Planning a RTW via Qantas One World

[kiwitripper64]

Yep. I was trying to get the most distance per sector to max the SC but got caught with the definition of sectors.

Another question for the team. If on bought J RWT does QR up to F or down to Y on 2 class flights?

 

[Mattg]

Yep. I was trying to get the most distance per sector to max the SC but got caught with the definition of sectors.

Another question for the team. If on bought J RWT does QR up to F or down to Y on 2 class flights?

If business wasn't available on QR, but first was, you would still be downgraded to economy.

 

[Himeno]

If business wasn't available on QR, but first was, you would still be downgraded to economy.

on a oneworld product? It depends what flight it is. AA flights within NA and QR flights within the middle east D upgrades to A on 2 class flights, unless A is unavailable. Flights outside those areas downgrade to Y when D is unavailable.

 

[Himeno]

I have been putting a trip together on OWE via oneworld site. I thought I had it sorted but then it said I had to contact LAN airlines to get a price. Is there a different way to look using QF? I also seem to be offered more Lan flights than QF.
Can someone explain sectors more clearly. If I want to get from BOS to MSY I would need to 2 flights. ie BOS-DFW-MSY. Is this always 2 sectors or is there a way to make it one sector?

If there is a single flight number, it uses one sector (eg, QF1 SYD-LHR counts as 1 sector, even though it's 2 'flights'). With the amount of flights AA has, and needing numbers spare for codeshares, charters, etc they don't have enough 4 digit numbers for all flights, so they have a lot of flights within North America use the same flight number. Just which flights they are change all the time and aren't always available in both directions.

 

[Boca68]

If there is a single flight number, it uses one sector (eg, QF1 SYD-LHR counts as 1 sector, even though it's 2 'flights'). With the amount of flights AA has, and needing numbers spare for codeshares, charters, etc they don't have enough 4 digit numbers for all flights, so they have a lot of flights within North America use the same flight number. Just which flights they are change all the time and aren't always available in both directions.

Don't quote me, but using QF1 as an example, it is, I believe it is counted as 2 sectors.(SYD-DXB-LHR) but only as a stopover, of less than 24 hours. (About 1hr 30m I think?)

With AA domestic sectors, the flight numbers are crossed over, but not in a way that would affect a RTW fare. i.e. - you would be backtracking to use the same #'s . Which is against the fare rules. Happy to be wrong, but that's my understanding.

Also, using a lot of USA internal flights, is not generally worthwhile. Certainly 2 to 4 is fine, but beyond that, not worthwhile. But, I'm still a rookie. Other more experienced hands might be able to comment more substationally.

 

[Himeno]

Don't quote me, but using QF1 as an example, it is, I believe it is counted as 2 sectors.(SYD-DXB-LHR) but only as a stopover, of less than 24 hours. (About 1hr 30m I think?)

Nope, if you book QF1 SYD-LHR, or QF11 SYD-JFK, it counts as 1 sector. If you stopover at the mid point and book as QF1 SYD-DXB then QF1 DXB-LHR, its 2.
AA64 to ZRH is 2 sectors with an aircraft change at JFK. The domestic tag changes between DFW and MIA seasonally (so MIA-JFK-ZRH or DFW-JFK-ZRH depending on the time of year).
I booked AA64 MIA-ZRH on a DONE3 last year. 1 sector, even with a 3 hour stop and aircraft change at JFK.

I tend to use 5 or 6 of the 6 flights allowed in North America. It depends what you are after and where you need/want to go.

Some AA domestic flights use the same flight number for a return (ie, JFK-BOS-JFK, same number), others can route as something like SEA-DFW-AUS-MIA-CAE-CLT, all same number (most of the flights like that are former US flights).

 

[Mattg]

on a oneworld product? It depends what flight it is. AA flights within NA and QR flights within the middle east D upgrades to A on 2 class flights, unless A is unavailable. Flights outside those areas downgrade to Y when D is unavailable.

I just had a look and you are correct. I thought the exception was only for AA, but it does seem to apply to QR as well. From the oneworld Explorer fare rules:

2. for services within the Middle East, where no Business Class is offered, Business Class passengers maybook and travel in A Class on QR, subject to availability. This provision does not apply on any flight whereBusiness Class exists but is unavailable for booking”

 

[Boca68]

Nope, if you book QF1 SYD-LHR, or QF11 SYD-JFK, it counts as 1 sector. If you stopover at the mid point and book as QF1 SYD-DXB then QF1 DXB-LHR, its 2.
AA64 to ZRH is 2 sectors with an aircraft change at JFK. The domestic tag changes between DFW and MIA seasonally (so MIA-JFK-ZRH or DFW-JFK-ZRH depending on the time of year).
I booked AA64 MIA-ZRH on a DONE3 last year. 1 sector, even with a 3 hour stop and aircraft change at JFK.

