Should I switch to UA from AA? What differences to expect?
 

I'm based in Chicago and my travel pattern has been around 30-40k BIS miles every year. I've been using AA for a few years after some (several) bad experiences on UA and because they used to have mileage based FFP, which of course is now gone. Now that it's a new year and I only have a couple segments booked on AA I figure its time for a reassessment. I have UA Silver via Marriott Platinum so jumping ship would be easier since I'd have at least some status.

Anyway, I've done some pros/cons, let me know if I'm off base.

Non-stops out of ORD - UA > AA - they have a bigger operation.

Connecting Points - AA > UA - I'd much rather connect in DFW or PHX than DEN or SFO, EWR/PHL is a wash, and I think CLT is probably better than IAD - internationally I'm not sure but LHR is awful. I wouldn't have much occasion to connect at either MIA or IAH.

FFP - Wash

Partners - UA > AA now that AA has devalued too, UA has more available partners and booking online/finding availability seems to be easier

Operations - Not sure? AA has had a lot more MX lately, but this was where I always had trouble with UA.

Customer Service - Again not sure? It's been a while since I've taken UA, and while I've never had any trouble with AA, it seems like they are going downhill as well.

IT - UA > AA, AA's IT is trash. You can't do 1/3 of what you can do on the UA app on the AA app.

My travel is 1-2 RTs a month domestic and maybe 1-2 TPAC/TATL trips a year.

Anything I'm missing here or recommendations from the crowd? My question really is whether UA Ops and CS have improved in the 3 years since I last flew them.

I think it's six of one and half a dozen of the other and probably really depends if you are the sort of person who is inclined to make the most of a bad job, or someone who always thinks the grass is greener on the other side of the fence.

In many ways, it does seem that both AA and UA are keen to eliminate any areas where they might be better than the other so, for example, mileage earning was better on AA and it got eliminated. Where UA really scores, I think, is its huge partner network for redemptions. Everything has been horribly devalued but international redemptions are still relatively easy to get.

To me the big difference is in operations. IMO, UA has improved quite a bit and AA had really dropped over the last 2 years. But that could change again 6 months from now if AA is trying to do anything to improve.

All of the other differences are likely to come together, meet in the middle, at some point over the next year...totally my opinion of course.

It's interesting you're looking at connections. Out of ORD, I rarely connect anywhere in the U.S. Most places I fly domestically (maybe 20-25 destinations per year) I can take nonstop flights on UA. When I travel internationally, I can connect in Europe (ORD-FRA/MUC/BRU) or Japan (or SFO). Perhaps you need to connect more on AA, or it has to do with the partner network?

If you're travelling primarily mainline UA and partners, I'd somewhat lean towards UA. If you're flying UAX, I would RUN to AA. In my experience, UAX out of the hub airports is as bad as it gets. I've had improving travels on mainline the last few years to where the majority of my poor experiences have been due to weather, but with UAX it's a 50% thing.

This is so anecdotal and really comes down to personal preference as any of the three legacy carriers, IMO, have the same struggles: apathetic employees/bad labor issues on a recurring cycle, merger hangover, and similar cost models/investor/shareholder demands/pressures.

That being said, I am a long time UA 1K (lived near KDEN for a long time and now in the CO Mountains has made UA my only choice) and my father is an even longer-time AA Exec Platinum. I've heard more AA horror stories from him lately and I've had more delightful "wow, UA really took care of me during IRROPS, etc" stories to tell.

Totally unscientific metric, yes, but as someone who is/has been particularly hard on UA and has thought about jumping to AA or DL (esp now that AA is running year round directs to DFW out of a nearby airport), I think AA's decline has been bad enough that that with the small improvements UA has made, if UA fits you better in terms of route/network/hubs that UA is "better" in that situation.

FFP: I'd say UA > AA now that AA devalued it's FFP. UA also doesn't charge sky high "fuel surcharges" on TATL award tickets like AA on awards involving BA.

Other areas:
E+: UA > AA. UA planes have more E+ seats than AA planes, which means better chances of UA silver (equivalent to AA Gold) getting free E+ at check-in. Plus, the LUS planes (except for the A319) do not have E+ section.

