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Boeing 717

January 01, 1970

This article is about the airliner derived from the McDonnell Douglas DC-9. For the 1950s military transport, see Boeing Model 717. For the earlier jetliner temporarily coded as the Boeing 717, see Boeing 720.

The Boeing 717 is an American five-abreast narrow-body airliner produced by Boeing Commercial Airplanes. The twin-engine airliner was developed for the 100-seat market and originally marketed by McDonnell Douglas in the early 1990s as the MD-95 until the company merged with Boeing in August 1997. It was a shortened derivative of McDonnell Douglas’ successful airliner, the MD-80, and part of the company’s broader DC-9 family. Capable of seating up to 134 passengers, the 717 has a design range of 2,060 nautical miles [nmi] (3,820 km; 2,370 mi). It is powered by two Rolls-Royce BR715 turbofan engines mounted at the rear of the fuselage.

Boeing 717
A Boeing 717 of Delta Air Lines, its largest operator.
Role Narrow-body jet airliner
National origin United States
Manufacturer McDonnell Douglas
Boeing Commercial Airplanes
First flight September 2, 1998[1][2]
Introduction October 12, 1999, with AirTran Airways[2]
Status In service
Primary users Delta Air Lines
Hawaiian Airlines
QantasLink
AirTran Airways (historical)
Produced 1998–2006[2]
Number built 156[3]
Developed from McDonnell Douglas MD-80

The first order for the airliner was placed with McDonnell Douglas in October 1995 by ValuJet Airlines (later AirTran Airways). With the 1997 merger taking place prior to production, the airliner entered service in 1999 as the Boeing 717. Production of the type ceased in May 2006 after 155 were delivered. As of June 2023, 103 Boeing 717 airliners remain in service and have recorded zero fatalities and no hull losses.

Development edit

Background edit

Douglas Aircraft launched the DC-9, a short-range companion to its larger four-engine DC-8, in 1963.[4] The DC-9 was an all-new design, using two rear fuselage-mounted Pratt & Whitney JT8D turbofan engines; a small, efficient wing; and a T-tail.[5] The DC-9's maiden flight was in 1965 and entered airline service later that year.[6] When production ended in 1982, a total of 976 DC-9s had been produced.[5]

The McDonnell Douglas MD-80 series, the second generation of the DC-9, began airline service in 1980. 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 and an improved wing design.[7] 1,191 MD-80s were delivered from 1980 to 1999.[8]

The MD-90 was developed from the MD-80 series.[9] It was launched in 1989 and first flew in 1993.[10] The MD-90 was longer and featured a glass cockpit (electronic instrumentation) and more powerful, quieter, fuel-efficient IAE V2525-D5 engines, with the option of upgrading to an IAE V2528 engine.[11] A total of 116 MD-90 airliners were delivered.[8]

MD-95 edit

The MD-95 traces its history back to 1983 when McDonnell Douglas outlined a study named the DC-9-90. During the early 1980s, as production of the DC-9 family moved away from the smaller Series 30 towards the larger Super 80 (later redesignated MD-80) variants, McDonnell Douglas proposed a smaller version of the DC-9 to fill the gap left by the DC-9-30. Dubbed the DC-9-90, it was revealed in February 1983 and was to be some 25 ft 4 in (7.72 m) shorter than the DC-9-81, giving it an overall length of 122 ft 6 in (37.34 m). The aircraft was proposed with a 17,000 lbf (76 kN) thrust version of the JT8D-200 series engine, although the CFM International CFM56-3 was also considered. Seating up to 117 passengers, the DC-9-90 was to be equipped with the DC-9's wing with 2 ft (0.61 m) tip extensions, rather than the more heavily modified increased area of the MD-80. The aircraft had a design range of 1,430 nmi (2,648 km; 1,646 mi), with an option to increase to 2,060 nmi (3,815 km; 2,371 mi), and a gross weight of 112,000 lb (51,000 kg).[12]

The DC-9-90 was designed to meet the needs of the newly deregulated American airline industry. However, its development was postponed by the recession of the early 1980s. When McDonnell Douglas did develop a smaller version of the MD-80, it simply shrunk the aircraft to create the MD-87, rather than offer a lower thrust, lighter aircraft that was more comparable to the DC-9-30. With its relatively high MTOW and powerful engines, the MD-87 essentially became a special mission aircraft and could not compete with the all new 100-seaters then being developed. Although an excellent aircraft for specialized roles, the MD-87 often was not sold on its own. Relying on its commonality factor, sales were generally limited to existing MD-80 operators.[13]

In 1991, McDonnell Douglas revealed that it was again considering developing a specialized 100-seat version of the MD-80, initially named the MD-87-105 (105 seats). It was to be some 8 ft (2.4 m) shorter than the MD-87, powered with engines in the 16,000–17,000 lbf (71–76 kN) thrust class.[13] McDonnell Douglas, Pratt & Whitney, and the China National Aero-Technology Import Export Agency signed a memorandum of understanding to develop a 105-seat version of the MD-80. At the 1991 Paris Airshow, McDonnell Douglas announced the development of a 105-seat aircraft, designated MD-95.[13] The new name was selected to reflect the anticipated year deliveries would begin.[14] McDonnell Douglas first offered the MD-95 for sale in 1994.[14][15]

In early 1994, the MD-95 re-emerged as similar to the DC-9-30, its specified weight, dimensions, and fuel capacity being almost identical. Major changes included a fuselage "shrink" back to 119 ft 4 in (36.37 m) length (same as the DC-9-30), and the reversion to the original DC-9 wingspan of 93 ft 5 in (28.47 m). At this time, McDonnell Douglas said that it expected the MD-95 to become a family of aircraft with the capability of increased range and seating capacity.[13] The MD-95 was developed to satisfy the market need to replace early DC-9s, then approaching 30 years old. The MD-95 was a complete overhaul, going back to the original DC-9-30 design and applying new engines, cockpit and other more modern systems.[14]

In March 1995, longtime McDonnell Douglas customer Scandinavian Airlines System (SAS) chose the Boeing 737-600 for its 100-seater over the MD-95.[14] In October 1995, U.S. new entrant and low-cost carrier ValuJet signed an order for 50 MD-95s, plus 50 options.[14] McDonnell Douglas president Harry Stonecipher felt that launching MD-95 production on the basis of this single order held little risk, stating that further orders would "take a while longer".[16] The ValuJet order was the only order received for some two years.[15]

