Prediction: Which Partnerships Is Alaska Airlines Likely To Lose?

Filed Under: Alaska

A couple of weeks ago it was announced that Alaska Airlines will be joining the oneworld alliance in 2021.

Alaska Airlines is joining oneworld

On the surface this is an exciting development, though I’m also curious about the implications this has on their industry leading Mileage Plan program, both for better and worse.

What does this mean for Alaska Mileage Plan’s partnerships?

One of the best things about Alaska Mileage Plan is how many unique airline partners they have. They have partners belonging to all three of the global alliances, and then also partnerships with several unaligned airlines, including EL AL, Icelandair, and more.

Alaska Airlines partners with EL AL

Here are Alaska Airlines’ current partners:

Aer LingusEl AlIcelandairQantas
American AirlinesEmiratesJapan AirlinesRavn Alaska
British AirwaysFiji AirwaysKorean AirSingapore Airlines
Cathay PacificFinnairLATAM Airlines
CondorHainan AirlinesPenAir

With Alaska Airlines joining oneworld in 2021, what does this mean for their future partnerships?

I wanted to share my predictions about the future of Alaska’s partnerships. Let me emphasize that this is purely speculation on my part, and you guys are welcome to share your thoughts below.

Let me also emphasize that my assumptions are based on how I suspect Alaska will be pressured to cut partnerships, or how other airlines will pressure partners to cut ties with Alaska.

Airline partnerships that are definitely staying

The only sure bets are that Alaska Mileage Plan will continue to partner with oneworld airlines. Fortunately they already partner with several of those, so it’s safe to say that they’ll continue to partner with:

  • American Airlines (this partnership is expected to be expanded in the next few months, before Alaska joins oneworld)
  • British Airways
  • Cathay Pacific
  • Finnair
  • Japan Airlines
  • Qantas
  • Fiji Airways (which is a oneworld connect member, and which American Airlines also partners with, so I think it’s safe to say this partnership will remain)

All of Alaska’s existing oneworld partnerships are safe

Airline partnerships that I think will be cut

Of non-oneworld airlines, I think there are a few partnerships that are highly likely to be cut. As I see it, these partnerships would be cut for one of a few reasons:

  • Because of Delta’s influence — as Alaska and American go after Delta, Delta will respond by exerting their control on other airlines as they can
  • Due to alliance conflicts — while airlines can in some cases partner with airlines belonging to other alliances, there are very few inter-alliance “no strings attached” relationships (for example, Air Canada and Cathay Pacific codeshare, but only in specific markets, and mileage earning and redemptions are limited to certain routes)
  • Due to airline conflicts — even outside of alliances, there’s often quite a bit of pressure regarding airline partnerships

Delta recently purchased a 20% stake in LATAM

With that in mind, I think it’s highly likely that Alaska Mileage Plan will cut the following partnerships by 2021 (starting with the partnerships that I think are most likely to be cut):

  • Emirates — with Alaska joining oneworld and partnering with Qatar Airways, I think it’s highly likely that either American or Qatar will launch Seattle to Doha flights, and I imagine a condition of this would be Alaska cutting ties with Emirates; that’s a shame, because this partnership has been really mutually beneficial
  • LATAM — Delta bought a 20% stake in LATAM and will almost certainly use their influence to fight against American and Alaska; LATAM is cutting ties with American, and Delta will likely pressure them to cut ties with Alaska as well
  • Singapore Airlines — Singapore Airlines is a full fledged Star Alliance member, and with Cathay Pacific and Japan Airlines belonging to oneworld and flying to Seattle, I think Alaska will be pressured into cutting ties with Singapore Airlines
  • Korean Air — while there have long been restrictions with the Alaska & Korean Air partnership, Alaska joining oneworld, combined with Delta’s ownership stake in Korean Air along with their joint venture, will almost certainly lead to this partnership being cut

Unfortunately a partnership cut with Emirates seems likely

Airline partnerships that I think are likely to be safe

Personally I think the other Alaska Mileage Plan partnerships are likely to stay, and here’s why (starting with the partnerships that I think are most likely to be safe):

  • Aer Lingus — while Aer Lingus doesn’t belong to oneworld, they are owned by IAG and fly to Seattle, so Alaska partnering with them seems like it’s in everyone’s best interest
  • Icelandair — Icelandair flies to Seattle, and while they do compete in the transatlantic market, I think they’re niche enough that there won’t be too much pressure on the partnership being cut
  • EL AL — EL AL isn’t part of any alliance, and I don’t think Alaska’s partnership with them presents huge conflicts, though perhaps that’s changing with American launching Tel Aviv flights; EL AL also has partners with other oneworld airlines, including Qantas
  • Condor — Condor was just acquired by LOT Polish; I suspect this partnership will be safe, as the relationship is mutually beneficial, and Condor largely operates point-to-point leisure flights that don’t pose a huge threat to oneworld airlines

I expect Alaska will continue to partner with Aer Lingus

Alaska also partners with Hainan Airlines, though I’m not mentioning them, because their future is really uncertain at this point.

