How To Position With An Alaska Airlines Mileage Plan Award

When you’re booking an international award flight, one of the trickiest things to figure out is how to get from where you are going to and from international gateways. Although there is more point-to-point service nowadays, the majority of international flights travel between major hub cities with connecting flights on either end.

Alaska Airlines has a somewhat unusual and often frustrating rule when it comes to partner award tickets (these are tickets that involve flights on airlines other than Alaska Airlines). You can only mix a single partner and Alaska Airlines flights, which has historically made positioning really difficult on Alaska Airlines Mileage Plan award flights.

The upside of this approach is that it allows Alaska Airlines Mileage Plan to run separate award charts per partner, which (presumably) allows Alaska to price award flights in a way that reasonably correlates with their cost. So, rather than having a single chart for all partners that averages the cost across all programs, they can have a separate chart for each partner. Overall, I think this makes sense because some partners (such as Emirates) appear to be very expensive for the program while others (such as Condor and Icelandair) are relatively inexpensive.

dus airport

If Dusseldorf is your destination, it’s surprisingly difficult to get there with Mileage Plan.

The downside of this approach is that, in order to reach partner gateways, you’re limited to the reach of Alaska Airlines within North America (which used to be a serious drawback) and you’re also limited to the reach of the partner you’re flying. So, for example, if you are flying American Airlines to London, you can’t continue onward to the rest of Europe with British Airways. Additionally, in some cases, Alaska Airlines only has partnership agreements with a primary airline, and not all regional affiliates:

  • Cathay Pacific: No access to Cathay Dragon
  • Hainan: No access to Hong Kong Airlines
  • British Airways: No access to Comair (South Africa)

 

However, just to make things more confusing, there are other cases where it is possible to fly regional affiliates. You can use American Eagle flights on an American Airlines partner award, and you can also use Openskies flights on a British Airways award.

This means that when you’re booking an Alaska Airlines Mileage Plan award, it’s important to know which airlines fly to your destination, and what other ways you might possibly get there. For example, if you’re traveling to Dusseldorf, you won’t get there on Condor; they only fly to Frankfurt and that is the end of the line as far as Alaska Airlines Mileage Plan is concerned. You could do it on British Airways, connecting through London, but you must fly the entire route (except for connecting to and from the British Airways North American gateway city, which can be done on Alaska flights) on British Airways. However, when you consider the fact that British Airways charges more miles, the fact that British Airways also levies a fuel surcharge, and the pain of connecting through London, you’re probably better off flying to Frankfurt and taking the train from there to Dusseldorf.

Another thing that gets really confusing is which Alaska Airlines flights you can take in order to position for a partner award. Let’s walk through an example to see how it works. Suppose you want to travel from Seattle to London in business class this summer. There is a flight that seems perfect from North America to London:

BA jfk-lhr price

The problem is, when you try to start from Seattle, this flight doesn’t show up no matter what you do:

sea-lhr flight missing

The other flights are all mixed cabin itineraries, and the economy class segment is the long flight (by the way, Alaska, you really should fix this). So obviously you wouldn’t want to book these.

Frustratingly, though, there’s an Alaska Airlines flight from Seattle to JFK! It should work, and you should be able to add this, right?

SEA-JFK not available at saver level

There is actually a specific reason why you can’t book this. It’s because you can only add an Alaska Airlines positioning flight if it’s available at the low “saver” level. And to find those flights, the best way to search them isn’t to look on Alaska Airlines’ Web site. Instead, you should search on the American Airlines Web site, which only shows Alaska flights in fare classes that can be hooked up to a partner flight. This surfaces a heretofore hidden option:

Hidden route to LGA

Wait, what’s this?

The perfectly timed overnight flight that would give you a full day in New York isn’t available for partner awards, so you can’t use it. However, by using the American Airlines Web site, another option surfaced.

Because this flight goes into a different New York area airport, and because of the overnight layover, this route didn’t show up on the Alaska Airlines Web site (although the Alaska site, to its credit, is considerably better at piecing together unconventional itineraries than most). So, to make this price out, we have to build it as a multi-city itinerary:

sea-dal-lga-jfk-lhr

You can force a routing by putting in the specific airports you want. It’s hard to see here, but I specified LGA on the inbound flight to New York, and JFK on the outbound. That caused it to price out:

priced out at 60k

Boom!