Engines edit

As first proposed, the MD-95 was to be powered by a 16,500 lbf (73 kN) thrust derivative of the JT8D-200 series with the Rolls-Royce Tay 670 also considered as an alternative. This was confirmed in January 1992, when Rolls-Royce and McDonnell Douglas signed a memorandum of understanding concerning the Tay-powered MD-95. McDonnell Douglas said that the MD-95 project would cost only a minimal amount to develop, as it was a direct offshoot of the IAE-powered MD-90.[13]

During 1993, McDonnell Douglas seemed to be favoring a life extension program of the DC-9-30, under the program name DC-9X, to continue its presence in the 100-120 seat market, rather than concentrating on the new build MD-95. In its evaluation of the engine upgrades available for the DC-9X, McDonnell Douglas found the BMW Rolls-Royce BR700 engine to be the ideal candidate, and on February 23, 1994, the BR700 was selected as the sole powerplant for the airliner.[13]

Production site edit

 
The Boeing 717 was assembled at the company's facility in Long Beach, California.

McDonnell Douglas was planning for MD-95 final assembly to be undertaken in China, as an offshoot of the Trunkliner program, for which McDonnell Douglas had been negotiating to have up to 150 MD-90s built in China. The MD-90 Trunkliner deal was finalized in June 1992, but the contract was for a total of 40 aircraft, including 20 MD-80Ts and 20 -90Ts. The MD-80 has been license built in Shanghai since the 1980s. However, in early 1993, MDC said that it was considering sites outside China, and was later seeking alternative locations for the assembly line. In 1994, McDonnell Douglas sought global partners to share development costs. It also began a search for a low-cost final assembly site. Halla Group in South Korea was selected to make the wings; Alenia of Italy the entire fuselage; Aerospace Industrial Development Corp. of Taiwan, the tail; ShinMaywa of Japan, the horizontal stabilizer; and a manufacturing division of Korean Air Lines, the nose and cockpit.[13]

On November 8, 1994, McDonnell Douglas announced that final assembly would be taken away from the longtime Douglas plant at Long Beach Airport, California. Instead, it selected a modifications and maintenance operation, Dalfort Aviation in Dallas, Texas, to assemble the MD-95. In early 1995, management and unions in Long Beach reached an agreement to hold down wage costs for the life of the MD-95 program and McDonnell Douglas canceled the preliminary agreement with Dalfort.[17]

Rebranding and marketing edit

 
The first and last 717s were delivered to AirTran Airways.
 
Hawaiian Airlines operates a short-range inter-island network with the 717.
 
QantasLink is the last remaining 717 operator outside of the United States.

After McDonnell Douglas was acquired by Boeing in August 1997,[18][19] most industry observers expected that Boeing would cancel development of the MD-95. However, Boeing decided to go forward with the design under a new name, Boeing 717.[20] While it appeared that Boeing had skipped the 717 model designation when the 720 and the 727 followed the 707, the 717 name was the company's model number for the C-135 Stratolifter military transport and KC-135 Stratotanker tanker aircraft. 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 tanker was designated "717-100" and the commercial airliner designated "717-200".[21] The lack of a widespread use of the 717 name left it available for rebranding 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 United States airline market. Assembly started on the first 717 in May 1997.[22] 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 in September 1999 to AirTran Airways, which Valujet was now called. Commercial service began the following month.[1][2][23] Trans World Airlines (TWA) ordered 50 717s in 1998 with an option for 50 additional aircraft.[24]

Boeing's decision to go ahead with the 717 slowly began to pay off. Early 717 operators were delighted[citation needed] with the reliability and passenger appeal of the type and decided to order more. The small Australian regional airline Impulse took a long-term lease on five 717s in early 2000[25] to begin an expansion into mainline routes.[26] The ambitious move could not be sustained in competition with the majors, and Impulse sold out to Qantas in May 2001.[27]

Within a few months, the 717's abilities became clear to Qantas, being faster than the BAe 146, and achieving a higher dispatch reliability, over 99%, than competing aircraft.[citation needed] Maintenance costs are low: according to AirTran Airways, a C check inspection, for example, takes three days and is required once every 4,500 flying hours.[citation needed] (For comparison, its predecessor, the DC-9 needed 21 days for a C check.) The new Rolls-Royce BR715 engine design is relatively easy to maintain. Many 717 operators, such as Qantas, became converts to the plane; Qantas bought more 717s to replace its BAe 146 fleet,[28] and other orders came from Hawaiian Airlines and Midwest Airlines.[29]

Boeing actively marketed the 717 to a number of large airlines, including Northwest Airlines, who already operated a large fleet of DC-9 aircraft, and Lufthansa. Boeing also studied a stretched, higher-capacity version of the 717, to have been called 717-300, but decided against proceeding with the new model, fearing that it would encroach on the company's 737-700 model. Production of the original 717 continued. Boeing continued to believe that the 100-passenger market would be lucrative enough to support both the 717 and the 737-600, the smallest of the Next-Generation 737 series. While the aircraft were similar in overall size, the 737-600 was better suited to long-distance routes, while the lighter 717 was more efficient on shorter, regional routes.[30][31]

Assembly line and end of production edit

In 2001, Boeing began implementing a moving assembly line for production of the 717 and 737.[32] The moving line greatly reduced production time, which led to lower production costs.[20][33] Following the slump in airline traffic caused by an economic downturn subsequent to the terrorist attacks on September 11, 2001, Boeing announced a review of the type's future. After much deliberation, it was decided to continue with production. Despite the lack of orders, Boeing had confidence in the 717's fundamental suitability to the 100-seat market, and in the long-term size of that market.[34] After 19 worldwide 717 sales in 2000, and just 6 in 2001, Boeing took 32 orders for the 717 in 2002, despite the severe industry downturn.[8] The 100th 717 was delivered to AirTran Airways on June 18, 2002.[35][36][37]

