Boeing nut From , joined Dec 1969, posts, RR:
Reply 2, posted (14 years 2 months 1 week 4 days 16 hours ago) and read 2003 times:
1- I believe that the MD-90 sealed it's own fate before the Boeing takeover. It really didn't have the orders to support the program. To bad too. I remember at FLL getting as close as possible to the runway (I used to work for FLL Authority) and purposely talking out loud to actually hear myself talk while the MD-90 took off. Very impressive engines. I think the 717 is still around because Boeing was hoping the 717 would fill an "RJ" role. The 736 wasn't designed to fill an RJ role.
2- As Concorde1518 stated, the "classics" are indeed no longer produced.
3- Boeing indeed did consider the 717 for a BBJ role. It still does actually, but it is marketed as a corporate shuttle. Something that doesn't need the range of the 737BBJ.
AA737-823 From United States of America, joined Mar 2000, 6247 posts, RR: 9
Reply 3, posted (14 years 2 months 1 week 4 days 15 hours ago) and read 1980 times:
I am telling you guys for the five hundreth time, Boeing could SO sell that airplane if they wanted to. Shorten it, and you have a regional jet, a 717-100. For this shorter version, you could get away with using the BR710 engines that are less powerful yet consume less fuel, making the smaller one just as efficient as the larger.
NOW- stretch it and you have a perfect MD-80 replacement. 717-300. Who's the biggest customer? Why, American Airlines, of course. 260 orders at program launch. PERFECT commonality with their existing MD-80s (okay, not perfect, but better than a 737-NG) and more efficient, and fewer mechanicals.
I think these guys are right- the MD-90 program was a flop from the get go. Especially considering that they were such junk off the compass rose. SAS's first two planes wouldn't fly, quite literally, and Douglas had to come out to (wherever SAS keeps planes) and rewire both of them from nose to tail. Also, no one needed one. Delta took... sixteen units. Not very many, folks.
The 717 is different from the 737-600 in the same way that it is different from the upcoming A318. The 717 is efficient for short hops, like between the Hawaiian islands and other routes. Many flights a day- the 717 was designed for 12 flights per day, each one hour in duration. The 737-600 and A318 are designed for longer routes.
JmhLUV2fly From United States of America, joined Dec 1999, 559 posts, RR: 0
Reply 4, posted (14 years 2 months 1 week 4 days 14 hours ago) and read 1964 times:
The MD-90 along with the MD-88 were both desined specifically for Delta AirLines. The airline went to MD and expressed what they wanted in an airplane much like one would go to an architect to build there dream home. The MD-90 was designed to be Delta's future airplane for the short to medium range market where they placed a firm order of 31 for the MD-90 and the airline was the MD-90's launch customer.
Both the 90 and 88 are very similiar. And Delta planed to save cost on pilot training with the two similiar types.
However, in time the MD-90 proved to be more costly to maintain then first predicted. Many of the airplane engine V2500 reaplacement parts are not easily available, along with other financial reasons. So essentially, the MD-90 was a flop due in part because the airplane was desined with one airline in mind, Delta, and other airlines most probably didnt take to the type very well. Ultimately, Delta chose the 738 as its short to medium range craft and has labeled it the airplane of its future where it shall replace the rather older 727 fleet.