I hold a paper-bid for the 757/767, as I am on mil-leave. I held one 6 years ago, too. In 2007, UAL's 757/767 fleet consisted of 5 different fleets: 767-200 and -300, ETOPS and not, 757 ETOPS and not, and a handful of airplanes with an add-on GPS system.

Looking at APC's list for UCH, it shows 5 types. But, I don't think CAL's airplanes have the same engines as UAL's. And I'm including the -400 here...not sure if regular 767 guys will fly that interchangeably, or not. My questions for the current 757/767 guys in the crowd; both sides of the aisle:

1. How many different types on the UAL and CAL side?

2. Post SLI, do you think they will mix pilots and planes interchangeably? (UAL guys flying former CAL jets, and vice-versa; not from a contract perspective, but training/differences).

3. Are 767-400 drivers a separate category? I know the pay-banding is. I'm kind of assuming it is similar to when UAL had -200 and -400 747s...you flew one, not both. Or do they mix them now on the CAL side?

I bid the 767 before the new contract, when it paid considerably more than the Bus. But if there are 8-10 types (which is kind of what I think), I'm probably going to bid down to the Bus. Pay difference is almost negligible, unless they really do use all 767 guys on the -400. Even then, it wouldn't normally be in my domicile/base.

I don't want to have to be an expert on 10 airplanes when I'm on reserve. Looking forward to your feedback.

 

I can tell you that at CAL, on the 737 we have 5 different versions and rather than have you memorize the weights etc, they give you a card that attaches to your ID with all of them on it. The FAA has apparently bought off on this.

 

757 UAL with Pratts
757 CAL with RR
767-200 CAL (gone in 1st QTR 2013)
767-300 UAL
767-400 CAL

As far as I know the -400 is flown at CAL in the same category as the -200 and 757s. Not separate. Plus the JCBA blended rates INCLUDE the 767-400, so I ASSume we will be flying ALL the different types on this fleet. Hope that helps.

Sled

 

At CAL the 757-200/300 are all RR (RB-211) engines, all of the 200's are ETOPS, not all of the 300's are (the former ATA plane's are). The 767-400 is GE (CF-6) and the 200's will be gone shortly. All on the same bid sheet, however the 767-400 goes more senior, but on reserve you may get to fly it (all 767-400 being transferred to EWR). It's all the same type, where as the 747 and 747-400 are two different types.

 

It does...thanks!!

Having never been ETOPS qualified before: are there significant differences in ETOPS vs non-ETOPS aircraft for the crew? I know there are maintenance differences.

 

Heavier duty underwear.

 

Your walk around will say ETOPS on nose gear door. You're signed off :-)

 

No difference in ETOPS vs not. We are ETOPS Qualified on the 737 too, one extra sim in training after LOE.

 

ETOPS requires specific maintenance procedures, and certain levels of equipment redundancy. I don't know what 737 NG's come with as I never flew them. I know lUAL's ETOPS 757's had some extra stuff over the non-ETOPS ones. If I remember right a HMG (hydraulic motor generator) and an extra HF radio if I remember right. I haven't flow 756 in about 8 years so my memory isn't so stinking good anymore.
No big deal really from a pilots' perspective.

The system differences are harder to remember, especially equipment cooling. I think I could fully explain all 756 equipment cooling for about 1 hour in my life. Luckily that was the one hour of the oral exam of my first 756 transition course (I did it 3 times).

"It is not what you know, it is when you know it"

 

There is a 767-400 sim at DENTK. So, expect to be qualified on it.