Increased competition from regional jets manufactured by Bombardier and Embraer took a heavy toll on sales during the airline slump after 2001. American Airlines acquired TWA and initially planned to continue the 717 order. American Airlines canceled TWA's order for Airbus A318s, but eventually also canceled the Boeing 717s that had not yet been delivered.[38] The beginning of the end came in December 2003 when Boeing failed to reach a US$2.7 billion contract from Air Canada, a long term DC-9 customer, who chose the Embraer E-Jets and Bombardier CRJ200 over the 717.[39] On January 14, 2005, citing slow sales, Boeing announced that it planned to end production of the 717 after it had met all of its outstanding orders.[40]

The 156th and final 717 rolled off the assembly line in April 2006 for AirTran Airways, which was the 717's launch customer as well as its final customer. The final two Boeing 717s were delivered to customers Midwest Airlines and AirTran Airways on May 23, 2006.[2][3] The 717 was the last commercial airplane produced at Boeing's Long Beach facility in Southern California.[3]

Program timeline edit

  • Announced: June 16, 1991, at the Paris Air Show as MD-95 program by McDonnell Douglas[41]
  • Approval to offer: July 22, 1994, McDonnell Douglas received board approval to offer the aircraft.[13][42]
  • First order: October 10, 1995, from ValuJet (later to become AirTran Airways) for 50 firm and 50 options for MD-95s[2][42]
  • Roll out: June 10, 1998, at Long Beach, California[2][43]
  • First flight: September 2, 1998[1][2]
  • Certification: FAA: September 1, 1999;[44] EASA (JAA): September 16, 1999[45]
  • Entry into service: October 12, 1999, with AirTran Airways on Atlanta-Washington, D.C. (Dulles) route[2][23]
  • Last delivery: May 23, 2006, to AirTran Airways.[2][46]

Design edit

 
Two-crew cockpit with six displays
 
The 717 retains the five-abreast seating from the DC-9, seen here inside a Hawaiian Airlines aircraft.

The 717 features a two-crew glass cockpit that incorporates six interchangeable liquid-crystal-display units and advanced Honeywell VIA 2000 computers. The cockpit design is called Advanced Common Flightdeck (ACF) and is shared with the MD-10 and MD-11. Flight deck features include an Electronic Instrument System, a dual Flight Management System, a Central Fault Display System, and Global Positioning System. Category IIIb automatic landing capability for bad-weather operations and Future Air Navigation Systems are available. The 717 shares the same type rating as the DC-9, such that the FAA approved transition courses for DC-9 and analog MD-80 pilots could be completed in 11 days.[47]

In conjunction with Parker Hannifin, MPC Products of Skokie, Illinois designed a fly-by-wire technology mechanical control suite for the 717 flight deck. The modules replaced much cumbersome rigging that had occurred in previous DC-9/MD-80 aircraft. The Rolls-Royce BR715 engines are completely controlled by an electronic engine system (Full Authority Digital Engine Control — FADEC) developed by BAE Systems, offering improved controllability and optimization.[47] The engine claimed significantly lower fuel consumption compared to others then available with the equivalent amount of thrust.[48]

Like its DC-9/MD-80/MD-90 predecessors, the 717 has a 2+3 seating arrangement in the main economy class, providing only one middle seat per row, whereas other single-aisle twin jets, such as the Boeing 737 family and the Airbus A320 family, often have 3+3 arrangement with two middle seats per row.[49][50] Unlike its predecessors, McDonnell Douglas decided not to offer the MD-95/717 with the boarding flexibility of aft airstairs, with the goal of maximizing fuel efficiency through the reduction and simplification of as much auxiliary equipment as possible.[51]

Variants edit

717-200
Production variant powered by either two Rolls-Royce BR715A1-30 or BR715C1-30 engines with 134 passenger seat, 155 built.
717 Business Express
Proposed corporate version of 717-200, unveiled at the EBACE Convention in Geneva, Switzerland in May 2003. Configurable for 40 to 80 passengers in first and/or business class interior (typically, 60 passengers with seat pitch of 52 in (130 cm). Maximum range in HGW configuration with auxiliary fuel and 60 passengers was 3,140 nmi (5,820 km; 3,610 mi). The version complements BBJ family.[52]
717-100 (-100X)
Proposed 86-seat version, formerly MD-95-20; four frames (6 ft 3 in (1.91 m)) shorter. Renamed 717-100X; wind tunnel tests began in early 2000; revised mid-2000 to eight-frame (12 ft 8 in (3.86 m)) shrink. Launch decision was deferred in December 2000 and again thereafter to an undisclosed date. Shelved by mid-2003.[30]
717-100X Lite
Proposed 75-seat version, powered by Rolls-Royce Deutschland BR710 turbofans; later abandoned.[30]
717-300X
Proposed stretched version, formerly MD-95-50; studies suggest typical two-class seating for 130 passengers, with overall length increased to 138 ft 4 in (42.16 m) by addition of nine frames (five forward and four aft of wing); higher MTOW and space-limited payloads weights; additional service door aft of wing; and 21,000 lb (9,500 kg) BR715C1-30 engines. AirTran expressed interest in converting some -200 options to this model. Was under consideration late 2003 by Star Alliance Group (Air Canada, Austrian Airlines, Lufthansa and SAS); interest was reported from Delta, Iberia and Northwest Airlines.[30][31]

Operators edit

 
Volotea was the last European operator of the 717.
Main article: List of Boeing 717 operators

As of April 2024, there were 98[53] Boeing 717s in service with Delta Air Lines (71), QantasLink (9), and Hawaiian Airlines (18), down from 148 aircraft as of 2018.[54]

Delta Air Lines is currently the largest operator of the 717, flying nearly 60 percent of all in-service jets, but did not purchase any of the planes new from Boeing. In 2013, Delta began leasing the entire fleet of 88 jets previously operated by AirTran Airways from Southwest Airlines, who had purchased AirTran, but wanted to preserve its all-Boeing 737 fleet rather than taking on another class of aircraft.[55] For Delta, used Boeing 717 and MD-90s allowed them to retire their DC-9s while also being cheaper to acquire than buying brand-new jets from Airbus or Boeing. Unlike other mainline US legacy carriers, Delta has decided that its best path to profitability is a strategy that utilizes older aircraft, and Delta has created a very extensive MRO (maintenance, repair and overhaul) organization, called TechOps, to support them.[56]