Hainan Airlines’ future is highly uncertain

Bottom line

With Alaska Airlines joining oneworld in 2021, expect changes in their partnerships, both for better and worse. Alaska will be gaining several new oneworld partner airlines, though I imagine that will come at the expense of some existing partnerships as well, as alliances also come with some pressure.

All we can do at this point is speculate about the future of these partnerships, because a lot of these come down to how much pressure airlines can put on their partners.

It’s very possible I’m wrong about one or two (or even more) of the partnerships that I think are highly likely to be cut or likely to stay, but there’s no harm in making some predictions, right? šŸ˜‰

Let me emphasize once again that I’m sure that Alaska would love to keep all of these partnerships, so these cuts would primarily be about other airlines exerting some pressure, which is very common in the industry.

To me the Alaska and Emirates partnership ending would be the greatest collateral damage, but I do strongly believe we’ll see a Seattle to Doha route, and I also strongly believe that will be contingent upon Alaska cutting ties with Emirates. American will be able to exert that pressure, given that they’re launching Seattle to Bangalore and London flights as well, and that benefits Alaska greatly.

What do you think will happen to Alaska’s partnerships when they join oneworld? Do you agree or disagree with my conclusions?

  1. I don’t understand, why Alaska has to cut ties with Emirates if American is not cutting theirs with Etihad?

  2. @ AlanT98 — Historically American wasn’t any closer to Qatar than to Etihad, for all practical purposes, other than both airlines happening to be in oneworld (despite limited cooperation otherwise). Now that American and Qatar are forming a “strategic partnership,” I wouldn’t be surprised to see American and Etihad eventually cut ties.

    But I think in the case of Alaska there are much bigger forces:
    — A Seattle to Doha flight will be presented as a reality, but only if Alaska cuts ties with Emirates (and thereby routes Middle East/India traffic through Doha)
    — Alaska will be pressured into this by both oneworld and Qatar Airways, while in the case of American and Etihad, the pressure would have only come from Qatar, and at the time American didn’t really care what they had to say

  3. I’m not sure why I should care how much what you think, but people keep sending me links to your site. Singapore may be Star Alliance, but they don’t do much with United, because, well, it’s United. Singapore is a carryover from the VX merger, and even though AA and QR are playing nice in the sandbox, EK still plays with Qantas, Japan Airlines, S7 as well as some Star Alliance players.

    The thought of any flight on AA over 6 hours is horrifying. I imagine SEA-BLR will do well, but it won’t be pleasant, nor would SEA-DOH.

  4. Quantas does maintain an Emirates relationship, so there is precedent.

    I really hope if we get a flight to Doha (in Seattle) that it’s Qatar and not AA!

  5. I concur completely on the Emirates partnership, which really will be a loss from my perspective. Even though the award requirements doubled a couple of years, it’s still a fantastic way to fly First Class to third world countries on award tickets and then purchase the return First Class flights for pennies on the dollar and earn a ton of elite qualifying miles on Alaska. I will miss that opportunity.

  6. I’m also a bit confused on why most people seem so certain that Emirates will be dropped – doesn’t QF partner with them as well? So there is already precedent for a OW member to partner with EK.

    Maybe there are certain restrictions on the QF/EK partnership, like the AC/CX one? In which case, why couldn’t there just be similar restrictions in a continuing AS/EK one?

    Overall, I agree with your expectations otherwise though! I’m slightly less confident that the FI partnership will remain just because of the trans-Atlantic competition, but wouldn’t be surprised if it was left as-is either.

  7. @ TrixieLaDouche — Please send me thanks to the people sending you links to my blog. šŸ˜‰

    I certainly could be wrong, as I acknowledged. The reason I think Alaska may be strong-armed into this is because I think a Seattle to Doha flight is highly likely, and I think this will be one of the conditions of that happening.

    If there’s not a Seattle to Doha flight then perhaps the Emirates partnership would stick, but a Seattle to Doha flight seems highly likely at this point, either on American or Qatar.

