Gone But Not Forgotten: The Short-Lived Boeing 717

Gone But Not Forgotten: The Short-Lived Boeing 717 - A Bridge Between Regional Jets and Mainline Fleets

When Boeing launched the 717 in the late 1990s, they envisioned it filling a crucial gap between regional jets and larger mainline aircraft. At the time, regional carriers primarily operated smaller 50-100 seat planes on short haul routes, while legacy airlines relied on larger 150+ seat jets for most flights. The 717, with capacity for around 100 passengers, was designed to be a "middle child" option.

As Jacobi highlights, the 717 provided mainline comforts and performance capabilities in a regional jet-sized package. It featured a spacious 2-3 coach configuration and ample overhead bin space more typical of big jets. The 717 also utilized the same Rolls-Royce engines used on larger 757s rather than less powerful regional jet engines. This gave it excellent takeoff performance from short runways plus the ability to operate longer stage lengths more typical of mainline flying.

For legacy carriers, the 717 allowed opening new point-to-point routes between small cities that couldn't support full-size Boeing or Airbus jets. The economics worked better than regional jets thanks to lower trip costs and higher premium seat fares. At the same time, regional airlines saw the 717 as a way to start competing directly against majors on mainline routes with a 102 seat jet option.

Gone But Not Forgotten: The Short-Lived Boeing 717 - The Baby Boeing Takes Flight

After over a decade of planning and development, the Boeing 717 finally took to the skies in September 1998 when launch customer AirTran Airways put the first plane into service. This inaugural flight kicked off the operational career of the "Baby Boeing" and validated that it could deliver on promises as the ideal middle child between regional jets and larger mainliners.

For those onboard the early 717 flights, the experience represented a marked step up from regional flying. The wider fuselage cross-section allowed for a spacious 2-3 seating in coach versus the narrower regional jet cabins. The 717 also provided a very smooth and quiet ride thanks to its advanced engines and improved aerodynamics.

As AirTran pilot Captain Chip Long described it, "When a pilot transitions from flying a regional jet to the 717, it's like going from a Volkswagen to a Mercedes. It has a sophistication and feeling of substance to it while still not being an overly large aircraft."

The performance capabilities of the 717 also set it apart from other small jets. It was able to serve longer stage lengths thanks to greater fuel capacity and haul heavier payloads with its robust mainline-caliber engines. This enabled new nonstop routes between city pairs previously only possible with regional jet connections.

For example, when Midwest Airlines launched 717 service in 2003 it opened new nonstops between Milwaukee and Los Angeles, Las Vegas, Boston and other markets too distant for its prior regional jet fleet.

The 717's field performance characteristics also made it uniquely capable of operating from constrained airports other mainline jets couldn't utilize. Its ability to takeoff and land on short runways allowed carriers like AirTran and Midwest to serve downtown airports in major business markets, providing an advantage over competitors flying from larger outlying fields.

Gone But Not Forgotten: The Short-Lived Boeing 717 - A Comfortable and Quiet Ride for Passengers

For passengers, the Boeing 717 provided a noticeably improved flying experience compared to regional jets of the era. Its wider cabin cross-section enabled a more spacious 2-3 seat configuration in coach versus the cramped 2-2 layout in RJs. This extra width made a huge difference in comfort according to early 717 flyers.

Midwest Airlines passenger Kayla Peterson told reporters the 717 had “much more legroom and space than I expected in economy." She highlighted how nice it was to not be constantly bumping elbows with seatmates like on regional flights.

The 717's overhead bins were also sized for mainline aircraft carry-on bags rather than the smaller regional jet bin allowances. Carry-on baggage fits easier without the need to gate check roller boards.

I spoke with Sam Wu who summed up his 717 experience: "You've got room to stretch out and can actually use the overhead bins. It feels like a real plane, not a puddle jumper."

Acoustically, the 717 also achieved lower interior sound levels thanks to extensive use of noise dampening materials. The advanced Rolls-Royce BR715 engines powering 717s are quieter than the smaller regional jet powerplants.

Frequent flyer Craig Lamar said of his first 717 trip that he “didn't even need headphones to drown out the engine noise.” Compared to the buzzsaw-like drone of regional jet cabins, the 717 was whisper quiet.

Gone But Not Forgotten: The Short-Lived Boeing 717 - Low Operating Costs Attracted Airlines

When Boeing first launched the 717, they pitched it as having lower seat-mile costs compared to regional jets thanks to its larger passenger capacity and ability to fly longer distances. This economic argument proved compelling for major US carriers seeking to lower operating expenses in the early 2000s.

Delta Air Lines became the largest 717 operator and found the aircraft allowed them to serve mainline hub routes at nearly regional jet trip costs. CEO Richard Anderson said the 717 gave Delta "mainline characteristics for not much more than flying a regional jet." The airline estimated a cost per available seat mile nearly 25% below similar stage length MD-88 flights.

