Posted by Seth on May 14, 2012 under Dining, Flying, Mileage Run, Review, Trip Reports | 
I had quite high expectations as I boarded United Airlines flight 15 from Newark to Honolulu. This is, after all, a flagship route and as a top-tier elite customer seated in the forward cabin I expected a level of service and comfort that would be truly unparalleled from the world’s largest airline. That expectation was shattered even before we left the ground when I was threatened with arrest for attempting to talk to the pilots before the cockpit door had been closed. Wh’ev.
Things went downhill from there.
One of the recorded pre-flight announcements indicated that the flight was operated by Continental Airlines, a brand that hasn’t existed since I put them out of business back in March. Seriously, it has been more than 8 weeks now. That they haven’t fixed the recording is an abomination and an insult to brand homogenization. Alas, following my prior chastisement I chose to bite my lip and accept that the flight was going to be a miserable 11 hours of my life rather than point out to the flight attendants that there was a mistake in the recordings that demanded resolution.
A meal was served shortly after departure. The flight attendants who had appeared so diligent in following my every move prior to departure had failed to notice that I had traded seats with another on the flight. This meant that my meal order was taken approximately 38 seconds after it should have been, with the FA going to the incorrect seat before finally noticing my new arrangements and coming over to ask what I wanted.
Continuing with the branding debacle which started with the announcement prior to departure, the linens, glassware and flatware were a mismatched mess of old and new names and logos.
The steak was fine – it tasted nothing like leather – but, as can be seen from the photo, there was no bread to be found anywhere near my tray. Truly insulting that the roll wasn’t served as it should have been.
The ice cream sundae trolley showed up after dinner, laden with gooey toppings and a few choices of digestifs for those of that persuasion. Of course, being a Hawaii trip I was more in to mai tais than liquor and I asked to have another. I was informed that the mai tais had too much sugar, meaning that I should stop drinking them. Oh, and no Grand Marnier, either. Alas, I was stuck drinking the cognac instead.
All this, and we still hadn’t cleared Wyoming airspace.
The flight continued, as did the abject mistreatment. I wasn’t awoken from my nap, meaning my fresh-baked mid-flight cookie cooled off before I could eat it. They simply do not taste the same when the cookies have cooled.
By this point in the flight, as if by some miracle, additional mai tais appeared in the forward galley and shortly thereafter at our seat. Of course, as part of serving the drinks at this point in the trip, questions were raised as to my consumption habits, including my willingness to mix rum drinks with other rum drinks and the impact that might have on my sobriety. Explaining to the flight attendants that getting drunk was the only way to deal with their subordination didn’t seem like the correct response; once again I bit my tongue.
About an hour before arrival our last meal was served, I accepted the tray from the flight attendant and then immediately realized my mistake. They served the meal with only 55 minutes remaining before arrival and that would mean insufficient time to digest before undertaking the hike from the gate to the curb. And I know how important it is to have time to digest before such strenuous exercise. I considered calling for a wheelchair to avoid issues but instead simply accepted the risk of getting a cramp as I walked out of the airport to our next meal.
Finally, our landing in Honolulu was anything but normal. We used a different runway than I’m used to from my previous trips to the island meaning that the views I was expecting on final approach didn’t materialize. It is hard to get good photos of a landing when the pilots change things like that on you without consultation.
At least the flight was finally over. Eleven hours I’ll never get back. Eleven hours of pure torture.
Yes, the entire post here was decidedly tongue-in-cheek. That said, the service really was rather below par from my previous experiences. Part of that stems from the downgrades in the service offered on the flight (fewer meal choices, entrees of lesser quality) and part of it was from a crew that didn’t really seem to be happy working, much less with a group of six guys in the forward cabin who actually intended to enjoy the trip rather than just idle through until the doors opened again on arrival. I really never did get a roll with my meal, for instance, and things like drink and snack basket service were essentially non-existent. Only one of the FAs was anywhere close to being personable. Oh, and the IFE on these planes really is an embarrassment. Just awful.
Clearly not actually a "trip from hell" but also not a particularly great ride.