So, what’s really cool about this? Before the Virgin America merger, this is not a routing that would have worked. You’d have been stuck buying a flight to New York, or booking two separate awards. However, this routing makes use of Alaska’s newly expanded network to build in positioning flights.

It this an ideal itinerary? No. There is a fuel surcharge, British Airways has a below average business class, and there is a forced overnight in New York. However, you are flying in first and business class all the way to London, and have a full day to enjoy New York along the way. While not the best option, it’s certainly not a bad option for summer travel to Europe.

The next time you’re searching for an award flight with Alaska Airlines Mileage Plan, don’t forget that you can add Alaska Airlines flights to your itinerary at no extra charge–if you can find partner availability. That’s the hard part, but with some creativity and a bit of luck, you can stretch your miles even farther!

How I Booked The Industry’s Best “Sweet Spot” Award Flight

There were two specific types of points I wanted to use for my South Africa trip: Avianca LifeMiles and Alaska Airlines Mileage Plan miles. I had an uncomfortably high Alaska Airlines Mileage Plan balance, and there is an astonishingly good award on their chart. It’s only 70,000 points from the US to Johannesburg on Cathay Pacific in first and business class (first class to Hong Kong and business class onward to Johannesburg). The cost is 62,500 points if you can find space the whole way in business class.

The economy class fare? 50,000 points. And it’s 55,000 points in premium economy (which, to me, is an absolute no-brainer given how much better this is than economy class). So it’s only 15,000 more points to go first class than it is to go in premium economy class. Don’t get me wrong, Cathay Pacific has a pretty decent economy class (although it’s cramped at 10 across), but first and business class are a lot nicer. It’s hard for me to sleep well in economy class so I feel trashed the first day of the trip, but if I have a lie flat bed, I can arrive refreshed and ready to go. There is real value in what is effectively an additional vacation day.

This price is one of those “almost too good to be true” and also “too good to last” sweet spots on the Alaska award chart. It is widely considered to be the best “sweet spot” award in the airline industry. These existed for a couple of years with American Airlines awards too (where it was significantly cheaper to book American Airlines awards with Alaska Mileage Plan points than it was to book with American AAdvantage points), but eventually their larger partner realized what was going on and dropped the hammer. Alaska is getting too big to keep “flying under the radar” so I expect that fairly soon, the award chart will devalue. This has already happened with Emirates and American so it is bound to happen with Cathay Pacific as well. So, not only is the pricing a really good deal, it’s a deal that I don’t think is likely to last.

What do you do with exceptionally good award chart sweet spots that aren’t likely to last? It’s not an automatic “book them!” but for a 20k mile differential, I think getting an extra day out of the trip is absolutely worth it. A lie flat seat allows your arrival day in South Africa not to be one where you arrive stiff and sore, completely disoriented, after having spent 27+ hours in the air. I don’t want to trivialize 20k miles – you can do two roundtrips from Seattle to San Francisco for that on the Alaska award chart. But the value of what I can get out of 20k miles is about $480, at the 2.4 cents per mile I can usually squeeze out of Alaska miles. Remember how I value miles: not in terms of the cash price of a premium cabin award, but in terms of what I would have spent in cash on a flight.

The hardest part of booking this award is finding availability. It is almost never there. In fact, award tickets to South Africa on Cathay Pacific are practically a unicorn. This is a tough route even in economy class. However, when I went to look, there were two seats open from Hong Kong to Johannesburg in business class on December 28th. When you’re booking to South Africa in the austral summer, this is one of the hardest award tickets to get and it was staring at me in the face. The only thing I needed to do was find a flight to Hong Kong on December 26th (necessary given the timing) that could connect up with it. I didn’t expect that I’d be able to find anything, but I started searching availability from Cathay Pacific’s gateways on the West Coast. These are Vancouver, Los Angeles, and San Francisco. I could go in business class on the 25th and Alaska Airlines does allow stopovers in Hong Kong, but I’d miss Christmas with my family which was a non-starter. From Los Angeles, there was a flight, but it got into Hong Kong after the Johannesburg flight left. And then, I saw it: a single first class seat available from San Francisco to Hong Kong. Nothing was available in business class, but first class was potentially available.

