I am not sure how many are 330 drivers, but last year when I was a 320 pilot I flew with quite a few guys from the ATL area.

 

Correct, but I was referring to more than just the 757. Like the ER.
As for their 757 fleet I am sure some it will be flown domestically. I know DAL is pushing for an all ER fleet type, so this may as good of a time as any.

 

All of the FNWA 75 drivers are designated as ER, I think you will find the international designation only going away soon.

 

Correct. DAL has been pushing to make the ER and the 767 categories one. I know the plan was for it to happen in about three years a year and a half ago, so that jives with what the plan was. It just involves a lot of training.

 

That's going to make reserve manning and IROPs recovery kinda "different" isn't it? Delta is more careful about Whitlow and crew rest than other airlines I've flown for (which is nice).

ER short call is tough on commuters.

With the 767 going to every continent except Antartica, them's going to be some giant sized Jepps for a reserve pilot who can't be sure where he's going.

A ship set, or better yet, electronic versions, would be nice.

 

Amen to that! For all equipment categories. How much money are we throwing down the Jepp waste basket twice a month? Seems pretty antiquated to me. And, here's a thought, where are we still finding and buying dot matrix printers?? Sheesh.

 

Electronic is still ways off, need a company platform to support the technology...last time I checked the class 2 efb was 40,000 grand for a retrofit...think it was per aircraft.

 

I don't think this is correct. I have talked with lots of flight ops personal and none have said this is the companies intent. If they really wanted this they would certainly have asked for it in the two major concessionary contracts or the joint contract completed last spring.
The only reason they converted CVG to the ER was to avoid a massive amount of training that would have been generated had they closed the domestic category outright. The ER category in CVG is viewed as temporary at best. They still staffed it as a domestic not international base for FO's. There are no gains for the company in combining them because the categories are all large enough that reserve and other requirements do not come down. In fact they would end up paying a lot more credit and dropped trips because a joint category can be manipulated by pilots to generate paid trip drops.

 

Yeah, but how much are yearly Jepp revisions for 12,000 pilots vs the cost of retrofit for the 700+ airplanes we have?

Fedex switched to EFB and I can't imagine they like throwing money out the door.

 

I agree. Plus, the paper revisions are a recurring expense. Going EFB is an up front cost, true, but think of the savings in future years. Plus, $40K per jet is a drop in the bucket over the long haul.