In 2015, Blue1 announced it would sell its 717 fleet, with five jets going to Delta and four going to the then third largest operator of the type, Volotea, a Spanish low-cost carrier.[57] In January 2021, Volotea then retired their last of formerly 19 Boeing 717s. It was the last remaining European operator of the type.[58]

Orders and deliveries edit

 
Orders and deliveries[59][60]
Total 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995
Orders 155 – – 8 8 32 3 21 – 41 – – 42
Deliveries 155 5 13 12 12 20 49 32 12 – – – –

Accidents and incidents edit

As of June 2023, the Boeing 717 has been involved in six aviation accidents and incidents but with no hull-losses and no fatalities.[61][62] The major incidents included one on-ground collision while taxiing, an emergency landing where the nose landing gear did not extend, and one attempted hijacking.[61][62]

Specifications edit

 
Comparison of Douglas DC-9, Boeing 717, McDonnell Douglas MD-90 and McDonnell Douglas MD-80 series aircraft
Boeing 717-200 characteristics[51]
Variant Basic High Gross Weight
Cockpit crew[63]: 66  Two
2-class seating 106 (8J+98Y @ 36–32 in, 91–81 cm)
1-class seating 117Y @ 32 in (81 cm)
Exit limit[63]: 81  134
Cargo 935 cu ft (26.5 m3) 730 cu ft (21 m3)
Length 124 ft (38 m)
Wingspan 93 ft 4 in (28.45 m)
Height 29 ft 8 in (9.04 m)
Width Exterior Fuselage: 131.6 in (3.34 m)
Interior Cabin: 123.8 in (3.14 m)
Max. takeoff weight 110,000 lb (50,000 kg) 121,000 lb (55,000 kg)
Empty weight 67,500 lb (30,600 kg) 68,500 lb (31,100 kg)
Max. payload[63]: 66  26,500 lb (12,021 kg) 32,000 lb (14,515 kg)
Fuel weight 24,609 lb (11,162 kg) 29,500 lb (13,400 kg)
Fuel capacity 3,673 US gal (13,900 L) 4,403 US gal (16,670 L)[a]
Turbofans (2×)[63]: 65  Rolls-Royce BR715-A1-30 Rolls-Royce BR715-C1-30
Thrust (2×)[63]: 65  18,920 lbf (84.2 kN) 21,430 lbf (95.3 kN)
Ceiling[63]: 67  37,000 ft (11,000 m)
Cruise speed[12] Mach 0.77 (822 km/h; 444 kn; 511 mph) at 34,200 ft (10,400 m)
Range[12] 1,430 nmi (2,648 km; 1,646 mi) 2,060 nmi (3,815 km; 2,371 mi)

See also edit

Related development

Aircraft of comparable role, configuration, and era

Related lists

Notes edit

  1. ^ Including forward and aft auxiliary fuel tanks

References edit

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Further reading edit

 
Wikimedia Commons has media related to:
Boeing 717 (category)
  • Norris, Guy (December 6–12, 1995). "T-tail, take three: McDonnell Douglas has finally launched its MD-95 into the hotly contested 100-seat market". Air Transport. Flight International. Vol. 148, no. 4501. Long Beach, California, USA. pp. 46–47. ISSN 0015-3710.
  • "717 Passenger Airplane" (PDF). Boeing. 2005.
  • "717/MD-95 commercial transport : Historical Snapshot". Boeing.
  • "Boeing 717 Production List". Plane spotters.net.

