In the past few years, pilots at most major US airlines have negotiated new contracts. In 2023, we saw American Airlines pilots ratify a new contract, worth nearly $10 billion over four years. As I’ve written about in the past, one interesting aspect of this contract is that pilots will under many circumstances get upgraded to first class ahead of customers on the upgrade list.
This has certainly been controversial, and in this post, I’d like to take a close look at how exactly this policy works. I’ve seen a ton of discussion about this online, and I just received a reader email about this. I figure it’s useful to clarify when this does and doesn’t apply, and how it could impact your upgrade chances.
In this post:
Pilots commuting vs. deadheading explained
You’ll often see pilots in uniform flying in the cabin of aircraft, and this is typically for one of two reasons:
- They could be commuting, which is where they live in one city, but are based in another city, and as a result, they need to commute to work as a passenger; for example, an American pilot might live in Tampa, but be based in Dallas
- They could be deadheading, which is where they are traveling as a passenger in order to position to somewhere as part of a trip, either due to a scheduling anomaly, due to bad weather, etc.; for example, an American pilot might be based in Charlotte, but needs to deadhead to Dallas, to be able to operate a flight from there
So, are more pilots typically commuting or deadheading? It really depends on the individual pilot and the base. Some pilots never commute, as they may very well live in the city in which they’re based. Meanwhile other pilots have to commute more than once per week, as they need to do so every time they work a trip.
Meanwhile some pilots might not deadhead for months at a time, and then might have weeks where they have to deadhead a couple of times. Deadheading is especially common when there are weather events, and during very peak periods.
American Airlines’ upgrade policy for pilots
American’s upgrade policy specifically applies to pilots who are deadheading. Commuting is a choice, and as a result, those pilots are flying on a space available basis. When it comes to getting upgraded, commuting pilots would be prioritized after all elite members on the upgrade list.
Meanwhile with American’s current pilot contract, pilots who are deadheading get quite some privileges:
- Pilots who deadhead are assigned the highest class of service for all transoceanic international flights, flights to Hawaii and Alaska, and flights that are south of the equator
- Pilots who deadhead on other routes are initially assigned in economy, in the following preference order — exit row aisle, then exit row window, then non-exit row aisle, then non-exit row window
- For those flights where they’re initially assigned economy, pilots will be at the top of the upgrade list for a first class upgrade at the time of check-in
American Airlines offers its elite members complimentary space available upgrades. So with this policy, within 24 hours of departure American pilots are even ahead of Concierge Key and Executive Platinum members for upgrades. Prior to the current contract, pilots would only get first class upgrades after all the elite members have cleared their upgrades (which would be almost never, at least on most domestic flights).
Just to be thorough, let me emphasize a few points:
- Revenue passengers still clear upgrades ahead of pilots when it’s 24 or more hours before departure; so you better hope your upgrade clears in advance, because as the departure time approaches, you could see your place on the upgrade list decrease
- Those already confirmed in first class won’t be kicked out to accommodate a pilot being upgraded
- Keep in mind that it’s also possible that you’ll see a pilot in uniform in first class who doesn’t actually work for American; lots of cargo and private jet pilots have elite status and/or get booked in paid first class when they’re positioning, and they are customers just like everyone else
Is American’s pilot upgrade policy reasonable?
I see a ton of discussions in online frequent flyer communities about this upgrade policy, and about the merits of it. Above I talked about the actual policy, but now let me try to share an objective take on the merits of this, from both sides.
First of all, it’s important to state that regardless of whether or not American frequent flyers like this policy, we have to accept it. This is a part of the pilot contract for the coming years that was negotiated between the union and pilots, and it’s not going anywhere.
So while you can absolutely express your frustration about this, it’s not even within American’s power to change this policy.
Why American pilots deserve first class upgrades
At the end of the day, airline pilot unions engage in pattern bargaining, whereby they try to match the contracts of other airlines. The reality is that American wasn’t the first airline to negotiate first class upgrades for pilots ahead of customers, as United has had this policy for a few years now.
