The Boeing 717: A Sturdy Narrowbody Stalwart That Keeps On Flying

The Boeing 717: A Sturdy Narrowbody Stalwart That Keeps On Flying - The Last Plane Designed by McDonnell Douglas

The Boeing 717 holds a unique place in aviation history as the very last commercial airliner designed by the storied McDonnell Douglas Corporation before its merger with Boeing in 1997. When the order came down to design a 100-seat single-aisle jet to fill the gap between regional jets and 737s, it represented one final chance for the engineers at McDonnell Douglas to showcase their talents before being absorbed into the Boeing mothership.

Though sales of the 717 ultimately disappointed, leading to its early cancellation after just 156 were built, the plane went on to carve out an enduring niche with low-cost and regional carriers who appreciated its efficiency and reliability. The little plane that could continues humming along today, with the vast majority of 717s still in service well past their 20th birthdays.

From the outset, the 717 was engineered for maximum efficiency while keeping passenger comfort in mind. Its twin Rolls-Royce BR715 engines produce plenty of thrust while sipping jet fuel, and its aerodynamically optimized airframe reduces drag. These attributes allow it to perform short hops between nearby cities faster and more economically than ponderous regional jets.

The 717's modern avionics and digitized cockpit also set it apart from preceding McDonnell Douglas models, reducing workload on pilots and boosting reliability. Its spacious cabin cross-section delivers a comfortable ride for passengers, with large windows, generous overhead bins, and an interior width comparing favorably to larger single-aisle jets.

Though meant for transcontinental trips, the 717's nimble size and quick turnaround times made it a perfect fit for high-frequency, short-haul routes. JetBlue found it excellent for moving customers between East Coast cities, while Midwest's 717s crisscrossed America's heartland. Hawaiian Airlines continues flying 717s on island hops to this day.

The Boeing 717: A Sturdy Narrowbody Stalwart That Keeps On Flying - Filling the Void Between Regional Jets and 737s

When Boeing acquired McDonnell Douglas in 1997, they inherited a project already underway - a 100-seat, single-aisle jet dubbed the 717-200. As the name implies, this plane was envisioned as a direct replacement for the workhorse 717-100 and 717-200 series, bridging the gap between regional jets with 50-70 seats and the larger 737 family.

At the time, the 717 filled a dire need in the market. Regional carriers were outgrowing their small 37-50 seat jets and hungry for more capacity. On the other end, the 737-500 was aging rapidly and far too large for many routes. Air travel was booming in the late 90s, but airports outside major hubs struggled to attract reliable service from major airlines flying 737s or A320s.

The 717 provided the perfect "Goldilocks plane" - not too big, not too small, but just right. Its seating capacity hit the sweet spot between cramped regional jets and roomier single-aisles. Quick and economical to turnaround, the 717 could profitably serve short routes under 500 miles. Its transcontinental range also enabled new long, thin route possibilities.

Critically, the 717 delivered jet comforts with fast speeds and smooth rides not found on turboprops. Passengers enjoyed wider seats, more legroom, greater overhead bin space and larger windows than regional aircraft. The twin Rolls-Royce engines were quiet and fuel-efficient. In the air, the 717 performed nearer to larger jets thanks to its optimized wing design and sophisticated avionics.

From an operator's perspective, the 717 simplified fleet logistics with pilot cross-training and commonality with 737 maintenance procedures. Its combination of range, capacity and trip costs opened profitable thin-haul flying to secondary markets. Turnaround times below 30 minutes allowed for schedule flexibility and aircraft utilization other jets couldn't match.

Unfortunately, the 717 entered service just before 9/11 rocked the airline industry. Risk-averse major carriers stuck with larger aircraft, leaving the 717's order book anemic. But for nimble low-cost airlines like AirTran and Midwest Airlines, the jet proved perfect for their short-haul, high frequency models shuttling between underserved city pairs.

The Boeing 717: A Sturdy Narrowbody Stalwart That Keeps On Flying - Initial Sales Disappointed but Found Niche with Low-Cost Carriers

The Boeing 717 did not get off to an auspicious start sales-wise after entering service in 1999. Boeing had acquired McDonnell Douglas and its 717 project just two years prior, inheriting a jet that faced significant headwinds right out of the gate. Its bad timing in arriving on the scene months before 9/11 dealt a major blow, causing risk-averse major airlines to freeze aircraft orders. Without the backing of big legacy carriers, initial 717 sales languished.