Long haul business: UA > AA, UA is 100% lie flats while AA still has many planes with angled seats.

Domestic upgrades: wash

App: AA has one advantage in you can track your checked luggage

yes. united is better. but i'm a non fussy, carry on only, long haul in y, mostly thru iah kinda ua customer. the airline has bailed me out of quite a few some jams and also did some nice goodwill stuff as a ua platinum. just sucks when you get a senior crew that act ratchet but otherwise everything else has gotten better. can't really comment on bag delivery, i'm 2 for 4 with on time bag delivery, on ua last 12 months, 2 of those occuring during wx irrops.

Thanks everyone for the helpful responses.

The only places I really end up connecting are to get to the outstations in the LA area (ONT or BUR) or oddball places in Texas. Although for example on an upcoming trip to Birmingham UA has a nonstop but AA doesn't (on the other hand, AA has a nonstop to Charlottesville but UA doesn't).

It does seem like UA is trending in the right direction while AA is sliding, which is kind of why it seems like a good time to jump ship.

For me, it got slightly better about 18months ago, and either I've had a run of bad luck or UA has started sinking again recently.

Having been UA elites for about 4 years (usually either Premier Platinum or Premier 1K) and I want to say that I have a feeling upgrades work worse in UA than in AA. For long haul international flights I have been flying with AA from US to Germany last year during Jan and Feb 5 times and all my flights got upgraded through SWU. But none of the UA flights this year (flew 4 times already, all booked with eligible upgradable fare class) I wonder whether people have the same feeling? I also found UA flights are much more occupied....

people have the same feeling? I am in the middle of deciding my flights for February now...

To be fair, US-Germany is probably heavy on *A elites (given LH is part of *A). Imagine that an off-hub international route on OW means that AA folks have a better shot (perhaps?).

I'm in Germany at present. Used GPU on UA58 SFO-FRA, and will a have confirmed upgrade on the return UA59 to SFO. I think it depends what US gateway you're departing from. This month there's more R space that I could see out of SFO than ORD or EWR, for example.

If redeeming miles is important to you, then UA spanks AA. I am switching back to UA this year (made Platinum last year on AA to test it out) because every time I go to redeem for an award, availability on AA for Saver awards is mostly non-existent. What good are accumulating miles if you cannot use them?

Primarily fly out from Houston to Frankfurt... did not get any upgrades. Flew last year same time from Philadelphia to Munich all upgraded...

Here is an example. You are based out of ORD, which is a place I book award tickets to all the time as I have a daughter in college up your way. I live in Tampa. I typically would prefer for her to travel on the weekend, so let's look at one-way availability a month out, in this case Saturday Feb 25, for ORD to TPA. United shows me three nonstops that day that are available, two of them are Saver awards at 12.5K. The third nonstop is at 25K Standard.

AA is much more devious. If you look at that date, they show Saver availability, but if you look at it, there is just one flight, and it is NOT a nonstop, it is a terrible connection thru CLT with a 3 1/2 hour layover. If you then select Standard awards, you then can see their three nonstops, each at 30K.

If you look going forward, you cannot find Saver availability on any nonstop on AA from ORD to TPA. None, at least a few months out. They do not make nonstops available on this route unless you look out as far as 6-10 months, and then they have maybe one of the nonstops (usually last of the day).

So to me, AA miles are worth only about a third of what UA miles are worth.

Leaving AA for UA
 

Hi all. I posted over in the DL forum to compare my previous experience with DL with the way things are currently and what to expect switching from AA.

My company's travel policy and preferred vendors will change beginning 15 March and they have dropped AA and WN as preferred vendors and added B6 (AC, DL and UA continue to be preferred). So with the change I will be saying good bye to AA. I used to fly DL regularly (was a PM) until 2012 and have been with AA and a little bit of pmUS since. Overall, I am happy with AA and wouldn't leave had our new travel guidelines allowed me to continue with them.

I am currently a UA Silver (via Marriott PP status) but don't use UA too often, although I had a couple of UA mainline and AC codeshare flights last year. The benefit of being in Star Alliance is a huge draw to me vs. DL/SkyTeam since I have a pretty high percentage of my clients/trips in Canada. My home airports are TPA and SRQ (Sarasota).