You certainly can’t blame the union for negotiating similar benefits for its members. We have to be honest, the individual parties in the airline industry are all only looking out for themselves — executives want to get as big of a payday as they can, union members want to get as big of a payday as they can, etc. So you can’t blame them for negotiating as much money and as many benefits as they possibly can.
Furthermore, keep in mind that when pilots are deadheading, they’re often positioning to work a flight. There’s value to them being rested and comfortable prior to that. Furthermore, pilots are well trained professionals making a lot of money. So just as others may get elite status and some travel perks through their business travel, the same is now true for pilots.
Many customer focused companies (I’m not sure one could consider American to be one of those) would argue that if you take care of your employees, they’ll take care of your customers, and on some level, this is taking care of employees.
Why American elite members are understandably frustrated
I think it’s also important to acknowledge why many American AAdvantage members are frustrated by this policy. I’m sure some pilots will say “well if you want first class, pay for first class.” That’s fair enough, though context is important:
- The percentage of first class seats filled with those upgrading has decreased considerably over the years, and nowadays American sells 80%(ish) of first class
- Most quarters, American makes more money from its loyalty program than from actually flying planes, and really that’s largely what’s funding the big pay increases that pilots are getting
- One of the biggest reasons that people go for elite status (and spend money on American Airlines credit cards, which contributes to the carrier’s bottom line) is for the ability to get space available first class upgrades
- It’s one thing if this were the only thing that changed about American’s upgrade process recently, but American has also increasingly been aggressively selling upgrades to people on the upgrade waitlist, which leaves a bad taste in many peoples’ mouths
- While it’s great to take care of employees, the optics are never great when an employee in uniform takes something “away” from a customer
Is this policy materially impacting upgrade odds?
I’ve seen an increasing number of people in forums complaining about how they’ve lost out on upgrades as they were instead given to pilots. There’s no public data on just how frequently pilots are being upgraded.
The challenge is that often American has just two or so first class seats left within 24 hours, which they’re holding back, rather than clearing as upgrades. Since pilots often travel in pairs, this could indeed be the difference between the top two people on the upgrade list getting an upgrade or not. So it does indeed happen, and it’s not infrequent.
For what it’s worth, I’ve had two flights in recent months where at least one American pilot was in first class under this policy, and I don’t fly American that much (at least compared to weekly road warriors — I don’t fly any one airline that consistently).
So in many ways, this is just yet another nail in the coffin for elite upgrades. American is doing a better job actually selling first class, then the airline is selling upgrades as the departure date approaches to elite members on the upgrade list, and now American is also upgrading pilots ahead of customers.
“If you want first class, but first class,” is really becoming the reality in many domestic markets nowadays.
Bottom line
American nowadays upgrades pilots who are deadheading ahead of customers within 24 hours of departure. This is a new policy as of a few years ago, as part of the carrier’s pilot contract. This doesn’t apply to pilots who are commuting, and if there are no first class seats left, then pilots obviously won’t get them.
There’s not much anyone can do about this policy, though it’s worth understanding. It’s one of several changes that has made upgrades at American much harder in recent years.
What do you make of American’s upgrade policy for pilots? Have you been impacted by this?
“If you want first class, but first class"
This should say "buy"
Delta pilots get first on DH more than 4 hours. Now if a whole crew…pilots and flight attendants are on an under 4 hour flight it’s by seniority…myself with 30 years as a flight attendant gets the first class or comfort seat over the 28 year pilot. We have to watch closely as agents tend to get intimidated by pilots….not on my DH….especially when it’s a new hire thinking pilots go ahead of flight attendants. Also monitor this on flights that I work
1. An upgrade is not a god given right. You want to fly first, either but a first class ticket, or hope for the best. Unless you actually hold a first class ticket, you shouldn't be complaining if others got upgraded (be it airline employees or other passengers). If you think your chances are higher with a different airline - fly that other airline. That's a very long way of say "grow the heck up"
1. An upgrade is not a god given right. You want to fly first, either but a first class ticket, or hope for the best. Unless you actually hold a first class ticket, you shouldn't be complaining if others got upgraded (be it airline employees or other passengers). If you think your chances are higher with a different airline - fly that other airline. That's a very long way of say "grow the heck up"
2. Question - I honestly do not know... Where do flight attendants fit into this? I don't see them upgraded very often but not sure why. DO they commute less, did their union fail to secure them the same benefit or do they travel in plain clothing, so that nobody knows they have been upgraded?