  8. @ emag @ Mark — I think it’s important to cut the Emirates and Qantas partnership into perspective. About eight years ago Emirates and Qantas created a comprehensive joint venture, and there aren’t any airlines that really had much bargaining power here. The Europe to Australia market is huge, and this was a mutually beneficial partnership. In many ways Qantas valued this more than their oneworld membership at the time (though since then, the partnership has been scaled back).

    The point is, while I’m sure other oneworld airlines didn’t like it, no airline really had the leverage to do anything about it.

    Assuming a Seattle to Doha flight is imminent, American potentially has a lot of influence here on Alaska. American probably argues that they want to keep expanding Seattle as a long haul hub and using Alaska to provide the traffic to fill those flights, but in order to do so, Alaska needs to play by American’s rules. I imagine one of those rules would be them ending their partnership with Emirates.

    I certainly could be wrong, though I feel pretty confident about the prediction.

  9. @ Cliff — But that’s the thing, those are all partnerships with *tons* of strings attached. We’re seeing a lot of those nowadays, because they make sense, and are highly restrictive.

    It’s entirely possible I’m missing something, but I can’t think of a single alliance airline that has a true no strings attached frequent flyer partnership with an airline in a different alliance. By that I mean full mileage earning and redemption opportunities across all routes.

    It’s possible I’m missing some airlines, so please let me know if I am!

  10. SFO is a big consideration for Alaska now as well. Emirates is the only ME3 carrier who flies there.

    Do you think Qatar will launch SFO flights? That would be huge!

  11. “Itā€™s entirely possible Iā€™m missing something, but I canā€™t think of a single alliance airline that has a true no strings attached frequent flyer partnership with an airline in a different alliance. By that I mean full mileage earning and redemption opportunities across all routes.

    Itā€™s possible Iā€™m missing some airlines, so please let me know if I am!”

    Ben, what about the newish partnership between AF/KLM and Qantas? You can earn and redeem Flying Blue miles on the complete Qantas network. Similar the other way round, Qantas points on AF/KLM.

  12. @ Tobsw — Great catch, you’re absolutely right (and I should have known that, because I wrote about it in December… hah). Just curious since we’re on the topic now, but can you/anyone think of any other such examples? If so, that partnership is pretty groundbreaking.

  13. I’m curious as to why you think a Seattle-Doha flight is so likely to spring out of these two recently-announced partnerships. I followed the link this article to the one about the AA-Qatar strategic alliance, but it did not offer any additional detail. If it is simply an assumption based on Qatar’s current network reaching all AA hubs besides Charlotte and Phoenix, then I’d push back and note that even considering Alaska’s hub at Seattle, a second DFW daily flight to Qatar operated by AA (for example) would offer much more robust connection opportunities throughout the network than would Seattle. The addition of a previously-nonexistent “strategic partnership” between AA and Qatar may justify a second flight to that market given the additional connecting opportunities opened for passengers of both airlines (if a US-Qatar flight is warranted at all, AA says it is at the exploration stage with respect to these flights). The Bangalore flight is in a category by itself as it’s rumored to have been brought about by a lucrative Microsoft deal that probably would not exist on a Doha route.

  14. What?! El Al is an Alaska partner? Who knew? It looks like it’s just for earning miles and not redeeming though. Thinking about a first trip to Israel in 2021. SEA->EWR->TLV would be a nice award ticket avoiding BA surcharges via London, but not available yet.

  15. @Ben, Flying Blue has other partners, Malaysia Airlines and JAL which allow (almost) network wide accrual and redemptions. JAL Mileage Bank partners also with China Eastern.

  16. @ Rob — It’s speculation on my part, but the combination of Qatar’s focus on US oneworld hubs, the new partnership between Alaska and American, Alaska joining oneworld, and American launching long haul flights out of Seattle, all points to this.

    I’m curious how you figure that a second DFW flight would offer much more robust connection opportunities than Seattle? Qatar’s only West Coast USA destination is Los Angeles, so for anyone originating on the West Coast north of Socal, and for all kinds of people in the Pacific Northwest, a Seattle flight would be by far the most direct option. Look at the amount of backtracking required to get to LAX or DFW, and the number of markets that would require double connections going through the East Coast.

  17. @ Rico — Reciprocal redemptions are supposed to be introduced soon, though they sure seem to take their time nowadays with adding redemption partners.

  18. My partnership with Emirates ended when Alaska doubled the number of points needed for a first class ticket. 2017 I think?

