Aviation pay in Americas.

Excludes per diem, profit sharing, 401(k)/DC contributions, premium and override pay, and all other add-pay. No housing, schooling or transport allowances exist at these carriers, unlike Gulf packages: this is a taxed gross figure, not a tax-free package. ANNUALISATION ASSUMPTION, stated because it is the main way these numbers go wrong: hourly rates x 900 credit hours per year (75 per bid period x 12). 900 is a convention, not a contractual guarantee. Delta's bid-period guarantee is variable from 72:00 to 80:00 based on Average Line Value (PWA s.8/s.10); United's UPA 23 reserve guarantee is 73 hours, rising to 77 in June, July, August and December, which annualises to 892 hours. Actual credit varies widely and senior pilots routinely fly above guarantee. RANGE: min is Delta's published year-1 widebody captain composite rate of $435.10/hr; max is United's year-12 A350/A330/777/787/767-400 rate of $483.74/hr. Delta's year-12 widebody rate is $474.20/hr and United's year-1 is $443.85/hr, so the two scales genuinely overlap across their whole length, which is why one row covers both. The year-1 floor is the published scale minimum, not a typical earner: few pilots hold a widebody captain seat at year-1 longevity. Delta source is the ALPA-hosted PWA text (CDN filename is a legacy 'Contract 2019 TA' label; the document header reads 'January 2023 Delta Pilot Working Agreement' and its own table of contents states PWA 03-02-2023 through 12-31-2026). Delta's PWA becomes amendable 31 December 2026 and Section 6 talks are open, so these rates have a known short shelf life.

Excludes per diem, profit sharing, 401(k), premium and override pay. No housing, schooling or transport allowances: a taxed gross figure, not a tax-free Gulf-style package. ANNUALISATION ASSUMPTION: hourly rate x 900 credit hours per year (75 per bid period x 12); this is a convention, not a guarantee. Delta's bid-period guarantee is variable 72:00-80:00; United's reserve guarantee is 73 hours (77 in Jun/Jul/Aug/Dec). RANGE: min is Delta's year-1 A-320/319 and B-737-800/700 composite rate of $349.43/hr; max is United's year-12 A321neo/A321XLR rate of $404.92/hr. For comparison within the band, Delta year-12 A-321N is $396.93/hr and A-320/319 is $380.61/hr; United year-1 737-800/A320 is $356.46/hr and year-12 A321/737-MAX10 is $390.30/hr. The two scales overlap across their length, which is why one row covers both carriers. Both carriers pay a fleet premium for the largest narrowbodies (A321neo/A321XLR at United, A-321N at Delta), so the top of this band is an A321-family rate, not a 737 rate. Delta A-220 and B-717 rates are lower and are deliberately excluded from this row.

Excludes per diem, profit sharing, 401(k) and premium pay. No housing, schooling or transport allowances. ANNUALISATION ASSUMPTION: hourly rate x 900 credit hours per year (75 per bid period x 12), a convention rather than a contractual guarantee; Delta's guarantee is variable 72:00-80:00 per bid period and United's reserve guarantee is 73 hours (77 in Jun/Jul/Aug/Dec). RANGE: min is the first-year first officer rate, which both carriers set flat across every fleet: Delta $123.04/hr, United $125.52/hr. Max is United's year-12 widebody (A350/A330/777/787/767-400) rate of $330.44/hr; Delta's year-12 widebody rate is $323.92/hr. IMPORTANT SUB-RANGE, so this row is not read as one flat band: a year-12 NARROWBODY first officer tops out materially lower, at $276.56/hr at United (A321neo/A321XLR) and $271.11/hr at Delta (A-321N), roughly $244,000 to $249,000 on the same 900-hour assumption. Both scales also step very steeply between year 1 and year 3 (Delta A-350 FO goes $123.04 to $234.69 to $274.63), so a mid-band figure is not a mid-seniority figure.

