Something has shifted in the U.S. airline industry, and it is no longer controversial to ask whether United Airlines has overtaken Delta Air Lines as the carrier driving the conversation. Delta is still the undisputed profit leader, but might we soon see Delta copying United rather than United copying Delta?
Is Delta About To Start Copying United?
One Mile At A Time wrote a thoughtful piece yesterday entitled, “Has United Dethroned Delta As The Cool, Innovative, Industry Leader?” which made me smile not just for the engagement that it received, but because I had planned a similar post today before even seeing he had written on the same matter.
While we are largely in agreement, I approach this a little differently and am deliberately not trying to stir up our resident Delta Air Lines loyalist in the comments section. The issue is pressing and timely, but let me also preface this by saying that the “wow” factor and the financials, especially profitability, are not the same thing.
I’ve covered the industry for nearly 17 years on Live and Let’s Fly and I’ve always been particularly loyal to United, so from the very outset I note that I’ve cultivated a different relationship with United both personally and professionally than I have with Delta.
I held top-tier Premier 1K status on United in the good times and the bad and I’m a MillionMiler in MileagePlus who lives in a United hub city. Even so, I hope to approach the matter in a neutral fashion.
Delta Air Lines Does So Many Things Well
Let’s start with the financials. There is absolutely no question that Delta is a more profitable airline, is more disciplined, and I think you can make the case it is shrewder, both from a short-term and long-term perspective. It was Delta who purchased its own refinery, which will help it tremendously this year. Delta is the carrier that has widely built up its fortress hubs, commanding huge profit margins while keeping costs low in Atlanta and Salt Lake City where it dominates.
While Delta is often portrayed as being anti-union, much of its workforce is unionized and its non-unionized workforce is paid very well. There’s no doubt in my mind that Delta takes care of its employees, even as it slashed its workforce early in the pandemic in ways that other carriers could not. And it’s not like Delta’s growth is stagnant: it has over over 230 narrowbody and 50 widebody jets on order.
Delta’s longhaul route map is more nimble than United’s, but growth is disciplined and the numbers prove that Delta’s strategy is working. In terms of the product, Delta has been able to “wow” customers with its superior Delta One Lounges, premium “Missoni” amenity kits, and complimentary Wi-Fi to position itself as the premium U.S. carrier, even though the issue is a bit more complicated.
But Delta Has Some Deficiencies Too…
As is true with United, we also cannot look at Delta exclusively with rose-colored glasses.
Delta offers free Wi-Fi on most flights, but currently doesn’t offer Wi-Fi at all on many of its transpacific flights, a huge and inexcusable gap in coverage.
Like Emirates, it has done a fabulous job of marketing its premium products, but on many aircraft it offers an inferior product compared to its competitors. Its fleet of Boeing 767 aircraft (45 767-300ERs and 21 Boeing 767-400ERs) leave much to be desired in terms of the coffin-like seat in Delta One (business class).
Its lounge crowding situation is out-of-control at hubs like Atlanta and New York and its SkyMiles program may be loved by lemmings, but is of poor value for US-based travelers compared to several alternatives.
In terms of the route network, Delta remains weak in Asia and its overall international route network has fallen further behind United’s in recent years.
United Airlines Is Making Great Strides
The question, for me, is not whether Delta will continue to be wildly successful. I think it will be…and its disciplined growth and refinery savings will help further enlarge the delta (if you’ll pardon the pun) between Delta and United this year in terms of net profit.
United has faced a lot of bad news over the last year at its hubs–some of its own making and some beyond its control. It has been forced to cut back flights at Newark, will soon have to do the same in Chicago, and now San Francisco also looks to be a problem thanks to a new ATC edict limiting dual landings.
That aside, the issue is not whether Delta will continue to be very profitable, but whether Untied will also become very profitable and even eclipse Delta. I see the pie as big enough for both Delta and United to share it (not sure about American Airlines) so I’m not willing to say that United’s growth comes at Delta’s expense.
But United is taking a very bold risk in transforming its fleet and we see that the war in Iran and spike in oil prices could seriously disrupt that plan. In the best scenario, United’s fleet would have continued to outpace Delta, its revenue would continue to increase, and its margins would also grow as it targets a new approach to travel beyond simply cabin classes.