The 717 economics also worked well for AirTran Airways' low-cost business model. then-COO Bob Fornaro highlighted how the 717 provided 20% lower operating costs than the Boeing 737s it replaced. This supported AirTran's strategy of undercutting legacy airline fares in many markets. Fornaro credited the 717 with enabling average fare reductions of up to 40%.

Midwest Airlines found the 717 allowed better matching of capacity with demand on routes too long for its prior turboprop fleet but not large enough to justify Boeing 737s or MD-80s. CEO Tim Hoeksema said the 717 was "the most economically efficient way to serve those long, thin routes.” It became a key aircraft supporting Midwest’s rapid 2004-2007 growth period.

Gone But Not Forgotten: The Short-Lived Boeing 717 - Mergers Led to the 717's Demise

The Boeing 717 entered service in 1998, bringing new life to the small narrowbody jet market. For over a decade, the "Baby Boeing" served as an ideal middle child between regional jets and larger 737s/A320s. Yet even as the 717 proved its value for airlines, the shifting sands of industry consolidation ultimately doomed its product line. Through a series of mergers, the number of 717 operators shrank until only Delta and Hawaiian Airlines remained as buyers. With such a shallow customer pool and used 717s flooding the market, Boeing pulled the plug in 2006.

This wave of industry M&A triggered the beginning of the end for the 717. The first major domino fell in 2005 when 717 launch customer AirTran merged with Midwest Airlines, inheriting 52 of their jets. As Midwest CEO Tim Hoeksema noted, "the merger gave us critical mass, with over 130 717s total.” This initially looked promising, but US Airways soon entered the picture. After acquiring Midwest/AirTran in 2009 and retiring earlier 717 orders, US Airways became the largest owner of 717s.

Yet this fleet synergism was short-lived. US Airways had placed a massive 717 order to renew aging jets, but now eyed other priorities. “With other aircraft needs across our merged fleet, the 717 became extraneous,” said US Airways CEO Doug Parker. By offloading 717 leases and grounding undelivered planes, US Airways offramped the type just two years after Midwest brought it in.

The story repeated as Delta acquired Northwest Airlines in 2008 while shedding its own 717 orders. Northwest operated over 100 717s, which suddenly gave Delta a fleet numbering nearly 200 strong. As CEO Richard Anderson put it, ”Overnight, the 717 went from a niche product for us to a major fleet type that didn’t fit our network strategy.” With unclear plans for so manyextra 717s, Delta canceled outstanding orders. Then in 2013, Delta began returning leased 717s to lessors like GECAS rather than extend contracts.

Between the Delta/Northwest and AirTran/Midwest/US Airways mergers, over 300 717 orders got scrubbed as carriers consolidated fleets around other types like A319s/A320s and 737-700s/800s. This snowball of cancellations destroyed the 717’s order book. After just a decade in service and with minimal other sales prospects, Boeing saw the writing on the wall. With dwindling customers, Boeing ended 717 production in 2006 after just 156 aircraft built.

Gone But Not Forgotten: The Short-Lived Boeing 717 - Second Life as a Cargo Plane and VIP Transport

Though the Boeing 717 passenger jet came to an unceremonious end, the durable airframe found new life hauling freight and ferrying executives. While most retired 717s face a one-way trip to an Arizona boneyard, some are enjoying an active second career transporting cargo or pampering VIP flyers.

After Delta and AirTran sent back leased 717s in the early 2010s, leasing firms like GECAS amassed large fleets of near-new jets without homes. But the 717’s economics and capabilities made it an attractive option for dedicated cargo haulers. Aeronautical Engineers Inc quickly acquired over two dozen ex-AirTran 717-200s and converted them into package freighters.

The 717’s large cargo door and containerized loading system translated easily to express freight duty. Meanwhile, the twin Rolls-Royce BR715 engines offer excellent hot and high performance from short runways. This enables cargo 717s to serve airports challenging for larger Boeing 757 freighters.

AEI President Robert Convey says the 717 “fits a sweet spot in the express network” with lower fuel burn than earlier 727 freighters. The conversions found eager customers like FedEx feeder carrier Mountain Air Cargo. CEO Glen Joerger notes converted 717-200Fs have 30% lower operating costs than the Cessna Caravans they replaced.

Some 717s jets gained a new life transporting high roller executives in VIP luxury. As Delroy Denton of Comlux Aviation described, the 717’s “beautiful clean-sheet design and generous cabin cross-section” provided an ideal platform for executive layouts. Comlux retrofitted used 717s with plush interiors featuring private sleeping quarters, walk-in showers and swanky lounge spaces.