AA pilots are listed for first class
upgrades, if available, when traveling for the company. This travel would be deadhead travel (company needs pilots in point A and they are in point B) and travel for training.
Pilots commuting to base/work outside of company travel needs, do not get priority on the first class upgrades and will only get an upgrade if all other upgrades get their, basically bottom of the list.
...AA pilots are listed for first class
upgrades, if available, when traveling for the company. This travel would be deadhead travel (company needs pilots in point A and they are in point B) and travel for training.
Pilots commuting to base/work outside of company travel needs, do not get priority on the first class upgrades and will only get an upgrade if all other upgrades get their, basically bottom of the list.
So why do they get priority for company required travel?
1) Rest. A pilot usually is being flown to another base to then fly revenue flights that same day/night. Pilots are scheduled to work 14+ hours a day, and a few hours of extra legroom before taking the controls of 185 passengers to fly a red eye flight, it’s welcomed and good for safety.
2) Forces the company to schedule better. Stop pulling a pilot from base A to cover base B, pay a pilot premium in base b to cover the trip or staff appropriately.
Ben,
You covered two scenarios of when you'll see a pilot in a cabin seat:
-- commuting
-- deadheading
I'd like to split the "commuting" into two:
-- using their "space available" pass benefits
-- buying a seat like the rest of us
Those who buy a seat are full fledged passengers. They earn LPs and many are Elites. As such, they're on the upgrade list just like you...
Ben,
You covered two scenarios of when you'll see a pilot in a cabin seat:
-- commuting
-- deadheading
I'd like to split the "commuting" into two:
-- using their "space available" pass benefits
-- buying a seat like the rest of us
Those who buy a seat are full fledged passengers. They earn LPs and many are Elites. As such, they're on the upgrade list just like you & I.
(For the record ... my time at pre-merger, I have no idea about today... AA employees could buy ID20 tickets. They were 20% off any fare, you did have to meet all rules/restrictions of the chosen fare).
My data points are really old, but when I was a Gate AAgent, a deadheading pilot was very rare. Commuters were very common at DFW. I only dealt with the "pass rider" ones. The paid ticket commuters usually were all set by the time they got to the gate so I can't really talk about their numbers.
This says a lot about who they value most
I'm in F/J because I paid for it. My first preference for unsold seats is to leave them empty. But, if you're going to move someone from Y up front, I'd much rather it be a pilot. Pilots don't take their shoes off, try to put their bag under their seat 1C when I'm in 2C, complain if I recline, play music/videos w/o headphones, etc. Of course, I don't know if the ones who have done those things on my flight are upgrades or purchased the sest.
UA pilots get first class seats when their deadhead bookings are created reducing available first class seats for revenue upgrades. At least AA pilots have to wait for their upgrade after check in. You're whining about the AA pilots policy even though it is actually more favorable to revenue passengers just because it's more visible. We don't see UA pilots getting upgraded just before boarding so no one is outrageous. what a joke.
A pilot walks into a bathroom and looks at himself in the mirror and thinks to himself ´This bathroom needs more mirrors’
Rich Karens will always say if want first class, buy first class. Unfortunately, us mere humans can only try to hope our loyalty is reciprocated through free upgrades.
Then don’t be loyal? Buy whatever is cheapest and pay for a cheap promo upgrade now and again…
Simple to me...if you/i want a premium seat, buy it!