Excludes per diem, profit sharing and 401(k). No housing, schooling or transport allowances. Delta does not publish a standalone instructor salary. PWA Section 10 B. 13. a. pays a Captain SLI at the applicable composite hourly rate of the highest-paying position their seniority can hold, and Section 10 B. 13. d. 1) gives a 90:06 hour pay guarantee per bid period while assigned to the Training Department, which the PWA states 'equates to 17 duty periods'. ANNUALISATION: 90:06 x 12 bid periods = 1,081.2 credit hours, applied to the 1 January 2026 captain composite rates. NOT COMPARABLE WITH THE LINE PILOT ROWS ON THIS PAGE, and this is the single most important caveat: those rows use a 900-hour convention, this one uses 1,081.2, so the headline figure is about 20 percent higher for the same hourly rate. An SLI does not out-earn a line captain by that margin. The 90:06 guarantee is a floor, line captains routinely credit above 900, and the guarantee is pro-rated down for vacation and military leave days under the table at Section 10 B. 13. d. 1). RANGE: min uses the year-3 A-320/319 and B-737-800/700 captain rate of $354.93/hr; max uses the year-12 widebody (B-777/A-350/B-787/A-330/B-767-400ER) rate of $474.20/hr. The year-1 and year-2 captain steps are deliberately excluded: Delta hires no direct-entry captains, so no pilot at that longevity can hold the captain position the SLI rate is keyed to. Which rate a given SLI actually draws is seniority-dependent and unpublished, hence moderate confidence. Additive items excluded from the range, all from the same PWA: a 10 percent override on the composite rate when instructing on the highest-paying fleet (Section 10 B. 13. c., and it does not apply when flying), $1,000 per bid period as an APD, $500 per bid period as a PCP, $1,000 per month for a lead line check pilot (Section 10 D), and 5:18 pay per SLI duty period above 17. Instructor work at Delta is an increment on the line pilot scale, not a separate pay band.

No housing, schooling or transport allowances; a taxed gross figure, not a tax-free package. BASE PAY ONLY, excluding per diem (published on the live page at $1.95 plus $5 per international overnight or CDO; the December 2025 portfolio estimated per diem at $7,200 a year) and excluding signing and retention bonuses. SOURCE: Envoy's live 'Current Rates' table, fetched 10 August 2026, which publishes a two-step first officer ladder of year 1 $99.00/hr and year 2 $161.25/hr. The year-2 rate is captain-rate pay: Envoy first officers reaching 750 hours of applicable Part 121.436 flight time become eligible for captain pay rates congruent with their years of service, so almost no Envoy first officer sits on a pure first officer step past year 1. ANNUALISATION: Envoy's own published convention of hourly rate x 1,000 hours. This is a marketing convention, not a floor, and it is above Envoy's own published minimum monthly guarantee of 72 hours for lineholders (864 hours a year) and 75 hours for reserves (900 hours a year); at 900 hours the same rates give roughly $89,100 and $145,125. It is also not comparable line for line with the 900-hour convention used for the Delta and United rows. MATERIAL CAVEAT: Envoy's December 2025 pilot portfolio states that all pilot hourly rates include a 50 percent pilot supply premium that applies only until 31 December 2026, so this scale is scheduled to fall. The superseded 10 June 2025 to 10 June 2026 portfolio table showed a longer first officer ladder topping out at $117.75 at years 4 to 6; that structure no longer appears on the employer's current rates page and should not be published as live. Employer recruitment material, not a union scale, and the live page carries no effective date, hence weak confidence.

No housing, schooling or transport allowances. BASE PAY ONLY, excluding per diem ($1.95 plus $5 per international overnight or CDO on the live page) and excluding bonuses. SOURCE: Envoy's live 'Current Rates' table, fetched 10 August 2026, which publishes captain pay from year 3 only: year 3 $161.25/hr, year 4 $165.00/hr, year 5 $168.75/hr. There is no year-1 or year-2 captain step on the current scale, because an Envoy pilot's first year is spent as a first officer at $99.00/hr and captain pay begins on reaching 750 hours of applicable Part 121.436 flight time. NOT INCLUDED IN THE MAX because it is conditional rather than an ordinary scale step: the live page shows a year-6 rate of $221.25/hr ($221,250 on the same convention), which Envoy's December 2025 pilot portfolio footnotes for the equivalent step as the rate for delayed flow after completion of a pilot's fifth year, that is, for pilots held beyond their expected flow-through to American Airlines. ANNUALISATION: Envoy's own published convention of hourly rate x 1,000 hours. It is a marketing convention rather than a floor and sits above Envoy's published minimum monthly guarantee of 72 hours for lineholders (864 a year) and 75 hours for reserves (900 a year); at 900 hours the same rates give roughly $145,125 to $151,875. Not comparable line for line with the 900-hour convention used for the Delta and United rows. MATERIAL CAVEAT: Envoy states that all pilot hourly rates include a 50 percent pilot supply premium applying only until 31 December 2026, so this scale is scheduled to fall. Also excluded: Line (IOE) Check Airman, Proficiency Check Airman and APD pay, published at $442.50/hr 'Thru Dec 26' for pilots past their fifth year of service, set at step 20 of the captain pay scale. The superseded 10 June 2025 to 10 June 2026 portfolio table showed captain pay from year 1 at $157.50 rising to $172.50 at year 5; that ladder is no longer on the employer's current rates page and should not be published as live. Employer recruitment material, not a union scale, and the live page carries no effective date, hence weak confidence.

