It's been a few weeks since I have looked at the delivery schedule for the 75, but I believe we are still projected to get 12 or 13 75s before the end of the calendar year. That's a lot of training that needs to be done by people not on a training letter yet.

 

Have you ever sat Standby when there was no airplane on the ramp? I can see a Captain and FO sitting airport standby in Indy on a B-757 trip when there is no B-757 on the ramp. Suddenly, a B-767 trip pops up ... wow, didn't see that coming. It was a B-757 trip in the B-757 bid period package, and The Company gambled that the standby would not be used for the B-767 they knew would be there. If it is used, they pay to bump it up to wide-body pay.



That makes sense. Thanks. Actually, it's part of the definition of a B-767 trip, so it doesn't say anything about rates "attached." He could have just said, "757 pilots will be paid their current longevity wide-body rate if they block out on a Reserve Trip that is a B-767 trip."


While my simplified example might not have suggested it, I do understand that SCH is Scheduled Credit Hours, and that's per pilot. In fact, when you start flying longer legs with RFOs, the SCH ratio would skew the B-767 towards overmanning. There are pros and cons, I think, to just about every metric I can think of. But the most accurate for purposes of determining how many pilots are required is counting the number of days of work are required to operate the fleet. This would include operating the airplane, sitting in the hotel on weekend layovers, deadheading on commercial airlines, ... whatever it takes to run the operation. While it has the strongest correlation to manning required, it's a little more difficult to quantify until the bid period package is published, secondary lines built, and the month is flown to include the use of reserves, draft, volunteer, and all the trip revisions, pop-up trips, and all the other variables measured.


Me, too.







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