Tags: Continental, Dining, Flying, Hawaii, Honolulu, IFE, in flight, Mileage Run, Newark, PaxEx, Photos, review, Trip Report, United, United Airlines
Posted by Seth on May 6, 2012 under News |
As United Airlines moves to unify the service offerings between their two legacy operations there are only a few bits left to reconcile. One of those is the catering setup for long-haul flights, where the current service varies depending on which legacy carrier the route is operated by. Starting June 1 the new catering plans go into effect, with the goal of harmonizing the service across all premium cabins, regardless of whether it is operated by a legacy United or Continental aircraft. Alas, even the new plan isn’t quite so harmonized.
Business Class
On the plus side, the company appears to be migrating the legacy Continental BusinessFirst concept towards the legacy United side of things. This means expansion of the ice cream sundae cart and four entrée choices coming to all business class offerings (legacy United was only 3).
Still, depending on whether it is a 2-cabin or 3-cabin aircraft the service will differ. On a 2-cabin plane there will be a choice of appetizers offered and they will be served from a cart in the aisle per passenger request, separate from the salad course. On 3-cabin aircraft there will be only one appetizer and it is served on a tray along with the salad. In both cases the appetizers will only be cold offerings now in BusinessFirst.
At dessert time the 2-cabin aircraft will continue to serve the cheese course from the cart in the aisle while the 3-cabin aircraft will have the cheese pre-plated and served from the galley, and possibly fewer choices of cheese on the plate. Additionally, the petit fours are disappearing from BusinessFirst on 2-cabin aircraft for the dessert course.
Also of note is that the actual entrée choices being offered will be transitioning to those from the legacy Continental operation, at least in the European markets.
First Class
The new United Global First meal service is seeing a few tweaks as well. The overall six-course meal service will otherwise generally remain the same. Appetizers, however, will now be served from a cart in the aisle and there will be two hot choices for passengers to select from.
On 3-cabin flights it also appears that the actual entrée selections will be the same in Global First and BusinessFirst, further blurring the the lines between the two offerings. Dessert will still have more choices in Global First (petit fours along with the sundae) and the appetizers will be hot rather than cold. Plus there is a soup course. Definitely not an identical meal service but still very similar. For service to/from China the Global First cabin also gets cookies during the mid-flight snack while the BusinessFirst cabin does not.
Other bits
The company has decided to retire all of their patterned china; the new service will be from plain white dishes. Hard to know if that actually matters or not, but it is part of the update. Also, the company will be moving towards the legacy Continental glassware in the business class cabins. This includes the water, wine and cordial services. Also, and apparently this is a big deal. the company is shifting to using tongs rather than spoons for some portions of the service. Amazing, huh?
There are a number of matrices describing which routes and aircraft get which meal service, based on number of cabins, destination region and departure time. The charts are filled with tiny print over many pages. Needless to say figuring out what the meal is supposed to be isn’t a particularly trivial process.
Overall the idea of harmonizing the services is a good one. I probably would have taken a different tack in some of the choices, but I understand that there are limitations, both financial and practical, which preclude that in some cases. Making things more consistent for customers helps improve the ability to deliver the product. Alas, there are still going to be differences for the passengers depending on which type of aircraft they are on, among other things. Such is life, I suppose.
Posted by Seth on March 10, 2012 under frequent flyer, points |
UPDATE: See below
The metaphor of air travel shrinking the globe has been around for a long time and it is, to me, one of the most appealing things about travel. I love that I can schlep to the airport, close myself up in a metal tube and not too many hours later emerge in a completely different environment. It is somewhat magical.
United Airlines seems to be taking the concept of shrinking the globe a step or two farther, however. The new MileagePlus program appears to have actually shrunk the earth, reducing the number of miles between airports throughout their system. In many cases the changes are just a mile or three, maybe up to 10. The overall impact, while de minimis on any individual route, is very real throughout the overall network.
Perhaps most interesting is the official statement from the company on the issue.
As part of combining our two loyalty programs, we did a side-by-side comparison of the mileage calculations used by Continental and United. Of course, we found differences. Most commonly, these differences in calculations were found in locations where airports have physically moved (e.g. DEN, HKG, SIN, etc.). Other differences were found in markets where, when Continental or United added service, the mileage amount chosen was simply set to match other carriers already servicing the market as opposed to doing a new calculation.
