This. Welcome to FT.

Name the circumstances.

I do not recall which categories of NRPS "must-ride" company business were entitled to confirmed seats in F.

I believe that for most A1/A3 type NRPS travel, the "must-ride" part of that only pertains to getting on the flight. These categories of business travel were (are?) prioritized after any revenue passengers when it comes to requesting an upgrade.

Makes sense that they were Dallas based crew going to Reno to pick up a flight the next day. Seemed to be senior crew and the one next to me spent a lot of time on the AA crew app looking at flight schedules. And weather issues would have been a likely cause.

But can someone who knows comment on crew (not pilots) being "entitled to fly in F before upgraders."

I'd like to know that too. And I am not even convinced that pilots deadheading to cover a trip are entitled to F before revenue upgraders. They didn't used to be.

Certainly from a crew rest perspective, it makes no difference whether those pilots were in F or Y. Deadhead travel is not "rest" per FAA, it is "duty."

The crew members boarding your flight were on their way to another flight for which they were scheduled to be on duty. Their presence on board was imperative since literally hundreds of customers could be inconvenienced if their scheduled crew was not able to report on time.

Nevertheless, it is our policy to accommodate our deadheading crews in the main cabin and to upgrade them to first class only if there is space available after all the revenue passengers who desire to upgrade have been assigned seats. Our employees are never to be accommodated in first class instead of any customers nor are they to board the aircraft prior to the general boarding announcements.

Still, it does happen occasionally that a last-minute revenue customer arrives at the gate after all available space in the first class cabin has been assigned to deadheading crew members. In such circumstances, we will not jeopardize the on-time departure of the aircraft in order to make the necessary changes. We will accommodate our late-arriving customers in the cabin of their choice provided we can do so and still dispatch the aircraft on schedule.

That's a pretty solid response, unusually so. Especially the last part. Meant to ask; are you certain there were 8 people waitlisted for upgrades on that flight?

Spare employees on transfers sit in the back - fare paying EP passengers get First Class.

Questions ?

I'm also impressed by AA's very detailed response. Confirmed what I thought. The above is certainly how I remember things working. Deadheading crew going to cover a trip are must-ride but must-ride does NOT mean that they must ride in first.

I can also give an anecdote about how such a situation happens. I was on a DFW-BOS flight last year when my wife and I were both on the upgrade waitlist; I was #1 and she was #2. At the very last moment *after* we had boarded and taken our Y seats, I got notification on my phone that my seat had been changed to 5D. A deadheading flight attendant was to take my seat instead. I politely informed the FA who informed me of my upgrade that I'd rather sit with my wife. At that point they were minutes from needing to close the door so rather than find the #3 person on the list, they simply gave the deadheading FA "my" F seat.

I'm stunned by it, personally.

Yes, an informative response, but the "never accommodated in first class" seems a little strong. Perhaps the crew was needed at the last minute and they "negotiated" FC seats as the price for covering the schedule.

And yes, I checked the app and the gate sign and there were 8 on the upgrade list.

With all due respect to the AA response, it may not be fully correct since DFW to RNO is in excess of three hours. I sent a link to thw United contract which provdes that an on duty pilot flying in excess of 3 hours in positive space to pick up an aircraft is entitled to F if it is available. For various reasons, I leave it to others to find the AA contract but t American pilots know the DL and UA contracts particularly when it comes renegotiation time.

No one says FAA requires it. However the crew contracts do require it under certain conditions.

Looks like someone lost the "stock in trade answers" sheet and actually told it as it is. It's always refreshing and pleasantly surprising when that happens