January 01, 1970
boeing, this, article, about, airliner, derived, from, mcdonnell, douglas, 1950s, military, transport, boeing, model, earlier, jetliner, temporarily, coded, boeing, american, five, abreast, narrow, body, airliner, produced, boeing, commercial, airplanes, twin,. This article is about the airliner derived from the McDonnell Douglas DC 9 For the 1950s military transport see Boeing Model 717 For the earlier jetliner temporarily coded as the Boeing 717 see Boeing 720 The Boeing 717 is an American five abreast narrow body airliner produced by Boeing Commercial Airplanes The twin engine airliner was developed for the 100 seat market and originally marketed by McDonnell Douglas in the early 1990s as the MD 95 until the company merged with Boeing in August 1997 It was a shortened derivative of McDonnell Douglas successful airliner the MD 80 and part of the company s broader DC 9 family Capable of seating up to 134 passengers the 717 has a design range of 2 060 nautical miles nmi 3 820 km 2 370 mi It is powered by two Rolls Royce BR715 turbofan engines mounted at the rear of the fuselage Boeing 717 A Boeing 717 of Delta Air Lines its largest operator Role Narrow body jet airliner National origin United States Manufacturer McDonnell Douglas Boeing Commercial Airplanes First flight September 2 1998 1 2 Introduction October 12 1999 with AirTran Airways 2 Status In service Primary users Delta Air LinesHawaiian Airlines QantasLink AirTran Airways historical Produced 1998 2006 2 Number built 156 3 Developed from McDonnell Douglas MD 80 The first order for the airliner was placed with McDonnell Douglas in October 1995 by ValuJet Airlines later AirTran Airways With the 1997 merger taking place prior to production the airliner entered service in 1999 as the Boeing 717 Production of the type ceased in May 2006 after 155 were delivered As of June 2023 update 103 Boeing 717 airliners remain in service and have recorded zero fatalities and no hull losses Contents 1 Development 1 1 Background 1 2 MD 95 1 3 Engines 1 4 Production site 1 5 Rebranding and marketing 1 6 Assembly line and end of production 1 7 Program timeline 2 Design 3 Variants 4 Operators 4 1 Orders and deliveries 5 Accidents and incidents 6 Specifications 7 See also 8 Notes 9 References 10 Further readingDevelopment editBackground edit Douglas Aircraft launched the DC 9 a short range companion to its larger four engine DC 8 in 1963 4 The DC 9 was an all new design using two rear fuselage mounted Pratt amp Whitney JT8D turbofan engines a small efficient wing and a T tail 5 The DC 9 s maiden flight was in 1965 and entered airline service later that year 6 When production ended in 1982 a total of 976 DC 9s had been produced 5 The McDonnell Douglas MD 80 series the second generation of the DC 9 began airline service in 1980 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 and an improved wing design 7 1 191 MD 80s were delivered from 1980 to 1999 8 The MD 90 was developed from the MD 80 series 9 It was launched in 1989 and first flew in 1993 10 The MD 90 was longer and featured a glass cockpit electronic instrumentation and more powerful quieter fuel efficient IAE V2525 D5 engines with the option of upgrading to an IAE V2528 engine 11 A total of 116 MD 90 airliners were delivered 8 MD 95 edit The MD 95 traces its history back to 1983 when McDonnell Douglas outlined a study named the DC 9 90 During the early 1980s as production of the DC 9 family moved away from the smaller Series 30 towards the larger Super 80 later redesignated MD 80 variants McDonnell Douglas proposed a smaller version of the DC 9 to fill the gap left by the DC 9 30 Dubbed the DC 9 90 it was revealed in February 1983 and was to be some 25 ft 4 in 7 72 m shorter than the DC 9 81 giving it an overall length of 122 ft 6 in 37 34 m The aircraft was proposed with a 17 000 lbf 76 kN thrust version of the JT8D 200 series engine although the CFM International CFM56 3 was also considered Seating up to 117 passengers the DC 9 90 was to be equipped with the DC 9 s wing with 2 ft 0 61 m tip extensions rather than the more heavily modified increased area of the MD 80 The aircraft had a design range of 1 430 nmi 2 648 km 1 646 mi with an option to increase to 2 060 nmi 3 815 km 2 371 mi and a gross weight of 112 000 lb 51 000 kg 12 The DC 9 90 was designed to meet the needs of the newly deregulated American airline industry However its development was postponed by the recession of the early 1980s When McDonnell Douglas did develop a smaller version of the MD 80 it simply shrunk the aircraft to create the MD 87 rather than offer a lower thrust lighter aircraft that was more comparable to the DC 9 30 With its relatively high MTOW and powerful engines the MD 87 essentially became a special mission aircraft and could not compete with the all new 100 seaters then being developed Although an excellent aircraft for specialized roles the MD 87 often was not sold on its own Relying on its commonality factor sales were generally limited to existing MD 80 operators 13 In 1991 McDonnell Douglas revealed that it was again considering developing a specialized 100 seat version of the MD 80 initially named the MD 87 105 105 seats It was to be some 8 ft 2 4 m shorter than the MD 87 powered with engines in the 16 000 17 000 lbf 71 76 kN thrust class 13 McDonnell Douglas Pratt amp Whitney and the China National Aero Technology Import Export Agency signed a memorandum of understanding to develop a 105 seat version of the MD 80 At the 1991 Paris Airshow McDonnell Douglas announced the development of a 105 seat aircraft designated MD 95 13 The new name was selected to reflect the anticipated year deliveries would begin 14 McDonnell Douglas first offered the MD 95 for sale in 1994 14 15 In early 1994 the MD 95 re emerged as similar to the DC 9 30 its specified weight dimensions and fuel capacity being almost identical Major changes included a fuselage shrink back to 119 ft 4 in 36 37 m length same as the DC 9 30 and the reversion to the original DC 9 wingspan of 93 ft 5 in 28 47 m At this time McDonnell Douglas said that it expected the MD 95 to become a family of aircraft with the capability of increased range and seating capacity 13 The MD 95 was developed to satisfy the market need to replace early DC 9s then approaching 30 years old The MD 95 was a complete overhaul going back to the original DC 9 30 design and applying new engines cockpit and other more modern systems 14 In March 1995 longtime McDonnell Douglas customer Scandinavian Airlines System SAS chose the Boeing 737 600 for its 100 seater over the MD 95 14 In October 1995 U S new entrant and low cost carrier ValuJet signed an order for 50 MD 95s plus 50 options 14 McDonnell Douglas president Harry Stonecipher felt that launching MD 95 production on the basis of this single order held little risk stating that further orders would take a while longer 16 The ValuJet order was the only order received for some two years 15 Engines edit As first proposed the MD 95 was to be powered by a 16 500 lbf 73 kN thrust derivative of the JT8D 200 series with the Rolls Royce Tay 670 