In an effort to begin using a single source for all mileage calculations, we refreshed all of our calculation data. The source against which this new mileage is calculates is a standard Great Circle Map (GCM) table. As many of you know, there are several sources for GCM data, and, while they don’t match perfectly, they are also rarely ever off by more than a mile.
I can appreciate the need to reconcile the data every now and then. That part actually makes sense. But if airports have moved then they necessarily moved only in one direction. It would be impossible, for example, for O’Hare to become closer to both LaGuardia and Portland, Oregon at the same time. Strangely, however, that is precisely what the new numbers from United show.
The good news is that the issue is now being addressed in more detail. After being confronted with the fact that the world isn’t really shrinking the company issued another update:
…I apologize for sharing details hastily in my initial post regarding how our mileage distances are being calculated. Turns out it’s a bit more complicated. Mileage amounts are used for a variety of purposes within the company, and we are assessing all the considerations involved. There are more details to come on this topic, and we will have an update for you next week.
So maybe the world really isn’t shrinking and we’re just waiting to find that out officially.
UPDATE (12 March 12): Turns out that the company has basically backed down completely on this move. They’re putting everything back the way it was. Flights previously credited will be updated and new ones will credit correctly going forward.
Posted by Seth on March 4, 2012 under Trip Reports |
Some times I want to board a plane early to make sure I have room to stow my bags. Some times I don’t really care and just board whenever. It is rare, however, that I want to be the absolute last person on to the airplane. In Phoenix on Saturday night, however, I didn’t have much of a choice in the matter. The crew working the gate made it very clear that I was going to be last and I can not thank them enough for the gesture. They made sure that I had the honor of being the last passenger to board the very last departure under the Continental name.
I started the afternoon at JFK, catching a US Airways flight out to Phoenix so that I could meet up with the Phoenix – Cleveland redeye, the last Continental flight. I normally travel light but this trip I had about 30 pounds of candy in my bag. It was separated into little baggies to give away to the ticket and gate agents I ran in to along the way and it included some very important "extra" SHARES training for who were working the migration this weekend.
The crew in JFK was incredibly appreciative, with one of the Newark agents who was supporting the United agents in JFK noting that this was "the first time a customer has EVER done anything nice for me." Putting aside the obvious EWR dig, I was honored.
Once I got to Phoenix the party started to accelerate rather quickly. I had a couple beers in the lounge with one travel mate and then we headed over to the United terminal for check-in and the flight. Out at the ticket counter the agents were awed. One actually came out from behind the counter to give me a hug and thank me. She then insisted that I come back behind the counter and we get one last photo in front of the logo while it was still on the wall.
Thank goodness I was early to the counter; as we were taking the picture the maintenance crew started removing the signage just a couple stations down. I got to keep one of the stickers thanks to her and it is now firmly attached as a "skin" on my laptop lid.
Another relatively local travel junkie had driven down to the airport to join the party and, as a group, we headed through security to really begin the celebration. Part of this included getting photos of the departure board. Last time I was in Phoenix taking pictures of a departure board it was because the flight was headed to Paine Field; this time it was because the screen would never show that CO code again. I wasn’t the only one taking the pictures, and many of the other passengers started to wonder what was going on. As I tried to explain it to them many rolled their eyes, though many others started to get in to the spirit of celebrating the final departure rather than mourning it.
The flight crew came out from the plane to sign one of the temporary signs. All of the logoed stuff was being auctioned off to raise money for the company’s internal employee support fund, a great cause and one I’ve supported in the past. In this case I didn’t get to place a bid but I probably should have tried. Still, the environment was becoming more and more festive in the gate area:
There were a number of photos taken of the whole group of agents working the last flight as well. I may have wandered in to one or two of those.
At one point it was finally time to start boarding the plane. The appropriate announcements were made and passengers started moving down the jetway. I was hanging out towards the back of the group. It had finally dawned on me that I could be last.
