Vacancy 15-03V
10-08-2014 | 05:05 PM
#91
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I believe that retrofit was purely cabin interiors; somewhere on the order of $10-million each.
There are rumors (including one published statement from a CP) that say the company is considering a cockpit retrofit. That would likely cost far more than that.
Will they? It would certainly be welcome, but as always, they won't do it unless they think it is cost-effective. And I think key to that cost-effectiveneess evaluation is:
1. How long are they going to fly them?
2. How many FAA-obstacles will there be to integrating the 756 and 76T fleets, given their differences in instrumentation as well as engines (and some systems)?
3. How much would it cost to buy a replacement 250-seat aircraft?
4. When do they need that lift, and how long would it take to get said replacement?
5. Would maintaining the new glass (and parts commonality) be cheaper than overhauling 30-year-old gauges?
Company statements that say some of the 757s and the 767-300s are "staying longer than previously planned" suggests that the need is now, and replacements (787?) aren't coming fast enough, especially given the time constraints of training, and the domino turmoil of bidding.
There are rumors (including one published statement from a CP) that say the company is considering a cockpit retrofit. That would likely cost far more than that.
Will they? It would certainly be welcome, but as always, they won't do it unless they think it is cost-effective. And I think key to that cost-effectiveneess evaluation is:
1. How long are they going to fly them?
2. How many FAA-obstacles will there be to integrating the 756 and 76T fleets, given their differences in instrumentation as well as engines (and some systems)?
3. How much would it cost to buy a replacement 250-seat aircraft?
4. When do they need that lift, and how long would it take to get said replacement?
5. Would maintaining the new glass (and parts commonality) be cheaper than overhauling 30-year-old gauges?
Company statements that say some of the 757s and the 767-300s are "staying longer than previously planned" suggests that the need is now, and replacements (787?) aren't coming fast enough, especially given the time constraints of training, and the domino turmoil of bidding.
10-08-2014 | 06:49 PM
#92
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From: Curator at Static Display
10-08-2014 | 07:02 PM
#93
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From: UAL FO
and yet there are more vacancies on this last bid.. 27 filled I think..maybe they re gearing up for summer 2015 flying... why need 80 reserves for 70 or so lines??
10-08-2014 | 09:41 PM
#95
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From: 756 CA
10-08-2014 | 09:54 PM
#96
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From: Guppy Capt.
10-09-2014 | 02:51 AM
#97
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I've heard the same, although I am frankly glad they are split. The "harmonized training' is as strikingly dischordant as Miley Cyrus without 'auto-tune.' I'm still trying to find my way around the cockpit---er, 'flight deck'---with two/three different layouts. It would be pretty chaotic if I had three more, plus two more engine types to remember how to start.
The BAT is simply a money saver. While it has protected some in their domicile, it has stagnated many others due to lack of bids/laterals.
10-09-2014 | 05:31 AM
#99
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10-09-2014 | 05:32 AM
#100
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From: A320 Captain
yes...100% means you are willing to be at the bottom of the list.
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