I say potentially because Alaska Airlines has access to a more limited set of award inventory than Cathay Pacific’s Oneworld partners. I use British Airways’ site to search for availability and while Alaska pretty much never has access to inventory when British Airways lacks it, British Airways can have access to inventory that isn’t available to Alaska Airlines. It’s not unusual to see 4 seats available to British Airways members while Alaska may have only one or two seats available. However, I called up Alaska, and they were able to see the seats I found along with an Alaska flight from Seattle to connect up with it. I booked immediately.

me in Cathay first

It’s a rare occasion indeed that you’ll find me here.

It’s worth pointing out that British Airways also had an option available in premium economy. But this cost 60,000 points and $478 in taxes and fuel surcharges. There is also a very long layover in London, and I’d be there in December. I considered this option to be a non-starter. Had I been able to find BA inventory in economy class, it would have cost me $288 out of pocket and 50k miles.

The Economics – In A Nutshell

  • The #1 rule for getting the best award is “book the award that is actually available.” Ignore theoretical numbers on an award chart: live inventory is what really counts. I had a specific time frame when I wanted to fly and there was award availability with no fuel surcharges in first/business class, but not in economy class.
  • There was a premium cabin “sweet spot” on the award chart that aligned with award inventory. This very rarely happens, so when it does, it’s worth strongly considering.
  • Corollary: This is a very hard “sweet spot” to actually book and it is one that is likely to disappear soon. Availability is exceptionally rare. So this merits even more strong consideration.
  • No fuel surcharges apply when redeeming Alaska Airlines Mileage Plan miles on Cathay Pacific versus other programs.
  • I had a higher mileage balance in the Alaska program than I was comfortable maintaining.

 

Wrap-Up

For me, it was a no-brainer to book this. Why? I won’t overlook travel in premium cabins even though I normally conserve my miles, and I don’t feel comfortable concentrating too many miles in a single program. Even though it’s awfully expensive to spend so many miles, I think this was an award worth spending the miles to get.

How And Why I Booked A Round-The-World Trip In Premium Cabins

Yes, you’re still reading Seat 31B. If you’re a regular reader of this blog, you know I mostly write about travel to unconventional places via unconventional routes, and about squeezing the maximum value out of your points (in terms of money you would have actually spent). You’re a lot more likely to read a review of an economy class flight to Ecuador on the worst seat in a regional jet here than you are to read about Cathay Pacific First Class.

And yet, the latter is exactly what I booked as part of the round-the-world trip I just completed. I’ll be writing a lot about South Africa and St. Helena over the next week or so but the elephant in the room is the long-haul flights. They were all booked in premium cabins and this is fairly uncharacteristic for me so I figured I’d write a post about why I spent my miles this way, and why in this specific case I think it made sense for me, given my personal situation and the opportunities I had. I will also write two “deep dive” articles about the mechanics and economics of booking these flights.

A whooooole lotta flights

The Flights

Getting to St. Helena requires starting from Johannesburg (you can also buy tickets to and from Cape Town, but these currently connect through Johannesburg). It’s a really unique flight in a lot of ways, the operations and marketing are very strange, and that’s an entire article in and of itself but these tickets are only sold ex-South Africa. The largest number of international flights into South Africa (by far) land in Johannesburg, although there are also international flights to Durban and Cape Town. I ultimately decided to book the outbound to St. Helena from Johannesburg and return to Cape Town, both because it was cheaper and because I wanted to visit Cape Town.

So, this meant that I had to get to Johannesburg, one of the most difficult destinations in the world to reach using miles and points. And making matters worse, I had decided almost at the last minute that I was going to take the trip. This is because unexpectedly, due to a threatened lawsuit, business in my company ground to a halt. This wasn’t something that was going to be resolved quickly. The tech industry more or less shuts down from the middle of December through the middle of January (people take off for Christmas and then it’s CES, so nobody really gets back to work until the 15th). So, I found out a week before Christmas that I was going to have about 3 weeks free. I booked everything starting just 8 days beforehand.

Of course, this wasn’t easy. At all. I was looking to fly over the holidays (or “festive season” as they call it in South Africa and St. Helena) when flights are absolutely packed. However, you can sometimes score last minute seats, especially when you only need a single seat. This is because airlines will give away unsold seats to frequent fliers at the last minute, and they will also generally return last minute cancelled seats to inventory.

