Too bad the pay doesn't reflect that. The failed SLI grab pay banding which didn't work.

Now we have to live with the cruddy guppy payrates.

At least the 757s are being parked, so we don't have to worry about flying them at guppy payrates.

The passenger count on the aircraft is not the only consideration. Range is equally important and in that regard the 737 falls woefully short. Try taking a 737 from Denver to Anchorage in the summer on a 90 degree day and fill up the back. The 737 leaves 20 people behind because it just doesn't have the carrying capacity. Planes are designed with particular missions in mind. It may be true that the world had too many 757s, but the 737 is NOT and NEVER will be a replacement for a 757. And, we haven't even touched stopping performance either.

For that matter how do you define larger? It certainly isn't measured on MTOG which in airplane terms is all that matters.

Or even a 727...

I didn't say anything about the 737 replacing the 757. I only referenced the seating. What I said was our 737's are a far cry from the 73's that UAL put in the desert.

I was pass traveling and one of our 737s couldn't make a trip 3/4 across the country without removing 15 passengers because it was too heavy.

9 years on the Airbus doing mostly transcons and I've never had seats blocked off or passengers removed.

That's funny...I have never had that happen to me on the guppy(6 yrs now)...BUT one of my buddies( Ual pilot) ..said that his wife(JetBlue f/a)...said they are constantly making fuel stops from the east coast to the west coast...don't fly fifi, so it's just what I heard. Yes, the 737 is not a 757... But just like the sli award, it is what it is...don't like it..file a law suit.

Jetblue made the news a few years ago when they started having a relatively high number of fuel stops. That period in question featured a consistent pattern of stronger than normal headwinds which in reality gave all transcon A320 / 737 operators problems. As LAX said, after many years on the Bus I find it to be very capable in the East to West transcon market. How is the 737-900 series in this arena? What is a typical initial cruise altitude when it is all maxed out?

The only way this could have happened is on the first -900 (non ERs) which we have very few. The -800 and -900ERs would never have a problem. I used to fly the -800 from EWR to Guayaquil Ecuador which is 520 miles longer than EWR - LAX.

Nor is any other plane. The 757 is dead because the market doesn't want it and nobody's in a hurry to fill the void. These my plane is better than your plane arguments are moronic.

Amen. IMHO, the 757 is THE most capable aircraft ever built. I was on it for seven years and it was an impressive machine whether it was a transcon, Europe, Quito/Bogota, or the Caribbean.