I always think of this line from Popular, that song from the Wicked musical:
It’s not about aptitude, it’s the way you’re viewed. It’s very shrewd to be, very, very popular like me.
It’s so true in life and may be true in the great battle between Delta and United for reputational “supremacy” in the USA. United has been stealing the headlines lately. Last week in LA there were several huge announcements like the new Coastliner, A321XLR, CRJ450, and Relax Row.
We’ve seen big news on Starlink, supersonic aircraft, electric helicopters, and a concerted investment in the onboard experience. It was United who ran a Super Bowl ad this year and it is United who flying to the sort of places that offer the best free publicity…from Mongolia to Greenland to the South Island of New Zealand to Ho Chi Minh City.
United is also the undisputed leader in technology, with a vastly superior mobile app and intuitive updates like detailed explanations for delays that build loyalty by earning trust. It’s working on improving baggage handling and its overall operation and has won immense loyalty from its ConnectionSaver service.
United may just have a better PR team, but there’s real substance here…and United has done well in mimicking so much from the Delta playbook. I realize that Delta scores the ultimate headline on Valentine’s Day each year when it awards its employees a massive profit-sharing bonus, but United has driven the news cycle in a very positive way and stolen Delta’s thunder.
Ultimately, it is not enough to rest on your laurels and continue the status quo…times changes, competitors innovate, and if Delta wants to stay ahead of United, it seems to me it must do more than introduce Amazon Leo a year after United completes installation of Starlink Internet across its entire fleet.
But maybe, just maybe, the point shouldn’t be to eclipse United but rather to continue to increase profits each year? And maybe, just maybe, that will come by Delta starting to copy United even more in some areas while further entrenching its dominance at key hubs?
CONCLUSION
It’s a new dawn for United Airlines and while the carrier is facing headwinds due to rising oil prices and FAA airport restrictions, it has laid down the groundwork for great success in the years ahead. Delta remains the undisputed profit leader and I expect that gap will widen this year. But United is knocking at Delta’s door in terms of creating a brand that consumers love and trust and that has been the foundation for what has propelled Delta to such great profitability over the years.
The sobering thing for Delta is not that United is rising, but that is it using Delta’s own playbook so well yet going beyond it by more aggressively ordering planes and expanding the route network. The end result may be failure, but war or not, I tend to think the future is very bright for United…and Delta too. Either way, after years of United copying Delta, I think we’re about to see a lot more of Delta copying United.
image: Next Trip Network/Flickr
@Matthew, just one point of clarification, DL did not have a huge amount of control regarding offering Wi-Fi at all on many of its transpacific flights, a huge and inexcusable gap in coverage.
That is all ViaSat and one of their satellites malfunctioning which would have provided coverage over the Pacific.
I am sure that DL wants their WiFi to cover their entire route map, but that falls flatly on ViaSat.
Not an excuse, just pointing that out.
That’s fair enough, @Interested Traveller.
It also could well have been the basis for DL to walk away from part or all of its agreement with Viasat. They added Hughes WiFi capabilities to their more recent A350s – the same company that provides high speed WiFi for DL’s large RJs and is slated to be on its 717s.
but let’s be honest here that harping on the lack of WiFi over the Pacific isn’t even an honest argument because no other US airline has free high speed WiFi over the Pacific and Viasat is supposed to launch their Asian satellite within months. DL has WiFi equipment on most of its A350s now and does offer it – but not for free – over the Pacific. It is turned on for free access over the Atlantic, something no other US airline does.
Neither UA or anyone else will get free high speed WiFi turned on before Viasat gets its newest satellite up and running so it also was an empty argument to harp on DL’s TPAC WiFi when UA doesn’t even have Starlink on 10% of its entire domestic fleet. and Starlink is still not approved for use by the FAA on 787s which is a huge impediment to AA and UA.
Correct me if I’m wrong, but isn’t it true that the problem now is not that there is no free Wi-Fi, but that there is no Wi-Fi at all on many transpacific flights…that even paid options are not available?
A350s that have WiFi equipment have paid WiFi; about 2/3 of the A350 fleet has them and DL delayed putting the antennas on them until they knew the Viasat launch was going forward.