Can we all agree that pilots unions actively harm American consumer welfare and we would be better off if we allowed foreign pilots to fly here? Why do pilots get their own labor market when their customers have to compete globally?
The Panthers should be ashamed.
@panthersfan: No, we can't.
Until AA stops marketing upgrades as the primary benefit of elite status, anything they do to further reduce upgrade inventory is going to make their elite base mad. Selling upgrades is what’s killing inventory, not deadheading pilots. The pilots are just more visible.
Not knowing the system, one has to ask …. Is the Pilot’s air travel taxed or tax exempt?
US airlines are generally able to give domestic pass benefits tax free as long as it is standby which most airlines interpret as being within 30 minutes of departure - when most airlines cut off sales.
Deadheading or company business is never taxed to the employee.
Thank you Tim, much appreciated.
To elaborate even further, Employee personal standby travel, and I think spouse and dependent kids, is tax free. Other family members such as parents and buddy passes are subject to imputed income. This only applies to domestic travel. Other countries may have different rules and will charge the non-rev traveler accordingly. This is thru the same channels as revenue passengers. i.e. a delta employee will pay any foreign taxes to DL and then DL pays...
To elaborate even further, Employee personal standby travel, and I think spouse and dependent kids, is tax free. Other family members such as parents and buddy passes are subject to imputed income. This only applies to domestic travel. Other countries may have different rules and will charge the non-rev traveler accordingly. This is thru the same channels as revenue passengers. i.e. a delta employee will pay any foreign taxes to DL and then DL pays the given country.
My thanks to you too Mitch.
Every day is a school day for me …. even while I’m on the graveyard shift …. :-)
Trigger Warning: For those who are unfamiliar with humour and satire …. my “Graveyard shift” reference is rhetorical humour.
Ben, a long-time commenter at VFTW, LALF, etc., @Gene, loves to use the ‘want first, buy first’ phrase, so much so that some of us have adopted the ‘WFBF’ acronym. Am I getting this right, @Tim Dunn, @George Nathan Romey, @MaxPower?
Don’t wait for first class upgrades … that was so 2016! Once the merger happened, executive platinum does not matter except for almost immediate customer service on the phone. Result: I have status with many airlines so my $$ are no longer exclusively AA. In comparing FC tickets online AA is typically the highest so I pick the best route and price without specific loyalty. The big miss for AA is that I no longer...
Don’t wait for first class upgrades … that was so 2016! Once the merger happened, executive platinum does not matter except for almost immediate customer service on the phone. Result: I have status with many airlines so my $$ are no longer exclusively AA. In comparing FC tickets online AA is typically the highest so I pick the best route and price without specific loyalty. The big miss for AA is that I no longer use they for transatlantic flights. Air France, Swiss, and freedom flights on Emirates, Ethiad, and Singapore. Certainly opened my eyes to so many magnificent airlines!
Why is this topic always approached from the perspective of AAL when UAL started this trend. Sure, UAL is mentioned in the post in A sentence, but i have never seen posts on any site putting the spotlight on UAL
correct. UAL pilots were in a better position to ask for it and AAL pilots copied.
The real question is what DL managed to do to take it off the table w/ its pilots union. DL pilots often complain of the worse deadhead policies they have compared to AA and UA.
that really isn't the question, Tim. The question is how quickly Delta agrees to it in Delta's next ALPA agreement. They are going to, there's no doubt.
It's just patterned bargaining. United pilots got this policy first (after the DL pilot deal), delta pilots will get it in their next contract
Delta doesn't have some things for its pilots that other legacy carrier pilots have and Delta does have some things - like massive profit sharing - that other pilots don't get.
Negotiation is all about moving things back and forth across the table.
DL might stand firm in its stance and there isn't much DALPA can do about it. DL is willing to give a whole lot of things that have far more value.