You don’t always have to book award flights 330 days in advance

The conventional wisdom when it comes to booking award travel is that you need to start 330 days in advance when the booking calendar opens. Like most conventional wisdom there is some truth to it, but it isn’t the only truth. The reality in the current state of the industry is that revenue management systems at many airlines regularly evaluate seat inventory and make seats available to frequent fliers based on anticipated revenue load.

This means that, with many airlines, you have multiple opportunities to score an award seat. Consider a flight where five business class seats were made available for awards. The airline might initially make two seats available 330 days in advance. However, they might open up another two seats 20 days before departure (allowing the seat to be booked, but allowing themselves to collect a close-in booking fee). Another seat might open up 3 days before departure if it has remained unsold, with the final seat made available on the day of departure. People also sometimes need to cancel their flights at the last minute. There is an influenza epidemic this winter. Someone else’s flu misery might be your travel opportunity, because most airlines will put award seats that were cancelled up for grabs.

This is what saved me. I was able to book the whole thing using the mileage currencies I wanted thanks to last-minute inventory becoming available. What was available to book? A mix of the world’s most aspirational and least aspirational first and business class products. In the end, it cost me under $300 in cash to literally travel all the way around the world, in premium cabins, on all but one leg of my journey. If I’d paid cash, this would have cost over $30,000. And if I’d bought a discounted business class fare, it would still have cost me about $7,000.

Why I Booked In Premium Cabins

I normally fly in economy class and look for “sweet spots” on award charts to travel the maximum distance and squeeze the maximum value out of the fewest number of points. However, I consider Africa to be a “sour spot” destination in economy class. Depending on the award program you use, it can cost 50,000 points in economy class for a one-way trip to Africa. And South Africa is really far away. From Seattle, it’s 14,237 miles when routing via Asia.

Meanwhile, the price in a premium cabin to Africa is–depending on the program you are using–almost the same cost as a trip to Europe or Asia. It’s about twice as far, making the value of a lie-flat seat considerably more valuable; however, unlike in economy class, this doesn’t actually cost any (or much) more. It takes a solid 27 hours (or more) of flying to get to South Africa, so this is one of the few places in the world where the upgrade is truly worth the extra miles.

Wrap-Up

I was able to book my trip during absolutely peak travel periods, to one of the most difficult to book award travel destinations, and do it all without paying fuel surcharges. And I was able to redeem the points that are, in practice, the most difficult to redeem for this destination and the most at risk of devaluing. The way that I was able to accomplish this was by being flexible and using multiple points currencies. Award travel booking is part art and part science. I think this was a great redemption, and an amazing trip!

Ringing In The New Year In St. Helena

The island of Saint Helena is one of the most remote places in the world. Until two months ago, the only way you could visit the remote British territory was by private vessel or by taking the Royal Mail ship RMS St. Helena. It’s a very long journey across the stormy South Atlantic, taking 5 days each direction. The nearest mainland is Namibia, over 1,200 miles away.

map of st. helena

A tiny island in the middle of nowhere.

Two months ago, an airport finally opened in St. Helena, the world’s newest commercial airport (airport code HLE). It took 12 years to build from the time it was originally approved, because of the challenging terrain. The airport was spectacularly expensive costing over $400 million (around $100,000 per resident of St. Helena). Making matters worse, after the airport opened, authorities figured out that the aircraft type for which it was built couldn’t safely land due to wind shear. The largest aircraft that can land is a regional jet, and these can’t be fully loaded.

St. Helena airport runway

This isn’t the plane I’ll be flying to St. Helena, because qualification tests for this aircraft type failed.

This throws a monkey wrench into the already dubious plans for the airport to create a tourism industry on St. Helena. Because of the high operating costs, flights there are crazy expensive. I’m flying roughly the distance of a roundtrip from Seattle to New York (a trip I can easily buy for $400) and my ticket cost a cool $1,175 in points. Additionally, there is only one flight a week, meaning once the plane leaves, you’re stuck on the island for a week. But that’s OK, once you’re there, you can make satellite phone calls for $1.60 per minute.

