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95-562: 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

190-661: 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. 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

285-826: A higher maximum takeoff weight (MTOW); it first flew in August 1966 and entered service in February 1967. The Series 20 has the Series 10 fuselage, more powerful engines, and the Series 30's improved wings; it first flew in September 1968 and entered service in January 1969. The Series 40 was further lengthened by 6 ft (2 m) for 125 passengers, and the final DC-9-50 series first flew in 1974, stretched again by 8 ft (2.5 m) for 135 passengers. When deliveries ended in October 1982, 976 had been built. Smaller variants competed with

380-402: 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

475-484: A maximum weight of 82,000 lb (37,000 kg). The Series 10 was similar in size and configuration to the BAC One-Eleven and featured a T-tail and rear-mounted engines. Power was provided by a pair of 12,500  lbf (56  kN ) JT8D-5 or 14,000 lbf (62 kN) JT8D-7 engines. A total of 137 were built. Delta Air Lines was the initial operator. The Series 10 was produced in two main subvariants,

570-486: 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. On November 8, 1994, McDonnell Douglas announced that final assembly would be taken away from

665-512: A sizable fleet of DC-9s, most of which were over 30 years old at the time. With severe increases in fuel prices in the summer of 2008, Northwest Airlines began retiring its DC-9s, switching to Airbus A319s that are 27% more fuel efficient. As the Northwest/Delta merger progressed, Delta returned several stored DC-9s to service. Delta Air Lines made its last DC-9 commercial flight from Minneapolis/St. Paul to Atlanta on January 6, 2014, with

760-609: A two-year contract with the French aeronautics company Sud Aviation for technical cooperation; under the terms of this contract, Douglas would market and support the Sud Aviation Caravelle and produce a licensed version if sufficient orders were forthcoming from airlines. However, none were ever ordered from the company, leading to Douglas returning to its design studies after the co-operation deal expired. In 1962, design studies were underway into what would become

855-463: Is 600 nmi (1,100 km; 690 mi), increasing to 1,450 nmi (2,690 km; 1,670 mi) with full fuel. The aircraft is fitted with a passenger door in the port forward fuselage, and a service door/emergency exit is installed opposite. An airstair installed below the front passenger door was available as an option as was an airstair in the tailcone. This also doubled as an emergency exit. Available with either two or four overwing exits,

950-500: Is 81,700 lb (37,100 kg). The Series 14 has a fuel capacity of 3,693 US gallons (with the 907 US gal centre section fuel). The Series 15, certificated on January 21, 1966, is physically identical to the Series 14 but has an increased MTOW of 90,700 lb (41,100 kg). Typical range with 50 passengers and baggage is 950 nautical miles [nmi] (1,760 km; 1,090 mi), increasing to 1,278 nmi (2,367 km; 1,471 mi) at long-range cruise. Range with maximum payload

1045-535: Is a further lengthened version. With a 6 ft 6 in (2 m) longer fuselage, accommodation was up to 125 passengers. The Series 40 was fitted with Pratt & Whitney engines with thrust of 14,500 to 16,000 lbf (64 to 71 kN). A total of 71 were produced. The variant first entered service with Scandinavian Airlines System (SAS) in March 1968. Its unit cost was US$ 5.2 million (1972) (equivalent to US$ 28.73 million in 2023) . The Series 50

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1140-562: Is a result of the rear-mounted engines. The DC-9 series, the first generation of the DC-9 family, includes five members or variants and 10 subvariants, which are the production versions (types). Their designations use the Series (DC-9-) prefix followed by a two-digit numbering with the same first digit and the second digit being a zero for variant names and a nonzero for version/type designations. The first variant, Series 10 (DC-9-10), has four versions (Series 11, Series 12, Series 14 and Series 15);

1235-438: 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. 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. In January 2021, Volotea then retired their last of formerly 19 Boeing 717s. It

1330-521: Is called Advanced Common Flightdeck (ACF) and is shared with the MD-10 and similar to the 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

1425-638: Is derived from the DC-9 family. The ARJ21 is built with manufacturing tooling from the MD-90 Trunkliner program. As a consequence, it has the same fuselage cross-section, nose profile, and tail. The DC-9 was designed for short to medium-haul routes, often to smaller airports with shorter runways and less ground infrastructure than the major airports being served by larger airliners like the Boeing 707 and Douglas DC-8, where accessibility and short-field characteristics were needed. The DC-9's takeoff weight