ANNUALISATION ASSUMPTION, STATED: 71 credited hours per month, which is the contractual lineholder minimum monthly guarantee in Section 3.B.1, times 12 = 852 credited hours per year. A reserve carries a 75-hour guarantee, so reserve annuals run about 5.6% higher. Figures are GROSS, pre-tax US wages in USD, subject to federal and state income tax, FICA and Medicare. NO housing, schooling or transport allowance: US carriers provide none, unlike Gulf packages where a comparable headline number is tax-free and sits on top of employer-paid housing and schooling. A $31k US gross figure and a $31k Gulf tax-free package are not comparable. These figures EXCLUDE boarding pay (paid at half the hourly rate as pay-no-credit since 1 April 2025), per diem, international pay ($3.00/hr NIPD, $3.75/hr IPD), language premium and profit sharing, so they are floors on total compensation rather than typical take-home. No FX conversion applied. The next scale step, DOS+2 at +3.0% ($37.91 first year), takes effect 1 October 2026.

Reserve duty carries a $2.00/hr override. ANNUALISATION ASSUMPTION, STATED: 852 credited hours per year (71/month), applied as a stated convention for comparability with the American row. United's own minimum monthly guarantee is NOT stated in the source used, so the hourly rates are strongly sourced while the annual conversion is an assumption, not a contract term. Figures are GROSS, pre-tax USD, fully taxable, with NO housing, schooling or transport allowances, in contrast to tax-free Gulf packages. EXCLUDES per diem (United publishes $2.97/hr domestic, $3.54/hr international away from base, partly tax-advantaged), boarding pay, sit pay, international purser and language premiums, and profit sharing. AFA-CWA reports the contract as a 31% average base rate increase plus boarding pay worth 7-8% of compensation on average. No FX conversion applied.

AMERICAN (source: APFA CBA Section 3.A, DOS+1 step): 5th year $48.69/hr to 10th year $66.94/hr. UNITED (source: United careers pay page, 30 July 2026 step): 5th year $50.56/hr to 10th year $69.29/hr. The floor of the range is American's 5th year and the ceiling is United's 10th year, both published figures, not extrapolations. ANNUALISATION ASSUMPTION, STATED: 852 credited hours per year (71 credited hours per month, the APFA contractual lineholder guarantee); United's guarantee is not published in the source used. Confidence is moderate rather than strong solely because of the shared annualisation assumption, not the hourly rates. GROSS pre-tax USD, fully taxable, NO housing, schooling or transport allowances, unlike Gulf tax-free packages. EXCLUDES per diem, boarding pay, international and language premiums and profit sharing. No FX conversion applied.

Derived row: American publishes no purser pay scale, so this combines the Section 3.A seniority rate with the Section 3.C position premium, both verified in the 2024 APFA CBA. FLOOR: 10th-year DOS+1 rate $66.94 plus the $5.75 Purser premium = $72.69/hr. CEILING: 13th-year top-of-scale $84.50 plus the $7.50 IPD Purser/Lead premium = $92.00/hr. Nothing sits above the 13th-year step, so the base component of the ceiling is the published top, not an estimate. TWO ASSUMPTIONS, BOTH STATED. First, 852 credited hours per year (71/month lineholder guarantee, Section 3.B.1). Second, and this is the load-bearing one, the premium is assumed to be earned on every credited hour. Section 3.C rates are per hour in the position, so a purser who flies only part of the month in the premium position earns less; $92.00/hr is a composite, not a published rate. The $5.75 Purser premium applies only to A321T and B777 three-class transcon, and the $7.50 IPD Purser/Lead premium only to B777 and B787 international, which is why the label now names those positions. Lead flight attendants are deliberately excluded: the Lead premium is $3.25 on B737-800/900, A319/A320, A321, A321XLR, B777 and B787, so a 10th-year Lead on a narrowbody earns $70.19/hr, about $59,800 a year, below this row's floor. Confidence is weak, not moderate: no component of the range is published as a purser rate. GROSS pre-tax USD, fully taxable, NO housing, schooling or transport allowances, unlike Gulf packages where a comparable headline figure is tax-free and sits on top of employer-paid housing and schooling. EXCLUDES per diem, boarding pay (half the Section 3.A rate, pay no credit, since 1 April 2025), international pay and profit sharing. No FX conversion applied. United pursers are excluded because United's ratification release states international purser and language premiums rose but does not publish the amounts.