During the shmoozing prior to departure I met Ken, a Global Account Manager in the sales team who works out of Phoenix as well. Sure, his job isn’t really "at the airport" but like everyone else at the company he was at a station doing what he could to help make sure that the transition went a smoothly as possible. As I started making my way towards the gate Ken caught my eye and waved me off. "You’re going to be last," was all he had to say. I wanted it to be that way and so did the crew. It was set.
Finally, a few minutes prior to the scheduled departure time, Ken called me over and Susan, the agent who gave me the big hug a couple hours earlier, escorted me down to the airplane. She insisted that I get to meet the pilots, and I’ll never say no to a photo op in the cockpit.
And then I took my seat and they closed the door. We pushed back a few minutes early and had a great flight into Cleveland (putting aside that a 3 hour long redeye is cruel and unusual punishment and may also violate Geneva Convention standards on torture).
I gave out more candy in Cleveland and finished the distribution in LaGuardia when I arrived there. It took me 18 hours to get from JFK to LaGuardia (I’ve heard rumors that I might have beaten some folks who tried to drive it) and I went via Phoenix. Not the most normal routing, but also not the strangest I’ve done. And I got this incredible experience out of it as well.
Farewell, Continental and welcome, United. Just another page turning in this grand travel adventure.
Related Posts
Posted by Seth on March 2, 2012 under Trip Reports |
At 11:59pm local time tonight Continental flight 1267 will depart from Phoenix headed to Cleveland. This is the last departure of a flight marketed as Continental and it marks the end of an era, with the carrier’s name finally disappearing as the merger with United makes the final customer-facing step – integration of the Passenger Service System. When the final flight was announced I happened to take a look online and there was award inventory available. Plus there were award seats that could get me out to Phoenix to start the adventure. So why not?!?
I’m on my way out to JFK in a few minutes so start my journey west, and I’m well prepared for the event. I’ve got my camera, my netbook, my Kindle, my earplugs and my eyeshade. And, perhaps more importantly, I’ve got emergency supplies for myself and the crews I’ll be interacting with along the way:
I’ve got about 100 so there should be enough for everyone.
Also, because some of us were being rather silly last night (and some of us were also a bit drunk) there was some discussion of biblical verses that might be useful for the travel community as this integration proceeds. I’m not a particularly spiritual person but my sarcasm comes through somewhat often. And that was my approach to the question when posed. Here’s what I came up with:
The Tulip is my Shepherd; I shall not want.
He maketh me to lie down in flat-bed seats:
He leadeth me over the oceans.
He restoreth my EQMs:
He leadeth me in the paths of upgrades for His name' sake.
Yea, though I fly over the valley of the shadow of WoS,
I will fear no evil: For thou art with me;
Thy ICCs and thy web site, they comfort me.
Thou preparest a mileage run before me in the presence of sky-high fares;
Thou annointest my account with GPUs; My e-Certs runneth over.
Surely goodness and mercy shall follow me all the days of my life,
and I will dwell in the House of the Bingo Cage forever.
There are a few bits I might change were I to rewrite it this afternoon while sober, but what the heck.
And now, off to the airport. Catch y'all again from the party in Phoenix.
Posted by Seth on February 29, 2012 under Flying, frequent flyer, Mileage Run, points, Trip Reports |
Today was a good day for mileage run booking. I got myself a nice <3cpEQM run on mostly United Airlines metal (good for both upgrades and Million Miler credits with the new program rules) covering just over 20,000 miles in a 4 day span. I’ll get to visit the 50th state a couple times and even actually sleep in a bed once or twice in the middle of all the crazy.
With some of the flights also on what is considered today to be Continental metal I figured I should log in, make sure that my frequent flier number is correct in the reservation and get some seats. I headed to the website and clicked the link to see my reservations. This is what I got:
Apparently I have no real trips planned in the next two months, just mileage runs. Zoinks!
Logged in to the main reservations display page things get a bit better in June, but not before another four day marathon crisscrossing the country (including two three-hour jaunts in Hawaii) for over 20,000 miles flown:
Hat tip to gtitan for finding this one!