1520-429: Is powered by two rear-mounted Pratt & Whitney JT8D low-bypass turbofan engines under a T-tail for a cleaner wing aerodynamic. It has a two-person flight deck and built-in airstairs to better suit smaller airports. The Series 10 aircraft are 104 ft (32 m) long for typically 90 coach seats. The Series 30, stretched by 15 ft (4.5 m) to seat 115 in economy, has a larger wing and more powerful engines for

1615-1434: The Airbus A318 , while the Airbus A321LR could replace the less fuel efficient Boeing 757s used since their production ended in 2004. Boeing will face competition and pricing pressure from the Embraer E-Jet E2 family , Airbus A220 (formerly Bombardier CSeries) and Comac C919 . Between 2016 and 2035, FlightGlobal expects 26,860 single-aisles to be delivered for almost $ 1380 billion, 45% Airbus A320 family ceo and neo and 43% Boeing 737 NG and max. By June 2018, there were 10,572 Airbus A320neo and Boeing 737 MAX orders: 6,068 Airbuses (57%, 2,295 with CFMs, 1,623 with PWs and 2,150 with not yet decided engines) and 4,504 Boeings (43%); 3,446 in Asia-Pacific (33%), 2,349 in Europe (22%), 1,926 in North America (18%), 912 in Latin America (9%), 654 in Middle East (6%), 72 in Africa (1%) and 1,213 not yet bounded (11%). Many airlines have shown interest in

1710-593: The Airbus A321LR or its A321XLR derivative, and other extended-range models, for thin transatlantic and Asia-Pacific routes. DC-9-10 The McDonnell Douglas DC-9 is an American five-abreast, single-aisle aircraft designed by the Douglas Aircraft Company . It was initially produced as the Douglas DC-9 prior to August 1967, after which point the company had merged with McDonnell Aircraft to become McDonnell Douglas . Following

1805-533: The BAC One-Eleven , Fokker F28 , and Sud Aviation Caravelle , and larger ones with the original Boeing 737 . The original DC-9 was followed by the second generation in 1980, the MD-80 series, a lengthened DC-9-50 with a larger wing and a higher MTOW. This was further developed into the third generation, the MD-90 , in the early 1990s, as the body was stretched again, fitted with V2500 high-bypass turbofans, and an updated flight deck. The shorter and final version,

1900-612: The Federal Aviation Administration , and the US Air Force . The Series 20 has an overall length of 104.4 feet (31.82 m), a fuselage length of 92.1 feet (28.07 m), a passenger-cabin length of 60 feet (18.29 m), and a wingspan of 93.3 feet (28.44 m). The DC-9 Series 20 is powered by the 15,000 lbf (67 kN) thrust JT8D-11 engine. The Series 20 was originally certificated at an MTOW of 94,500 lb (42,900 kg) but this

1995-512: The Pratt & Whitney JT8D low-bypass turbofan engine, which had already been developed for the Boeing 727 , enabled Douglas to benefit from the preexisting investment. Pratt & Whitney had long collaborated with Douglas on various projects, thus their engine was a natural choice for the company. In order to reduce the considerable financial burden of its development, Douglas implemented one of

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2090-519: 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 November 2024, 107 Boeing 717 airliners remain in service and have recorded zero fatalities and no hull losses . Douglas Aircraft launched the DC-9 , a short- range companion to its larger four-engine DC-8 , in 1963. The DC-9

2185-402: The 3,000 miles transatlantic flights between the eastern U.S. and Western Europe, previously dominated by wide-body aircraft. Norwegian Air Shuttle , JetBlue and TAP Portugal will open up direct routes bypassing airline hubs for lower fares between cheaper, smaller airports. The Boeing 737NG 3,300-mile range is insufficient for fully laden operations and operates at reduced capacity like

2280-502: 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. In 2001, Boeing began implementing a moving assembly line for production of the 717 and 737. The moving line greatly reduced production time, which led to lower production costs. Following

2375-441: The 717 in 2002, despite the severe industry downturn. The 100th 717 was delivered to AirTran Airways on June 18, 2002. 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