JNB-HLE-WDH-CPT map

The most expensive flight I’ve ever bought

Naturally, this is the best place I could think of to ring in the New Year so I’d like to invite my readers to join me. I’m leaving from Johannesburg to St. Helena on December 30, 2017 and returning January 6, 2017. It’s normally very hard to get to Johannesburg on points, but not if you book last minute–I was able to use my Alaska Airlines Mileage Plan points to score a first class ticket on Cathay Pacific (an unusual thing for me to do but also a no-brainer; it’s 50k points in economy class and 70k in first class). The easiest way to buy tickets onward to St. Helena is on the United Web site (even though the flight is operated by Airlink, a South African Airways regional affiliate). Right now, the cheapest tickets are $1,264. Because the airport code HLE is new and isn’t loaded in most travel agency computer systems, it’s surprisingly hard to book tickets to this destination.

Note that there is only one flight per week, on Saturdays, so the shortest period of time you can spend on the island is one week. I don’t expect anyone to actually show up, but if you do, I’ll buy you a drink! 🙂

Are you joining me for New Year’s Eve in St. Helena?

How I Just Hacked My Trip To Defcon

Although it is fairly well known that Alaska Airlines Mileage Plan miles are the most valuable airline points in the industry, they are usually considered to be so valuable because of Alaska’s large number of partners. Alaska’s partners include premium airlines such as Cathay Pacific and Emirates as well as niche carriers like Fiji. This allows Alaska Airlines Mileage Plan members access to a very large number of destinations. This year, Alaska further improved the value of Mileage Plan miles for redemption on their own flights by moving to a variable award chart; this allows travelers who plan ahead to redeem for as few as 5,000 bonus miles on many popular routes (such as between Seattle and the Bay Area).

Alaska’s routing rules, however, are simultaneously some of the most restrictive and the most generous in the industry and this is how I just (legally, following all the rules, please don’t hurt me!) hacked my trip to Defcon. Most of the time, I find the rules frustrating. For each direction of travel, you can’t combine partners on an award. You can only combine one partner with an Alaska flight, and the Alaska connecting flight you use needs to have “saver” level availability (which can be very hard to find on some routes, particularly in places like Adak or Barrow). What does this mean in practice? You can’t, for example, fly Alaska from Seattle to JFK, connect to an American Airlines flight to London, and then continue from there to Amsterdam on KLM. A partner award means one partner only (with one exception: you can combine Air France and KLM flights because they are owned by the same company). Making the rules even more frustrating, Virgin America is considered a “partner” for routing purposes so your itinerary can’t include any Virgin America flights if it involves a partner airline. And if all of that wasn’t enough, just to make things more complicated, award tickets involving Korean Airlines or Delta Air Lines (note the Delta partnership ends 5/1/17) must be on a round-trip itinerary. Technically you can book one way, but you still pay the roundtrip price!

However, although the routing rules can make it very difficult to find an award that will work in the first place, Alaska does have one unusually generous rule that makes it at least possible most of the time: stopovers are allowed. And not just one stopover is allowed, but one stopover in each direction. You don’t even need to be traveling on an international itinerary! This legitimately makes up for the considerably more restrictive rules on carrier routing versus other mileage programs by allowing you to wait longer in between flights, so you can create itineraries that connect up. Here’s an example of an award you can book with Alaska Airlines Mileage Plan that you couldn’t book with American AAdvantage:

SEA-ORD-CLT itinerary

Stopping overnight is allowed on a US domestic itinerary with Alaska Airlines Mileage Plan.

American, with very few exceptions, will not allow more than a 4 hour layover on a US domestic itinerary. However, Alaska will allow a stopover on a domestic itinerary, so you’re free to book this. It’s not ideal, but it’s also very hard to find saver level award availability between Seattle and Charlotte (and remember that if you’re booking a partner award ticket, you have to find saver level award space the whole way). Alaska’s generous stopover rules make it possible to book awards that would otherwise be impossible.

Alaska allowing stopovers especially makes sense when you consider the far-flung route network they operate, and the accompanying limited service. For example, there are only two flights a week to Adak. Many places off the beaten path receive air service at inconvenient hours as well. Without the ability to stop over, it would be virtually impossible for people living in Adak to book awards to anywhere other than Anchorage. So given the very unique operating environment in the State of Alaska (but not just there, Hawaii and many rural Oregon, Washington, Idaho and Montana communities face the same challenge), Alaska’s stopover rules are a practical necessity for many of their members.