Again, though, it simply doesn’t hold water to argue that a small percentage of DL flights – granted some of the longest ones on DL’s network – that don’t have WiFi are supposed to more than offset the thousands of DL flights every day that do have free high speed WiFi across N. America and the Atlantic and to S. America. No other airline comes close.
The bigger issue, in my opinion, is moving forward w/ a solution for the 717s which amount to about 10% of DL’s domestic mainline fleet. Supposedly DL delayed installation due to wing spar maintenance that needed to be done on a number of aircraft – common on the DC9 family – but that has apparently wound down.
Even arguing about the 717s – which do have a slow, sometimes usable WiFi, doesn’t offset the much larger amount of flights that do have high speed WiFi – which no other US airline comes close to matching – but AA, not UA, is #2. UA is not even number 3 in high speed rollout right now – that title belongs to B6.
It is precisely when you advertise something and are in 4th place that you truly don’t realize the huge disconnect between how you see yourself and how others see you.
I do appreciate the much more respectul attitude you have taken in discussing comparisons.
UA is vastly improved – but it was also horribly mismanaged. You (collective) might get an award for most improved in elementary school but the real world doesn’t work that way.
Just because UA is vastly improved doesn’t mean it is industry leading.
How can Delta copy United when a lot of what United is doing Delta already did under Richard Anderson? You ding Delta for not having wifi across the Pacific when on my last United flight across the Atlantic they had no wifi. How many United flights to Europe, Africa, South America, Asia even Hawaii have free wifi for United Club members? Now how many Delta flights to Europe, Africa, South American and even Hawaii have free wifi for SkyMiles member? People are loving United for going with Starlink and yes Starlink is the best but they are following Delta’s lead by only offering free wifi if you’re a United Club member not different than Delta which saw a huge increase in customers signing up for SkyMiles when they rolled out fast free wifi. You knock Delta for crowded SkyClubs and for the changes they made to their frequent flier program. But aren’t you now in free agency because United decided to follow Delta’s lead in making similar changes to their own frequent flyer program after they and every other US airline status match failed to make the sky fall on Delta SkyMiles when they were their first to announce major changes to their FF program? United is finally investing money in is onboard catering something Delta did years ago. United is now installing personal IFE on every mainline plane again something Richard Anderson did years ago at Delta with the exception of their 717 fleet.
I’m not going to lie I do think under Ed’s leadership Delta has been resting on its laurels. I think Delta has had some mistakes since covid. They’ve been far too conservative with widebody orders which has allowed United to really pull away in international long haul markets. However Delta has 80 widebodies on firm order not the 50 you claim (20 A50Ks, 30 787-10s, 14 A359s 16 A339NEOs). I feel like if they had enough widebodies they would be able to convert more BOS-Europe flights to daily instead of weekly and they would be better prepared for Alaska out of SEA which is launching daily service to FCO unlike Delta which is only 4x weekly most likely due to a shortage of widebodies. Delta in my opinion has made mistakes in the Asia market especially in the US-China market where they knew there were only 50 weekly frequencies and yet they only applied for 3x weekly LAX-PVG which left the door open for United to apply for 3x weekly LAX-PEK. Now Delta will increase LAX-PVG to 5x weekly later this year they wish they could go daily but do to frequencies being capped at 50 weekly they can’t add any additional flights over the addition 2 frequencies to China. It’s the same mistake Delta made to South Africa where their conservatism allowed United to become the largest US carrier to South Africa. Delta has also made in mistake in the rollout of their A321NEOs with lie flat seats where Safran the seat manufacture Delta went with fail FAA certification multiple times according to reports and now has to start completely over which will allow United’s Coastliners to enter the market first and perhaps a full 2 years before Delta’s first lie flat A321NEO flies.
