Delta A350 and US Boeing 777 Pilot Pay Align Closely in 2026

The pay gap between captains flying Airbus A350s and Boeing 777s at US airlines is negligible in 2026, with salaries primarily influenced by carrier and seniority rather than aircraft type. Delta Air Lines uniquely operates the A350 within the US, while American Airlines and United Airlines maintain all-Boeing widebody fleets featuring the 777 and 787 Dreamliner but no A350s. This operator split makes direct intra-airline salary comparisons between the two aircraft types impossible in the United States.

Delta has a fleet of 41 Airbus A350-900s, positioning it as a significant A350 operator with an additional 19 A350s on order. In contrast, United and American Airlines focus heavily on Boeing 777 and 787 aircraft. United operates 96 Boeing 777s alongside 87 Boeing 787s, while American's large widebody fleet includes 67 Boeing 777s and 70 Boeing 787s. Neither carrier currently flies the A350, and United has withdrawn from previous plans to acquire this type following a costly engine-related dispute with Rolls-Royce.

The Boeing 777 remains the flagship widebody for American and United, whereas the A350 holds that status for Delta. Despite differences in aircraft models, pilot pay is linked more closely to seniority and the airline's pay structure than to the specific aircraft flown. The most senior captains, who typically handle widebody aircraft at major carriers, command some of the highest salaries in commercial aviation.

Data from Airline Pilot Central for 2026 reflects this parity. United pilots flying large widebodies—including the 777 and 787—start at approximately $444,000, rising to about $484,000 after twelve years. Delta's heavy widebody pilots, including those on the A350, begin at around $427,000, growing to $465,000 after twelve years. American's payscale is slightly lower, starting at $410,000 and rising to $447,000 over the same period, but it also applies uniformly across its widebody fleet.

Despite slight variations between airlines, these figures show that within each carrier, widebody captains receive comparable pay regardless of flying the 777 or the A350. The fact that no US airline currently operates both aircraft types limits direct peer-to-peer comparisons but reinforces the trend that aircraft type influences pilot pay marginally compared to other factors.

Historically, the US widebody market has seen a shift away from very large aircraft to smaller widebodies such as the A330neo, 787 family, and A350-900. Delta's adoption of the A350 reflects this trend. United's cancellation of its planned 45 A350-900s came after legal tension with Rolls-Royce over engine contracts, resulting in an increased focus on the Boeing 787 Dreamliner as the cornerstone of its future widebody fleet.

The economics and pilot pay scales align with this operational strategy. While United holds orders for at least 135 Dreamliners in multiple variants, Delta continues to invest in the A350. Meanwhile, American maintains sizable orders predominantly for narrowbodies with a modest pending 787 order. Pilot salaries at the Big Three thus reflect not only seniority but also the strategic fleet composition of each airline.

Globally, the similarity in pilot pay between the A350 and 777 extends beyond the US, with pilots' compensation shaped largely by geographic location, experience, bonuses, and allowances. This uniformity further confirms that widebody captain pay is less about the manufacturer and more about market forces and individual airline pay scales.

Operating these large widebodies is reserved for the most experienced and senior aviators. Consequently, capturing data on pilot salaries reveals that senior captains flying either the Boeing 777 or Airbus A350 at major US carriers receive compensation in a narrow range that underscores the premium placed on seniority and carrier status in pilot remuneration.