Air Canada's compensation backgrounder of 18 August 2025 publishes actual 2024 earnings, not a scale, and both annual figures are explicitly mainline: 'Half of Air Canada mainline flight attendants earned more than $54,000 in 2024, excluding incentive rewards, and health and pension benefits' and 'At the top of the scale, which they reach within 10 years, flight attendants can make more than $70,000.' READ THE FLOOR CORRECTLY: CAD 54,000 is a median, so half of mainline crew earn below this row's minimum, and Air Canada itself notes the median is pulled down because about a third of flight attendants were hired in the past five years. READ THE CEILING CORRECTLY: the source says 'more than $70,000', so the top is a published floor for top-of-scale crew, not a maximum; the row understates rather than overstates. ROUGE IS EXCLUDED. The source publishes no Rouge annual figure at all. Its only Rouge datum is CAD 41.39/hr at five years of service, against CAD 63.07/hr for a mainline flight attendant at ten years, and it notes about 75% of Rouge crew were hired in the past five years, so Rouge earnings sit materially below this band. Annualisation was not attempted, which remains the right call, but not for the reason previously given: the same page does publish guarantees, 'a minimum pay ranging between 65 and 80 credit hours' per month for Air Canada cabin crew and 75 to 80 for Rouge. That 65-to-80 spread is too wide to annualise an hourly rate against, which is the honest reason to decline. STALENESS, EXPLICIT: these are 2024 actuals and are superseded. Arbitrator Paula Knopf's award of 17 February 2026 raised mainline steps 1 to 9 by 12.0% and all other mainline steps by 8.0%, and all Rouge steps by 13.0%, retroactive to 1 April 2025, then 3.0% on 1 April 2026, with 2.5% on 1 April 2027 and 2.75% on 1 April 2028 to come, under a four-year agreement running to March 2029. Current mainline earnings are therefore roughly 11 to 15 per cent above the range shown. The percentages are not compounded onto the actuals here because rate increases do not map cleanly onto realised earnings, which also reflect hours flown and step mix. Ground pay of 60% of the hourly rate for designated ground time began April 2026, rising to 65% in 2027 and 70% in 2028, and is additional. Contract currency CAD. FX: 1 CAD = 0.7172 USD, Bank of Canada daily rate for 7 August 2026, verified against the Bank of Canada valet series. GROSS, pre-tax, taxable in Canada, with NO housing, schooling or transport allowances, unlike Gulf packages where a comparable headline figure is tax-free and sits on top of employer-paid housing and schooling.

The only published annual figure is a single average: Air Canada states a Service Director earned an average of CAD 80,000 in 2024, excluding incentive rewards and health and pension benefits. No range, distribution or step scale is published, so there is no sourced floor or ceiling and I have not invented one. Published hourly reference points for 2025: CAD 73.03/hr on narrowbody, CAD 87.01/hr on widebody. The role oversees onboard service and all flight attendants are eligible for it, so it is a bid position on the same seniority structure rather than a management grade. STALENESS, EXPLICIT: superseded by the 17 February 2026 Knopf arbitration award, which raised rates 8.0% for senior steps retroactive to 1 April 2025 and a further 3.0% on 1 April 2026; current earnings are higher and I have not compounded them onto the average. Contract currency CAD. FX: 1 CAD = 0.7172 USD, Bank of Canada daily rate 7 August 2026. GROSS, pre-tax, taxable in Canada, NO housing, schooling or transport allowances, unlike tax-free Gulf packages. Confidence weak because a single employer-stated average during a public labour dispute is a partisan figure, not a published scale.