also considered as an alternative This was confirmed in January 1992 when Rolls Royce and McDonnell Douglas signed a memorandum of understanding concerning the Tay powered MD 95 McDonnell Douglas said that the MD 95 project would cost only a minimal amount to develop as it was a direct offshoot of the IAE powered MD 90 13 During 1993 McDonnell Douglas seemed to be favoring a life extension program of the DC 9 30 under the program name DC 9X to continue its presence in the 100 120 seat market rather than concentrating on the new build MD 95 In its evaluation of the engine upgrades available for the DC 9X McDonnell Douglas found the BMW Rolls Royce BR700 engine to be the ideal candidate and on February 23 1994 the BR700 was selected as the sole powerplant for the airliner 13 Production site edit nbsp The Boeing 717 was assembled at the company s facility in Long Beach California McDonnell Douglas was planning for MD 95 final assembly to be undertaken in China as an offshoot of the Trunkliner program for which McDonnell Douglas had been negotiating to have up to 150 MD 90s built in China The MD 90 Trunkliner deal was finalized in June 1992 but the contract was for a total of 40 aircraft including 20 MD 80Ts and 20 90Ts The MD 80 has been license built in Shanghai since the 1980s However in early 1993 MDC said that it was considering sites outside China and was later seeking alternative locations for the assembly line In 1994 McDonnell Douglas sought global partners to share development costs It also began a search for a low cost final assembly site Halla Group in South Korea was selected to make the wings Alenia of Italy the entire fuselage Aerospace Industrial Development Corp of Taiwan the tail ShinMaywa of Japan the horizontal stabilizer and a manufacturing division of Korean Air Lines the nose and cockpit 13 On November 8 1994 McDonnell Douglas announced that final assembly would be taken away from the longtime Douglas plant at Long Beach Airport California Instead it selected a modifications and maintenance operation Dalfort Aviation in Dallas Texas to assemble the MD 95 In early 1995 management and unions in Long Beach reached an agreement to hold down wage costs for the life of the MD 95 program and McDonnell Douglas canceled the preliminary agreement with Dalfort 17 Rebranding and marketing edit nbsp The first and last 717s were delivered to AirTran Airways nbsp Hawaiian Airlines operates a short range inter island network with the 717 nbsp QantasLink is the last remaining 717 operator outside of the United States After McDonnell Douglas was acquired by Boeing in August 1997 18 19 most industry observers expected that Boeing would cancel development of the MD 95 However Boeing decided to go forward with the design under a new name Boeing 717 20 While it appeared that Boeing had skipped the 717 model designation when the 720 and the 727 followed the 707 the 717 name was the company s model number for the C 135 Stratolifter military transport and KC 135 Stratotanker tanker aircraft 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 tanker was designated 717 100 and the commercial airliner designated 717 200 21 The lack of a widespread use of the 717 name left it available for rebranding 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 United States airline market Assembly started on the first 717 in May 1997 22 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 in September 1999 to AirTran Airways which Valujet was now called Commercial service began the following month 1 2 23 Trans World Airlines TWA ordered 50 717s in 1998 with an option for 50 additional aircraft 24 Boeing s decision to go ahead with the 717 slowly began to pay off Early 717 operators were delighted citation needed with the reliability and passenger appeal of the type and decided to order more The small Australian regional airline Impulse took a long term lease on five 717s in early 2000 25 to begin an expansion into mainline routes 26 The ambitious move could not be sustained in competition with the majors and Impulse sold out to Qantas in May 2001 27 Within a few months the 717 s abilities became clear to Qantas being faster than the BAe 146 and achieving a higher dispatch reliability over 99 than competing aircraft citation needed Maintenance costs are low according to AirTran Airways a C check inspection for example takes three days and is required once every 4 500 flying hours citation needed For comparison its predecessor the DC 9 needed 21 days for a C check The new Rolls Royce BR715 engine design is relatively easy to maintain Many 717 operators such as Qantas became converts to the plane Qantas bought more 717s to replace its BAe 146 fleet 28 and other orders came from Hawaiian Airlines and Midwest Airlines 29 Boeing actively marketed the 717 to a number of large airlines including Northwest Airlines who already operated a large fleet of DC 9 aircraft and Lufthansa Boeing also studied a stretched higher capacity version of the 717 to have been called 717 300 but decided against proceeding with the new model fearing that it would encroach on the company s 737 700 model Production of the original 717 continued Boeing continued to believe that the 100 passenger market would be lucrative enough to support both the 717 and the 737 600 the smallest of the Next Generation 737 series While the aircraft were similar in overall size the 737 600 was better suited to long distance routes while the lighter 717 was more efficient on shorter regional routes 30 31 Assembly line and end of production edit In 2001 Boeing began implementing a moving assembly line for production of the 717 and 737 32 The moving line greatly reduced production time which led to lower production costs 20 33 Following the slump in airline traffic caused by an economic downturn subsequent to the terrorist attacks on September 11 2001 Boeing announced a review of the type s future After much deliberation it was decided to continue with production Despite the lack of orders Boeing had confidence in the 717 s fundamental suitability to the 100 seat market and in the long term size of that market 34 After 19 worldwide 717 sales in 2000 and just 6 in 2001 Boeing took 32 orders for the 717 in 2002 despite the severe industry downturn 8 The 100th 717 was delivered to AirTran Airways on June 18 2002 35 36 37 Increased competition from regional jets manufactured by Bombardier and Embraer took a heavy toll on sales during the airline slump after 2001 American Airlines acquired TWA and initially planned to continue the 717 order American Airlines canceled TWA s order for Airbus A318s but eventually also canceled the Boeing 717s that had not yet been delivered 38 The beginning of the end came in December 2003 when Boeing failed to reach a US 2 7 billion contract from Air Canada a long term DC 9 customer who chose the Embraer E Jets and Bombardier CRJ200 over the 717 39 On January 14 2005 citing slow sales Boeing announced that it planned to end production of the 717 after it had met all of its outstanding orders 40 The 156th and final 717 rolled off the assembly line in April 2006 