2470-469: 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". 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

2565-572: The Boeing 717s that had not yet been delivered. 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. 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. The 156th and final 717 rolled off

2660-423: 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, and other orders came from Hawaiian Airlines and Midwest Airlines . Boeing actively marketed the 717 to a number of large airlines, including Northwest Airlines , who already operated

2755-689: 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,

2850-417: The DC-9 was largely analogue, with flight controls mainly consisting of various levers, wheels, and knobs. The problem of deep stalling , revealed by the loss of the BAC One-Eleven prototype in 1963, was overcome through various changes, including the introduction of vortilons , small surfaces beneath the wings' leading edges used to control airflow and increase low-speed lift. The need for such features

2945-406: The DC-9, known as Model 2086. The first envisioned version seated 63 passengers and had a gross weight of 69,000 lb (31,300 kg). This design was changed into what would be the initial DC-9 variant. During February 1963, detailed design work commenced. On April 8, 1963, Douglas announced that it would proceed with the DC-9. Shortly thereafter, Delta Air Lines placed the initial order for

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3040-489: The DC-9, ordering 15 aircraft along with options for another 15. By January 1965, Douglas had garnered orders for 58 DC-9 as well as options for a further 44. Unlike the competing but larger Boeing 727 trijet , which used as many 707 components as possible, the DC-9 was developed as an all-new design. Throughout its development, Douglas had placed considerable emphasis on making the airliner as economic as possible, as well as to facilitate its future growth. The adoption of

3135-734: The DC-9, such that the FAA approved transition courses for DC-9 and analog MD-80 pilots could be completed in 11 days. 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. The engine claimed significantly lower fuel consumption compared to others then available with

3230-521: The DC-9-10 can seat up to a maximum certified exit limit of 109 passengers. Typical all-economy layout is 90 passengers, and 72 passengers in a more typical mixed-class layout with 12 first and 60 economy-class passengers. All versions of the DC-9 are equipped with a tricycle undercarriage, featuring a twin nose unit and twin main units. The Series 20 was designed to satisfy a Scandinavian Airlines request for improved short-field performance by using

3325-467: 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. 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

3420-465: 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). The DC-9-90 was designed to meet

3515-658: 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. 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

3610-429: 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. In 1991, McDonnell Douglas revealed that it was again considering developing a specialized 100-seat version of

3705-522: The MD-90 was retired without freighter conversion. During the late 1950s, Douglas Aircraft studied a short- to medium-range airliner to complement their then-sole jetliner , the high-capacity, long-range DC-8 ( DC stands for Douglas Commercial ). The Model 2067 , a four-engined aircraft sized for medium-range routes was studied in depth, but work on it was abandoned after the proposal did not receive enough interest from airlines. In 1960, Douglas signed

3800-427: The MD-95, was renamed the Boeing 717 after McDonnell Douglas's merger with Boeing in 1997; it is powered by Rolls-Royce BR715 engines. The DC-9 family was produced between 1965 and 2006 with a total delivery of 2441 units: 976 DC-9s, 1191 MD-80s, 116 MD-90s, and 155 Boeing 717s. As of August 2022, 250 aircraft remain in service: 31 DC-9s (freighter), 116 MD-80s (mainly freighter), and 103 Boeing 717s (passenger), while

3895-551: 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. There are 107 Boeing 717s in service with Delta Air Lines (88) and Hawaiian Airlines (19) as of November 2024, down from 148 aircraft as of 2018. Delta Air Lines is the largest operator of the 717, flying over 70 percent of all in-service jets as of 2024. In 2013, Delta began leasing

Boeing 717 - Misplaced Pages Continue

3990-468: The Model -51. Some visual cues to distinguish this version from other DC-9 variants include side strakes or fins below the side cockpit windows, spray deflectors on the nose gear, and thrust reversers angled inward 17 degrees as compared to the original configuration. The thrust reverser modification was developed by Air Canada for its earlier aircraft, and adopted by McDonnell Douglas as a standard feature on

4085-399: The Series 14 and 15, although, of the first four aircraft, three were built as Series 11s and one as Series 12. These were later converted to Series 14 standard. No Series 13 was produced. A passenger/cargo version of the aircraft, with a 136-by-81-inch (3.5 by 2.1 m) side cargo door forward of the wing and a reinforced cabin floor, was certificated on March 1, 1967. Cargo versions included