It is far from certain that "it is simply a matter of time"
Tim is so quick to rely on profit-sharing as the cure-all for every issue… but, what happens when there’s an inevitable downturn? The line doesn’t always go up, friends, as much as we’ve pretended so for too long. Worker protections, especially during downturns, are of vital importance, lest we forget. Lots of union bashing here, which is so short-sighted, and telling as to whom is a mere industry shill or so deep in right-wing propaganda to forget reality.
Tim
The profit sharing formula isn't unique to Delta's pilots in the slightest. AA and, I believe, United Pilots have the same profit sharing formula as Delta pilots.
The shared profits off the same formula is different, but the same language in the contract is the same.
And there are plenty of reasons for Delta's profitability that don't need to be brought in here.
And it really is just a matter of...
Tim
The profit sharing formula isn't unique to Delta's pilots in the slightest. AA and, I believe, United Pilots have the same profit sharing formula as Delta pilots.
The shared profits off the same formula is different, but the same language in the contract is the same.
And there are plenty of reasons for Delta's profitability that don't need to be brought in here.
And it really is just a matter of time... Delta really isn't great at union negotiation and that can easily be seen in the way Delta pilots usually get things first before the rest of the industry, this one upgrade item excepted.
Indeed. For a long time Delta’s pilots couldn’t ride in their own jumpseats when they were commuting or nonreving.
My guess would be that United gets less attention in this area because they're far more likely to actually just book pilots into First Class. Since American adds pilots to the upgrade list and clears them at the gate, it's much more noticeable to passengers on the upgrade list than when the F cabin on United just gets booked up. United pilot deadheads book directly into First Class if the cabin isn't sold out at the time the deadhead is booked.
bunch of babies, if you don't like their rules go play at another playground.
Why do you only talk about AA, when DL and UA pilots have the exact same privileges for upgrading in their contract?
I don't think Delta pilots have this policy? I'm sure they will in their next union contract but I don't believe they do at the moment.
If ALPA and American were serious about pilots needing proper rest before flights, they should offer confirmed first class space to pilots commuting TO work. You are just as likely to be fatigued when on the clock as off the clock. If safety is the true reason, there should not be differentiation between commuting and deadheading.
why should the airline take away confirmed first class for passengers for a pilot that is actively choosing not to live in their home base and choosing to commute with that added fatigue you mention.
If anything, the more sensible "safety" fix there, if needed, would be to not allow commuting or to enforce a commute policy that arrives the day before a scheduled trip. But of course that's also nonsense.
The focus should be on paying passengers - the pilots won’t have a paycheck without a paying passenger. This gets to the heart of the many things wrong with AA. The lack of focus on the passenger and more on themselves is the heart of the issue. The pilots always act like they know how to run the airline better than the mgmt team. If they are so smart then they would say hey these...
The focus should be on paying passengers - the pilots won’t have a paycheck without a paying passenger. This gets to the heart of the many things wrong with AA. The lack of focus on the passenger and more on themselves is the heart of the issue. The pilots always act like they know how to run the airline better than the mgmt team. If they are so smart then they would say hey these seats should be for our best clients. However it’s clear neither mgmt or pilots are focused on passengers.
FC passengers do NOT get bumped for commuting pilots. Geez. Very rarely there are seats open in FC, after upgrades, paid for or awarded. Then and only then a pilot or any employee might have the chance to “jumpseat” or non-rev in a FC seat.
if that argument is valid for pilots, then it has to be used for FAs. You can't argue that FAs are there solely for your safety and then say there is a 2nd tier of safety for FAs.
@Tim Dunn - I fully agree. This is where APFA dropped the ball in the last negotiations. Far more FAs commute than pilots, so they should have been demanding positive space first class commuting passes.
My very uninformed take on this is that Pilots deadheading are much more likely to have been unprepared before rushing to fill in for a spot (e.g. a Pilot was supposed to have a week off so stayed up late before finding out they need to sub in for a timed out crew). In this case, fatigue is not really the Pilot's responsibility since the company is asking them to suddenly work overtime. Very different...
