DAL Class drops
06-20-2017, 12:20 PM
#1212
Gets Weekends Off
Joined APC: Apr 2013
Position: Golf course, mostly.
Posts: 292
06-20-2017, 01:27 PM
#1214
Gets Weekends Off
Joined APC: Apr 2013
Position: Golf course, mostly.
Posts: 292
I haven't. Not even sure how that figures into the discussion. A very good friend who works over there and flies all of them. Not a problem from a pilot point of view. Don't be negative. We're all just talking.
06-20-2017, 01:30 PM
#1216
Gets Weekends Off
Joined APC: Dec 2016
Posts: 1,588
06-20-2017, 04:16 PM
#1217
Back on Reserve
Joined APC: Dec 2012
Position: A330 FO
Posts: 717
The biggest difference is instrumentation.
The 7ER is not considered a 'glass cockpit' (even though it has glass attitude and nav screens) since it still uses round-dial airspeed and altimeter (plus others).
The 767-400 has the typical 'glass cockpit' with the speed tapes and altitude tapes on the sides of the PFD.
Having gone back and forth, I can see the pros and cons to having the separate fleet designators.
The 7ER is not considered a 'glass cockpit' (even though it has glass attitude and nav screens) since it still uses round-dial airspeed and altimeter (plus others).
The 767-400 has the typical 'glass cockpit' with the speed tapes and altitude tapes on the sides of the PFD.
Having gone back and forth, I can see the pros and cons to having the separate fleet designators.
06-20-2017, 04:56 PM
#1218
Moderator
Joined APC: Jul 2006
Posts: 5,807
The biggest difference is instrumentation.
The 7ER is not considered a 'glass cockpit' (even though it has glass attitude and nav screens) since it still uses round-dial airspeed and altimeter (plus others).
The 767-400 has the typical 'glass cockpit' with the speed tapes and altitude tapes on the sides of the PFD.
Having gone back and forth, I can see the pros and cons to having the separate fleet designators.
The 7ER is not considered a 'glass cockpit' (even though it has glass attitude and nav screens) since it still uses round-dial airspeed and altimeter (plus others).
The 767-400 has the typical 'glass cockpit' with the speed tapes and altitude tapes on the sides of the PFD.
Having gone back and forth, I can see the pros and cons to having the separate fleet designators.
06-20-2017, 06:03 PM
#1219
Gets Weekends Off
Joined APC: Dec 2016
Posts: 1,588
The biggest difference is instrumentation.
The 7ER is not considered a 'glass cockpit' (even though it has glass attitude and nav screens) since it still uses round-dial airspeed and altimeter (plus others).
The 767-400 has the typical 'glass cockpit' with the speed tapes and altitude tapes on the sides of the PFD.
Having gone back and forth, I can see the pros and cons to having the separate fleet designators.
The 7ER is not considered a 'glass cockpit' (even though it has glass attitude and nav screens) since it still uses round-dial airspeed and altimeter (plus others).
The 767-400 has the typical 'glass cockpit' with the speed tapes and altitude tapes on the sides of the PFD.
Having gone back and forth, I can see the pros and cons to having the separate fleet designators.
06-20-2017, 09:21 PM
#1220
Gets Weekends Off
Joined APC: Feb 2008
Posts: 19,599
None of what has been posted is the real reason. When the 767-400 was placed into service it was a replacement for the L1011 domestic aircraft. That L1011 domestic category was the retirement aircraft for the majority of pilots. With the retirement system in place at the time combining it with the 757/767 would have resulted in a significant reduction in FAE's.
The only attempt with the combining the 767-400 was with the 777. The company never followed through on that because with the shift if the airframe to international it's a very efficient category with low credit.
The only attempt with the combining the 767-400 was with the 777. The company never followed through on that because with the shift if the airframe to international it's a very efficient category with low credit.
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