4180-407: The Series 15MC (minimum change) with folding seats that can be carried in the rear of the aircraft, and the Series 15RC (rapid change) with seats removable on pallets. These differences disappeared over the years as new interiors were installed. The Series 10 was unique in the DC-9 family in not having leading-edge slats. The Series 10 was designed to have short takeoff and landing distances without

4275-491: The Series 30, 40 and 50, has a slightly lower basic fuel capacity than the Series 10 (3,679 US gallons). The Series 30 was produced to counter Boeing's 737 twinjet; 662 were built, about 60% of the total. The -30 entered service with Eastern Airlines in February 1967 with a 14 ft 9 in (4.50 m) fuselage stretch, wingspan increased by just over 3 ft (0.9 m) and full-span leading edge slats , improving takeoff and landing performance. Maximum takeoff weight

4370-587: The Series 31 is the JT8D-7 (14,000 lbf (62 kN) thrust), although it was also available with the -9 and -17 engines. On the Series 32 the JT8D-9 (14,500 lbf (64 kN) thrust) was standard, with the -11 also offered. The Series 33 was offered with the JT8D-9 or -11 (15,000 lbf (67 kN) thrust) engines and the heavyweight -34 with the JT8D-9, -15 (15,000 lbf (67 kN) thrust) or -17 (16,000 lbf (71 kN) thrust) engines. The DC-9-40

4465-470: The aircraft were made during flight testing, such as the replacement of the original leading-edge slat design to achieve lower drag . The flight test program proceeded at a rapid pace; the initial Series 10 received airworthiness certification from the Federal Aviation Administration on November 23, 1965, permitting it to enter service with Delta Air Lines on December 8. Through the DC-9, Douglas had beaten rival company Boeing and their 737 to enter

4560-638: 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. The 717 was the last commercial airplane produced at Boeing's Long Beach facility in Southern California . 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

4655-565: The basis of this single order held little risk, stating that further orders would "take a while longer". The ValuJet order was the only order received for some two years. 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

4750-431: The chaotic post-deregulation United States airline market. Assembly started on the first 717 in May 1997. The aircraft had its roll out ceremony on June 10, 1998. The 717's first flight took place on September 2, 1998. Following flight testing, the airliner was awarded a type certification on September 1, 1999. Its first delivery was in September 1999 to AirTran Airways , which Valujet was now called. Commercial service began

4845-406: 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. The first order for the airliner was placed with McDonnell Douglas in October 1995 by ValuJet Airlines (later AirTran Airways ). With

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4940-446: The development of a 105-seat aircraft, designated MD-95 . The new name was selected to reflect the anticipated year deliveries would begin. McDonnell Douglas first offered the MD-95 for sale in 1994. 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

5035-475: 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. 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

5130-464: The equivalent amount of thrust. 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. Unlike its predecessors, McDonnell Douglas decided not to offer

5225-402: The family members would be: First generation (Series 10, Series 20, Series 30, Series 40, and Series 50), second generation (Series 81, Series 82, Series 83, Series 87, and Series 88), and third generation (Series 90 and Series 95). The Series 10 (DC-9-10) was the smallest family member and the Series 90 (MD-90) was the largest. The original DC-9 series was followed in 1980 by the introduction of

5320-445: The first shared-risk production arrangements for the DC-9, arranging for de Havilland Canada to produce the wing at its own financial cost in return for promises on prospective future production orders. The pace of development on the program was rapid. The first DC-9, a production model, flew on February 25, 1965. The second DC-9 flew a few weeks later, with a test fleet of five aircraft flying by July. Several key refinements to

5415-508: The following month. Trans World Airlines (TWA) ordered 50 717s in 1998 with an option for 50 additional aircraft. Boeing's decision to go ahead with the 717 slowly began to pay off. Early 717 operators were delighted with the reliability and passenger appeal of the type and decided to order more. The small Australian regional airline Impulse took a long-term lease on five 717s in early 2000 to begin an expansion into mainline routes. The ambitious move could not be sustained in competition with