for AirTran Airways which was the 717 s launch customer as well as its final customer The final two Boeing 717s were delivered to customers Midwest Airlines and AirTran Airways on May 23 2006 2 3 The 717 was the last commercial airplane produced at Boeing s Long Beach facility in Southern California 3 Program timeline edit Announced June 16 1991 at the Paris Air Show as MD 95 program by McDonnell Douglas 41 Approval to offer July 22 1994 McDonnell Douglas received board approval to offer the aircraft 13 42 First order October 10 1995 from ValuJet later to become AirTran Airways for 50 firm and 50 options for MD 95s 2 42 Roll out June 10 1998 at Long Beach California 2 43 First flight September 2 1998 1 2 Certification FAA September 1 1999 44 EASA JAA September 16 1999 45 Entry into service October 12 1999 with AirTran Airways on Atlanta Washington D C Dulles route 2 23 Last delivery May 23 2006 to AirTran Airways 2 46 Design edit nbsp Two crew cockpit with six displays nbsp The 717 retains the five abreast seating from the DC 9 seen here inside a Hawaiian Airlines aircraft The 717 features a two crew glass cockpit that incorporates six interchangeable liquid crystal display units and advanced Honeywell VIA 2000 computers The cockpit design is called Advanced Common Flightdeck ACF and is shared with the MD 10 and MD 11 Flight deck features include an Electronic Instrument System a dual Flight Management System a Central Fault Display System and Global Positioning System Category IIIb automatic landing capability for bad weather operations and Future Air Navigation Systems are available The 717 shares the same type rating as the DC 9 such that the FAA approved transition courses for DC 9 and analog MD 80 pilots could be completed in 11 days 47 In conjunction with Parker Hannifin MPC Products of Skokie Illinois designed a fly by wire technology mechanical control suite for the 717 flight deck The modules replaced much cumbersome rigging that had occurred in previous DC 9 MD 80 aircraft The Rolls Royce BR715 engines are completely controlled by an electronic engine system Full Authority Digital Engine Control FADEC developed by BAE Systems offering improved controllability and optimization 47 The engine claimed significantly lower fuel consumption compared to others then available with the equivalent amount of thrust 48 Like its DC 9 MD 80 MD 90 predecessors the 717 has a 2 3 seating arrangement in the main economy class providing only one middle seat per row whereas other single aisle twin jets such as the Boeing 737 family and the Airbus A320 family often have 3 3 arrangement with two middle seats per row 49 50 Unlike its predecessors McDonnell Douglas decided not to offer the MD 95 717 with the boarding flexibility of aft airstairs with the goal of maximizing fuel efficiency through the reduction and simplification of as much auxiliary equipment as possible 51 Variants edit717 200 Production variant powered by either two Rolls Royce BR715A1 30 or BR715C1 30 engines with 134 passenger seat 155 built 717 Business Express Proposed corporate version of 717 200 unveiled at the EBACE Convention in Geneva Switzerland in May 2003 Configurable for 40 to 80 passengers in first and or business class interior typically 60 passengers with seat pitch of 52 in 130 cm Maximum range in HGW configuration with auxiliary fuel and 60 passengers was 3 140 nmi 5 820 km 3 610 mi The version complements BBJ family 52 717 100 100X Proposed 86 seat version formerly MD 95 20 four frames 6 ft 3 in 1 91 m shorter Renamed 717 100X wind tunnel tests began in early 2000 revised mid 2000 to eight frame 12 ft 8 in 3 86 m shrink Launch decision was deferred in December 2000 and again thereafter to an undisclosed date Shelved by mid 2003 30 717 100X Lite Proposed 75 seat version powered by Rolls Royce Deutschland BR710 turbofans later abandoned 30 717 300X Proposed stretched version formerly MD 95 50 studies suggest typical two class seating for 130 passengers with overall length increased to 138 ft 4 in 42 16 m by addition of nine frames five forward and four aft of wing higher MTOW and space limited payloads weights additional service door aft of wing and 21 000 lb 9 500 kg BR715C1 30 engines AirTran expressed interest in converting some 200 options to this model Was under consideration late 2003 by Star Alliance Group Air Canada Austrian Airlines Lufthansa and SAS interest was reported from Delta Iberia and Northwest Airlines 30 31 Operators edit nbsp Volotea was the last European operator of the 717 Main article List of Boeing 717 operators As of April 2024 update there were 98 53 Boeing 717s in service with Delta Air Lines 71 QantasLink 9 and Hawaiian Airlines 18 down from 148 aircraft as of 2018 54 Delta Air Lines is currently the largest operator of the 717 flying nearly 60 percent of all in service jets but did not purchase any of the planes new from Boeing In 2013 Delta began leasing the entire fleet of 88 jets previously operated by AirTran Airways from Southwest Airlines who had purchased AirTran but wanted to preserve its all Boeing 737 fleet rather than taking on another class of aircraft 55 For Delta used Boeing 717 and MD 90s allowed them to retire their DC 9s while also being cheaper to acquire than buying brand new jets from Airbus or Boeing Unlike other mainline US legacy carriers Delta has decided that its best path to profitability is a strategy that utilizes older aircraft and Delta has created a very extensive MRO maintenance repair and overhaul organization called TechOps to support them 56 In 2015 Blue1 announced it would sell its 717 fleet with five jets going to Delta and four going to the then third largest operator of the type Volotea a Spanish low cost carrier 57 In January 2021 Volotea then retired their last of formerly 19 Boeing 717s It was the last remaining European operator of the type 58 Orders and deliveries edit nbsp Orders and deliveries 59 60 Total 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 Orders 155 8 8 32 3 21 41 42 Deliveries 155 5 13 12 12 20 49 32 12 Accidents and incidents editAs of June 2023 update the Boeing 717 has been involved in six aviation accidents and incidents but with no hull losses and no fatalities 61 62 The major incidents included one on ground collision while taxiing an emergency landing where the nose landing gear did not extend and one attempted hijacking 61 62 Specifications edit nbsp Comparison of Douglas DC 9 Boeing 717 McDonnell Douglas MD 90 and McDonnell Douglas MD 80 series aircraft Boeing 717 200 characteristics 51 Variant Basic High Gross Weight Cockpit crew 63 66 Two 2 class seating 106 8J 98Y 36 32 in 91 81 cm 1 class seating 117Y 32 in 81 cm Exit limit 63 81 134 Cargo 935 cu ft 26 5 m3 730 cu ft 21 m3 Length 124 ft 38 m Wingspan 93 ft 4 in 28 45 m Height 29 ft 8 in 9 04 m Width Exterior Fuselage 131 6 in 3 34 m Interior Cabin 123 8 in 3 14 m Max takeoff weight 110 000 lb 50 000 kg 121 000 lb 55 000 kg Empty weight 67 500 lb 30 600 kg 68 500 lb 31 100 kg Max payload 63 66 26 500 lb 12 021 kg 32 000 lb 14 515 kg Fuel weight 24 609 lb 11 162 kg 29 500 lb 13 400 kg Fuel capacity 