757/767

amorris311

amorris311

Well-Known Member
this might be a dumb question but i thought that if you were cleared to fly the 757 you could fly the 767 as well with little or no extra training. when i read occasionally questions to doug about when are you moving up to the er dont you have to go to the 757 first? is it company policy to only have 757 pilots and 767er pilots? i know this is a random question but it would help fill a void. thank you for all of your responses.
 
as far as the FAA is concerned, they are the same type rating. Staffing for the airplanes is entirely up to the companys discretion. i dont know about anyone else, but i know the staffing for the 75 and 76 are combined at continental.
 
I actually learned this from a mainline jumpseater (a cool one, of which there are more and more latel...) It's the same bird as far as types go, but you have to go through differences training for a couple of variants.
 
At UPS, we fly both. The airlines, and Boeing, got a combined type rating past the FAA years ago. I don't really like the idea as I'd rather know one airplane well that two airplanes not quite as well. I mean, I only have so many brain cells left. At the same time, it is fun to be able to fly both, I just think the airlines that seperate the two are making it easier for their pilots to REALLY know the plane they are flying.
 
They are a common type rating but probably shouldn't be in my opinion. The systems are fairly divergent between each airplane and they don't fly similarly at all.

Loved both airplanes, however.
 
Wasn't it said that the main reason they combined the type was because the flight decks came out of the factory identical? And whats the difference in MTOW? Just curious, not saying that I think MTOW has any thing to do with it, just curious is all
 
At Doug's (and my) company, 757 and 767 is a common catagory for domestic operations, this includes 757-200, 767-200 (gone now), 767-300 and 767-300ER aircraft on domestic (including Carribean, Canada and Mexico) operations. 767-400 and 767-300ER overwater are two additional separate catagories which conduct overwater international (Pacific and Atlantic) trips. Those international catagories go more senior in bidding than the domestic catagory.
 
CapnJim said:
I actually learned this from a mainline jumpseater (a cool one, of which there are more and more latel...) It's the same bird as far as types go, but you have to go through differences training for a couple of variants.
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:yeahthat: Talked to a 757 Delta FO on a flight for a while and we talked about this subject. The rating may be the same, but they will still give you training in each plane...yadda...yadda....what he said above.
 
MD/B767 are you primarily trained on the 757, but then do 767 differences? Or is that just for the -400 program?
 
MTOW for the 767 is around 450,000#. The 757 is around 225,000#. I did all of my sim training in a 757 and then had one ride in a 767ER before the checkride.

I found the power and trim settings to be quite a bit different between the two types. Especially on the level off/acceleration segment after a V1 cut. The 767 has so much power that if you aren't quick on the trim during level off the airplane will no kidding flip over on it's back. After you level off at 1000'...you suspend all action until the trim and power are adjusted. Now, you do this in all airplanes...but I found it so critical in the 767, that when I was flying, I'd ask the captain to hold all checklists until I had it trimmed. Other airplanes I could respond to the checklist while trimming.
 
During initial 75/76 training, the academics were centered around the 757 with 767 differecnces taught at the same time. Once in the sims, we bounced back and forth between types, you could concievably spend all your sim time in one of the 767s and then check in a 757. From what I understand, if you are going direct to the -400 you first complete the 757/767 school and then take a -400 differences course afterwards.
 
I was told by an airline guy that B767-400 pilots may possibly go through differences training to fly the B777 due to cockpit commonality. Could this still be the case in the future?
 
"they combined the type was because the flight decks came out of the factory identical?"

They aren't identical. Some things are identical but, as an overall package, I'd use the word similar.
 
robot_chicken said:
I was told by an airline guy that B767-400 pilots may possibly go through differences training to fly the B777 due to cockpit commonality. Could this still be the case in the future?
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This was rumored to be on the fast track at one time, but the current feeling of the FAA is to shy away from this marriage.
 
MDPilot said:
At Doug's (and my) company, 757 and 767 is a common catagory for domestic operations, this includes 757-200, 767-200 (gone now), 767-300 and 767-300ER aircraft on domestic (including Carribean, Canada and Mexico) operations. 767-400 and 767-300ER overwater are two additional separate catagories which conduct overwater international (Pacific and Atlantic) trips. Those international catagories go more senior in bidding than the domestic catagory.
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as to the first part of your reply i remember when your airline used to fly the 767 with the elite seats on the lax-jfk route, now i get a 737, how times have changed! thank you for clarifying and clearing things up it makes much more sense to me now.
 
another question to add on to the post is how desirable are the long haul routes? are the trips as long or are they out and back type trips? thanks for all the replies.
 
I have a friend who flew both the 757/767 and he said the only difference he noted was the step up into the 767 cockpit, rather then the step down to the 757. He also said some of their 767 had an extra panel to dump fuel. Maybe it was because he had flown them for 10+ years it was just another day at the office.
 
B767Driver said:
MTOW for the 767 is around 450,000#. The 757 is around 225,000#. I did all of my sim training in a 757 and then had one ride in a 767ER before the checkride.

I found the power and trim settings to be quite a bit different between the two types. Especially on the level off/acceleration segment after a V1 cut. The 767 has so much power that if you aren't quick on the trim during level off the airplane will no kidding flip over on it's back. After you level off at 1000'...you suspend all action until the trim and power are adjusted. Now, you do this in all airplanes...but I found it so critical in the 767, that when I was flying, I'd ask the captain to hold all checklists until I had it trimmed. Other airplanes I could respond to the checklist while trimming.
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I have heard that the 757 was way over powered but never heard that the 767 is overpowered. The 757 powerpplants depending on type are rated between 42-45,000 lbs. What are the GE & P&W engines rated at on the 767?
 
"Overpowered"? No such animal!

Maybe "De-rated?"

The -1900 had derated engines, but if you overtorqued them while you're single-engine, you're pretty much going to die.

I did the old 'recip' thing in the 1900 sim once and jammed the power to the firewall... I had a nice inverted view of the hangar right before the "CLAP!" and the screen went red.
 
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