA is passing the cost along (and maybe a bit more).
In any event, my main attraction to UA is the ability to get awards on other carriers. Even in the bad old *Net blocking days, you could get some availability if you knew how to look and were persistent. So unless AA really guts AAdvantge post-merger, it will be adios for me.
Nov 7, 2013, 3:43 am
#1559
Join Date: Jul 2011
Location: SF Bay Area
Programs: UA MileagePlus (Premier Gold); Hilton HHonors (Gold); Chase Ultimate Rewards; Amex Plat
Posts: 6,664
+1
Another factor could be the internal charges that UA pays for premium cabin redemptions on other *A carriers. This is just personal speculation.
My redemptions have always been on premium cabins on other carriers NH J, LH F, OZ F, TG F, etc. I am sure I am not alone in this.
Maybe the *A carriers with the more desirable premium cabins decided to charge more (again just personal speculation) and UA is passing the cost along (and maybe a bit more).
In any event, my main attraction to UA is the ability to get awards on other carriers. Even in the bad old *Net blocking days, you could get some availability if you knew how to look and were persistent. So unless AA really guts AAdvantge post-merger, it will be adios for me.
Another factor could be the internal charges that UA pays for premium cabin redemptions on other *A carriers. This is just personal speculation.
My redemptions have always been on premium cabins on other carriers NH J, LH F, OZ F, TG F, etc. I am sure I am not alone in this.
Maybe the *A carriers with the more desirable premium cabins decided to charge more (again just personal speculation) and UA is passing the cost along (and maybe a bit more).
In any event, my main attraction to UA is the ability to get awards on other carriers. Even in the bad old *Net blocking days, you could get some availability if you knew how to look and were persistent. So unless AA really guts AAdvantge post-merger, it will be adios for me.
Nov 7, 2013, 4:25 am
#1560
Join Date: Jul 2011
Programs: UA 1K, SPG Platinum, Hyatt Diamond, Hilton Platinum, Marriott Platinum
Posts: 568
Quote:
Originally Posted by cheltzel
+1
Another factor could be the internal charges that UA pays for premium cabin redemptions on other *A carriers. This is just personal speculation.
My redemptions have always been on premium cabins on other carriers NH J, LH F, OZ F, TG F, etc. I am sure I am not alone in this.
Maybe the *A carriers with the more desirable premium cabins decided to charge more (again just personal speculation) and UA is passing the cost along (and maybe a bit more).
In any event, my main attraction to UA is the ability to get awards on other carriers. Even in the bad old *Net blocking days, you could get some availability if you knew how to look and were persistent. So unless AA really guts AAdvantge post-merger, it will be adios for me.
Of course, if $mi$ek could actually create an F product that's desirable, UA could then reap the benefits of BEING PAID by partners for F redemptions like LH. It might even be able to block partners programs from redeeming directly for F like SQ does. I don't know why this is apparently so difficult for UA to accomplish.
Originally Posted by cheltzel
+1
Another factor could be the internal charges that UA pays for premium cabin redemptions on other *A carriers. This is just personal speculation.
My redemptions have always been on premium cabins on other carriers NH J, LH F, OZ F, TG F, etc. I am sure I am not alone in this.
Maybe the *A carriers with the more desirable premium cabins decided to charge more (again just personal speculation) and UA is passing the cost along (and maybe a bit more).
In any event, my main attraction to UA is the ability to get awards on other carriers. Even in the bad old *Net blocking days, you could get some availability if you knew how to look and were persistent. So unless AA really guts AAdvantge post-merger, it will be adios for me.
Of course, if $mi$ek could actually create an F product that's desirable, UA could then reap the benefits of BEING PAID by partners for F redemptions like LH. It might even be able to block partners programs from redeeming directly for F like SQ does. I don't know why this is apparently so difficult for UA to accomplish.