There are, however, some pretty creative ways to use stopovers in order to wring maximum value out of an award ticket. I just squeezed 3 trips out of one ticket. How did I do that? By taking full advantage of the stopover rules Alaska Airlines allows. Generally speaking, Alaska allows you to book a stopover in a hub or connecting city. When you consider the West Coast, this allows opportunities to stop over in every major city.

In the month of April, I am starting in Seattle. I need to be in Las Vegas for a conference. Then I’m heading to Costa Rica for 10 days and returning to Seattle. This summer, I need to be in Las Vegas for another conference. Here’s the itinerary I just booked, and I’ll walk you through why it works:

Itinerary description

8,112 miles flown for 32,500 points.

You may recall that I’m actually going to Las Vegas. So why am I flying to Ontario first? On this itinerary, I couldn’t actually use Las Vegas as a stopover point en route to Costa Rica, because there aren’t any onward flights directly from there. However, I was able to use Los Angeles, because there is an onward flight leaving from there. I’m flying to Ontario instead, which is allowed because it is a co-terminal of LAX, and Ontario is closer to Las Vegas. It’s an easy drive or 3,818 Southwest Rapid Rewards points for the flight.

From there, I’m continuing on to San Jose on Delta. It’s possible to use Delta for this segment because Delta is still an Alaska Airlines partner for another 6 weeks, and because I booked a roundtrip ticket so it priced correctly. From San Jose, it’s a pretty conventional return itinerary back to Seattle – I have to double connect through Dallas and Portland because that was the only award availability. You’ll note that I’m returning from San Jose to Dallas on American Airlines – but that’s OK. With Alaska awards, you can only use one partner (plus Alaska flights) per direction, but I’m not using more than one here. Also, while the ticket has to be a round-trip ticket for Delta or Korean segments to price correctly, you don’t actually have to use these airlines in both directions.

“All right, TProphet,” you might say, “you’re back in Seattle. That’s round-trip. How did you get Las Vegas to work?” Well, this is because my ticket isn’t actually a round-trip ticket. It’s an open jaw ticket, meaning that I’m returning to a different destination than my starting point. This is allowed under the rules, and so are two stopovers. The three months I’m spending in Seattle before continuing my journey onward to Las Vegas is my second stopover. And naturally, my Vegas trip in July is to Defcon. 😉

Flight map SEA-SJO return with LAS ending

A busy April!

Was this easy to book? Not even close! It’s actually really hard to book stuff like this in practice, which is why more people don’t do it (and probably why Alaska still allows it). Also, considerable flexibility on my part was required. I had to fly into a city that is different than the one I need to end up in, spend 3 days longer in Costa Rica than I was planning, take flights that leave both at midnight and at 6:something in the morning, and it required a phone call to straighten everything out after the Web site choked. Still, I get to fly 8,112 actual butt-in-seat miles for only 32,500 points. The cheapest way to do this with paid tickets would have been $998, meaning that I achieved 2.2 cents per mile in value (net of taxes, which I paid in cash, and miles that would otherwise have been earned). This is 10% above what The Points Guy says Alaska Airlines Mileage Plan points are worth–and more importantly, it’s a practical value. A lot of theoretical points valuations thrown around on the Web are based on prices for premium cabin seats that most people would never pay. This is based on economy class tickets I’d otherwise have bought and paid for.

Do you have Alaska Airlines Mileage Plan miles? Don’t forget that stopovers are an option that can both add flexibility and value to your award redemptions!

Thanksgiving In Phoenix On Points

My parents own a home in the Phoenix area, and since they’re now retired they spend the majority of their winters in Arizona. As of late, they have started spending Thanksgiving in Arizona, since this provides a nice change of pace (and much better weather) from typically gloomy November weather in Seattle.

cactuses

Typically sunny and pleasant Arizona afternoon in November

Over the past two years, it has been relatively easy for me to get to Phoenix because I was a short drive away in Los Angeles. However, I’m spending much less time in California this year, and will be starting out from Seattle. This means flying, and flights during peak holiday periods are expensive. While flights to Phoenix have been spectacularly cheap as of late (as low as $59), it was over $400 for the dates and times I wanted.

