Correct although one could hope that they're just absorbing all comments and may make adjustments later on?!?! One can hope!

You point out that you are new, so let's take these one at a time:

Maybe in 2012, but it isn't good in 2011, because we will still have 6 SWU's to work through. And you should note that for the entire year of 2010, NOT just the end of the year, it's been virtually impossible to confirm an international SWU upgrade from Y to C (the only one that matters) in advance. Despite doing virtually as much international travel in 2010 as in 2009, I am going to end up with 4 unused SWU's.

If availability is zero for, say, an entire month or even 3 months -- as it is for many international non-stop routes out of SFO -- there will be no increase in availability.

I think many would say that the elimination of DEQM promotions in 2010 would more than achieve this goal, without going even further to punish 1k's who qualify on segments.

First of all, 1k is nowhere near the top rung. As you watch all your upgrades going to people who are GS or who pay $50 extra, you'll soon realize that. A cheap red carpet does not make one top rung! Finally, on the two domestic routes where upgrades really matter: SFO/LAX-JFK, there are no upgrades on demand.

Secondly, 75k is WAY worse than 10k, which is what we used to have to fly to get regional upgrades. That is the proper comparison.

Maybe in 2012 when it goes into effect. Having 1k and GS ahead of you (along with all the folks who paid to upgrade) is no small bucket of people, as you will soon realize.

This is redoing previous points, so I'll not comment here.

Thanks for the contribution, I guess we'll have to see who votes with their feet. As one of those international flyers that UA claims to value so much, if I'm paying for business, I'm now choosing based on non-elite status factors. But then I was planning on doing that before, the removal of upgrade possibilities on ps flights (which is a big consequence of this action) only cements in my mind the correctness of my earlier decision.

The "Best of Both Worlds"...



Perhaps Jeff should change his speech to "I am Jeff Smisek of Borg, your frequent flyer program as you know it, is over. Under the Borg there are no 1Ks, only drones. Resistance is futile!"

This is a mixed bag for me. UDU's fill-in quite a bit of the short-haul gap for me but the short-haul F product on UA is pretty much bare-bones. One thing I learned about UDU's is that if I don't buy my ticket before the 100-hour window, the chance of my upgrade clearing, even with many F seats available, puts me at 1-6 this year. The other part that I don't know how to evaluate yet is that there is no DEQM. Combined with the 50% cut or more in CR1's and likely the loss of both DEQM-qualifed 1K's AND the inflation of upgrade instruments earned as a result, my UG success rate has been somewhat disappointing for both transcons and short-hauls. I think the combination will both open up more UDU inventory and enable some of the companion UG's to clear, offsetting some of the CR-1 losses.

I'm not happy with the loss of the CR1's but I'm also not at all happy with the results of DEQM's. If it doesn't equalize some in 2011, I'll look elsewhere. The loss of E+ would be the final straw which I am bracing myself for after the spin of today's announcement.

I would disagree. Changing the 1K level to 120 EQS is certainly not a "domestic travel lens". If anything, it's the opposite. Want 1K, don't fly a bunch of domestic short hops.

I agree on the 75K pseudo elite level being a nod to COs flyers.

That is because they haven't said anything about the MMF benefits. You are making an assumption about what they will do.

No need to go over them. Just look at

http://www.flyertalk.com/forum/misc....sted&t=1148667

to see who posted how often. Search for "United PR" and you'll see just one post. But clearly they got an ear full in return.

I still say that the biggest erosion of benefits for renewal 1Ks is having SWU deposited once you hit 1K and having them expire 12 months later. CR-1s are bad, this is worse.

I LOVE this search link, never knew it was there. I imagine one can simple insert the THREAD ID in at the end?

There are still a few small earnings differences in various programs. If I were flying TATL on LH in a low fare bucket I'd credit to UA, for example, to get the best value for those points once the programs combine.

So elite programs should be completely revenue based, right? After all, that's what really deserves to be rewarded. The profit generated, not the total number of miles flown, is what the airlines really want to reward.

But they don't, for various reasons. Instead they approximate based on miles and segments flown. It isn't perfect but it works pretty well most of the time.
Just click on the number of replies in the forum index page to get it for any particular thread.

You think too good.

Yes. They allow combined EQM and EQS. But the thing is only a small portion of people is both UA and CO elite, which they can enjoy benefits from both sides.

For instance, you are UA elite (but not CO). You will not use your CO OP GM account for flying because you will not get UDU as well as RDM bonus...

So what is the good thing about it?

Interesting set of reactions on the CR1s

UA/CO 75K-99.999K flyers get CR1 (they probably consider this a plus)

UA/CO flyers >150K get more CR1s than before (If they can use all of them then likely to consider as a plus)

CO flyers now get CR1s -- assume they will consider that a plus

CR1 earning is back to YTD not quarterly approach -- seasonal flyers will probably consider that a plus

So the problem group is UA 100K-124.999, 125K-149.999K which will get 4 or 2 less CR1s respectively

This donut group (of which I belong) has not done as well but others have gain benefits in this realignment. Not what i would call a total disaster (end of the world).

Also for those that keep talking about a total CO takeover. Seems like the plan coming forward (CR1s, SWU on w or higher fares, ... ) has mostly an UA feel. The benies at 75K seems to be approach to keep the CO Plats happier. Pretty much what I would expect in a merger, a little of this, a little of that, some individual changes but overall a much more MP feel.

No one has appeared to spot the obvious strategy. They will just reduce or do away with EQM on lower fares codes.

Nothing for the cheapskates!

It sounds like it's only every 25k if you're already 1P Plat or higher that year.

This is a serious slap in the face for those of us who made 1K for the first time this year. Look at the old rules (6+ months ago):

- earn 2 CR-1's by flying 10k miles per quarter, even if it's the quarter you make 1K and you flew before you made 1K
- the next full year, earn 2 CR-1's every quarter you fly 10k miles

Under those rules, I could have earned 2 CR-1s this quarter and up to 8 more next year by flying a total of 40k miles. Now, I have to fly 75k next year to earn ANY. I went from up to 10 to 0.

Combine that with increasingly worthless SWUs and the fact that E+ and UDU are going to be harder to get on UA metal now that CO elites are folded in, and this just makes it all a complete waste.

It's pretty much a gut punch to me since I make 1K on EQS this year...and I guess so much for CR1's, at least in my case. If my travel pattern next year was the same I'd end up a 1P+

Whoa, whoa, whoa! Did you and channa really just agree on something?!?

I thought that AA was the only one that counted CC spend. Is the same really true for CO as well?

Also, I agree with the other posters who say that they use CR-1s for some transcons and mid cons as well. It is very nice to have the assurance of a CR-1 when you are on an A319 at a busy time on a popular route.