United has a great PR team who puts out press releases every few months now but if you’re flying on a 737-900/ER, 737-800, a 737-700 any A320/19 or any widebody they don’t have Starlink. While Delta does have its problems and has underestimated United, United in my opinion is simply catching up to what Richard did with Delta years ago. It’s not different than Amazon and Walmart. Amazon may look like its standing still next to Walmart but in reality Walmart is simply catching up to Amazon did 10-15 years ago. The Walmart you think you knew is now new the same could be said about United in that like Walmart they are closing the gap between themselves and Delta but for the most part Delta isn’t copying United
Where United could potentially pass Delta is with next year roll out of their version of SkyCouch but Delta has kept a pretty tight lid on what they intend to do layout wise with their A350-1000s. We don’t know if Delta intends to have a Delta One Plus section with more space and more amenities than their standard Delta One. But I do think United may have given Delta an idea with the announcement of their upcoming version of SkyCouch. Given the fact Delta has been so tight lipped about the layout of their A350-1000s perhaps Delta may copy United which copied Air New Zealand. Delta only operates the CRJ200 on a grand total of 6 routes I don’t think you’re going to see Delta roll out CRJ450s. How many routes does United operate using the CRJ200, too many to count so of course United needs to come up with the CRJ450 but at the end of the day it’s still an uncomfortable CRJ200 even if they decide to call it a 450.
glad you added your own twist to the topic but the summary is really simple:
UA loves to toot its own horn but delivers far less than it promises.
A SuperBowl ad to tout its Starlink WiFi that won’t even be complete for almost 2 years? and you pick out WiFi on DL’s TPAC network when UA doesn’t offer free high speed WiFi ANYWHERE on any widebody while DL has been offering free high speed WiFi across the Atlantic and to S. America for almost a year.
as for the FAA’s involvement in EWR, ORD and SFO, it is solely because UA believes that throwing a bunch of capacity into its system will help it win – but everyone else loses including the stability of the US air traffic control system.
UA doesn’t exceed at anything other than size. It is financially and operationally lower performing than DL.
These are simply facts and if you or anyone else were convinced you were right, you could counter w/ facts and not opinions.
Tim, it really is just Coke vs. Pepsi, or Biscoff vs. stroopwaffle, if you will. They aren’t that different…
Tim, UA toots its own horn but DL doesn’t market themselves as more premium than they really are? That’s an interesting take.
The “cuts” in EWR have UA carrying more passengers than they did in the past, even before the EWR FAA issues. What the cuts have done is ensure no other airline floods the market when UA operates the schedule that works best for the operation, shown in the improved EWR on time statistics, all while UA increases its NYC over DL.
The ORD “cuts” will still have them operating significantly more flights than they have in the past while carrying way more passengers than AA. The cuts started when AA added over 100 ORD flights with a 40-day booking window, all beginning in February, of all months. Those 100+ flights were guaranteed to lose money. Clearly that was their attempt to grab gates, and UA responded accordingly.
Similar case in SFO, with the upgauging driving significant traffic growth in the crown jewel of the west coast, the envy of DL and the rest of the industry. While DL splits traffic between SEA (where they will always be a distant second to AS) and LAX (where they face the most intense competition in the nation, and only have a 2% lead over the number two carrier), UA is able to focus on its powerhouse SFO hub, where some flight retiming will minimize the impact of any capacity changes.
Mark,
no one would argue if UA maintains or grows its capacity but cuts the number of flights but UA just doubled down on its small RJ strategy with the 450s. Problem is that UA’s problem has long been that they don’t offer near as many domestic flights as their competitors and they are finding fewer and fewer hubs where the FAA is willing to allow to grow the number of flights.
As for NYC, you and your sidekick still can’t accept that the world is not solely about DL vs. UA. DL’s share of the LGA and JFK markets are far larger as a result of cuts by multiple carriers including B6, F9, NK and WN.
and the DL-UA contest will heat up when DL decides to start JFK-Asia flights (other than TLV) and when DL starts EWR t0 the west coast which will happen when, not if, UA starts JFK flights.
UA loves to tout how it can push around other airlines – but the mere fact that UA did nothing when DL announced LAX-HKG and LAX-ORD not only shows that UA cannot win in a contest with DL and UA knows it but also that DL needs to only carefully pick off the UA strength markets that matter to DL that DL can and will keep growing.
And I would strongly bet that Jon NYC is right that more is coming out about DL growth at LAX and very well could involve LAX-SIN perhaps to start this winter. If that happens with LAX-ICN not far behind, UA’s fortunes in LAX are sealed – even before considering that DL is considerably larger domestically. DL East coast to India routes might get started even sooner as the ME3 look far less strong than they did just a couple months ago.
In the real world, it is not about talk but about walk. DL is and will continue to outperform UA financially and operationally and grow into UA strength markets that matter.