  19. Not getting any mention in comments but for me LATAM would/will be a great loss as I travel internally throughout South America with LATAM using Alaska FF# to accrue miles. This decreases the value of my Alaska membership by a few points. Especially as Alaska now appears to have no true partner for all of Latin America.

  20. @ Mark — I could honestly see it going either way. My guess would be American if the two airlines don’t do a route swap. For example, I could see American taking over the Dallas or Philadelphia flight from Qatar Airways, and then Qatar Airways launching Seattle. Personally I think that’s the most likely scenario — Qatar will operate it, and American will take over DFW or PHL.

  21. Am I right in thinking that despite Alaska joining Oneworld, the ability to redeem miles on AA is still ending March 1st?

  22. @ Adam — The two airlines undid plans to further cut the partnership as of March 1, 2020, so that’s no longer happening. Furthermore, it’s expected that the partnership will be expanded beyond its current scope in the coming months, prior to Alaska joining oneworld.

  23. @ Lucky – thatā€™s great. Many thanks.

    Can I ask – how are they likely to expand it. Thought you could burn miles on all routes as it is..? Or do you mean expand in other ways other than the use of miles?

  24. @ Adam — Sorry for any confusion. The expansion would come in the form of reciprocal mileage earning on all routes, while it’s currently limited to only certain routes.

  25. @ Lucky. Makes perfect sense. Iā€™m U.K. based so itā€™s the burning rates that are more important to me.

    I have about 220,000 miles. If you had to say, would you be of the opinion of them being more valuable now or after they join?

  26. Speaking strictly from an award redemption perspective (LAX based):

    Emirates: incredibly expensive and usually require a routing through DXB. Not a huge loss.
    LATAM: scarce, if any, J/F award space. Not a huge loss.
    SQ: very expensive but also very convenient for travel through SE Asia. Would be disappointing however SQ probably has more to lose as Alaska’s route network from the West Coast onward is something that’s a big benefit to SQ (though they have this to some extent with UA/*A). Maybe this is a toss-up.
    KA: this is the biggest bummer – as long as you are booking R/T there’s good value. Given DL’s investment, this is almost certainly going to be axed. There’s precedent with AF/KLM.

    Would be interesting to see your take on what Alaska MVPs pick up with oneworld – especially airlines where booking an award ticket offers some real value.

  27. Think it’s unlikely that the SQ-AS partnership would end. As others have pointed out, SQ has always been a bit on an outlier in the *A world, striking more partnerships with non-alliance partners. I’d also say that the OW players in the SEA-SIN market aren’t very competitive right now – CX is grappling with several issues and is not in a position to demand things, and JL’s fares are never competitive on that route.

  28. There is no reason why Delta would pressure any of its international partners to terminate their codesharing relationships with Alaska. If anything, Delta benefits by having its partners have access to Alaska’s domestic network even as Delta uses its own to feed its own flights as well as in some cases also its partners. For example, Korean has its code on flights operated by both Alaska and Delta from Seattle.

    It will be Alaska – independent of American because they are prohibited from discussing such things – that will choose to terminate codeshares with any airlines and Alaska will very likely do it only at the termination or renewal period of the contract.

  29. @ Tim Dunn — I have to strongly disagree. Delta’s incentive to get partners to cut ties with Alaska is twofold: 1) To harm Alaska by getting them less feed 2) To encourage people to connect on routings that would involve Delta and Alaska

    For example, Alaska and Aeromexico cut ties just month after Delta formed a close partnership with them. What incentive do you think Alaska had to end that relationship?

  30. @Lucky
    International connections for AS (and B6 at JFK and BOS) are not high yielding. Delta really doesn’t care if AS fills up planes carrying connections for international carriers. Unlike in a joint venture, AS has no say in what an international partner does; they are simply selling seats at bulk prices the way all interline connections were years ago.

    I suspect that the AS-AM contract expired, just like the VS contract – and that is when it was cut. If you have evidence that any of these contracts were terminated before the contract expired or by the use of clauses which one side or the other exercised, I would love to know.

    The real casualty in all of this could be Emirates which also lost much of its codeshare connections to B6 after the Iran overflight issue arose. I suspect B6 was looking for a reason to cut the partnership precisely because EK was giving B6 a relatively small portion of a ticket that covered 10K plus miles. The same thing will be true of QR but the difference is that QR doesn’t have to worry about being profitable so will sign whatever prorates they have to in order to keep their partnership.