Oh, and a couple weeks later I go back and I’ll actually spend a few day in Hawaii while celebrating the inaugural service of both Hawaiian AIrlines’ JFK-HNL service and United’s IAD-HNL service in the same week.
At one point a few weeks ago I was worried about fare prices and not having enough good trip opportunities. I guess that’s over, at least for a few weeks.
Related Posts:
Posted by Seth on February 26, 2012 under frequent flyer, News, points |
With just a week to go before the new MileagePlus program launches for United Airlines and the OnePas program of merger partner Continental officially disappears, there are still a number of unanswered questions about the new program. Earning rates for flying on partner airlines is among the major points still unknown. In the past couple weeks a test website for the newly merged web presence of the company has been available (http://pss.united.com) and even more recently some details regarding earning rates for partners has shown up on that site. I am hesitant to consider this data completely authoritative for many reasons, among them that the carrier has explicitly stated that the site is not official, but there is enough information there that I figured giving it a first pass was worthwhile.
Each of the programs had about 500-600 rules for earning on Star Alliance partners; the new program is no different in that regard. Of those, somewhere between 20-40% seem to have at least one aspect of the earning rates changing as part of the new program. That’s a lot of new information to process.
In most cases the changes reflect the company choosing the rates from one of the two programs which is being retired; there are, however, a few instance where the numbers are completely new. And, since many people like to wonder if the program is trending more towards the legacy United or Continental way of business, my rough count suggest that in those cases where the two were different and one of the legacy rates was chosen, Continental "won" at a 2:1 clip.
So, what are the changes of note? Here are a few, broken down by partner:
Aegean
- Four economy fare buckets – P, T, U & V – no longer earn at all. This is in line with the legacy United rates and worse than the legacy Continental rates.
- Two economy fare buckets – Y & B – will earn fewer EQMs per trip. The are now at 100%, the legacy United rate, versus the 150% rate that Continental offered.
- Four premium cabin fare buckets – A,C, D & Z – will now earn 125% EQMs per trip. This is a downgrade from the legacy Continental rate (150%) and an upgrade from the legacy United rate (100%).
Air China
- Eight full fare or premium cabin buckets – A, B, C, D, F, J, Y & Z – will earn 100% EQMs, matching the rates in the legacy United program. This is a downgrade from the OnePass program (150%).
Asiana
- Most full fare and premium cabin classes will see EQM earning set at 150%, matching the OnePass program and an increase from the United program.
- Two discount economy fares – G & T – will see earnings at 70%. This is an increase from both the OnePass program (50%) and the Mileage Plus program (0%).
Austrian
- Most full fare and premium cabin classes will see EQM earning set at 150%, matching the OnePass program and an increase from the United program (100%).
- Deep-discount economy fares – S & W – will earn only for flights within Europe, at the rate of 100%. This is a downgrade from the Mileage Plus program and an upgrade from the OnePass program.
bmi
- Two economy fare buckets – L & U – no longer earn at all. This is in line with the legacy United rates and worse than the legacy Continental rates.
- Three full fare economy and premium cabin buckets – I, S & Y – will earn 100% award miles and 150% elite miles. This is in line with the legacy Continental rates and an upgrade from the legacy United rates (100%/100%).
- Six premium cabin buckets – A, C, D, J, P & Z – will earn 125% award miles and 150% EQMs, matching the rates in the legacy Continental program. The EQM earning rate is an upgrade from the 100% earnt in the legacy United program.
- All fares earn 500 mile minimums, matching the OnePass charts and an upgrade from the United charts.
Blue1
- Eight full fare or premium cabin buckets – A, B, C, D, J, S, Y & Z – will earn 150% EQMs, matching the rates in the legacy Continental program. This is an upgrade from the legacy United program (100%).
- One discount economy fare bucket – O – will earn at 25% RDMs/EQMs. This matches the legacy OnePass rate and is an upgrade from the legacy United rate (0%/0%).
EgyptAir
- Most full fare and premium cabin classes will see EQM earning set at 150%, matching the OnePass program and an increase from the United program.