I am basically looking for folks that recently moved over from AA to UA or from DL to UA to get some idea on how UA stacks up against DL and also how they compare with AA (again, I am happy with AA but am being forced to switch due to a change in company travel guidelines).
Due to DL's higher criteria (Miles and segments) for Diamond, I would only be able to maintain Platinum with them. With UA however, I would be able to maintain 1K, as I maintain EXP with AA. Not sure how much of an advantage over DL this is however. So overall, how does the hard product stack-up at UA when compared with AA or DL? How about employees and the United Club? Also, it seems in reading some of the threads on this board that it is very difficult to upgrade as a 1K, is this true?
I am thinking DL has advantages over AA and UA, but I am drawn to UA due to Star Alliance, especially with my large Canadian client base and the partnerships with Air Canada.

Also, in terms of alliances, how do you feel Star compares with the others?

Thanks for your time.

Mixed bag. Depends on travel region (domestic/nearby vs longhaul), cabin (premium vs coach), and preferences.

Delta employees try. They want you to get to your destination on time. UA not so much.

UC is a joke, but not much behind SC.

Generally yes domestically, all three majors are engaging in extensive first class monetization (i.e. actually selling it) these days. OTOH it's generally pretty reasonably priced ($50/hr or less) to buy first over coach domestically.

Internationally it depends a lot on route, some have any easy time selling out (i.e. SYD, EZE, etc) while others are generally easy (AMS).

On most continents *A has the most/most good/best airlines, some continents they completely dominate (Africa), but they do have one weak spot (South America).

*A is the only alliance where earning is based on operating carrier/operating carrier's fare class (which may differ from marketing carrier's) rather than marketing carrier, so be aware of that. Also be aware of AC tango and LH light fares, which are like UA's new basic economy.

Thanks for the reply. Good info on the Tango fares, I would not have known that nor would I have known that mileage earnings were based upon the operating carrier's fare class and not that of the marketing carrier. I hear ya on the FCM, AA does this too, although I still have a decent upgrade percentage so long as the flight does not connect at ORD or DFW, it seems this is worse on the UA and DL sides, but I really don't know. Either way, per company policy, I cannot buy F, even if it is cheaper than Y, but I can purchase check-in upgrades, which I have before as a UA silver.

How does accessing non-UA *A lounges work on domestic itineraries? I thought it was allowable, but back when I had a US Airways Club membership (and was US *A Gold, flying US), I was denied access to a *A lounge at MIA (can't remember the airline).

Yes it works for *G (including UA *G). Such as LH @ IAD & DTW. There are issues at SFO (SQ & BR lounges don't provide access for domestic travel, but those lounges are closing later this year). All in all, there aren't that many.

ANOTHER AA vs UA TOP TIER COMPARISON
 

So, I just finished 36,000+ BIS in 30 days on UA for the 1K challenge, after matching from AA EXP. I would like to summarize the good and bad of UA vs AA top tier, IMO, as I’ve had some international as well as domestic experiences that vary quite a lot between the two. The UA flights I had were:

MCO-EWR in paid P;
EWR-SFO-SIN coach to SFO and popup UPG at check-in for SFO-SIN for $1059, midweek;
Thursday HKG-SFO-IAD with a miles+ copay UPG on HKG-SFO;
IAD-SFO-LAS-DEN-IAD with a complimentary UPG on the IAD-SFO (I did a SDC so in fairness my original itinerary was IAD-LAX-LAS-LAX-IAD and UPG’s for the LAX-LAS-LAX segments cleared about 96 hrs out but it would have been a miracle for the long haul flights to clear even on the Sat I was flying;) and
IAD-SFO-HKG all in coach with no chance for an UPG on a Monday morning which is always difficult.