I tend to use 5 or 6 of the 6 flights allowed in North America. It depends what you are after and where you need/want to go.

Some AA domestic flights use the same flight number for a return (ie, JFK-BOS-JFK, same number), others can route as something like SEA-DFW-AUS-MIA-CAE-CLT, all same number (most of the flights like that are former US flights).

Just tested the MEL-DXB-LHR on One World planner, Himeno, it comes up as 2 sectors. Same for SYD-DXB-LHR. on the OW planner, comes up as 2 sectors. This booking for MEL-LHR or SYD-LHR. (with DXB as obvious, and unavoidable stopover).

 

[Mattg]

Just tested the MEL-DXB-LHR on One World planner, Himeno, it comes up as 2 sectors. Same for SYD-DXB-LHR. on the OW planner, comes up as 2 sectors. This booking for MEL-LHR or SYD-LHR. (with DXB as obvious, and unavoidable stopover).

SYD-LHR on QF1 only comes up as 1 sector for me...

 

[JohnM]

Just tested the MEL-DXB-LHR on One World planner, Himeno, it comes up as 2 sectors. Same for SYD-DXB-LHR. on the OW planner, comes up as 2 sectors. This booking for MEL-LHR or SYD-LHR. (with DXB as obvious, and unavoidable stopover).

That never happened in the past. I've flown MEL-xDXB-LHR on a DONEx and it counted as just one of the 16 sectors. I'd suggest it's a glitch, unless there's been a subtle (and nasty) rule change.

I'd phone QF and query it.

 

[JohnM]

Just tested the MEL-DXB-LHR on One World planner, Himeno, it comes up as 2 sectors. Same for SYD-DXB-LHR. on the OW planner, comes up as 2 sectors. This booking for MEL-LHR or SYD-LHR. (with DXB as obvious, and unavoidable stopover).

Make sure you don't enter MEL-DXB and DXB-LHR. Just enter MEL-LHR.

 

[casanovawa]

If the flight number is the same it should only count as one segment, if you are going to a different flight number to continue your journey from DXB that may cause an issue...

 

[Himeno]

If the flight number is the same it should only count as one segment, if you are going to a different flight number to continue your journey from DXB that may cause an issue...

Yep, if you book QF9 MEL-LHR, it's one sector. But if you book QF9 MEL-DXB, connecting to BA106 DXB-LHR or QF1 DXB-LHR, it is 2 sectors. If you book QF9 MEL-DXB, stop in DXB, then QF9 DXB-LHR, it is 2 sectors.
It needs to be booked as straight through, same flight number.

 

[Skyring]

Just spotted this thread. I've done a bunch of these flights in various combinations.

Hardly worth doing a LONEx. The real savings come in J (as a DONEx) and F (AONEx). Starting out of (say) JNB and booking via AA saved me a tonne of dough on my last one a couple of years ago. Save the last leg(s) to fly in to start off the next one within 12 months. Repeat annually.

Grab those six flights in North America, and fly them in the longest possible sectors on two-class aircraft (737 and 757) where J maps into F. Granted, American Airlines domestic First is pretty much just Business, but it's those First SC and cabin bonuses that make these legs worthwhile.

And then I come home from JFK-SYD as one leg, even though the flight refuels in LAX.

Done properly, a DONE4 will give you WP status.

The points flights (140K/280K etc.) are a different thing entirely, and often difficult to find a viable itinerary, given the restrictions. Not impossible, but just be prepared for a lot of dummy bookings as you work out your flights. I've done three of these, the second and third with my daughter and son respectively, getting two tickets for 140K each.

Thoroughly recommend the DONE4 product. It's a comfortable way of seeing the world and getting some decent status. I don't mind doing short legs in Y, but crossing oceans in J is vastly superior to doing it at the back of the bus.

 

[JohnM]

Just spotted this thread. I've done a bunch of these flights in various combinations.

Hardly worth doing a LONEx. The real savings come in J (as a DONEx) and F (AONEx). Starting out of (say) JNB and booking via AA saved me a tonne of dough on my last one a couple of years ago. Save the last leg(s) to fly in to start off the next one within 12 months. Repeat annually.

Grab those six flights in North America, and fly them in the longest possible sectors on two-class aircraft (737 and 757) where J maps into F. Granted, American Airlines domestic First is pretty much just Business, but it's those First SC and cabin bonuses that make these legs worthwhile.

