757/767 differences courses at BA
 

Could someone please give me some idea of the length of the difference course to from 757 to 767 back in the day i am hoping to refute what seems like an idiotic assertion of three months elsewhere. Thanks

Mine (not BA) took about three months, but that was because we didn't have an in house system for this so went on detachment to Thomson. That meant all of their SEP, CRM, recurrent stuff before the technical bits which was something like 3 days tech, 3 sims inc a PC and then line trg, so 4 short (European) sectors then 4 NAT sectors to cover ETOPS/NAT/MNPS (now HLA). Once we brought it in house it was much shorter and limited by the availability of training sectors.

hth

Back in what day Bean ? Anyway, yes, three months is idiotic & claim your free drink.

In 1992, after the AE demise and a short unhappy spell fillingin, I went from 75-76 with my new employer, AE Italy. They paid for a course with Brit at Luton. It was one day in the classroom. One day sim brief. Two days in the sim. But, Britguys were rather superb. Licencing complete & got my 75/76 endorsement within days (UK CAA lic). Italian licence was a just an endorsement to the Uk licence.

Days, not months.

Maybe if you include whatever line trg your company wants before release to the line? Certainly the bit to get it on the licence can be very quick.

Hello Bean

I went through this exact process in BA during the summer of 1998. Dates are from my log book so you can quote this back to de-bunk their nonsense.

Last MAN 737 flight on 2nd May '98 and first line training LHR 757 sector on 19th June '98 thus the whole of the conversion - groundschool/fixed base, exam and 12 sim sessions took 48 days or a month and a half.

The fleet rule was 6 months on line only rated on 757 so my differences course was a few days over the second week of November '98 with a single sim session on 15th Nov and a check flight to Rome the next day.
So the conversion 75 to 76 was 8 days tops!

As an aside, the next time I touched a 76 was exactly a month later which did have me looking at my notes :eek:

Thanks ETOPS had a feelin you would reply

48 days for a full type and 8 days for the diff... and someone out there is yelling "three months" like it's gospel.

Glad I was known as Gordoni and had mafia connections. Days later, my Italian Training Capt told me the only diff you will notice is that on one, you fall in to the FD. On the other, you always trip up and smack into the centre pedestal. Ciao Graci Pepi.

1990 5 days GS, SEP & 2x FFS - 4 SH line sectors with TC.

bean; bet you wish you hadn't started this ! What is developing is the commercial grab of a simple situation. I mean, dear Lord, 5 days of GS ? (!!!!) Good grief, question asked was "Differences" course. 5 days in the classroom showing that it is bigger, heavier, burns more petrol but has bigger tanks. Ans someone goes on about SEP (!) More pax, more cabin crew. End of. Oh and we better throw in CRM too eh ?

I submit ; some here are confusing TYPE CONVERSION with DIFFERENCES..

Maybe Britannia at Luton siezed on a way to make more dosh (commercial grab referred to) and turned the two-day course into three months. Well, they called themselves Thomson too for some reason.

After one line sector, My Italian TC smiled and said " Ciao, you are good to go".

Mid-nineties UK but not BA: a couple days groundschool for differences and SEP, one sim session, three normal landings in an empty (so rather sporty) 767 then straight into non-ETOPS revenue flying with no line training or check. I assume that was legal?!

Remind me, which was step up and which was step down?

BAL at Luton was not a 3-month differences course. My recollection is a couple of days ground school, one sim shared between 2 students, and I think 4 line sectors including the line check. So, a total of around 4-5 working days.

That was when 757 & 767 were separate type ratings. Later, when they became a common type rating, it was perhaps an even shorter course.

757 step down, 767 step up. I only ever jump seated with DHL.

Unless my memory is faulty, the 757 and 767 had common type ratings when the 757 entered service (~1 year after the 767) - at least with the FAA. Perhaps your authority was a little late to the party...

There were also significant engine differences to be noted on the Britannia Airways aircraft - RB211 on the 75 (3-spool, thrust as EPR) and CF6 on the 76 (2-spool, thrust as N1).

tdracer: yes, the UK CAA always has its own ideas, and often does not follow the FAA. Common type rating in the UK was only granted in about the mid 90s.

I enjoyed the variety of the dual 75/76 operation but always treated them as completely different machines. Size, handling and system differences were all neatly packaged in my head but I still took a moment to check which one I was about to fly…

I think BA may have been the first operator of a joint 757/767 fleet Ken. BA first 767s delivered 1990. I think Britannia were the only other UK 767 operattor at the time, First 767 1984, first 757 1990. that probably explains the delay in implementaion of a common rating. I met a nightstopping BA 757 crew in Jersey in 91/92 and they told me they were common rated

Bean , I was similar to ETOPS in '93 .
Last ATP flt Feb 7th . '75 ground school , '75 sim 26/2-15/3 log says 23 hrs P1 , 25hrs P2 .
I'd been Trids , 732s , 733s before ATP . No zero flt time conversion for me . Because coming off T/props had to do a base detail Shannon 20/3 .. 2 t/gs , 1 full stop , 1 engout full stop .
Route chk. '75 1/4 .
'76 , I guess 1 days G/S , a 4hr sim on 6/5 .
A '76 2 sector training/rte chk. 7/5 . Turned into 3 sectors as we diverted on 1st leg .
Like ETOPS next '76 line trip 25/5 . A Moscow , so plenty of time to review the books .
Slightly disagree with ETOPS , in that rosters wanted you dual rated asap ... thus only 1 month consol. on '75s.
Mid East routes unrestricted , 'tho about 6 mths experience needed B4 ETOPS training [ an ex cadet might have needed more due Capt incapacitated , P2 now P1 Atlantic rules ]
1 ETOPS training trip needed , mine 8-10 / 9 . LHR-IAD [ Washington ] . Weirdly the Northern route so VHF all the way , no NAT tracks / HF .
Strangely , it wasn't 'til Jan '94 that I did a NAT track , and both the skipper 'n I were Nat Track virgins . Talk about the blind leading the blind .

How this helps .

rgds condor .

rgds condor .

Thanks Condor

Thanks Condor