How many more years can be expected out of those 57s?
Are they're still being produced by Boeing and competitive?
I believe the A321 still rolls of the assembly line.

Quite right!

My first 757 flight was out of STT (using the old runway) on EA many years ago. Talk about a powerful takeoff.....

Many 757-200 flights have followed on AA, CO, DL, NW and UA.

The first time I flew on a 757 to Hawaii (UA from LAX to OGG with the seven-five replacing previous DC-10 service), I asked the Capt. as he was walking through the F cabin what ETOPS meant. His reply: "Engines Turn Or Passengers Swim".

Also a number of times on the 757-300: CO and NW (now DL, of course) which is just fine up in F.

My favorite config? The BF set-up on the CO 752 for obvious reasons.

And I still don't know why Boeing hasn't come up with a true replacement for the venerable 757.....could the 797 be out there somewhere on the distant horizon?

Nope. They quit building them some years ago, although I think they'll be around for quite some time.

Fedex has already said they will replace a whole bunch of 727s with used 757s.

Without a doubt although at CO, we don't operate the 75 to SNA that I'm aware of. I'm reasonably sure that we operate the 73-700 to SNA. It's been a few years since I've been on the 73.

Here's a little light reading regarding how we calculate reduced thrust and exactly how that's achieved...if you're interested. The assumed temperature can be easily changed to achieve maximum rated power for a given temperature.

While this is for the 73, it's a fairly simple explanation. All Boeing reduced thrust systems function similarly.

http://www.b737.org.uk/assumedtemp.htm

Interesting takeoffs from SNA. I've flown on the 73G (CO) and the 734 (AS) out of there. Right after takeoff, they throttle back the engines considerably as they head for the coastline for noise abatement considerations (if memory serves me correctly)......

Indeed. There are a couple of reasons for that. First, as you pointed out, there are significant noise considerations at SNA. Second, there's a normal thrust reduction that takes place around 1000ft (AGL at CAL). This reduction is a bit more pronounced when going from abnormally high power setting (non-reduced thrust) to normal climb power settings.

We do the same thing in the 75/76 fleet. Listen for it shortly after takeoff. It happens when the aircraft reduces from T/O to climb power.

Just don't ever get caught in the back. My third ever United flight was a 757 from BOS to LAX. I was in 34F. While it was nice having a whole row to myself, it took me I think about twenty minutes to deplane in LAX.

Now there's a beautiful plane.

does the 737-900 have the range to do JFK-SFO nonstop? Even YYZ-SFO is a problem for UA a320's
I thought the advantage of the 757 was the range?

Yes, I think so as well.

Flew on the 727-200 and/or 727-100 on AA, AS, BN, CO, DL, EA, NA, NW, PS, UA and WA.....

What a great old bird!

Well, there is a 739ER version which flies West Coast-Hawaii......

I hate to say it, but my first and latest reactions, forced to sit "way back" was a feeling that the 757 was a latter day reincarnation of the dreaded "Stretch 8", a fuselage as claustrophobic in the high number rows as a Bering Cigar Tube with wings.

They do offer some performance advantages and unless fatigue sets in at a lower cycle number than projected, will be around for a while....

CO flies 739s regularly EWR-SFO. (And it is a pretty miserable ride)

I love the 752 ever since my first ride in one way back in 1980 what ever when NW got them to replace the 727.

The PMCO are much newer than PMUA's CO's oldest about the same age as UA newest and the CO's are so much cleaner.


That's the ER version. Regular version doesn't have the range for the flight.

Well, if the A320 has problems on that route UA clearly deals with it. I took A320 from LAX-PHL hahaha.

Generally love the plane, but the legroom in 1E on the UA 752 is brutal.