What’s with the WiFi obession, who cares that I have to pay $8 domestically for UA WiFi. That makes DL infinitely that I save $8 on a domestic flight?
Tim I’ve been reading your posts for a long time and simply don’t understand your obsession with Delta.
As a consumer who flies a significant amount around the globe in the pointy end I simply prefer UA product over DL as well as *alliance connectivity.
I couldn’t care less about which one is more profitable which you seem to be obsessed about. I only care about my own experience as a consumer. Please help me understand where you are coming from.
That’s easy. Delta fans are like Apple fans. The brand is much more than a product to them, it’s almost like a religion. If you suggest another company is competing with their beloved icon in any way, they will march on you with the vigor of Samson against the Philistines.
As for the actual issue, everybody knows Delta is still number one. What United has done is introduce a conversation about whether that will remain true in time.
Isn’t it still the case that neither of those airlines makes any money from actual flying? If they’re mostly relying on the credit card income for their long-term survival, lots of core operational bits such as network reach (particularly in terms of frequency), baggage delivery effectiveness, and even staff development can be deprioritised in favour of Instagram-friendly lounges and ‘aspirational’ destinations such as those in which popular streaming series are filmed.
For those who struggle with reading comprehension, I am not criticising these companies for doing what’s best for them [at least in the short term]- though I am curious as to whether this is a business model which can remain viable for decades into the future.
From the outside Delta Air Lines still looks extremely strong, and in many ways it is. But internally (from what friends have told me) there’s definitely a sense that the company is going through a period of transition. Priorities are shifting, some teams are feeling the pressure of that change, and there’s a lot of uncertainty about what the next phase will look like. Delta has navigated difficult moments before, but it wouldn’t be accurate to say everything internally feels as smooth as the brand might suggest right now. At the same time, there’s also a growing sentiment among some employees that United Airlines has been gaining momentum and may be starting to shape more of the industry conversation, even if Delta remains financially very strong.
It’s not like Delta is so great. I’ve had some so so flights on Delta and some very good flights on AA and United. And vice versa. But Delta’s brand is simply #1. United’s brand is not. Nothing has changed dramatically as far as I can tell otherwise.
And from a NYC perspective, I agree with Mayor LaGuardia – landing in Newark is not New York!
Our esteemed late mayor is correct!
(Though, in terms of boroughs, I’d trade Staten Island for Jersey City, any day.)
To me, the question of profitability is meaningless. While you analyze the industry, this blog (in my opinion, at least), covers the industry from the perspective of a consumer.
Consumers care about things like Connection Saver. They don’t care about the nuances of FAA restrictions on capacity at EWR or PRASM (whatever that is). Consumers see Tik Toks of mile long lines at the Sky Club at LGA, while just about every media outlet covered UA’s new service to Greenland and Mongolia. The D1 Lounges are great, and got a lot of press, as did UA pioneering the grab-and-go concept amongst the Big 3.
One of the truest Barney Stinson lines is “newer is always better.” Delta has done a lot of good things for a long time, but United is doing a lot more newer things right now, and newer is always better. You CAN board a United flight with Starlink, and they can advertise the heck out of it. It doesn’t matter that United’s wi-fi was lousy back in 2021, it’s great now, even if it’s only on 6 planes.
UA is doing a great job of making consumers think a lot of great things are happening. And ultimately, isn’t that what a leader does?
jerry,
I read this often and yet no company can offer a service that it cannot make money for.
And when profits are lower, services have to be cut.
2026, like it or not, will be a year in which DL will have a substantial financial advantage because of its refinery which saved DL over $1 billion in fuel costs in 2022 and 2023 (after Russia invaded Ukraine) and the same thing will happen when, once again, global fuel and refining capacity are out of balance.
United pays the highest cost per gallon among US carriers and the imbalance for UA and AS was getting worse even before the Iran war because west coast refineries and pipelines have been closing.
All US airlines are for-profit companies; the ones that make the most money can invest in products and start new routes that others simply cannot do.
UA has touted that it will prey on weaker carriers but the FAA has stopped alot of that because of capacity cuts and it is actually DL that is growing in UA strength markets like LAX-ORD and LAX-HKG and UA is doing virtually nothing in response. There will be more of that as DL’s cost advantage plays out in 2026.