Pro:

1. I like the lie-flat seats on the domestic 757 segments since most of AA’s domestic routes are recliners and the few remaining 767’s, 787’s, and 777’s used for domestic segments are disappearing rapidly. AA’s A321 (aka Parker Specials,) generally don’t have IFE nor power outlets at the seats, except the A321T used for transcons between LAX/SFO-JFK. Also, I like UA’s 737-900 more than AA’s 737-800 series as it just seems more spacious and stable;

2. The food on board is better on UA, especially the hot entries that 1K’s can get in coach, since UPG’s are hard to come by. AA gives EXP’s a food and beverage free in coach, but the quality of the items is poor and nothing hot;

3. The seats have better/softer cushioning than AA’s harder product. Maybe a little subjective;

4.The UA website has more information, especially in expert mode, so SDC’s are easier. I still found that calling 1K was easier than doing it online, especially since I knew which flights I wanted that had the same fare basis and possible UPG space;

5. UA’s IFE has a slightly better selection and quality of shows, especially the TV show box sets, which on AA you only get a few episodes of;

6. The FA’s on UA seemed friendlier, maybe because it seemed that they knew I was on a challenge. But, they were more proactive in most areas, refilling drinks, smiling, etc. AA FA’s always seem to be in a bad mood;

7. The boarding process is more organized with the individual lanes; and

8. While AA’s EXP desk is pretty good, there seem to be a number of former USAir agents assigned there who still don’t know things or “get it” vs UA’s more pleasant, knowledgeable 1K agents. Maybe it’s the way they say “no” that is better;

Cons:

1. International UPG’s are too expensive and difficult. The W or higher fare required for GPU’s looks like a poor value choice as the UPG experience seems to be difficult and the international hard product is substandard compared to AA, though the SFO-SIN flight had many on the list UPG’d. The $600 copay for miles UPG is much higher than AA’s $250-350, and AA SWU’s work on all fares, and I've had close to 100% success using AA SWU's, especially with the 12 month rolling EQD factor for prioritizing the UPG list, as my EQD totals appear to be decent enough to get me at or close to the top of the list. On UA, I'm usually way down the list. The $1059 I paid for the SFO-SIN UPG was a poor value as it went into a front cabin 2-2-2 configured 787-900, while AA offers 1-2-1 on their 787 product. Plus, UA’s seat had a very small area for your feet, angled so turning was difficult. I’m not even 6’, and I found it tight. The popup offer for my HKG-SFO was an absurd $2059, so I used miles+copay, still a poor value, (see the Polaris seat issues below,) but then I paid very little for both on my UA international tickets, so I could justify the cost and wanted to experience the UA product;

2. Domestic UPG’s seem to be difficult and require better planning. SDC’s appear to cause UPG’s chances to disappear, though I did get an UPG on my SDC’d IAD-SFO because they changed equipment to a 7 row front cabin 757. And, no complimentary UPG’s on transcons (SFO-EWR etc,) without use of miles+copay or RPU’s. My success rate for complimentary UPG’s on AA is over 90%, but it’s on a larger sample of flights than my UA experience. And, LAX/SFO-JFK on the nice AA A321T three class is difficult as well, but, I’ve had better than 50% success rate on those also. Many passengers I spoke with on my UA flights had negative things to say about their success in getting UPG’s;

3. The Polaris seat is just plain awful, except compared to the sardine feeling in coach. I had a window in the single seat configuration and there is about 6 to 7 inches of wasted space along the wall, with a metal tube that contains the seat controls protruding into the sleeping area. AA’s window seats on the 77W generally have a wider feel since you have no obstructions to sleeping. Plus, the tray with sharp edges, being below the screen and cubby, interferes with leg movement in sleeping position. Seems the expansive amount of plastic shell could have been better designed for improved ergonomics;

4. While the lie-flat seats on the 757’s were great, the exit row in coach was another story. My SFO-EWR flights had a 757 that was older than dirt, and the slide housing was obviously pulled away from the door with the insulating flap a good 2 to 3 inches from sealing the door frame, so there was a steady -51 degree draft “blowing” on me even in 7C all the way to EWR. Taking your shoes off results in frozen feet, which is not pleasant. And, no blankets, though it may have been a loading issue as the FA’s keep looking for them. Fortunately, I brought my own pillow and blanket as I planned on at least one long haul coach segment; and

5. No admission to the UC and *A FC lounges (SQ’s SIN Business/FC lounge and UC FC at Term G at SFO in particular,) without a business or FC ticket, whereas AA’s Flagship Lounges and FC dining, plus OW FC lounges (especially the CX HKG FC Wing, JL’s FC Sakura at NRT, BA’s FC at LHR, and LAX’s QF FC lounge,) permitted on any fare for EXP’s and seem generally better overall, based upon my limited experience with some of those *A lounges; and

6. I noticed an pattern of passenger attitude problems, primarily DYKWIA syndrome, more prevalent on UA than AA. Again, with the smaller sample size on UA.