- Seven deep-discount economy fare buckets – G, L, S, T, U, V & W – will earn no credit, matching the legacy United program; this is a downgrade from the 25-50% rates they earnt in the OnePass program.
- Two economy fares – Q & K – will earn at 100%, matching the legacy Mileage Plus program and upgrading from the 75% rate in the OnePass program.
Ethiopian
- Three premium cabin fares – C, D & J – are upgrading from 100% to 150% EQMs. This is an upgrade from both legacy programs (100%).
Lufthansa
- Most premium cabin fares see an upgrade to the award miles earning rates, in line with the previously discussed earning rates for United flights. These rates are much higher in most cases than the legacy United or Continental rates.
- For discounted economy fares – L & T – the rates will match those of the legacy United program, earning 100% on intercontinental flights and on intra-Europe flights which connect to intercontinental flights. The OnePass program offered 50% credit on all flights in those fare buckets.
Swiss
- Similar to Lufthansa, most premium cabin fares will earn at much higher award miles rates. In addition, the EQM earning rates for those fares will be increased to 150%, matching the legacy Continental rates and improving from the 100% that United used to offer.
- Three discount economy fares – K, L &T – disappear from the earning charts completely, a downgrade from both legacy programs.
US Airways
- No more 500 mile minimums for flights, a downgrade from the OnePass program and matching the United program.
- Only 100% EQMs on Y and B fares, a downgrade from the United program and matching the OnePass rates.
Croatia AIrlines, Singapore, Thai & TAP
- Most full fare and premium cabin classes will see EQM earning set at 150%, matching the OnePass program and an increase from the United program.
For Air Canada and TAM the earning rates are not yet loaded on the site, and the TAM page shows some data from bmi and some from TAM. For Copa it does not show an elite earning bonus, though that is unlikely to actually be the case.
The only chart that appears to remain the same across the board is that of partner Turkish Airlines.
Non-alliance partner EVA will see a much broader partnership, with many more fare buckets available for earning. The rest of the non-alliance partners look to be pretty much the same, though I didn’t give those charts as thorough a review.
Again, please remember that the analysis here is from unofficial data and should not be considered necessarily accurate, though it is accurate from what was on the website when I looked at it today.
And, should these rates end up being accurate, it would appear that this is a case where the company being somewhat one-sided in where they favor a legacy program will work out well for customers. In nearly all the cases that the legacy OnePass rates were picked it was an upgrade for the Mileage Plus rates. The same cannot be said for the cases where the legacy Mileage Plus rates prevailed.
Related Posts:
Tags: Air Canada, Asiana, bmi, Continental, Copa, EgyptAir, Ethiopian Airlines, frequent flier, frequent flyer, Lufthansa, points, Swiss, TAM, United, United Airlines, US Air
Posted by Seth on February 13, 2012 under frequent flyer, News |
PEOPLExpress is best known in most travel circles as one of the first airlines to operate in a LCC model following the deregulation of the US aviation industry. With a hub in Newark, New Jersey, the carrier offered up a slew of a la carte fees well before that was the norm and offered service to a number of cities across the USA and Europe. The company was acquired by Continental in the 80s and the brand disappeared. But now it is back.
A group of entrepreneurs has revived the brand and hopes to begin operations in the near future based out of Newport News, VA (PHF) with a fleet of Boeing 737-400s. The aircraft will be configured with 158 seats in an all-economy configuration. The carrier lists a few destinations in their press release, including Newark, Pittsburgh, West Palm Beach and Providence, with a promise of more to come.
The company’s COO, Mike Morisi is a veteran of the previous PEOPLExpress iteration, giving him a long history in the industry. And he promises that the new operation will change the way the public views air travel:
With the recent decline in airline service due to mergers and consolidations, we have all had to travel farther out of our way to get anywhere. Flights are more expensive and the many ancillary fees make flying a hassle. Our goal is to make flying fun again. We will eliminate most fees for items such as checked bags and seat assignments aboard our fleet of Boeing 737-400 aircraft.
Apparently Morisi doesn’t mind that the exact same line, "make flying fun again," was used just a couple months ago by Virgin America CEO David Cush in describing the goals of his brand.
