Pilot Patrick Smith takes airlines to task for scheduling lots of little planes instead of fewer, larger planes as they did in the past:
What’s happened is three things. First, aircraft and engine technology has advanced to the point where smaller jets with limited capacity can be profitable even on long segments. And many of these planes are operated by low-paying regional carriers, two whom the airlines have outsourced much of their domestic flying. Second, the U.S. airline industry has fragmented. There are more airlines flying between more cities. Probably the biggest factor, though, is the way airlines have come to use frequency as a selling point. In a lot of ways, frequency of flights has become the holy grail of airline marketing. Why offer three daily nonstops to LAX using 300-seat planes, when you can offer six flights using 150-seat planes? And so here we are: there are city-pairs all across America connected by a dozen, fifteen, or even twenty flights a day — all in narrow-body jets carrying fewer than 200 people.
Airlines don’t sell frequency so much as they sell the promise, or the illusion of it. Under optimum circumstances, it works for both the industry and its customers. But when the weather doesn’t cooperate, it can be a disaster. The question for the consumer is this: would you prefer ten flights a day that might arrive on time, or five flights a day that will arrive on time?
He included in his post photos of American DC-10s at LaGuardia in the 1980s, which I can scarcely remember. But I do remember that the Boeing 757 was designed to get 250 passengers to that specific airport, with its relatively short runways that end in Flushing Bay.