I’m sure there may be a way to improve the experience on UA, I just don’t see the value position there. Especially since BKK has been slighted by all airlines for TPAC, though maybe TG will eventually get around to completing their approval to start flying to the US. I have 1K thru 2/2019, so I’ll keep trying, but it seems that requalification may be difficult, even with my non-US address eliminating the PQD requirement. As with AA, I feel the use of premium cabins on alliance partners to be the best alternative: for me QR the long way or CX on OW and SQ or OS, again the long way, in *A.

Nicely done
 

Very comprehensive analysis given sample size. Upgrades are disappearing with Ua and the value prop is dying on the vine. Too bad I’m based in Chicago. Still tempting to make the switch as the last several flights have all had failed UG even with RPU

I actually like the Polaris seats except for this. A huge design flaw,, IMO

But audio selection is non-existent, other than a few audio books and some relaxation music!

*G will get you into UC as well as Krisflyer Gold and SilverKris lounge in Changi

*G will not get you into the SilverKris lounge at SIN. There is no UC at SIN. *G are relegated to the KF Gold lounge, with no restrooms, no showers, and limited food offerings.

I meant UC in general, am aware there's no UC in Changi :)

I thought OP was in Business from SIN, hence the SilverKris suggestion.

Exactly, the *Gold lounge is marginal compared to the SQ Business and FC lounge down the hall.

I arrived in business, but had a TG coach ticket onward, so they wouldn't take that. I met a pax from the LAX-SIN flight that had paid business so he got me in.

My point was that a Y ticket doesn't get you in the nice lounges the way it will on AA.

Right I noticed that as well, but I think most people have their own music downloaded so I seldom bother with the audio selections. Well, I have been on some other airlines with decent audio selections, but AA's is better than UA's obviously, since UA doesn't have any.

This continues to annoy me. I fail to understand why UA isn't interested in supplying audio selections, like most other airlines, relying on pax to supply their own music selections. How much money does it cost to offer classical music selections, which do not go out of date! :)

Totally agree. Unless you are captive to UA's hubs and nonstop flights, there is no reason to go out of your way to patronize UA. Although IMO there aren't significant differences among the US3, right now I am content with AA. I'm loving the opportunities to have flown JL and CX (although much more the former than the latter), and looking forward to flying QR soon.

I'm going to use my extensive flying with AA and DL along with my less extensive flying with UA to compare them all. This is all my opinion.

Airports: Delta (minus ATL) wins hands down in this category for the friendliness and competence of check-in/gate agents. AA comes in second. I've had some disapointed experiences (mainly LUS GA's) but then again I've had some amazing experience with AA GA's/CS agents. UA comes in dead last. Their GA's are OK but their CS agents and check-in agents are abysmal, act like they are doing you a favor by showing up to work at all, and are just plain nasty towards customers. I've had the complete opposite reaction over the phone, as most UA phone agents (even the outsourced ones) are friendly and competent.

Clubs: Have no experience with Delta/American, but I have been in the UA club a couple times and have nothing but good things to say about their offerings and friendliness.

Aircraft Amenities: Really a hit or miss on all three depending on the aircraft.

Inflight crew: American wins here. Have had really nothing but good experiences with the crew both in the back and up in F. UA's crew were also pretty friendly. Delta comes in last, only because you'll get some really awesome crews (mainly DTW, SLC, MSP, and NYC based) and some really terrible crews (mainly ATL based).

Route network: Highly subjective but AA and DL win here for me. I really don't fly UA too often as they don't offer competitive fares on the routes I fly.

So really, it comes down to personal preference and how well their schedules/routes work for you.

QR is my current favorite as their seats are the most comfortable and the food is great. OS is a close second on both accounts.
Only issue I have with AA is they won't waive EQD requirements for those with a foreign address i.e. me, like UA and DL do. I still have no problem meeting the 12k EQD requirement (and beating it handily,) with a healthy dose of QR, MH, CX, BA premium cabin tickets. I was thinking about shifting to BA and doing GGL, but then I'd have to fly BA which is terrible, especally out of BKK with their worst planes used in that market.