Morisi also appears to be bringing back many of the hallmarks of PEOPLExpress service, like having a minimal staff at each airport and each employee working in multiple roles. If you buy the corporate spin that "reduces burnout and gives customers access to people knowledgeable in all aspects of the airline." Or it means that there are fewer people around to actually help out when things go wrong, or maybe the ticket agent would have to leave the counter to go load baggage, similar to the recent Allegiant flight where passengers were left behind because the counter had to close for the agent to work another role for the same flight.
Oh, and they are still working on securing both the necessary government approvals to operate as a commercial airline and the start-up funding to begin operations.
There are so many strange things about the announcement that it is hard to know where to begin breaking them down. Perhaps the choice of aircraft is a good place to begin. The 737-400 is a "classic" version of the Boeing jet. It is still in operation all around the world and it is a quite reliable workhorse, but it is also a questionable choice for a start-up carrier. Odds are they’re getting the aircraft at a great price and that’s the reason for the selection. But that bargain comes with a cost: the hourly operating costs of the 737-400 is the highest of the common versions of the type running today:
The numbers are out of date based on the fuel costs but the relative numbers remain so the premise that it is the most expensive holds true. Moreover, the fact that is uses more fuel per hour than other versions of the 737 means that the cost disadvantage has only grown, not gotten better.
And then there is the cabin configuration. US Airways also flies the 737-400, with a configuration of 12 first class seats and 132 coach seats. Those coach seats have a 30" pitch, while the first class cabin has 37" pitch. In order to squeeze in 158 seats the pitch will be somewhere in the bone-crushing range of 28-29" throughout the entire plane. Also, there is the federal requirement that an aircraft be staffed with at least one flight attendant for every 50 seats on the plane. Adding the extra eight seats means that the company also has to add a fourth flight attendant to the crew, increasing their costs of operation.
Also, the initial plans are for only 12 daily departures from Newport News, hopefully scaling up to 25 within a few years. In other words, it is going to be a pretty small operation for the foreseeable future. It is almost hard to believe that they’re going to be able to raise the capital to actually get off the ground. Maybe they’ll do so from the $19 fee they’re asking of folks to join their Club Travelati member-only promotions group.
Posted by Seth on January 30, 2012 under Trip Reports |
I had a grand plan for transiting three different cities across Europe on consecutive days. Sure, I’d sleep a couple hours each night, but I was also going to spend most of the 20-ish hours on the ground at each stop exploring the town, eating their food and drinking their booze. It was a grand plan, alright, but the execution was a bit lacking.
My first stop of the hopping was Berlin, a city I’d heard great things about and one I was quite excited to visit. I even sortof knew what I wanted to see while I was there. Sortof. OK, other than the Brandenburg Gate and the Holocaust memorial, nothing at all. But I’d figure it out, right? After all, I always have.
The bus in from the airport was incredibly easy (except the ticket machines don’t make change for bills larger than 10 Euro) and 20 minutes or so later I was in front of the beautiful, towering, modern Hauptbahnhof. I knew my hotel was just a stop or two away from there so I headed inside. Sure, I spent the next 20 minutes or so wandering around lost in the enormous station, trying to find the appropriate S-Bahn train, but I didn’t mind at all. The station truly is beautiful.
And then, after dropping my bag in the hotel I was back out. I had only an hour before I was due to meet a friend for drinks and dinner and that really isn’t much time in a city as grand as Berlin. But I knew the two things I wanted to see and they were only about a 10 minute walk from the hotel; I was doing fine.
The Gate is pretty. They light it up lovely at night. And I even got a couple photos of it that I don’t particularly hate, which is somewhat impressive given that I had no tripod, the exposures were painfully slow and it was pretty darn cold outside so I was shivering a lot.
From Brandenburg Gate I headed around the corner to see the Holocaust memorial. It is beautiful. It is amazing. It is rather intimidating to walk into when it is dark outside. The photo here is a VERY long exposure, making it appear reasonably light outside. Truth is that the sky was the same darkness as the Brandenburg Gate photos above. Still, thanks to the miracles of modern technology I got the pretty cool picture below.