    AS has been able to carry all of this connecting international traffic because it is upgauging and adding capacity far above what the local market can carry – but it is not lucrative traffic. The fact that they are willing to revisit the AA partnership even though their margins are far short of what they were before the merger says they want to rearrange the deck to try to find something more lucrative based on higher yield, not more volume.

    And at some point the international carriers see the conflict of interest as AS serves multiple airlines and that will be even more evident with AA in the mix.

  31. Echoing Adams question… Would we potentially see a Qatar routing into SFO given it’s an important location for both American and Alaska (via the former Virgin America routes)? As mentioned, Emirates is the only one of the gulf three that serves SFO today.

  32. @Lucky
    let me amend my statement above that Delta cares that AS (and B6) provide feed to foreign airlines that are direct competitors. Delta already codeshares with its international partners including its joint venture partners so there is little conflict for Delta if Alaska also provides feed.

    I don’t think Delta will be disappointed if Emirates or Singapore or some of the other carriers you think are at risk of losing an Alaska codeshare actually do lose it.

    Virgin America did codeshare with both Alaska and Delta at the time they took over the London route from Delta but they aren’t on your list of AS codeshare partners now.

    I’d love to know the details but I suspect that the AS-VS codeshare deal was still in force and DL took advantage of AS’ ability to also provide feed to VS, allowing Delta to use its seats for higher value local market revenue.

  33. I mean really, how would losing Emirates be a loss? Since their massive unannounced devaluation (who was responsible for that was never really revealed) they have priced their awards out of contention.
    Also (Alaskas doing), introducing full-on ‘mixed-cabin’ pricing on multi-sector flights, on top of sky-high awards further diminished the appeal of their flights. Chatting with a friendly Alaska agent (hello Boise!) she told me that processing Emirates awards was a rarity nowadays, compared to the good ol’ days pre-devaluation.
    So Emirates, don’t let the door hit your @ss on the way out!

  34. SQ is something we all are waiting for. Does anyone know the exact rules that govern Star Alliance members from partnering outside Star? I got the feeling that codeshare with a member of another alliance is only allowed in the absence of any Star options in that market (of course, this never applies to LH or UA – and none has any say about it!)

    Is SQ eligible to codeshare with AS because AS was not a member of any alliance? In any case, given that most of the AS routes (from LAX and SFO) overlap almost entirely with UA, it must certainly be some kind of exception.

  35. What’s Alaska’s purpose in oneworld?

    One might surmise that as a traditionally short-haul operator, their purpose is to feed. And if we’re looking at A321XLR, it’s towards Latin and Central, and a bit of the top of South America, even Dakar, ex SEA.

    So logically, these will NOT be your traditional oneworld members.

    Alaska Airlines will be absolutely stupid to drop Emirates. Emirates has the keys to key markets, including Jetstar Asia, SpiceJet, TAAG, THAI, China Southern and Qantas. Emirates will be a key component of oneworld, mind you, although I believe they might work with American more directly.

    Alaska will like SQ for street cred… The Chinese carriers will be drawn to wherever SQ is, although I too, think they wil be moved up to partnering directly with AA. SQ ain’t a small boy now. SQ is steadily becoming the mega carrier in Southeast Asia, via Scoot and their clique of Value Alliance members, Virgin Australia, Vistara and Air New Zealand.

    Stop having the idea that SQ and UA are enemies. Frontline, there haven’t been opportunities, but both carriers are working on prospects. Even UA is working with Vistara, which is an Indian SQ. UA has aspirations to significantly expand its nonstops to Southeast Asia, and any hope of being a dominant player WILL require the partnership with SQ. Do not forget, SQ is also VA.

    SQ isn’t interested in feeding passengers via SEA. It feels stiffled. Alaska and oneworld want SQ but like Star Alliance almost 20 years earlier, they’re choosing to stiffle and control SQ. That really makes them uncomfortable. SQ has aspirations to serve Atlanta, Boston, Chicago, Dallas, Houston, Las Vegas, Los Angeles, Miami, New York, Orlando, Seattle, Washington DC along with Toronto, Montreal and Vancouver, with Vistara doing half.

    SQ will use London and Tokyo to serve North America. Look and see who is aligning with them there.

  36. I would like to see Emirates stay. Rest on your kill list I don’t care much. Fine airlines but I have other access or options.

  37. @Lucky Donā€™t know how much you can consider the AS-LY partnership as I am still waiting for the points to post for a flight from oct and so far donā€™t see it happening anytime soon

  38. I think you forgot that if Hainan is take over by Air China (or anyone tbh) the AS agreement is dead in the water too.
    It’s still a shame losing the earning, and redeem with mild surcharge but great availability opportunities.

