Way back the early 2000s, Cebu Pacific was considering the purchase of a new aircraft to replace their outdated DC-9s. The Boeing 717 was a strong contender. However, it seems the winds of fortune changed course as Cebu Pacific placed an inaugural order for ten Airbus A319-100s and a pair of A320-200s. But what’s the tale behind the Boeing 717? Was it merely an enhanced version of the DC-9?
In truth, the Boeing 717 wasn’t an entirely fresh design but rather a renamed MD-95, a consequence of Boeing’s acquisition of McDonnell Douglas in 1997. The MD-95 was intended to perpetuate the MD-80 series lineage of t-tail, regional aircraft optimized for short to medium-range flights. Thus, one could say that the Boeing 717 does trace its roots back to the Douglas DC-9, although it isn’t a straightforwardly upgraded model.
The MD-95, conceived to thrive on short to medium-length routes and fit into airports with smaller runways, was largely seen as the rightful heir to the DC-9. This belief persisted even after Boeing adopted the plane and rechristened it as the Boeing 717, with the company continually emphasizing its size, range, and performance similarities to the DC-9.
Specifications and Features
The Boeing 717 is a narrow-bodied aircraft, designed with a short range and a five-across seating configuration. It represented the fourth iteration of the DC-9 series and was essentially a scaled-down version of the successful MD-80. The 717 can accommodate up to 134 passengers and boasts a maximum range of 3,820 kilometers. The aircraft’s two turbofan engines, supplied by Rolls-Royce, are nestled in its tail section.
| Variant | Basic | High Gross Weight |
|---|---|---|
| Cockpit crew | Two | Two |
| 2-class seating | 106 (8J+98Y @ 36–32 in, 91–81 cm) | 106 (8J+98Y @ 36–32 in, 91–81 cm) |
| 1-class seating | 117Y @ 32 in (81 cm) | 117Y @ 32 in (81 cm) |
| Exit limit | 134 | 134 |
| Cargo | 935 cu ft (26.5 m3) | 730 cu ft (21 m3) |
| Length | 124 ft (38 m) | 124 ft (38 m) |
| Wingspan | 93 ft 4 in (28.45 m) | 93 ft 4 in (28.45 m) |
| Height | 29 ft 8 in (9.04 m) | 29 ft 8 in (9.04 m) |
| Width | Exterior Fuselage: 131.6 in (3.34 m) Interior Cabin: 123.8 in (3.14 m) | 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 | 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) |
| Turbofans (2×) | Rolls-Royce BR715-A1-30 | Rolls-Royce BR715-C1-30 |
| Thrust (2×) | 18,920 lbf (84.2 kN) | 21,430 lbf (95.3 kN) |
| Ceiling | 37,000 ft (11,000 m) | 37,000 ft (11,000 m) |
| Cruise speed | Mach 0.77 (822 km/h; 444 kn; 511 mph) at 34,200 ft (10,400 m) | Mach 0.77 (822 km/h; 444 kn; 511 mph) at 34,200 ft (10,400 m) |
| Range | 1,430 nmi (2,648 km; 1,646 mi) | 2,060 nmi (3,815 km; 2,371 mi) |
The advanced glass cockpit of the 717 accommodates two pilots and features six detachable liquid-crystal-display screens, complemented by cutting-edge Honeywell VIA 2000 processors. This cockpit layout, known as the Advanced Common Flightdeck (ACF), is also found in the MD-10 and MD-11.
Among the prominent features of the flight deck are the Electronic Instrument System, Dual Flight Management System, Central Fault Display System, and Global Positioning System. It also includes Future Air Navigation Systems and an independent landing feature for Category IIIb severe weather situations.
Pilots trained on the MD-80 and DC-9 are able to transition to the 717 after undergoing an 11-day transfer course, as both aircraft have the same type rating and this transition has been endorsed by the FAA.
In 2001, the assembly lines for both the 717 and 737 transitioned to a moving assembly line model, a move which notably decreased production time and thus reduced manufacturing costs. In response to the decrease in airline traffic following the economic slump caused by the terrorist attacks on September 11, 2001, Boeing began to evaluate the future of this aircraft type. After careful consideration, it was decided to continue production.
A Slowdown in Orders
Despite a scarcity of orders, Boeing remained optimistic about the 717’s inherent suitability for the 100-seat market, and the projected expansion of this sector.
Although sales were slow, with only 19 units sold worldwide in 2000 and a mere 6 in 2001, Boeing managed to secure 32 orders for the 717 in 2002 amidst a severe industry downturn. On June 18, 2002, AirTran Airways became the recipient of the 100th 717 to roll off the production line.
The End of the Boeing 717 Production
Sales took a hit after 2001 due to escalating competition from regional aircraft manufacturers Bombardier and Embraer. American Airlines, post its TWA acquisition, initially intended to keep the 717 order alive. However, they decided to cancel the orders for the undelivered Boeing 717s along with their Airbus A318s contract.
Towards the end of 2003, Air Canada, a long-standing client of Boeing’s DC-9, opted for Embraer E-Jets and Bombardier CRJ200s over the Boeing 717-200. This marked the beginning of the end for the DC-9. In the early part of 2005, Boeing announced its plans to cease the production of 717, attributing it to sluggish sales.
AirTran Airways, being the first and last customer of the Boeing 717-200, accepted the final aircraft from the production line in the spring of 2006. Later in that year, the last two Boeing 717s were handed over to AirTran Airways and Midwest Airlines. The completion of the 717 brought about the closure of Boeing’s Long Beach factory in California.
First love never dies. I fell in love with airplanes and aviation when I was a kid. My dream was to become a pilot, but destiny led me to another path: to be an aviation digital media content creator and a small business owner. My passion for aviation inspires me to bring you quality content through my website and social accounts. Aviation is indeed in my blood and blog!
