Boeing 717-200
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The Boeing 717 is a twin-engine, single-aisle jet airliner, developed for the 100-seat market. The airliner was designed and marketed by McDonnell Douglas as the MD-95, a third-generation derivative of the DC-9. Capable of seating of up to 117 passengers, the 717 has maximum range of 2,060 nautical miles (3,820 km). The aircraft is powered by two Rolls-Royce BR715 turbofan engines.
The first order was placed in October 1995; McDonnell Douglas and Boeing merged in 1997 prior to production, and the first planes entered service in 1999 as the Boeing 717. Production ceased in May 2006 after 156 were produced.
Douglas Aircraft developed the DC-9 to be a short-range companion to their larger four engined DC-8 in the early 1960s. The DC-9 was an all-new design, using two rear fuselage-mounted Pratt & Whitney JT8D turbofan engines, a small, highly efficient wing, and a T-tail. The DC-9 first flew in 1965 and entered airline service later that year. When production ended in 1982 a total of 976 DC-9s had been produced.
The McDonnell Douglas MD-80 series was introduced into airline service in 1980. The design was the second generation of the DC-9. It was a lengthened DC-9-50 with a higher maximum take-off weight (MTOW) and higher fuel capacity, as well as next-generation Pratt and Whitney JT8D-200 series engines. Nearly 1,200 MD-80s were delivered from 1980 to 1999.
The MD-90 was developed from the MD-80 series. It was launched in 1989 and first flew in 1993. The MD-90 was longer, and featured a glass cockpit (electronic instrumentation) and more powerful, quieter, fuel efficient V2525-D5 engines, with the option of upgrading that to a V2528 engine. Only 117 MD-90 airliners were built.
After McDonnell Douglas merged with Boeing in August 1997, most industry observers expected that Boeing would cancel development of the MD-95. However, Boeing would go forward with the design under a new name, Boeing 717. Some believed Boeing had skipped the 717 model designation when the 720, and then the 727 followed the 707. The 717 name had actually been used within the company to refer to the KC-135 Stratotanker. 717 had also been used to promote an early design of the 720 to airlines before it was modified to meet market demands. A Boeing historian notes that the air force plane had the designation "717-100" and the commercial airliner had the designation "717-200". The lack of a widespread use of the 717 name left it available to rebrand the MD-95.
At first Boeing had no more success selling the 717 than McDonnell Douglas. Even the original order for 50 was no certainty in the chaotic post-deregulation US airline market. Assembly started on the first 717 in May 1997. The aircraft had its roll out ceremony on June 10, 1998. The 717's first flight took place on September 2, 1998. Following flight testing, the airliner was awarded a type certification on September 1, 1999. Its first delivery was to AirTran Airways in September 1999 and entered
commercial service the following month.
Boeing's decision to go ahead with the 717 slowly began to pay off. Early 717 operators were delighted with the reliability and passenger appeal of the type and ordered more. The small Australian regional airline Impulse took a long-term lease on five 717s in early 2000 to begin an expansion into mainline routes. The ambitious move could not be sustained in competition with the majors, and Impulse sold out to Qantas in May 2001. This left Qantas with a more-or-less unwanted handful of 717s to spoil the efficiency of its fleet of large Boeing and small BAe 146 jets.
The 156th and final 717 rolled off the assembly line in April 2006 for AirTran Airways, who were the 717's launch customer as well as its final customer. The final two Boeing 717s were delivered to customers AirTran and Midwest Airlines on May 23, 2006. The 717 was the last commercial airplane produced at Boeing's Long Beach facility in Southern California.
The first order was placed in October 1995; McDonnell Douglas and Boeing merged in 1997 prior to production, and the first planes entered service in 1999 as the Boeing 717. Production ceased in May 2006 after 156 were produced.
Douglas Aircraft developed the DC-9 to be a short-range companion to their larger four engined DC-8 in the early 1960s. The DC-9 was an all-new design, using two rear fuselage-mounted Pratt & Whitney JT8D turbofan engines, a small, highly efficient wing, and a T-tail. The DC-9 first flew in 1965 and entered airline service later that year. When production ended in 1982 a total of 976 DC-9s had been produced.
The McDonnell Douglas MD-80 series was introduced into airline service in 1980. The design was the second generation of the DC-9. It was a lengthened DC-9-50 with a higher maximum take-off weight (MTOW) and higher fuel capacity, as well as next-generation Pratt and Whitney JT8D-200 series engines. Nearly 1,200 MD-80s were delivered from 1980 to 1999.
The MD-90 was developed from the MD-80 series. It was launched in 1989 and first flew in 1993. The MD-90 was longer, and featured a glass cockpit (electronic instrumentation) and more powerful, quieter, fuel efficient V2525-D5 engines, with the option of upgrading that to a V2528 engine. Only 117 MD-90 airliners were built.
After McDonnell Douglas merged with Boeing in August 1997, most industry observers expected that Boeing would cancel development of the MD-95. However, Boeing would go forward with the design under a new name, Boeing 717. Some believed Boeing had skipped the 717 model designation when the 720, and then the 727 followed the 707. The 717 name had actually been used within the company to refer to the KC-135 Stratotanker. 717 had also been used to promote an early design of the 720 to airlines before it was modified to meet market demands. A Boeing historian notes that the air force plane had the designation "717-100" and the commercial airliner had the designation "717-200". The lack of a widespread use of the 717 name left it available to rebrand the MD-95.
At first Boeing had no more success selling the 717 than McDonnell Douglas. Even the original order for 50 was no certainty in the chaotic post-deregulation US airline market. Assembly started on the first 717 in May 1997. The aircraft had its roll out ceremony on June 10, 1998. The 717's first flight took place on September 2, 1998. Following flight testing, the airliner was awarded a type certification on September 1, 1999. Its first delivery was to AirTran Airways in September 1999 and entered
commercial service the following month.
Boeing's decision to go ahead with the 717 slowly began to pay off. Early 717 operators were delighted with the reliability and passenger appeal of the type and ordered more. The small Australian regional airline Impulse took a long-term lease on five 717s in early 2000 to begin an expansion into mainline routes. The ambitious move could not be sustained in competition with the majors, and Impulse sold out to Qantas in May 2001. This left Qantas with a more-or-less unwanted handful of 717s to spoil the efficiency of its fleet of large Boeing and small BAe 146 jets.
The 156th and final 717 rolled off the assembly line in April 2006 for AirTran Airways, who were the 717's launch customer as well as its final customer. The final two Boeing 717s were delivered to customers AirTran and Midwest Airlines on May 23, 2006. The 717 was the last commercial airplane produced at Boeing's Long Beach facility in Southern California.