  39. If Alaska dumps EK, how do we get to AUH, DXB, SHJ, BAH, KWI, and JED since QR is banned from entering those markets. BA via London – eek!

  40. @Lucky — “…. industry leading Mileage Plan program?”
    Industry leading when a 150k First Class award DEL/DXB/SEA displays the mixed cabin icon and states THIS ITINERARY IS NOT ENTIRELY FIRST CLASS. Surprise!

  41. It’s worth noting that JAL still partners with EK, KE, as these two need some connections in Japan. It could be the case for EK/AS since the big three do not want to play with them and B6 is basically an East Coast Airline, AS can be a worthy West Coast partner with EK. Similarly SQ (with their future SEA flight) might stay IMO, especially when they just built a partnership last year. KE and LA, being influenced by Delta, are going for sure.

  42. Random thoughts…

    Obviously this is a YMMV sort of thing, based on a) where you live, b) where you travel to, and c) what sort of redemptions you’re looking for.

    IMHO, while I strongly dislike AA (actually I’m not a big fan of any of the US3), I think AS had no choice but to join either oneworld or Star Alliance given DL’s aggressive tactics not only in SEA but with forcing AirFrance/KLM to cut ties with AS, etc., etc. From their perspective, even though it meant a giant U-turn and some fancy footwork, if you’re AS, oneworld is the one to join, given their previous history with AA, BA, and other oneworld carriers. Indeed, I’m looking forward to being able to book on IB, for instance.

    For me, personally, losing KE as a partner may hurt, so too SQ, but between CX and JL, there are certainly ways around that. (I agree, Lucky, who knows what will happen with HU in the future, but again, CX and JL provide more than adequate alternatives for a vast majority of fliers.)

    Having ties with both QR (through oneworld) *and* EK might be problematic, so I agree with Lucky that the ties between AS and EK will probably fade into being just a distant “remember the time when…” memory. Now, I know Q-suites are supposed to be fantastic, but I’ve flown on EK before, never on QR, so were this to happen, I’ll miss EK, having received some awesome redemptions using AS miles on EK…even AFTER the sudden-no-advance-announcement devaluation — which we all agree sucked.

    That said, however, there are still excellent redemptions available on EK using AS miles (while they last)…just perhaps not as god as before. My wife and I are flying J on EK from ATH-DXB-LAX this Fall, and while the number of AS points required is certainly not small (210k for the two of us), the redemption value is over 10Ā¢/per point. Yes, it might have been even better in the past, but I’m not going to complain about getting 10Ā¢/pp! (This was the second best redemption on our trip. We got 20Ā¢/pp on Iberia in J between BOS-MAD using Amex MR points.)

  43. This as well as the dozens of pundits have spun this issue to death already and yes I have also wondered / asked other FF at Alaska what they thought as well as several people within AS I have come to know over the MM’s flown and frankly nobody knows at this point, As a businessman who has merged into my company others I am sure in fact would bet there is a “white board” somewhere in a secure room with all the possibilities on it. Aer Lungus is the less appealing worthwhile partner, just look at their redemption chart, really?

    Ben I am sure that the chances that you will get information faster than most of us I still think it’s a long ways off before we really know. Example for us MM’ers at AS what happens to our status?

  44. as a 75Kgold Alaska traveler for many years, I wonder how this will affect my ability to upgrade on Alaska flights as I do now. Just a few miles away from million miler….I hate to see OneWorld status bump me.
    I will appreciate the new partnerships, especially with American as domestic travel has been a bit challenging outside of Alaska’s markets…

  45. Why are so many American based airlines making all these codeshare and alliances with Middle Eastern carriers, particularly ones that operate in and out of state-sponsored terrorism regime nations? Americans are not exactly flocking to Dubai or Doha for vacations. The only real reason to have any Middle Eastern nation in an alliance solely serves as a stopover point much like Anchorage Alaska was for long-haul flights that were not able to go over the USSR at the time. A refueling stop between NYC and Miami to serve fights to Australia/New Zealand perhaps, but even this is becoming obsolete with new planes and more fuel-efficient designs, engines and well with the pandemic and all much less load on planes that just a stop in Europe for instance, London, Paris, Berlin, Amsterdam, Rome, Athens all are great stops for refueling. So why are we relying on so many recent codeshares and alliances with state-owned carriers flying in and out of nations that are notorious for violating human rights and sponsoring international terrorism?

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