Just 156 717s would ever roll off the assembly line, a major disappointment given rosy projections of over 1,000 planes at program launch. The last 717 rolled off the Long Beach, California line in just 2006, a remarkably short production run cut short by tepid demand. The plane was written off as a commercial failure. But the 717 would go on to find an enduring niche keeping the program alive.

While major network carriers shunned the 717 as too small, a new breed of scrappy low-cost carriers saw its potential to disrupt short-haul flying. ValuJet, the earliest 717 customer, wanted to undercut expensive legacy fares shuttling Floridians around the state for weekends or day trips. Direct Air looked to stimulate new demand on thin underserved routes in the Carolinas and Midwest. KLM Cityhopper used 717s to rightsize capacity on intra-Europe hops.

The 717’s sub-30 minute turns, fuel efficiency and lower trip costs allowed these carriers to profitably serve short stage lengths major airlines couldn’t touch with larger planes. Flying up to 6 quick rotations per day, per aircraft, the 717 delivered schedule flexibility and high asset utilization other jets couldn’t match. It gave passengers a big jet experience on regional routes, attracting travelers fed up with cramped regional aircraft.

Low-cost discounter AirTran Airways became the 717’s biggest champion, ordering over 100 copies to power its Atlanta hub expansion. The plane was perfect for AirTran’s model, keeping costs low while shuttling passengers between Southeast cities or Northeast hubs. AirTran configured its 717s in a generous two-class layout, pioneering stand-up cabins on short hops. The planes won loyalty for their spacious cabins and smooth ride.

When AirTran merged into Southwest Airlines, pilots picketed to keep flying 717s rather than move to Southwest’s all-Boeing 737 fleet. Midwest Airlines built its entire network around 717s deployed hourly between Midwest markets. JetBlue used the planes for its high-frequency, low-fare Northeast shuttle connecting New York, Boston and Washington D.C.

The Boeing 717: A Sturdy Narrowbody Stalwart That Keeps On Flying - Designed for Efficiency With Modern Avionics and Cabin

From the outset, McDonnell Douglas designed the 717 for maximum fuel efficiency while still delivering a comfortable passenger experience. Engineers optimized every aspect of the airframe to reduce drag and weight, allowing the twin Rolls-Royce BR715 engines to cruise using less thrust and fuel.

The 717's wings were meticulously shaped to improve lift-to-drag ratios across a range of speeds and altitudes. Winglets on the wingtips further reduce drag by smoothing airflow, boosting fuel economy by up to 5%. The fuselage features a supercritical cross-section to lower drag at cruising speeds.

Inside the digitized two-person cockpit, pilots benefit from advanced Honeywell avionics and flight controls that reduce workload and improve situational awareness. The 717 was among the first airliners with fully integrated avionics, reducing clutter and system complexity.

Fly-by-wire controls improve precision and response times while autopilot and autothrottles automate tedious tasks, allowing pilots to focus on higher-level decision making. These modern avionics supported advanced RNP approaches at noise-sensitive airports - a bonus for communities near hub airports.

In the cabin, passengers enjoy an interior width comparing favorably to larger Boeing and Airbus single-aisles. With only five-abreast seating in coach, the 717 avoids the dreaded middle seat on each side of the aisle. Wider seats and aisles make for a more comfortable ride compared to regional aircraft squeezing six abreast.

The 717's larger fuselage cross-section allowed for generous overhead bins sized for rolling bags - a carry-on luxury regional jets couldn't match. Oversized windows deliver natural light and views that make short hops more pleasurable. While not revolutionary, these creature comforts added up to a big plane experience on regional routes.

The Boeing 717: A Sturdy Narrowbody Stalwart That Keeps On Flying - Short Flights and Quick Turnarounds Make It Ideal for Budget Airlines

The Boeing 717 was designed for speed, allowing it to squeeze more flights into a day than other narrowbody jets. This made the 717 a perfect fit for the operating models of low-cost and regional carriers aiming to maximize aircraft utilization with quick turnarounds.

During a typical day, a 717 can complete up to 6 flight rotations versus only 3 or 4 for other single-aisle jets. The 717’s nimble size combined with efficient boarding procedures allows most flights to turn in under 30 minutes on the ground. Southwest Airlines found it could board a 717 in just 15 minutes by using both the front and rear doors, then get it back in the air for the next short hop.