5510-522: The high customer demand for the DC-9 made the company attractive for either an acquisition or a merger; Douglas would merge with the American aerospace company McDonnell Aircraft to form McDonnell Douglas in 1967. The DC-9 family is one of the longest-lasting aircraft in production and operation. It was produced on the final assembly line in Long Beach, California , beginning in 1965, and later

5605-432: The introduction of its first jetliner, the high-capacity DC-8 , in 1959, Douglas was interested in producing an aircraft suited to smaller routes. As early as 1958, design studies were conducted; approval for the DC-9, a smaller all-new jetliner, came on April 8, 1963. The DC-9-10 first flew on February 25, 1965, and gained its type certificate on November 23, to enter service with Delta Air Lines on December 8. The DC-9

5700-432: The late 1960s and continuing through the 1990s, twin engine narrow-body aircraft, such as the Boeing 737 Classic , McDonnell-Douglas MD-80 and Airbus A320 were primarily employed in short to medium-haul markets requiring neither the range nor the passenger-carrying capacity of that period's wide-body aircraft. The re-engined Boeing 737 MAX and Airbus A320neo jets offer 500 miles more range, allowing them to operate

5795-468: 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. After McDonnell Douglas

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5890-477: The majors, and Impulse sold out to Qantas in May 2001. 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. 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. (For comparison, its predecessor,

5985-431: The more-powerful engines and improved wings of the -30 combined with the shorter fuselage used in the -10. Ten Series 20 aircraft were produced, all as the Model -21. The -21 had slats and stairs at the rear of plane. In 1969, a DC-9 Series 20 at Long Beach was fitted with an Elliott Flight Automation Head-up display by McDonnell Douglas and used for successful three-month-long trials with pilots from various airlines,

6080-399: 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,

6175-792: 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. 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

6270-485: The only airline transport class jet certified to date by the FAA for skydiving operations as of 2006. This is the last and only -21 series still airworthy, and after being out of service for over a decade, it returned to the sky on May 7th, 2024 During the mid 1990s, Northwest Airlines was the largest operator of the type in the world, flying 180 DC-9s. After its acquisition of Northwest Airlines, Delta Air Lines operated

6365-407: The onset of its development, the DC-9 had been intended to be available in multiple versions to suit varying customer requirements; the first stretched version, the Series 30, with a longer fuselage and extended wing tips, flew on August 1, 1966, entering service with Eastern Air Lines in 1967. The initial Series 10 was followed by the improved -20 , -30 , and -40 variants. The final DC-9 series

6460-465: The option of upgrading to an IAE V2528 engine. A total of 116 MD-90 airliners were delivered. 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

6555-445: The original DC-9-30 design and applying new engines, cockpit and other more modern systems. In March 1995, longtime McDonnell Douglas customer Scandinavian Airlines System (SAS) chose the Boeing 737-600 for its 100-seater over the MD-95. In October 1995, U.S. new entrant and low-cost carrier ValuJet signed an order for 50 MD-95s, plus 50 options. McDonnell Douglas president Harry Stonecipher felt that launching MD-95 production on

6650-533: The original DC-9 series. The MD-80 series includes the MD-81, MD-82, MD-83, MD-88, and shortest variant, the MD-87. The MD-80 series was further developed into the third generation, the MD-90 series, in the early 1990s. It has yet another fuselage stretch, an electronic flight instrument system (first introduced on the MD-88), and completely new International Aero V2500 high-bypass turbofan engines . In comparison to

6745-454: The original or first generation DC-9 series used the new designation with McDonnell Douglas initials (MD- prefix) followed by the year of development. The first derivative or second generation was the MD-80 series and the second derivative or third generation was the MD-90 series . Together, they formed the DC-9 family of 12 aircraft members (variants), and if the DC-9- designation were retained,

6840-542: The possibility of replacing engines on the DC-9 with the JT8D-109 turbofan, a quieter and more efficient variant of the JT8D. This progressed to the flight-test stage, and tests achieved noise reduction between 8 and 9 decibels depending on the phase of flight. No further aircraft were modified, and the test aircraft was re-equipped with standard JT8D-9s prior to delivery to its airline customer. Two further developments of

6935-476: The second generation of the DC-9 family, the MD-80 series. This was originally called the DC-9-80 (short Series 80 and later stylized Super 80). It was a lengthened DC-9-50 with a higher maximum takeoff weight (MTOW), a larger wing , new main landing gear , and higher fuel capacity. The MD-80 series features a number of variants of the JT8D turbofan engine that had higher thrust ratings than those available on

