Vacancy 15-03V
10-08-2014, 06:20 AM
#81
Moderate Moderator
Joined APC: Mar 2008
Position: Curator at Static Display
Posts: 5,681
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.
Last edited by UAL T38 Phlyer; 10-08-2014 at 06:37 AM.
10-08-2014, 06:35 AM
#82
Gets Weekends Off
Joined APC: Nov 2008
Position: B-777 left
Posts: 1,415
It gets broken up because of lack of coverage for both seats so it ends up costing them a lot to fly the trip as they dh someone from nrt and someone to nrt.
I guess we will see if it gets better or worse, up until recently I have been happy with the ord 777 flying, but I don't have to bid the 10 day.
10-08-2014, 07:19 AM
#83
Gets Weekends Off
Joined APC: Aug 2013
Position: non reclining seat
Posts: 447
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.
engine upgrades to 60k from 56k
Speed tape on ADI with FMA moving to top of ADI
CPDLC
ADS-B
FMC upgrade to Pegasus 9
along with winglets
Some of this had to happen..there are even FM revisions reflecting some of this..
10-08-2014, 08:42 AM
#84
Moderate Moderator
Joined APC: Mar 2008
Position: Curator at Static Display
Posts: 5,681
Ahh:
Those sound reasonable, but I would call them making it more similar to the CAL 757-200s, not the 767-400. The 757-200Cs have all the bells and whistles (CPDLC, ADS-B, ETOPS, vertical tape), but still have round-dial steam gauge airspeed indicators (plus the vertical tape), and altimeters.
What I was referring to was a complete redo of the 767-300s to have the 767-400 and 777-style EICAS glass. That would be sweet, but would require a complete gutting of the cockpit...er, "flight deck."
Yours sound far more plausible, and affordable. However, the IAH CP said they are considering the total-glass conversion.
Question: is the thrust upgrade a flip of a switch, as it is on the A-320 and A-319? (same engine; thrust rating depends on which type it is hung on....switch change on the fuel control unit).
You weren't suggesting changing engine types, were you? I would think that would be economically impractical.
Those sound reasonable, but I would call them making it more similar to the CAL 757-200s, not the 767-400. The 757-200Cs have all the bells and whistles (CPDLC, ADS-B, ETOPS, vertical tape), but still have round-dial steam gauge airspeed indicators (plus the vertical tape), and altimeters.
What I was referring to was a complete redo of the 767-300s to have the 767-400 and 777-style EICAS glass. That would be sweet, but would require a complete gutting of the cockpit...er, "flight deck."
Yours sound far more plausible, and affordable. However, the IAH CP said they are considering the total-glass conversion.
Question: is the thrust upgrade a flip of a switch, as it is on the A-320 and A-319? (same engine; thrust rating depends on which type it is hung on....switch change on the fuel control unit).
You weren't suggesting changing engine types, were you? I would think that would be economically impractical.
10-08-2014, 08:46 AM
#85
Gets Weekends Off
Joined APC: Aug 2013
Position: non reclining seat
Posts: 447
Ahh:
Those sound reasonable, but I would call them making it more similar to the CAL 757-200s, not the 767-400. The 757-200Cs have all the bells and whistles, but still have round-dial steam gauge airspeed indicators (plus the vertical tape), and altimeters.
What I was referring to was a complete redo of the 767-300s to have the 767-400 and 777-style EICAS glass. That would be sweet, but would require a complete gutting of the cockpit...er, "flight deck."
Yours sound far more plausible, and affordable.
Question: is the thrust upgrade a flip of a switch, as it is on the A-320 and A-319? (same engine; thrust rating depends on which type it is hung on....switch change on the fuel control unit).
You weren't suggesting changing engine types, were you? I would think that would be economically impractical.
Those sound reasonable, but I would call them making it more similar to the CAL 757-200s, not the 767-400. The 757-200Cs have all the bells and whistles, but still have round-dial steam gauge airspeed indicators (plus the vertical tape), and altimeters.
What I was referring to was a complete redo of the 767-300s to have the 767-400 and 777-style EICAS glass. That would be sweet, but would require a complete gutting of the cockpit...er, "flight deck."
Yours sound far more plausible, and affordable.
Question: is the thrust upgrade a flip of a switch, as it is on the A-320 and A-319? (same engine; thrust rating depends on which type it is hung on....switch change on the fuel control unit).
You weren't suggesting changing engine types, were you? I would think that would be economically impractical.
I'll look for it
10-08-2014, 12:36 PM
#87
Moderate Moderator
Joined APC: Mar 2008
Position: Curator at Static Display
Posts: 5,681
That was prior to me coming back. I'm 756 as well.
The rumors I hear:
Select U-boat 757s (my term for UAL jets, and meant as an endearment, not derogatory) may get GPS and maybe CPDLC/ADS-B. This is so they can do oceanic trips; freeing stretch 737s to do domestic, since running an APU to Hawaii doesn't make them cheaper than the 757.
The avionics upgrades you mentioned for 767-300s. They can already do the trips, but it would make it easier and more reliable/interchangeable.
The 14 jets are mentioned in the inflight mag under "Our Fleet," and there is a picture. They already have winglets.
Would be interested in the newsletter, if you can post it.
The rumors I hear:
Select U-boat 757s (my term for UAL jets, and meant as an endearment, not derogatory) may get GPS and maybe CPDLC/ADS-B. This is so they can do oceanic trips; freeing stretch 737s to do domestic, since running an APU to Hawaii doesn't make them cheaper than the 757.
The avionics upgrades you mentioned for 767-300s. They can already do the trips, but it would make it easier and more reliable/interchangeable.
The 14 jets are mentioned in the inflight mag under "Our Fleet," and there is a picture. They already have winglets.
Would be interested in the newsletter, if you can post it.
10-08-2014, 04:34 PM
#88
Gets Weekends Off
Joined APC: Aug 2008
Position: UAL FO
Posts: 122
Saw the rumor about upgrading the 763 to 764 cockpit recently in the iah cp update dated 9/29 (still in content locker)
Does anybody know why the 76t block hr is down 8000hr for november? (According to the pairing overview on ccs)
Is this a normal seasonal adjustment? Looks like one needs to be north of about 50% in ewr76t just to hold a line!! Seems like a lot of reserves
Does anybody know why the 76t block hr is down 8000hr for november? (According to the pairing overview on ccs)
Is this a normal seasonal adjustment? Looks like one needs to be north of about 50% in ewr76t just to hold a line!! Seems like a lot of reserves
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