These rapid turns translate to more revenue opportunities by increasing scheduled flying time for a 717 compared to larger jets. An airline might fly a single 737 just 3 times between Chicago, Cleveland and Pittsburgh in a day. That same 717 could cover 6 roundtrips on that triangle routing, carrying more total passengers. This let budget airlines better match capacity to demand on thin routes where traffic peaks at certain times of day.

And by spreading fixed costs like fuel, maintenance and pilot pay over more daily flights, the 717 could drive down the cost per available seat mile. Its lower trip costs allowed profitable operations on stage lengths as short as 300 miles - markets major airlines couldn’t viably serve with 150+ seat jets. This stimulated new demand by connecting underserved city pairs other airlines were ignoring.

Midwest Airlines built its entire network on this model, utilizing 717s for hourly shuttle service between Midwest cities. AirTran used its 717s for frequent flights between Southeast population centers as well as Northeast shuttles. On the West Coast, low-cost carrier WestJet operated 717s on short hops spanning the Los Angeles basin.

For budget airlines, the 717 proved the perfect “pilots’ plane” capable of high intensity schedules. Maintenance teams also appreciated the 717’s commonality with 737s, simplifying spare parts inventories. While fuelefficient, the 717’s lower operating costs let airlines maintain profitability even with fares 20-40% lower than legacy competitors flying regional jets. This expanded the pool of price sensitive leisure travelers.

The Boeing 717: A Sturdy Narrowbody Stalwart That Keeps On Flying - Only 156 Ever Built But Most Are Still Operating

Despite underwhelming sales that saw just 156 717s ever built, the plane proved so useful to the niche operators who flew it that today, over 130 of those jets continue humming along worldwide. That remarkable 85% of the 717 fleet remains active is a testament to the durability, reliability and operating economics of the design.

Initially seen as a sales flop, the 717 program actually achieved a better-than-average survival rate compared to many commercial aircraft types. The similarly-sized Fokker 70/100 family delivered just 283 units but barely 80 of those still fly, with the type rapidly being retired. Both the BAe 146 regional jet and Avro RJ series delivered over 300 planes, but fewer than 100 of each remain in service.

The 717’s enduring operational success arises from how well it fulfilled its original mission for the budget carriers that flew it. The jets were worked hard from the moment they entered service, with daily schedules sometimes seeing six takeoff and landing cycles. The airlines that relied upon the 717 made sure their maintenance hangars kept them in fine condition.

Robust dispatch reliability numbers over 98% allowed airlines like AirTran to keep tight schedules. The 717’s shared pilots, spare parts and maintenance procedures with Boeing’s ubiquitous 737 also helped minimize operational disruptions. While designed for 85,000 flight cycles, many 717s have gone well beyond 100,000 cycles with minimal issues.

The fleet’s concentration in North America is also a factor in its longevity. Carriers like Delta, Hawaiian and Volotea operate their 717s on primarily domestic routes from major airports. Short flights in benign conditions avoid undue stress and deterioration. Without corrosive salt air or temperature extremes, the planes avoid accelerated wear and tear.

That’s allowed Delta to integrate over 100 hand-me-down 717s from AirTran into its fleet to replace aging McDonnell Douglas MD-88s. Though 28 years old, those ex-AirTran jets have plenty of usefulness left thanks to their easy life shuttling vacationers around Florida and the Caribbean. Trans States Airlines also inherited a fleet of 717s previously flown by AirTran and Midwest Airlines.

The economics of operating the 717 also remain compelling. Fuel and maintenance costs per mile are among the lowest in its class. Parts and services remain reasonably priced with Boeing’s support. Pilot contracts allow for flexible staffing arrangements to match fluctuating schedules. While new jets are more advanced, the 717’s operating costs make it hard to justify replacing.

The Boeing 717: A Sturdy Narrowbody Stalwart That Keeps On Flying - Hawaiian Airlines Largest Operator With Over 20 in Fleet

Of the 130 Boeing 717s still in service today, Hawaiian Airlines operates the largest fleet at over 20 planes. While most other carriers have relegated the 717 to regional flying, Hawaiian deploys its fleet on mainline interisland shuttles linking its Honolulu hub to destinations across the Hawaiian islands. This niche high-density, short-haul route profile has made the 717 an ideal fit for Hawaiian's business model.

Hawaiian's 717s carry over 120 passengers on quick hops between islands of the archipelago. The planes allow Hawaiian to right-size capacity and frequency to match tourism demand between island pairs. Flights connecting Honolulu to Maui or Kona see multiple daily 717 trips to accommodate both business and leisure travelers. Routes to Molokai or Lanai justify less frequency, so Hawaiian alternates daily 717 services based on seasonality.