My very uninformed take on this is that Pilots deadheading are much more likely to have been unprepared before rushing to fill in for a spot (e.g. a Pilot was supposed to have a week off so stayed up late before finding out they need to sub in for a timed out crew). In this case, fatigue is not really the Pilot's responsibility since the company is asking them to suddenly work overtime. Very different from regular commuting where the Pilot has advanced awareness and is responsible for their own fatigue.
there are standard rest rules which pilots have to meet; FAs don't have them to the same degree.
But if a pilot accepts a trip and verifies that they meet the requirements, they don't get to pull out a "but I'm not rested if I don't get the seat they want" on a deadhead card.
as to below, pilots are required to be rested for duty when they sign in for a flight whether they commute in by air, drive in, or are dropped off by a family member.
At that point airlines might as well actively discourage commuting– either pilots live at their base or *they* incur the additional commuting costs associated with blocking off a first class seat.
Ben Holz, then airlines should pay their crews not just a living wage but a thriving wage to be in those specific locations; the issue is that bases in NYC, ORD, LAX, SFO, etc. have an absurd cost of living, so, commuting from elsewhere ends up being what happens. These cities are working on building more affordable housing, but it takes time. Instead of recognizing this reality, I see lots of punching down on the folks at the bottom, unfortunately.
Lol forgot for a second this is the US we are talking about... Even so, I can get it for a junior FOs having seen that for the first 2-3 years (max) earnings are definitely on the lower end of the scale, but more senior FOs and captains should have no problem facing the living costs of living close to those hubs you mentioned.
Again, commuting pilots do not get a “blocked off” FC seat.
Deadheading is ON the clock, commuting is not.
As a LONG time commuter, I take responsibility for my rest so I go on the clock rested.
But that’s optional and considered a benefit to be able to do that but nothing is stopping them from moving to their base. Everyone chooses how far the want to live from their job no matter the job or the industry.
Many commuting crew have a "crash pad" at base. Friends to stay with, a reasonable airport hotel or an apartment shared by many crew members which is just a place to sleep. So commuters are able to manage a rest before their trip sequence starts.
A completely different scenario than a dead-heading pilot which is more likely (domestically) to be a crew already on a sequence and getting re-assigned.
Just like people in many positions, it's easy to take the position that "because I'm in charge of something, I should get first bite at it and that's my entitlement". It's really a form of corruption by power if you think about it.
I think the best way for AA to “fix” is to improve operational reliability which will then decrease the number of pilots needing to deadhead and in turn open up seats for elite upgrades.
One piece I do want to mention that displaced premium customers will also be ahead of deadheading pilots on the upgrade list (and just about everyone else) when they paid for F/J seat (not via cash or mileage upgrade) but...
I think the best way for AA to “fix” is to improve operational reliability which will then decrease the number of pilots needing to deadhead and in turn open up seats for elite upgrades.
One piece I do want to mention that displaced premium customers will also be ahead of deadheading pilots on the upgrade list (and just about everyone else) when they paid for F/J seat (not via cash or mileage upgrade) but got stuck in Y due to flight cancellation/delay. However, it’s not automatic so make sure to advocate for yourself at check in or the gate to ensure the correct priority and do not settle for a “we will refund the difference” answer because we know the fare difference equation heavily favors the airline.
The issue is not "do pilots deserve first class upgrades?"
The issue is how does customer service deal with displaced customers. When someone pays for a first class seat to fly at a set time, they are expecting to fly at that time in that class of service, they don't want "compensation", the whole point of them buying the ticket was to fly in that class of service with that schedule.
Way too often you...
The issue is not "do pilots deserve first class upgrades?"
The issue is how does customer service deal with displaced customers. When someone pays for a first class seat to fly at a set time, they are expecting to fly at that time in that class of service, they don't want "compensation", the whole point of them buying the ticket was to fly in that class of service with that schedule.