Lack of profitability is also precisely why AA has not been able to invest in its product.
You better care about profitability as a passenger – it will be an even bigger factor in the US airline industry than at any time since covid.
This time, profitability is not tied to a global destruction of demand but due to a cost issue which is not being handled the same way by every airline.
Tim, I appreciate your response, and it all may be true, but what I don’t understand is how a passenger could possibly choose a carrier based on knowing they happen to be profitable. Hooters Air didn’t make any money, but for the guys back in 2004 flying to Myrtle Beach to play golf, they didn’t care. They liked the brand, and it seemed more fun than Pawberry Punch, Sky Magazine, and a DC9.
DL, UA, and even AA aren’t realistically going anywhere. They are for profit entities that are too big to fail. The government won’t let it happen. Even if they have to go through bankruptcy. As I interpret it, the premise of this article isn’t “who is best;” the premise it is “who is driving the conversation.” DL drove it for years, but there’s a lot of evidence indicating that might be changing. Regardless of how much a carrier may be paying for fuel.
Jerry,
nowhere have I ever said that a passenger should choose an airline based on whether they are profitable or not.
I have said here and will said it again to you and KC above that it very much matters whether an airline is profitable or not and who is more profitable.
You need only look back at airlines that “faded away” at the deterioration of service that took place. AA has failed to invest in its product because it can’t afford to – and their challenge of trying to move more premium gets a whole lot harder w/ high fuel prices.
and let’s also be clear that UA will cut things that they said would be added because UA simply does not have a means to mitigate fuel costs.
As for some seeing me as being fixated with Delta, I have long focused on who is successful in business – regardless of industry.
DL is simply seen as the financial and operational leader of the US airline industry and, if you bothered to read any financial publications, you would know it is far more than me that says that.
I have also said that UA has made a remarkable transformation over the past 10 years – but a whole lot of people can’t or won’t accept that most improved does not equal best.
It is absolutely accurate and not fanboyism to note that DL still exceeds UA on most metrics except for size.
UA is in better than average condition for a US airline – but its success is far from certain give its exposure to higher fuel costs and its enormous capex even as fuel and labor costs go up.
As a consumer, I do care about how well the companies I do business with – at least for expensive items – are doing. If a company cannot be class-leading in how well they run their business, I am not convinced they will be class-leading in how they treat me now or in the future.
and running around with your hands over your ears is a really foolish way to live life – regardless of the subject.
Just curious, when you’re traveling – be it for leisure or business – do you decide whether to stay at a Marriott, Hilton, Hyatt, or IHG Hotel based on which company posted the largest profit the past fiscal year? Or based on what product available (in this case, lodging accommodations) suits your needs? Honest question. I know the answer for myself…(I look for, and have an affinity towards, the best product. Couldn’t care less about the hotel’s finances, and frankly don’t care if they’re making a profit off of me or loosing money – I pay the amount they ask for if I can afford it and the product checks my boxes).
You do take quite a beating on these sites Tim, and I don’t think it’s altogether deserved, so I’m actually in your corner more than most here…but for the life of me, I don’t understand your obsession with DL and their profits/financial performance when that’s really not the product (soft or hard) or route development that’s usually the subject matter of the posts you comment on. I have flown all three (AA, DL, UA) a great deal over the past several decades but don’t fight for any of them the way you do for DL, cheering for them like it’s for a your hometown team at the SuperBowl. Can you explain why – do you work for them? That would make a little more sense but even then…
first, as I have explained, how profitable a company is does matter in the type of product they produce and how long they can support it. A one off trip or booking certainly doesn’t involve the same set of considerations as where one chooses to be loyal for the long term. The hotel industry is heavily influenced by people other than the corporate name which is not the case w/ airlines.
second, a big part of the reason why I rag on UA as much as I do is because their exec team has repeatedly said that they intend to produce financial results just like DL and believe the industry is carved into UA and DL in one camp and then everyone else. I simply would care much less about UA’s profitability if their execs didn’t try so hard to lump themselves into the same camp as DL.