7030-426: The second variant, Series 20, has one version (Series 21); the third variant, Series 30, has four versions (Series 31, Series 32, Series 33 and Series 34); the fourth variant, Series 40, has one version (Series 41); and the fifth or final variant, Series 50, has one version (Series 51). The original DC-9 (later designated the Series 10) was the smallest DC-9 variant. The -10 was 104.4 ft (31.8 m) long and had

7125-423: The series 50. It was also applied to many earlier DC-9s in the course of regular maintenance. As of May 2024, a total of 30 DC-9 series aircraft remain in service, of which 20 are operated by Aeronaves TSM and two passenger aircraft in service with African Express Airways , and the rest in cargo service. With the existing DC-9 fleet shrinking, modifications do not appear to be likely to occur, especially since

7220-446: The short-haul jet market, a key factor that contributed to the DC-9 becoming the best selling airliner in the world for a time. By May 1976, the company had delivered 726 aircraft of the DC-9 family, which was more than double the number of its nearest competitor. However, following decades of intense competition between the two airliners, the DC-9 would eventually be overtaken as the world's best selling airliner by Boeing's 737. From

7315-474: 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. After 19 worldwide 717 sales in 2000, and just 6 in 2001, Boeing took 32 orders for

7410-438: The structure associated with the slat is a more efficient torque box than the structure associated with the slotted Krueger. The wing had a six-percent increase in chord, all ahead of the front spar, allowing the 15 percent chord slat to be incorporated. The Series 30 was built in four main sub-variants. The DC-9-30 was offered with a selection of variants of JT8D including the -1, -7, -9, -11, -15. and -17. The most common on

7505-400: The tail-mounted engines was the reduction in foreign object damage from ingested debris from runways and aprons, but with this position, the engines could ingest ice streaming off the wing roots. The third was the absence of engines in underslung pods, which permitted a reduction in fuselage ground clearance, making the airliner more accessible to baggage handlers and passengers. The cockpit of

7600-449: The use of leading-edge high-lift devices. Therefore, the wing design of the Series 10 featured airfoils with extremely high maximum-lift capability to obtain the low stalling speeds necessary for short-field performance. The Series 10 has an overall length of 104.4 feet (31.82 m), a fuselage length of 92.1 feet (28.07 m), a passenger-cabin length of 60 feet (18.29 m), and a wingspan of 89.4 feet (27.25 m). The Series 10

7695-448: The very successful MD-80, relatively few MD-90s were built. The shorter and final variant, the MD-95, was renamed the Boeing 717 after McDonnell Douglas's merger with Boeing in 1997 and before aircraft deliveries began. The fuselage length and wing are very similar to those of the DC-9-30, but much use was made of lighter, modern materials. Power is supplied by two BMW/Rolls-Royce BR715 high-bypass turbofan engines. China's Comac ARJ21

7790-511: The wing design makes retrofitting difficult. DC-9s are therefore likely to be further replaced in service by newer airliners such as Boeing 737 , Airbus A320 , Embraer E-Jets , and the Airbus A220 . However one former Scandinavian Airlines DC-9-21 is operated as a skydiving jump platform at Perris Valley Airport in Perris, California . With the steps on the ventral stairs removed, it is

7885-496: 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. 1,191 MD-80s were delivered from 1980 to 1999. The MD-90 was developed from the MD-80 series. It was launched in 1989 and first flew in 1993. The MD-90 was longer and featured a glass cockpit (electronic instrumentation) and more powerful, quieter, fuel-efficient IAE V2525-D5 engines, with

7980-579: Was acquired by Boeing in August 1997, 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. 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

8075-406: Was an all-new design, using two rear fuselage-mounted Pratt & Whitney JT8D turbofan engines; a small, efficient wing; and a T-tail . The DC-9's maiden flight was in 1965 and entered airline service later that year. When production ended in 1982, a total of 976 DC-9s had been produced. The McDonnell Douglas MD-80 series, the second generation of the DC-9, began airline service in 1980. It