However, I had five different types of miles that I could use, so I thought it was worth checking to see whether using them was possible. When you’re going to a popular destination during a popular time, it generally isn’t possible to use miles. However, it’s sometimes possible if you have some flexibility in both the points you use and the way you book. Here’s how I actually did it.

Outbound: Wednesday, November 23

Southwest was out. The number of points required on Southwest is based on the price of a ticket. Because the ticket was expensive, there were no bargain fares using Southwest points.

Avianca was also out. They partner with United in the US, who had no availability for the dates I wanted. Zip. Zero. Nada.

Delta had availability for a silly number of points: 32,500. This is just shy of the points required to fly to Japan.

Alaska could get me there on a 12,500 mile partner award using a combination of American and Alaska flights. However, they charge a $12.50 fee in addition to the taxes when a partner is involved. For Alaska’s own flights, the cheapest redemption was 20,000 miles. And all of the return flights were 30,000 miles. When you consider that this is what a ticket to Europe in the summer costs, it just wasn’t good value.

However, I could book the very same outbound flights using American Aadvantage points – a flight to Las Vegas on Alaska connecting to an American flight onward to Phoenix–for no fee. And I had just barely over the necessary 12,500 points with American. Given that American points are less flexible than many (a 3-week advance purchase is required to avoid a $75 last-minute booking fee), this was a good redemption for me. The paid flight would cost over $200, so the redemption value was about 1.6 cents per point. This is slightly above the average value of 1.5 cents per point. And it was a relatively rare case of a domestic redemption I could do with more than 3 weeks of pre-planning Booked! My American account is now cleaned out.

Return: Saturday, November 26 or Sunday, November 27

The big problem was getting back. There was far less availability.

Alaska had no low availability coming back on either the Saturday or Sunday after Thanksgiving. It would take 30,000 miles, which isn’t good value–it’d be less than 1 cent per mile.

Southwest was based on the price of the flight, which was stupidly high. So this option was out.

American didn’t have any availability, and I was out of Aadvantage points anyway.

Avianca didn’t have any availability.

Uh-oh. It wasn’t looking good. Then I checked Delta, and they had availability on Saturday! It was a Delta flight to Los Angeles, connecting to an Alaska flight to Seattle. 12,500 miles. Booked.

Techniques Used

I used a number of techniques when booking these flights:

  • Search One Way: A roundtrip search yielded no availability. One way searches also yielded no availability on some airlines in some directions, but I was able to find a combination that got me there and back.
  • Know The Rules: Delta allows booking one-way flights when combining an Alaska and Delta flight. However, Alaska Airlines doesn’t; you must book a round-trip flight when a Delta segment is included. While I could technically have used Alaska Airlines miles to book this itinerary, the Delta segment wasn’t showing up as available on the Alaska Airlines Web site. This sometimes happens (particularly when inventory is in flux) so having more than one points currency helped.
  • Have more than one points currency: If all of my miles had been locked up with one airline, I wouldn’t have been able to book this itinerary.
  • Ignore people who say you have to book a year in advance: Frequent flier seat availability changes all the time. If you want to take an expensive flight, it almost always pays to try to use your miles. Even if you can’t find a round-trip fare to your destination, you may still be able to book one way on points and save half of the cost.
  • Be flexible with flight times and willing to take a connection: I have to fly through Las Vegas on the way to Phoenix, and back through Los Angeles. I had very limited choice of flight times. This wasn’t as convenient as a nonstop at exactly the times I wanted, but it’s only a couple of extra hours and the times were close enough. For $400, I could be flexible.
  • Fly alone: There was one seat available on this itinerary. It gets a lot harder to use miles during peak times if you need two seats traveling together.
  • Spend points, don’t sit on them: American miles are expensive to use if you don’t book in advance. Delta miles are notoriously hard to use (at reasonable rates). This was a trip where the stars aligned and I could realize good (although not amazing) value for my points. Rather than wait around for another devaluation, I used my points and scored free tickets to a popular warm-weather destination at a peak time.

I’m looking forward to a fun Thanksgiving in the Arizona sun. And I’ll be going for free! If you’re still making holiday plans, don’t count out the opportunity to use your miles, even if you’re going somewhere that is popular and expensive.