This is exactly what I've been doing, too. With the new Aadvantage program rules, AA almost seems to encourage people to book (international) premium on OW carriers, while penalizing those flying on AA itself. Fine by me, because this frees me to continue shopping for cheap domestic fares.

Plus, throw in the occasional AA I fare ($1500 was the best US-SE Asia,) so you can burn SWU's from J to FC.

UA vs AA - Should I switch to UA?
 

Hi All -

I am MVP Gold with Alaska and was doing most of my flying with AS and AA last year until AA no longer gave main cabin extra seats to MVP Gold or points unless they were booked through AS. I did a status challenge late last year and became Plat on AA.

My main routes on AA are:
SNA - ORD
SNA - Random Midwest Town
SNA - AZO
SNA - SEA

I've been flying pretty regularly on AA, but can't seem to get decent main cabin extra seats to Chicago unless I book 3-4 weeks in advance. I started wondering if i'd have the same issue with UA. Each SNA flight I've checked seems to have economy plus seating available.

I've already re-qualified for gold, and am about 2/3 of the way to requalify at Plat. What would you guys do in my situation?

I've only been upgraded on one flight from DFW - AZO on AA. UA can't be worse, can it?

I still fly on AS on the SEA - SNA route and even LAX - EWR.

Thanks in advance for your help. Also - If I status match, should I wait until after 7/1 to keep status until 1/2020?

Reza

Well as United Gold, you have access to Economy Plus at the time of booking. So you book and you can select your economy plus seat. Not sure what AA does. I did one week out searches for ORD and SEA from SNA and there are still plenty of Y+ seats showing in the seat maps.

I wouldn't expect any upgrades ex-SNA, and ORD-AZO is likely to be on the CRJ-200, which is one of the least comfortable planes in the sky, "E+" or not (in UA's configuration, anyway). At least it would be short.

However, I'd expect that it wouldn't be a problem to get E+ seats if you're booking more than a day or two in advance. I frequently find E+ even for last-minute flights, although that's going to be heavily driven by market and day-of-week -- I wouldn't expect to find a good seat on SNA-EWR for a Sunday night or Monday morning booked 6 hours prior to departure.

I live near AZO and DL is the only airline to offer a FC product into AZO (DTW-AZO, CRJ700 -- sometimes a 900). Most is still CRJ200 (no FC), but daily you can find a CRJ700, sometimes a CRJ900 for the 30 minute ride to DTW (not a bad way to get a few drinks in!). UA/AA only has CRJ200 and only to ORD. DL has DTW and MSP service from AZO, but only DTW has CRJ700's, MSP is CRJ200. I am a DL DM and a UA 1k and got to say, DL is my favorite (sorry) for midwest travel. With DL I can get to just about any Midwest city I can think of with a FC offering - even AZO. I think it is all about routes and options. I don't think you should choose based on upgrade % - all airlines IMO do their best to sell the FC space and it will only get worse. I price out the cheapest discounted F I can find and make my choice. All I use the status for is to get the yearly upgrade instruments which I use for my leisure travel - the other benefits to me is SDC policy (DL wins for me here), and access to a priority line in times of trouble (UA 1k line has been great). Honestly, upgrades is quickly becoming a marketing gimmick. All airlines have to monetize that space and expecting upgrades is not compatible with their monetization strategy. If you fly on business heavy days, upgrades are nearly impossible no matter what airline you choose to be loyal too.

SNA - Random Midwest Town
SNA - AZO

Those two take Southwest out of consideration. I don't think WN has any SNA-SEA non-stops, either.

UA is probably the strongest contender for your route patterns. UA serves most random Midwest towns from ORD.

Don't take Delta expecting upgrades as a gold (although into/out of SEA shouldn't be too bad). You get 4x E75s on SNA-SEA. You can get a couple connections a day on SNA-MSP/DTW-AZO. You'd be connecting SNA-CHI.

I believe UA generally has a larger E+ cabin than AA's MCS, so yes, you should do better with advance E+ seat assignments on UA.