And then I come home from JFK-SYD as one leg, even though the flight refuels in LAX.

Done properly, a DONE4 will give you WP status.

The points flights (140K/280K etc.) are a different thing entirely, and often difficult to find a viable itinerary, given the restrictions. Not impossible, but just be prepared for a lot of dummy bookings as you work out your flights. I've done three of these, the second and third with my daughter and son respectively, getting two tickets for 140K each.

Thoroughly recommend the DONE4 product. It's a comfortable way of seeing the world and getting some decent status. I don't mind doing short legs in Y, but crossing oceans in J is vastly superior to doing it at the back of the bus.

Couldn't agree more. I've done 11 DONEx's and one AONEx in the last 11 years. This (calendar) year is the first in the last 12 years that I haven't got one lined up - but that's only because I have one in preparation for Feb-April 2017, for seasonal reasons in places I want to go (Chilean fjords in February, Japan cherry blossom in April, et al. )

Mind you, D/AONEx's were even better back in the old 20-sector days and when multi-airport cities didn't cost an open jaw sector .

 

[moa999]

Couldn't agree more. I've done 11 DONEx's and one AONEx in the last 11 years. This (calendar) year is the first in the last 12 years .

Wow.. Simply wow.
I'm at 3 (20-seg DONE paper ex-CMB and two ex-KHI), plus a DCIR HKG and some US KUPs).. Almost did an ex-KRT (glad I didn't given the new US visa issues)

 

[Skyring]

Mind you, D/AONEx's were even better back in the old 20-sector days and when multi-airport cities didn't cost an open jaw sector .

Yeah, those were the days! A big thick wodge of paper tickets with the whole 20 sectors. I fronted at Canberra one evening for a flight to Sydney via Perth.

"I'm sure we can do better than that!" she gasped.

"No, it's perfect the way it is!"

That was the trip I flew into Hong Kong three days running from a different direction each time.

And left the paper tickets in the seat pocket of the first flight. I didn't notice this until checking in at NRT. They issued me "visa tickets" for my flights to SIN and I had to get new tickets issued there. I think the airside hotel in SIN was the snazziest accommodation all trip - rest of the time I'd take the subway to the nearest youth hostel!

Still, sixteen sectors is a lot, even if they have closed that CBR-PER loophole where it didn't count as a transcontinental sector.

I remember having some blokes in my cab talking about QF status. They were discussing some office legend who flew Y all over the country, and would always try to avoid direct flights, so he could grab another 10 SC. Took him about a year to get platinum.

When we got to the airport and the bloke riding shotgun was paying me while his mates were getting the bags out of the boot, I hauled out my own WP card and said, "Took me ten days to get this!"

 

[JohnM]

Still, sixteen sectors is a lot, even if they have closed that CBR-PER loophole where it didn't count as a transcontinental sector.

No - 16 sectors is not enough . With 20, I could easily pull WP renewal plus the Partner Gold or 50K points bonus every year. Can easily renew WP (average about 1600-1700 SCs/DONEx), but can't get anywhere near the bonus with 16 sectors - especially since they upped it from 2100 to 2400 SCs :evil:.

The single trans-con can be a pain - especially being in PER and wanting to go out and come back through SYD or MEL. Often I position to SYD or MEL outside the DONEx. However, a bit of recent rummaging came up with one way to avoid it on return if wanting to make PER-SYD or MEL sector 1 and coming back via HKG with 2 sectors to use: go HKG-AKL-PER. AKL-PER is in the SW Pacific zone but gets around the single trans-con limit - and adds a few points.

 

[JohnM]

Wow.. Simply wow.
I'm at 3 (20-seg DONE paper ex-CMB and two ex-KHI), plus a DCIR HKG and some US KUPs).. Almost did an ex-KRT (glad I didn't given the new US visa issues)

Phwoar! - some exotic ports there :shock:.

 

[kiwitripper64]

Thanks for all the advice. We would like to take lots of the advice but time work and kids coming home have placed a limit on what we can do.
Current plan is AKL-SYD-JFK-BOS-ORD-SEA-LAX-LHR-ATH-MTC (via DOH as one segment hopefully) HKG-PER and final sector MEL-SYD-AKL. I dont think we quite make WP on this but close and we will have a few flights and SC before we leave.
USA flights designed to max SC and go to places one of us has been to show the other or work, apart from LAX which was purely thrown in as I had 1 sector left and it has more SC than SEA-LHR. But we are always willing to look at alternatives for in interesting stop with good SC