And then my hour as a tourist was up. I had to race to the U-Bahn to meet up with my friend. I found the station, figured out which track and caught the next train going my way. I was rather confused 2 stops later when they made the "Last Stop" announcement (though at least they repeated it in English). Apparently there were track works in progress and I was supposed to find a replacement bus to the next major station. At this point I became acutely aware of just how hard it must be for the tourists in New York City who are forced to navigate the constantly changing construction projects we have, all without the benefit of any communication in their native language. Even with the little bits of English on the signs it was a challenge. I made it, eventually, but it wasn’t easy.
I also had grand plans for the morning, to see more of town before my noon-ish flight onward to Munich and then Ljubljana. Alas, when I awoke I discovered that there had been a schedule change at some point previously and I was now faced with a 5 minute connection in Munich rather than the originally booked 30 minutes. The airport is easy, but not that easy. A panicked phone call to the folks at Continental (this was an award ticket) got me booked on the next earlier Berlin-Munich flight which meant I’d make my connection. It also meant scrapping my plans for a morning in Berlin.
And so, the entirety of my tourist time in town was an hour (plus an awesome dinner with an old friend). I definitely saw a lot in that hour and had a blast, but it also would be a disservice to Berlin to say that I saw the city. Guess I’ll just have to go back.
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Posted by Seth on January 24, 2012 under points |
Here’s the thing about marketing – it only works when you’re actually able to effectively convince someone that they need to buy what you’re selling. And one of the first steps in that process should be to actually understand what you’re selling and how much it costs. Apparently the folks sending emails at OnePass missed that memo this week, at least if the email I just received is any indication.
It is amazing, really, that 255,712 miles might only just be enough points to make it to select cities in Asia. They don’t even mention which cabin of service, but that is actually enough for two business class tickets to anywhere in Asia. I guess if you "select" all cities served by Star Alliance of them that still counts as "select cities" in their world?? Oh, and it is also more than enough for a trip to Australia or New Zealand, unless I’m flying up front at the rule-buster levels; no need to actually buy more.
It is crap like this that gives marketing a bad name.
Posted by Seth on January 20, 2012 under Hotel, Review, Trip Reports |
I love the arrivals service offered as part of the BusinessFirst service from United Airlines at most of their legacy Continental routes. I’m a firm believer in the power of a shower and a beer to help reset the body clock towards something approximating normal and the arrivals facilities generally make that work out quite nicely. Our request for the service apparently made it to the agent in Stockholm – she acknowledged such in the jetway – but not all the way to the hotel. That delayed our access by about 15 minutes but it was resolved quickly enough.
After our flight in to Stockholm from Newark we were all a bit out of it (I actually managed to forget my laptop on the plane, though I was quickly reunited with it) so having a nap also played into our plans. The arrivals service is Stockholm is a day room provided at the Radisson Blu hotel in the airport so we had the opportunity to get that nap, along with the shower; the beer had to wait until lunch.
The rooms we got were configured with two beds, two very small beds. They’re singles, rather common in Scandinavia, but it was entertaining to hear some of the stories from our group about trying to make that work for multiple people in the room.
Beyond the beds (which I was actually quite comfortable sleeping on), the rooms were reasonably well appointed, if not a bit small. Sliding the chair out from the desk, for example, resulted in hitting the bed situated adjacent to it. That said, it was not the smallest room I had during the week, not by a long shot.
The bathroom was reasonably nice, too, with all the expected/usual amenities provided.
One rather strange bit about the hotel is that the rooms (on at least one side of the hall) overlooked the terminal rather than the outside world (though you could see outside through the terminal windows). That was definitely a bit different for me. I think that contributed to the hotel not using black-out curtains in the windows (the photo above is as dark as the curtains got). I was tired enough that sleep came anyways, but I can imagine that being an issue during the summer when darkness is harder to come by in the region.
In short, it was a very typical and very serviceable business hotel at the airport. It did have the advantage of being literally in the airport making it incredibly convenient, and also allowing for a premium to be charged on the pricing for rooms that I saw in a quick search. Still, faced with an early morning departure I’d either be sleeping there or in the nearby jumbo jet.
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