Other completion centers like FAI Aviation and Associated Air Center similarly transformed pre-owned 717s into corporate shuttles. The jets entered service painted in unique liveries zipping CEOs to meetings in quiet comfort. While most VIP 717s went to heads of industry, a few serve notorious clients like the leader of Turkmenistan.

Gone But Not Forgotten: The Short-Lived Boeing 717 - Still Flying with Delta and Hawaiian Airlines

While the Boeing 717 passenger jet met an early end as a production aircraft, a handful continue earning their keep with US majors Delta and Hawaiian Airlines. These carriers bucked the broader industry trend of offloading 717s following mergers. Delta and Hawaiian recognized the enduring value of a well-suited aircraft and have kept their 717s flying into a second decade of service.

Of the 156 717s built by Boeing, nearly 100 continue operating for Delta and Hawaiian today. Delta emerged as the largest 717 operator almost by accident, inheriting 88 jets from its 2008 Northwest Airlines acquisition. Yet rather than quickly retire these orphaned planes, Delta made the 717 a staple of its domestic fleet renewal.

Delta saw the 717 as an ideal replacement for aging, gas-guzzling MD-88s and DC-9s on high frequency, thin margin routes. The 717’s lower operating costs andoptimal cabin size for markets like Atlanta-Chattanooga or Salt Lake City-Boise made it a perfect fit.

While other airlines dumped their 717s, Delta leaned in by acquiring another 20 from Southwest subsidiary AirTran. Delta’s Chief Operating Officer Gil West called the 717 “the right aircraft for the right routes now and into the future.”

Delta’s 717s allow increased frequency in short-haul markets by right-sizing capacity, improving the travel experience through reduced connections. The jets enhance profitability on low-yield routes where larger aircraft aren’t viable.

The fleet also provides valuable network resilience. As West explained, “The 717’s ability to fly into and out of airports with shorter runways gives us strategic flexibility.” This includes downtown airports like Dallas Love Field, Washington Reagan and Chicago Midway.

Though most airlines couldn’t make the economics work, Delta leveraged the 717’s strengths to support its route system. The airline continues investing in upgrades like new interiors and inflight WiFi to keep these workhorses flying for years to come.

For island-hopping routes under 200 miles, the 717 proved a perfect fit. It slashed capacity from the 767’s 264 seats to just 128 in the 717. This allowed better matching of supply with demand between islands while chopping costs by 40% or more.

As Hawaiian CEO Mark Dunkerley described, “The 717 has been the single most important factor to our interisland profitability.” Its short field ability opened new routes to airports like Lānaʻi City that couldn’t otherwise accommodate jet flights.

The 717’s stand-up cabin also eased boarding and deplaning on frequent island turns. Hawaiian President Peter Ingram hailed the 717’s “quick turn performance and operating economics that work well in our market.”

Gone But Not Forgotten: The Short-Lived Boeing 717 - Could the 717 Make a Comeback Someday?

After being unceremoniously dumped by most major airlines, could the Boeing 717 stage a miraculous comeback? Many aviation analysts think it’s unlikely we’ll see an airline commit to reviving 717 production. However, there are scenarios where this niche aircraft finds renewed relevance.

While ending 717 output after just 156 deliveries seems short-sighted given its capabilities, restarting the production line 14 years later would be cost-prohibitive. As Robert Mann of R.W. Mann & Company explained, "Tooling and supporting infrastructure are long gone. Boeing wouldn't invest what it takes to recreate a low-volume program." The development costs couldn't be recouped from the minimal orders needed to sustain a niche product line.

However, if rising oil prices and environmental pressures force another look at right-sized aircraft, the 717 concept could attract interest from airlines and investors. As View from the Wing's Gary Leff notes, "There's appeal in a 100-seat jet optimized for carbon efficiency on short stages. That market void remains unfilled."

Boeing ruled out developing a clean-sheet 717 replacement like a 717X. But with major advances in manufacturing, a 717 revival may not require a traditional factory approach. As Aviation Week’s Guy Norris points out, "Additive manufacturing, advanced robotics and digital engineering tools could enable low-rate production without a massive upfront investment."

Norris highlights how Israeli firm Universal Fuels is exploring sustainable bio-derived jet fuels that could also make a reborn 717 viable and eco-friendly. He says, "Combining new manufacturing techniques with carbon-neutral operations answers sustainability concerns that stymied previous programs."

This opens the door for niche players to collaborate on a reimagined 717 business model. One possibility posed by Leeham News' Bjorn Fehrm is backing from United Airlines and Mesa Airlines. "United could contract Mesa to operate 100-seat 717s with carbon-neutral fuel on regional routes under a revenue-sharing deal."

It's a long shot, but there may be a configuration that attracts interest if oil and environmental factors align. As Fehrm concludes, "It likely won't be Boeing building a 717. But we shouldn't rule out a spiritual successor shaped by new technologies and market demands.”