tfraserjr

Just an observation from yesterday. Flying CVG- ORD-CLE on CRJ550 and 737-900.

As 1K, upgraded from CVG to ORD, but noticed 3 GOJET non-revs in uniform in F. Also, 2 passengers did not clear CPU list and remained in coach. Did not think twice about it.

At ORD, I was first in upgrade queue to CLE. Surprised to see another uniformed GOJET employee sitting in F. This time I though 2x about it as I was first (next up) for CPU. Admittedly, this is my 10th trip this year, so I am well behind prior years. But it is the first time I’ve seen uniformed crew members in F ahead of Elites. Is this a post-pandemic phenomenon? Or is there a change in UA priority of elites subordinate to employees? Or is it a union matter?

If that’s the case (or I missed something), then WN might be more attractive and comfortable for these short hops between ORD and CLE than fighting with UA and feeder airline employees for scarce CPUs?

Correction would fly MDW to CLE from Chicago on WN

CALMSP

confirmed F for pilots may be in their contract, and would have been booked in F rather than given F on an upgrade basis where they'd be behind the CPU group. No difference for UA pilots flying to training, they are booked in F, removing seats for potential CPU.

PTahCha

Depending on whether they are pilots or flight attendants, and also purpose of the trip (e.g., deadhead to work elsewhere, not commuting), they may be eligible for premium cabin seats as positive space and not upgrade.

also discussed here: Deadheading Pilots Will Have Upgrade Priority Over Elites

Often1

Without details of who and why they were flying, this is nothing remotely new.

Not sure of the comparison between flying UA which sells F, often at a very small premium over Y and WN out of MDW in which case you don't have to worry about the upgrade list.

LarryJ

Not for GOJETS, or other UX, pilots.

The situation where a UAL pilot could be above revenue passengers on the upgrade list are rare. It would only be when FC was full when the deadhead was booked AND it was booked more than three-hours prior to departure. Most DHs are booked weeks in advance when it would be very unusual for FC to be full. Last minute DHs, for misconnects, delays, etc., are frequently booked within the three-hour window so they go the below the revenue passengers on the upgrade.

IAH-OIL-TRASH

Were these two on standby waitlist?

jhayes_1780

Just curious, how did you know they were non-revenue?

FlyerBeek

Not saying this is the case here, but plenty of airline employees also hold status. For example, I am both a UA pilot and UA 1K. I generally try my best to avoid flying F in uniform (both as a revenue or non-revenue passenger), but there have been times when I have needed to commute in uniform as an upgraded revenue pax.

-FlyerBeek

Whyme

I usually purchase FC tickets and do sometimes (rarely) travel in uniform if I don't have time to change clothes. Also, some airlines purchase tickets for their traveling crew members. I used to see NetJets pilots traveling all the time on United, in uniform, on paid tickets.

ttuna3

I've seen quite a few cargo airline pilots in uniform up front. I'm assuming that they had paid tickets, who paid for them is another question (I wouldn't be surprised if they have earned status as well)

nomad420

Having flown many times with "non rev" FA friends over the years I can tell you at least from this one persons experience it is a rare day they get an F seat. Lately it it is almost rare they get a seat! I would add these friends of mine have over 30 years seniority so they are not newbie FAs. I can't tell you how many times I waved good bye to them at a connecting city half way to our destination because they didn't clear the non rev list. Many simply pay with other carriers just to get home or to there final destination in frustration. I have actually sat next to a non rev passenger who literally just prior to take off had deplane because a rev customer showed up at the last minute. It is not the free flying great deal many FT'ers seem to think. JMHO

LarryJ

FedEx and UPS commercial a significant number of their pilots to/from their trips. The airline buys regular revenue tickets for them and the pilots earn the miles and status.

Atlas and ATI are Gateway/Home based so commercial tickets before and after each trip is the norm. When I flew for ATI, I was Premier Platinum on UAL and Platinum Medallion on DAL.

NetJets, and other fractional jet operators, also home base their pilots so lots of tickets, miles, and status.

Mrotenfan

To OP
Did you ask if they were non revs, hence your post here?
or you just assumed they were non revs?
if it’s the latter, then you deserve a tsk tsk tsk and a big 🙄🙄🙄

fumje

Do the cargos typically buy F or Y or it varies?

Aside: I've seen more pilots flying over the past year than I ever had noticed before, and I wonder if that's a function of reduced commercial capacity with unchanged or higher cargo demand.

LarryJ

Depends on the airline. Short, domestic flights are almost always economy tickets but pilots who commercial enough will have status and get upgrades. Long-haul tickets are often business class. The details vary from airline to airline. The bigger name cargo carrier pilots typically have more generous provisions in their contract. When I was at ATI, I had status but commercialed from my home in BNA to/from Tokyo or Bahrain in economy. Status got me E+/C+ seats but still economy seats. I think the ATI pilots have gained some improvements in that area for the longer flights but don't know the details.