Hourly, annualised at 2,080 straight-time hours (40h x 52); NO overtime, shift differential, holiday pay or profit sharing included, and US airline overtime for AMTs is substantial, so actual W-2 earnings routinely exceed the top of this range. Currency USD, no FX conversion. The published rates are 'all-in': they already include the $8.50/hr two-licence (A&P) premium and the $1.00/hr line premium; base scale alone is $8.50-$9.50 lower. Range floor is YOS 0-1 ($45.09/hr), ceiling is the 8+ YOS top of scale ($70.22/hr). No housing, schooling or transport allowance: this is a bare cash wage plus US-style benefits (employee-contributory health premiums, 401k), which is why it is not comparable line-for-line with a tax-free Gulf package of similar headline size. Base (hangar) AMTs sit $1.00/hr below these line rates. Scope note: this is one carrier's scale, not a US-wide figure.

USD, no FX conversion. Figures are all-in hourly rates including the $8.50/hr A&P licence premium, $1.00/hr line premium and, at the top, the $1.00/hr 12-year longevity premium: basic scale is $27.40/hr at step 1 and $51.25/hr at step 9 (Appendix A of the CBA), all-in $36.90 and $61.75. STALENESS IS THE POINT OF THIS ROW: the CBA's last scheduled raise took effect 1 January 2024, the February 2024 extension TA (which would have taken the all-in top to $67.46 in Dec 2024 and $69.17 in Dec 2025) was put to a vote and rejected in April 2024, and the agreement in principle announced 21 July 2026 for 11,000 mechanics is still unratified. So United A&P pay has not moved since January 2024 and now sits materially below American's January 2026 scale. Treat these as rates in force, not as a forward-looking benchmark. No housing/schooling/transport allowances; US pay is taxed.

USD, no FX conversion. All-in rates including the $3.00/hr skill premium; the line-assigned variant of the same classification is $1.00/hr higher. Floor is YOS 0-1 ($38.59/hr), ceiling is 8+ YOS ($63.72/hr). This is the skilled unlicensed trade (GSE and facilities), NOT aircraft cleaning: American's Utility/Cleaner scale on the same sheet runs $21.16 to $35.50/hr in January 2026, roughly $44,000 to $73,800 on the same annualisation, and belongs in band D. For comparison at a different date, United's equivalent GSE/Facilities technician all-in scale is $32.65 to $57.50/hr but has been frozen since January 2024 (see the United A&P row). No allowances; US pay is taxed.

USD, no FX. Each end of the range is sourced separately: floor $19.64/hr is United's Ramp Service step 1 effective 1 May 2025; ceiling $40.31/hr is American's Fleet Service 11+ years step effective January 2026. The two scales overlap across their whole length (United tops out at $37.82/hr, American starts at $20.63/hr), which is why they are shown as one band. Progression is slow and back-loaded: at United a ramp agent is still at $31.07/hr after nine years and only reaches $37.16/hr at ten. Note contract status: United fleet service members REJECTED the June 2026 tentative agreement, so United ramp rates are unlikely to be current for much longer. No housing/schooling/transport allowances; US pay is taxed and these wage levels usually fall below the threshold where airline benefits offset much.

Currency USD, no FX conversion. Range is the first column of the ratified 2026-2031 Security Officer Employees Agreement, effective 1 July 2026: step 1 (0-18 months) $20.73/hr to step 5 (60+ months) $33.51/hr. The agreement then adds five further annual steps (1 July 2027, 2028, 2029, 2030 and 2031), taking the scale to $24.33 and $33.51 to $39.32/hr on 1 July 2031, which is the amendable date; a $39.32 top of scale would be about $81,800 on this annualisation, but that is 2031 contractual money, not current pay. Pay increases were applied with the 28 June 2026 payroll. This is airline-employed security, a different job and a different employer from TSA passenger screening, which is federal and is NOT covered by this row. Security Officers were one of only four United IAM groups that ratified in June 2026; Fleet Service, Passenger Service and Central Load Planners rejected. No housing, schooling or transport allowance: this is a bare cash wage plus US-style contributory benefits, not comparable line-for-line with a tax-free Gulf package, and US pay is taxed (federal, state and FICA). Scope note: one carrier's scale, not a US-wide figure.