Even though UA flies more capacity and has had a labor cost advantage for at least five years, UA has not produced financial results on par w/ DL. Given that UA’s labor costs are going to rise as it settles labor contracts and its fuel costs are going to rise much more than DL – because of the DL refinery – the gap between DL and UA earnings is likely to grow in 2026 and into 2027 given that fuel prices will remain elevated for quite some time.
and third, UA has a huge number of social media advocates and they parrot a lot of what UA execs. I am glad that UA execs are saying less and less that they are in the same financial camp as DL but their social media warriors are still very active in pushing that narrative which is just plain inaccurate.
There are lots of audiences and participants in social media including aviation social media; true consumers are far less of my focus than the UA social media warriors and the UA execs that love to push their message thru their employee participants in social media.
Nope. UAs move to push you to either have a high-fee cc or crazy spend on a fee-free cc to earn a fair rate of miles is a no go.
Isn’t it interesting that while UA has copied many Delta things for the good. it has copied many of their worst SkyMiles policies for the bad.
because UA sees that is how to make money in the credit card/loyalty environment.
If UA or anyone else can come up w/ better solutions, then I am sure others will adopt – but loyalty programs in general are less generous than they once were.
the reason why AA cannot copy what DL and UA have done w/ their loyalty program is because AA has to buy loyalty because they don’t have enough real customers that spend good money.
If I had top status on all airlines, unlimited airline ticket budget, and credited with hundreds of thousands of miles every month or year, I would fly United more often than Delta.
Apparently, good UNITED is leading the way!
In any case, more power and best of good luck to both UA and DL!
30 years ago, I was a corporate travel manager in San Francisco with a SABRE automated office. United was not easy to deal with. The answer to almost every request was ” No”. And my colleagues in Denver reported the same scenario. Fast forward many years; I am thrilled at the evolution of UA. I live in Florida and do not travel UA at all but would be pleased to do so. My three faves are Alaska, Delta and I would now say United.
It’s good for us to have quality and innovative choices in air travel.
Thank God I don’t live in Dallas, Phoenix of Charlotte…… ahem
“Change happens when the pain of staying the same is greater than the pain of change.” – Tony Robbins –
Did SABRE, Amadeus, and Galileo ever get along??? I think there was Worldspan too…..
“Thank goodness I don’t live in Dallas, Phoenix [or] Charlotte”
That has nothing to do with AA, it’s just a general, and well understood sentiment!
“It’s not where you take things from, it’s where you take them to.” – Jean-Luc Godard –
Tim pulls out his phone and flashes a screenshot of his Delta Diamond Medallion status at the bartender.”I’m looking to status match,” Tim says, leaning over the wood. “Since I’m top-tier with the world’s most awarded airline, I assume that translates to at least two free rounds of top-shelf bourbon and a dedicated server for my stool.”
The bartender doesn’t even look up from the glass he’s wiping. “Tim, we don’t do status matches. Buy a drink or move along.”
Tim gasps, clutching his SkyMiles credit card. “Excuse me? Are you telling me you’d rather have a United Premier 1K sitting here? Because those people enjoy the ‘hospitality’ of a Newark terminal in mid-July. I bring the prestige of the Hartsfield-Jackson hub!”
The bartender sighs, “Tim, I don’t care if you’re the CEO of Delta.”Tim narrows his eyes, takes a seat, and mutters, “Typical. This bar has the customer service of a United Express flight operated by a regional carrier with a broken AC. I’m writing a comment on OMAAT and I’m tagging Ed Bastian.”
Hey Tim Dunn guess what????
UNITED RISING
https://onemileatatime.com/insights/united-dethroned-delta-cool-innovative-industry-leader/
You copy me.
I copy you.
Well, you lost me regarding Delta and unions. The reality is Delta is mostly non-union and the company spends tens of millions of dollars on anti-union propaganda to keep it that way. Only pilots are unionized. No one else. You really need to start printing facts instead of opinions. Moreover, they are not paid well, and they are at will meaning they can be fired at any time for any reason with or without cause with or without notice. That alone tells me not to fly on Delta. Not to mention the retaliation that Union employees from Northwest faced when the two companies merge. Union employees were fired and pro-union employees at Delta continued to be discriminated against. So what you think they do so well is terrific, but what they do poorly far outweighs the pros. For this reason I’ll stick with United. A fully unionized airline that doesn’t spend time, effort or money to demonize labor. And every time you post one of these lies, I’m going to be happy to point it out.