Like the rest of us.

I hope we all won't be on reserve for that long.

Can someone provide a quick rundown of the JFK 76T vs EWR 756?

During the transition to a single fleet it's essentially the pre-merger UAL metal (76T) vs CAL (756).

EWR 756 is mostly transatlantic 757/767-400 out of EWR while JFK 76T does some international 767-300 out of EWR, the 757 "PS" transcon operation out of JFK, and covers some domestic at LGA.

Thanks, I remember hearing that FedEx is taking some 757s, but what are the medium-term prospects (3-5 years) for the fleet? I realize long term it is dying, but they aren't going to run a 777 to all those Europe destinations, and the 737 won't make it. Are folks just hanging out there as a transition to the 777 when seniority allows?

In no particular order:

1) a boatload of domestic 757-200s are going away in the next two-three years with only the 15 757-200 "PS" aircraft and the domestic 757-300s remaining

2) the "international" (i.e. transatlantic) 757-200s are staying for now

3) there are an additional 150 domestic 737-900ER/737-9 MAX on firm order to replace the 757s in #1

4) the 777 is too large for many markets

5) there are a total of 65 787s on firm order (see #4)

6) in theroy, everybody is hanging out somewhere until they can hold widebody CA. ;)

The 777 is too large,
the 757 can just make Europe, on a good day come back,
the 737 will never make Europe...

The guppy can't make LAX-HNL without removing 40 or 50 people as we just found out from news reports.

Do I hear an echo somewhere in your post?

No, I think, I was thinking about that one last mission, Over Macho Grande!