Way too often you hear horror stories of people getting bumped for pilots and that is the core problem.
The only situation in which a paid (or upgraded in advance of checkin) passenger would be downgraded to accommodate a pilot deadheading would be on a flight that crosses an ocean or the equator. On those flights, deadheading pilots are confirmed in the premium cabin, and can't be required to travel in the main cabin.
Such deadheads, while not unheard of, are far less common than domestic deadheads.
Can we get over the fact that free upgrades have and will become even more rarer. If being up front is so important to you (it is to me) then simply buy an upgrade. If you wait the cost is usually pretty decent. For the most part deadheading is between hubs so if you're flying DFW/MIA, DFW/ORD, DFW/LAX or other trunk routes and are in line for an upgrade you might not get it.
American Exec Plat here. Ben, the upgrade story I’d like to hear about is what seems to be a change to AA’s Systemwide upgrade availability. For years in January there would be (at least some) inventory of systemwides made available for summer transoceanic travel. I used dozens of them over the years. But unless I’m dumb, which is possible, I can’t find a single seat for months on end available, even on the JFK-LHR route....
American Exec Plat here. Ben, the upgrade story I’d like to hear about is what seems to be a change to AA’s Systemwide upgrade availability. For years in January there would be (at least some) inventory of systemwides made available for summer transoceanic travel. I used dozens of them over the years. But unless I’m dumb, which is possible, I can’t find a single seat for months on end available, even on the JFK-LHR route. This definitely feels like a move that would be a way bigger issue than pilots getting upgrades from PHL-CLT.
I am frequently number one on the upgrade list, and I know the number of the empty seat. Then a couple of hours ahead the seat is taken, and sometimes it is a pilot in that seat. So a bit frustrating, but I understand AA's new policy. But more and more, I question whether earning all those LPs is worth it. As Ben says, Plat Pro is the sweet spot.
Agreed!! LP, AAdvantage miles and the whole “loyalty” game isn’t worth it anymore
I think you mean to say "buy"
“If you want first class, but first class,”
Deadheading is company business travel and pilots argue that they should get it because they are on company business. They try to use the safety argument - that they need to be more rested - but that falls apart because they can't really argue that they are unsafe if they end up in coach which most certainly happens.
I...
I think you mean to say "buy"
“If you want first class, but first class,”
Deadheading is company business travel and pilots argue that they should get it because they are on company business. They try to use the safety argument - that they need to be more rested - but that falls apart because they can't really argue that they are unsafe if they end up in coach which most certainly happens.
I believe UA has a similar policy as AA for pilots but other airlines do not have this policy regarding upgrades.
DL, for example, is very careful not to do anything for pilots that it is not willing to give to all employees - which would include flight attendants who also have to deadhead at times. It is simply unrealistic to believe that FAs will get as many upgrades as pilots could based on sheer numbers of employees in both work groups.
"DL, for example, is very careful not to do anything for pilots that it is not willing to give to all employees "
we'll see if this is true after the next negotiation. United was the first to get this upgrade policy and Delta pilots will certainly get it in the next. Delta pilots have plenty of perks that other Delta employee groups do not from 401k to many other things
Delta already gives pilots better deadhead provisions than flight attendants. Delta pilots are confirmed in D1 for transoceanic deadheads; FAs are not.
I see nothing wrong with this or any airline that has this policy in place for its staff. It's a perk of the job.
Do not muzzle the ox that treads the wheat...
Hopefully you don’t get a splinter from your fence-sitting on this one.
You should also look at eg Singapore Airlines staff travel policy. Back office staff, or any other staff, travelling for work are booked in economy, and then upgraded to highest available class on day of departure. Meaning any oversell situation in Y will be cleared with staff ahead of any frequent flyer. Only to the extent that the over sell goes beyond staff will frequent flyers start getting upgrades.
It is not reasonable or unreasonable. It is just AA policy.
It is their airline. It is there rules. Accept them or leave.