Airline Pilot Central Forums - Rumor: 76T to remain separate fleet.

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Rumor: 76T to remain separate fleet.

Just had a line check and the standards captain said the 76T fleet will remain a separate fleet forever until it is completely replaced by the 787 but over the coming years the the PS 757s and the 2 class 767s will be moved out of the 76T fleet and into the 756 fleet. The 76T fleet will rapidly retire it's 757s and then ultimately retire its 767 three class fleet but pilots in the 76T fleet will not merge with 756 pilots and will never fly the 767-400.

If true this might change things for some people. I have put a question into Rumor Central to see if this is true.

From a training and proficiency standpoint, it makes sense. If every one could fly all flavors of 767 and 757, aren't there 6 or 7 different fleets?

That's WAY too much Differences Training for me to keep track of. It makes me wonder if the POI thought the same thing, from a safety standpoint.

As an example (as I understand it), SWA flies 300s through 900s because all of their airplanes are more or less configured "300-esque."

Quote:

Originally Posted by UAL T38 Phlyer (Post 1496648)

SWA doesn't have any 900s. Just 7/800NGs and classics. Not sure how it will workout with us but pre-merger, S-Cal flew and was qualified on every variant of the 737( 300/500/700/800/900/and 900ER)...way too much in my view. If the rumor is true, I too suspect cost and differences along with scheduled retirements timing is there rationale.

SWA has been flying PFD ND /700/800's as well as old /300 round dials for a long time. CAL was the only airline I know of that displayed round dials on glass that I know of. SWA doesn't for sure.

Quote:

Originally Posted by UAL T38 Phlyer (Post 1496648)

As an example (as I understand it), SWA flies 300s through 900s because all of their airplanes are more or less configured "300-esque."

Yeah, and thanks to SWA & Boeing we ALL get 1960s overhead panels on brand new 737s. :mad:

Nothing like beautiful avionics combined with an out of date overhead panel. Great job Boeing. :rolleyes:

I can't figure out why IAH76T is showing such a split in MIN/MAX :confused: All the flying is on the 767 and MIN/MAX were pretty much equal on last bid (SFO 737 vacancies). In fact, a CAP secondary was awarded into IAH on the last bid. And now they're fat by 11 Cap and 22 FOs? :confused: Any thoughts?

Quote:

Originally Posted by jsled (Post 1496690)

As an IAH 76T kind of guy I will indeed tell you my thoughts. ORD crews already do roughly 2/3rds of our 3 LHR flts for us via a "W" pattern. Only the "bunkie" position is staffed by an IAH guy on all 3 LHR flts. As the 757's go to Fedex I see UCH using "surplus" pilots in other bases to continue to cover our flying. Seems strange as it is a logistical mess and unnecessary hotels are purchased in IAH nightly but, when has UCH planning ever made any sense? I see other bases continuing to do our intl flying for us into next year. With the exception of our reserves, we don't even touch any of the multiple 757's that transition IAH everyday.

Mixed Metal issues on the L-UAL and L-CAL 777 and 757/767
Even after ISL, the company has issues with the ability for L-UAL and L-CAL crews flying each

other’s

legacy aircraft. (This does beg the question what have they been doing for 3 years?!)

The airframe and pilot qualification issues are:



CAL aircraft need ACARS software and hardware to allow moving to a common

dispatch system (SABRE)



Common Maintenance program: CAL still using aluminum log books and needs to be

made common with electronic log books



777 minor system and training Issues



767 major system differences requiring hardware, software, panel changes and more

complex training issues (including specific 767-400 training issues)

777 Sabre for CAL 4th Q, 2013; electronic logbook planned 1st Q, 2014
767 Sabre for CAL planned 1st Q, 2014; targeting end of 2014 for electronic logbook planned
Current grouping of aircraft is what is approved by the FAA so for the company to make changes
toward mixing any equipment from one to the other will require approval.
So, current categories will only be able to fly the aircraft in those established groupings (756/767)
This also involves, for now, maintaining separate 756/767 bases in NYC, IAH and (in the future)

LAX. Post ISL ALL pilots can bid on any position in ALL categories.

Can someone tell me what 75/76 base flies SFO-CDG?

If they plan on keeping these two fleets separate, then won't they need to keep the blended rate separate? CAL 757 vs UAL 76T?

Right now I'm pretty sure the blended rate for 757/767 includes both CAL and UAL aircraft.

Once they start parking the UAL 757s, those in the 76T should benefit from a higher blended rate since it will have a higher percentage of 767s, but as it stands, those bases will be watered down if they still include all CALs 757s.

Once the UAL 757s start to disappear, the 76T bases will basically become almost 767 only bases won't they?