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View Full Version : B767/757 Common Ops?


vroll1800
08-14-2007, 09:58 AM
:D This has probably been asked before: Which 767/757's are operated on common lines? I'm guessing that crews can switch back and forth between 757 and 767-200/300 series, but not 400 series.(Could do 400 ser. switching, individual cos. likely don't want to do it.) Also, how would pay be handled with companies that have different payscales for 757, and 767, but allow switching between different models?


de727ups
08-14-2007, 01:20 PM
UPS pays the same for both.

vroll1800
08-14-2007, 02:00 PM
de727: I've known about UPS payscale for a long time. AA has different scales for 75 & 76, while these 2 types fall into 2 different pay groupings for CAL. Do these companies have crews fly both models? If so, how would pay be handled- base pay at lower rate, with subsequent adjustment come bonus check time, or some other method?


jdt30
08-14-2007, 02:25 PM
At CAL there is a long narrow body pay scale (757) and widebody scale (767). If on reserve you get a blended pay rate since you could possibly, rarely, fly both. The 75, 76 type is the same so even the 767-400 will be flown by all.

A320fumes
08-14-2007, 03:22 PM
At CAL there is a long narrow body pay scale (757) and widebody scale (767). If on reserve you get a blended pay rate since you could possibly, rarely, fly both. The 75, 76 type is the same so even the 767-400 will be flown by all.

True.

BTW the 757/300 carries more pax than the 767/200.

luv757
08-14-2007, 04:23 PM
CAL pay has been discussed but yes CAL pilots can fly all the models of the 757 and 767. Delta pilots have the 767-400 broken out in a separate catagory so 764 pilots only fly the 764.

Ottopilot
08-15-2007, 04:01 PM
I flew the 757-200 & 300 for a year and then did a 767-400 trip a year later to HNL. I was "qualified" to do it. "Safety First", says our company. Today I flew a 757-300 and 767-200. :D

Pilotpip
08-15-2007, 08:13 PM
Talking to a friend's uncle at a wedding who flies for US. He said the 75 climbs like a bat out of hell, but is heavy on the controls while the 76 is much lighter feeling. Any truth to that?

Also, how much of a difference is there in sight picture, and other items that one would have to keep straight between the two types?

80ktsClamp
08-15-2007, 08:37 PM
It is true.. you really have to remember that before you rotate... if you pull as hard as you do on the 757 when you're flying a 767, it could conceivably be very easy to tailstrike.

The 767 is very much a finger tip flying airplane... to the point of being a bit twitchy, even.

The 767-300 is a very power on landing. When you want to touch down, you pull the power out. In the 757-200, I have the power idle at 30 feet and start my flare at the same time.



That being said, at DL we have blended pay for the 757-200 and 767-300. I am in the domestic category and fly mostly 757's with a few 767's sprinked in. My next trip, the first leg is a 76, then 2 legs in the 75... layover...and a 76 redeye to finish up.

sully606
08-15-2007, 08:44 PM
Talking to a friend's uncle at a wedding who flies for US. He said the 75 climbs like a bat out of hell, but is heavy on the controls while the 76 is much lighter feeling. Any truth to that?

Also, how much of a difference is there in sight picture, and other items that one would have to keep straight between the two types?

I agree with the uncle. The 757 has one set of ailerons. The 767 has two, the outboard pair work when slow during TO and approach. The sight picture is slighty different but not a big deal. The flare and power control are different. The flare is normally started about 30ft in the 767 with the power staying on. The 757 15ft and you an ussually go to idle. To me the 757 lands and takes off like a glider.

sully606
08-15-2007, 09:04 PM
From 80ktsclamp:
The 767-300 is a very power on landing. When you want to touch down, you pull the power out. In the 757-200, I have the power idle at 30 feet and start my flare at the same time.



The engine type on the 767ER makes a small difference also. We have both GE and P&W. The GE spool-up/down faster than the P&W. If you go to idle on the GE in-close at a low energy state you can get a clunker of a landing. I've never seen this but I've heard about it.http://www.airlinepilotforums.com/images/icons/icon10.gif