3 673 US gal 13 900 L 4 403 US gal 16 670 L a Turbofans 2 63 65 Rolls Royce BR715 A1 30 Rolls Royce BR715 C1 30 Thrust 2 63 65 18 920 lbf 84 2 kN 21 430 lbf 95 3 kN Ceiling 63 67 37 000 ft 11 000 m Cruise speed 12 Mach 0 77 822 km h 444 kn 511 mph at 34 200 ft 10 400 m Range 12 1 430 nmi 2 648 km 1 646 mi 2 060 nmi 3 815 km 2 371 mi See also edit nbsp Aviation portal nbsp United States portal Related development McDonnell Douglas DC 9 McDonnell Douglas MD 80 McDonnell Douglas MD 90 Aircraft of comparable role configuration and era Airbus A318 Avro RJ Boeing 737 600 Fokker 100 Embraer ERJ family Tupolev Tu 134 Yakovlev Yak 42 Related lists List of jet airlinersNotes edit Including forward and aft auxiliary fuel tanksReferences edit a b c Boeing Historical Snapshot 717 MD 95 commercial transport Boeing com Retrieved June 30 2015 a b c d e f g h i j The Boeing 717 Boeing Commercial Airplanes Archived from the original on May 13 2011 Retrieved July 4 2015 a b c Boeing Delivers Final 717s Concludes Commercial Production in California Press release Boeing May 23 2006 Retrieved June 30 2015 Endres Gunter McDonnell Douglas DC 9 MD 80 amp MD 90 London Ian Allan 1991 ISBN 0 7110 1958 4 a b Norris Guy and Mark Wagner DC 9 Twinjet Workhorse Douglas Jetliners MBI Publishing 1999 ISBN 0 7603 0676 1 Air International June 1980 p 293 Boeing MD 80 Background Boeing Archived from the original on March 2 1999 Retrieved July 16 2015 a b c Boeing Commercial Orders amp Deliveries Retrieved July 16 2015 Swanborough 1993 p 90 Boeing Commercial Airplanes MD 90 Background Archived from the original on February 16 2013 Retrieved July 16 2015 Boeing Commercial Airplanes MD 90 Technical Characteristics Archived from the original on March 8 2013 Retrieved July 16 2015 a b c 717 200 technical characteristics PDF Aero Boeing July 2002 p 30 a b c d e f g h Airclaims Jet Programs 1995 a b c d e Norris Guy Wagner Mark 1999 Douglas Jetliners MBI Publishing ISBN 0 7603 0676 1 a b Becher Thomas Douglas Twinjets DC 9 MD 80 MD 90 and Boeing 717 The Crowood Press 2002 ISBN 1 86126 446 1 pp 106 107 Lopez Ramon and Guy Norris MD 95 Launched with ValuJet Flight International October 25 31 1995 Business amp Technology Parallels in production 7E7 and 717 Seattle Times Newspaper nwsource com Knowlton Brian December 16 1996 Boeing to Buy McDonnell Douglas The New York Times Retrieved August 8 2016 Boeing History Higher Faster Further The Boeing Company The Giants Merge Archived from the original on January 24 2008 Retrieved July 3 2015 a b Going but far from gone 717 innovations live on long after production Boeing Frontiers magazine October 2005 Aerospace Notebook Orphan 717 isn t out of sequence seattlepi com December 22 2004 Flight International Commercial Aircraft Page 45 September 3 1997 a b Boeing 717 in service report Flight International 42 48 June 5 11 2001 Retrieved July 4 2015 TWA to Continue Fleet Renewal with Boeing 717 200s Boeing April 11 2000 Impulse airlines first in Australia with 717s Press release Retrieved July 8 2015 Boeing January 9 2001 Impulse Airlines Boeing 717 200 Cockatoo Takes Off For Home Press release Retrieved July 8 2015 Gaylord Becky May 2 2011 Qantas to Absorb Competitor As Fare War Takes a Victim The New York Times Retrieved July 1 2015 Qantas Corporate Communication October 29 2004 QantasLink to Replace BAe146s with Boeing 717s Press release Sydney Retrieved July 7 2015 Lamb Warren May 28 2002 Boeing 717 Designed for Airline Profitability Press release Retrieved June 30 2015 a b c d Jane s All World Aircraft 2005 a b Boeing Releases Proposed 717 300X Rendering Press release September 18 2003 Retrieved July 7 2015 Boeing 2001 Annual report Archived September 23 2015 at the Wayback Machine Boeing s 717 to Hit 100th Delivery Aero News Network June 12 2002 Retrieved July 9 2015 Boeing Committed To 717 Program And 100 Seat Market Boeing Archived from the original on February 17 2002 Retrieved July 11 2015 The Boeing Company June 18 2002 Boeing Delivers 100th 717 200 Twinjet at Ceremony Press release Long Beach CA PR Newswire Retrieved July 9 2015 Boeing delivers 100th 717 200 Wichita Business Journal June 18 2002 Retrieved July 11 2015 Boeing Delivers 100th 717 200 Twinjet at Ceremony Press release June 18 2002 Retrieved July 9 2015 Boeing 717 231 TWA Trans World Airlines FlyRadius www flightrun com Retrieved August 8 2016 Air Canada buying 90 jets from Bombardier Embraer CBC News CBC December 19 2003 Retrieved June 30 2015 Pae Peter January 15 2005 Boeing is closing an era in aviation Business Los Angeles Times Retrieved March 8 2023 MDC Steps into 100 seat arena with MD 95 Flight International Paris Show Report 1991 June 26 1991 p 13 a b Classic takes shape Flight International April 1 1998 pp 31 Boeing June 10 1998 Boeing Rolls Out First 717 200 Passenger Jet Press release Retrieved July 3 2015 FAA Type Certificate Data Sheets A6WE EASA Type Certificate Data Sheets IM A 211 Boeing delivers final 717 to AirTran ending Douglas era a b Rogers Ron March 2000 Flying the B 717 200 Air Line Pilot 26 Archived from the original on December 15 2007 BMW Rolls Royce Power Plant for the Boeing 717 boeing com Boeing Retrieved December 20 2016 717 200 Seating Interior Arrangements Archived from the original on November 22 2001 Retrieved July 13 2015 Superior Passenger Seating Comfort 717 200 PDF Boeing Archived from the original PDF on November 22 2001 Retrieved July 13 2015 a b 717 200 Airplane Characteristics for Airport Planning Boeing May 2011 Retrieved July 3 2015 Boeing Introduces 717 Business Express at EBACE 2003 Boeing May 7 2003 Boeing 717 Operators www planespotters net Retrieved April 1 2024 World Airline Census 2018 Flightglobal com Retrieved August 21 2018 Delta to Add Boeing 717 Aircraft to its Fleet frequentbusinesstraveler com A Look at Delta Air Lines Fleet and Buying Nine MD 90s March 10 2011 Finland s Blue to offload B717 fleet to Volotea Delta ch aviation Macca Marco January 11 2021 Volotea The End of The Boeing 717 in Europe Airways Magazine Archived from the original on January 11 2021 Retrieved January 11 2021 717 Orders and Deliveries Boeing archived from the original on January 12 2016 Orders amp Deliveries search Boeing a b Boeing 717 type list Aviation Safety net June 28 2023 a b Boeing 717 type index Aviation Safety net June 28 2023 a b c d e f Type Certificate Data Sheet no A6WE PDF FAA March 25 2014 Archived from the original PDF on December 28 2016 Retrieved July 19 2017 Further reading edit nbsp Wikimedia Commons has media related to Boeing 717 category Norris Guy December 6 12 1995 T tail take three McDonnell Douglas has finally launched its MD 95 into the hotly contested 100 seat market Air Transport Flight International Vol 148 no 4501 Long Beach California USA pp 46 47 ISSN 0015 3710 717 Passenger Airplane PDF Boeing 2005 717 MD 95 commercial transport Historical Snapshot Boeing Boeing 717 Production List Plane spotters net Retrieved from https en wikipedia org w index php title Boeing 717 amp oldid 1221397363 MD 95, wikipedia, wiki, book, books, library,

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