The 717's ability to carry full-size carry-on bags has proven popular with Hawaiian's guests traveling with luggage for island-hopping vacations. Local business flyers appreciate the jet's smooth and quiet ride compared to noisy turboprops used by Hawaiian's regional competitors. Flight attendants find the 717's wider aisles and lavatories make for easier service than regional jets with cramped cabins.

Pilots at Hawaiian praise the 717's responsive handling, sophisticated avionics and user-friendly cockpit. With interisland flights rarely exceeding 30 minutes in duration, workload is minimal. The 717's excellent reliability record ensures Hawaiian keeps its schedule integrity even with tight turnarounds. Shared maintenance procedures with Hawaiian's Boeing 717 fleet also minimize disruptions.

By configuring its 717s in a single high-density economy layout, Hawaiian has kept operating costs competitive with larger jets on a per-seat basis. This allows Hawaiian to profitably offer low leisure fares to stimulate demand while earning healthy margins from business travelers. Compared to regional jets, the 717's lower ownership costs and fuel burn provide Hawaiian savings to the tune of $20+ per passenger on short island hops.

The economics and flexibility of the 717 have been instrumental in Hawaiian's successful expansion of its neighbor island network over the past 15 years. As tourism rebounded, Hawaiian used the 717 to boost frequencies and add new routes such as Honolulu-Hilo and Honolulu-Kona. This stimulated demand to record levels by providing convenient schedules for island-hoppers.

The Boeing 717: A Sturdy Narrowbody Stalwart That Keeps On Flying - The Little Plane That Could: Still Going Strong After 20 Years

Two decades since its commercial debut, the Boeing 717 continues gracing skies around the globe. An unassuming workhorse written off as a failure early on, the 717 ultimately found enduring success in a niche others overlooked. For the few operators who gave it a chance, the plane delivered efficiency and flexibility beyond anything else in its 100-seat size class. Reliable and economical, the 717 became beloved by pilots and passengers alike. It opened up possibilities for airlines to profitably serve short, thin routes that never could sustain large jets.

Today, over 85% of 717s built remarkably continue operating, thanks to durability and low running costs. Alaska Airlines acquired two dozen secondhand 717s in the 2010s to replace outdated regional jets. For Alaska, the 717 allowed point-to-point flying between smaller markets in California, Washington and Oregon. The jet's quiet, spacious cabin won loyalty among West Coast travelers who avoided cramped regional planes.

Across the continent, Eastern Airlines revived its historic brand in 2015. It turned to the pre-owned 717 to profitably link underserved city pairs ignored by large carriers. With quick turns, the 717 let Eastern schedule multiple daily flights between markets like Milwaukee and Grand Rapids that would sit empty using 150-seat jets. The airline configured its 717 cabins with extra legroom and leather seats – a level of service unmatched by regional aircraft.

Hawaiian Airlines utilizes over 20 new 717-200s for island hopping across its home state. Pilots cherish the smooth handling and high-tech cockpit of the 717 for short hops. Passengers appreciate the jet experience for flights that take less time than airport security. The economics even allowed Hawaiian to offer $39 fares for locals, stimulating travel demand. Two decades on, it still outperforms Bombardier and Embraer regional jets on a per-seat basis.

For Delta Air Lines, acquiring 88 well-kept 717s from AirTran in 2013 provided a cost-effective replacement for outdated MD-88s. Though 28 years old, those ex-AirTran frames had plenty of usefulness left thanks to easy lives shuttling sun-seekers around Florida. Their continued operational reliability and passenger appeal allowed Delta to postpone expensive capital expenditures on replacements.

The 717 keeps earning its keep because it fulfills its original mission so well: right-sizing capacity profitably on short regional routes. Low per-trip costs allow up to 6 daily rotations, increasing schedule flexibility and availability. Airlines cleverly utilize the fleet at different times of day based on demand peaks. That leads to better asset utilization, spreading fixed costs over more revenue hours annually.

Two decades on, the 717 still delivers big jet speed and comfort on stage lengths as short as 300 miles. Pilots appreciate simplified training and flight ops thanks to commonality with 737 programs. For leisure travelers, its spacious 5-abreast economy seating avoids the dreaded middle seat. Loyal flyers gave the 717 the enthusiast nickname “Mad Dog” – a badge of honor for this scrappy jet built for the underdogs.