NWA Merger Stuff
 

Ok......I just finished 757 school and here is what I learned.

1. Only the left bus tie switch needs to be in auto for the ca's instrument transfer to work. Been on the jet 10 years and never saw that question..........and of course I missed it. Oh, you want fleet stuff, sorry.

2. Fed Ex DID NOT buy our 757s. At least 2 went to the bone yard and no one seems to know who is getting the others. However, they are ALL the 55xx tail numbers or the old jets (that can't take the winglets) like we all thought.

3. NWA will start doing flaps 25(vs 30) landings shortly so we will match Delta. Watch those tails boys.............

4. Lots of work being done on which flight director to use. Probably Delta's due to alot more jets.

5. Yup, probably 767s vs 757s in Asia.

6. Marching orders from WAY above is integration to happen as soon as possible to merge the workforce. One big happy family as soon as possible.

7. Flight Ops integration going well at this point. Delta is assuring RA that flight ops won't be slowing up the works. RA wants the SOC like yesterday. Estimates run from 8 to 12 months to 12 to 14 months depending on who you talk to.

Counted at least 5 or 6 Delta dudes in the cafeteria for lunch at NATCO and everyone was smiling. I got the heck outta there, too many dudes from both companies in ties.

Ferd

Thanks for the info.

We're all happy here you should know that.:)

Thanks for the info. It indeed will be interesting. Speaking of FD's do you use the V bar flight director? I've flown with both obviously and I must say I prefer the crosshairs. It seems easier to follow and a little smoother as well. If you get them, you will like it. Are they talking about replacing the NWA 757s entirely in Asia with 767s or just augmenting the flying with 767s? I had heard we may using 767s to replace the A330s on some markets over there. Specifically, PDX and SEA to Asia runs.

Yeah we use the Vbars on the 757 (all the Boeings). But they use the crosshairs on the Airbus', go figure. I grew up on crosshairs (military) and prefer them too.

I don't think they could totally replace the 757s in Asia (thin routes in some places) However, I'm sure all the deadheading has the beancounters attention. What Contential does is take 767s from the west coast thru HNL to GUM then up to Japan and back. Six day trips from what the Contential guys tell me. I may have to bid the 767 in LA just to keep my Saipans :D.

Maybe an A330 guy can jump in with the PDX and SEA info?

All in all an interesting week. Guess the transition teams like our manuals, especially the MEL book. But, do you confuse 4000 pilots or 7000 pilots. Guess you could do a hybrid and confuse 11,000 pilots:D

Ferd

Interesting, thanks!

I have used both and prefer the v-bar - can live with either - like hats :)

Was recently through 757 requal - again (after being displaced off DC9 Captain due to Compass growth -better keep our eye on MEH E170's!!!) and the other 757/767 common DAL procedure will be to leave VNAV off until 1000' climb thrust on the TMI. It definitely sounds like the 757 will be the lab rat for operational integration stuff.

Another yet to be determined question is will DAL go to a blended international/domestic bid category like NWA, or will former NWA 757 drivers be automatically international category? The transition docs we have so far categorize the NWA 757 as an international aircraft. Wonder if we'll see 767's in DTW to pick up some of the ATL flying with rumors about using 330's to S. American destinations?

Hadn't heard that one. Wonder why? Two switches at 1000' vs one? However, it is easier to confuse a smaller number of guys for a short period of time that a bigger one:D. There was also a discussion of using "assumed temp". Plus, MGL2 will do away with the speed cards. Assumed temp and MGL2 may have been part of the same issue but I can't remember.

Ferd

Yeah, heard the assumed temp things as well - huge savings on engine wear with far fewer full thrust TO's

I've heard that the plan at DAL is to gradually eliminate the domestic 757/767 categories, in favor of the international-qualified 757/767ER. We may see this in CVG; the next advance entitlement will tell us their plan. Either there will be a sharp reduction in the CVG75/76 category, or they'll close out the category, and introduce a 767ER one.

In the ER categories, we now carry Jepps for the international destinations, as well as every place the 757 and 767 go domestically. (Four full Jepp binders!). Although we just got a little relief (not much, really) on what we actually have to carry, we're going to have to do something about the amount of pubs we carry, given the addition of Asia to the mix. It's time for the electronic flight kit, IMO.

+1 for the EFB