8170-518: 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

8265-415: Was increased to 98,000 lb (44,000 kg), eight percent more than on the higher weight Series 14s and 15s. The aircraft's MLW is 95,300 lb (43,200 kg) and MZFW is 84,000 lb (38,000 kg). Typical range with maximum payload is 1,000 nmi (1,900 km; 1,200 mi), increasing to 1,450 nmi (2,690 km; 1,670 mi) with maximum fuel. The Series 20, using the same wing as

8360-440: Was limited to 80,000 lb (36,300 kg) for a two-person flight crew by the then-Federal Aviation Agency regulations at the time. The commercial passenger aircraft have five abreast layout for economy seating that can accommodate 80 to 135 passengers, depending on version and seating arrangement. Turnarounds were simplified by built-in airstairs, including one in the tail, which shortened boarding and deplaning times. The DC-9

8455-506: Was offered with the 14,000 lbf (62 kN)-thrust JT8D-1 and JT8D-7. All versions of the DC-9 are equipped with an AlliedSignal (Garrett) GTCP85 APU, located in the aft fuselage. The Series 10, as with all later versions of the DC-9, is equipped with a two-crew analog flightdeck. The Series 14 was originally certificated with an MTOW of 85,700 lb (38,900 kg), but subsequent options offered increases to 86,300 and 90,700 lb (41,100 kg). The aircraft's MLW in all cases

8550-925: Was on a common line with the second generation of the DC-9 family, the MD-80 , with which it shares its line number sequence. Following the delivery of 976 DC-9s and 108 MD-80s, McDonnell Douglas stopped series production of the DC-9 in December 1982. The last member of the DC-9 family, the Boeing 717, was produced until 2006. The DC-9 family was produced in total 2441 units: 976 DC-9s (first generation), 1191 MD-80s (second generation), 116 MD-90s, and 155 Boeing 717s (third generation). This compared to 2,970 Airbus A320s and 5,270 Boeing 737s delivered as of 2006. Studies aimed at further improving DC-9 fuel efficiency , by means of retrofitted wingtips of various types, were undertaken by McDonnell Douglas, but these did not demonstrate significant benefits, especially with existing fleets shrinking. The wing design makes retrofitting difficult. Between 1973 and 1975, McDonnell Douglas studied

8645-601: Was originally designed to perform a maximum of 40,000 landings. The DC-9 has two rear-mounted JT8D turbofan engines, relatively small, efficient wings, and a T-tail . The tail-mounted engine design facilitated a clean wing without engine pods, which had numerous advantages. First, the flaps could be longer, unimpeded by pods on the leading edge and engine-blast concerns on the trailing edge. This simplified design improved airflow at low speeds and enabled lower takeoff and approach speeds, thus lowering field length requirements and keeping wing structure light. The second advantage of

8740-418: Was the -50 , which first flew in 1974. The DC-9 series, the first generation of the DC-9 family, would become a long term commercial success for the manufacturer. However, early production of the type had come at a higher unit cost than had been anticipated, leading to DC-9s being sold at a loss. The unfavorable early economics of the type negatively impacted Douglas, pushing it into fiscal hardship. However,

8835-434: Was the largest version of the DC-9 to enter airline service. It features an 8 ft 2 in (2.49 m) fuselage stretch and seats up to 139 passengers. It entered revenue service in August 1975 with Eastern Airlines and included a number of detail improvements, a new cabin interior, and more powerful JT8D-15 or -17 engines in the 16,000 and 16,500 lbf (71 and 73 kN) class. McDonnell Douglas delivered 96, all as

8930-519: Was the last remaining European operator of the type. As of June 2023, the Boeing 717 has been involved in six aviation accidents and incidents but with no hull-losses and no fatalities. 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 . Related development Aircraft of comparable role, configuration, and era Related lists Narrow-body aircraft Historically, beginning in

9025-544: Was typically 110,000 lb (50,000 kg). Engines for Models -31, -32, -33, and -34 included the P&;W JT8D-7 and JT8D-9 rated at 14,500 lbf (64 kN) of thrust, or JT8D-11 with 15,000 lbf (67 kN). Unlike the Series 10, the Series 30 had leading-edge devices to reduce the landing speeds at higher landing weights; full-span slats reduced approach speeds by six knots despite 5,000 lb greater weight. The slats were lighter than slotted Krueger flaps , since

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