Posts: 423
Joined: Thu Aug 02, 2001 5:44 am

717, 737 And MD-90

Thu Nov 29, 2001 10:01 am

Questions on the unique 717…

1- If I am not mistaken, Boeing basically shut down The MD-90 project because it was a direct competitor to the 737NG. How is the 717 any different (especially with the 737-600, -700)?

2-Is the 733, 734 and 735 still in production? If so wouldn’t the 717 be a direct competitor to these?

3- What do you think of a 717BBJ? Did Boeing ever consider it?

Regarding the MD-90,

at present who is it’s largest operator? SV?

"Saudia Three Five hold short Three One Right"
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Joined: Thu May 17, 2001 12:02 pm

RE: 717, 737 And MD-90

Thu Nov 29, 2001 10:13 am

1- True, they kept that open because it is a good option for many short per day flights as it is cheaper and lighter.

2- the "classic" 737's are out of production, but the 717 only competes with the 737-500 or 600's size, as the 300/700 and 400/800 are bigger.

3-It wuld look great, but the 737BBJ has got good range on it's side, the 717 isn't really good for anything over 1000nm.

Boeing Nut
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Joined: Fri Feb 23, 2001 2:42 am

RE: 717, 737 And MD-90

Thu Nov 29, 2001 11:31 am

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.
I'm not a real aeronautical engineer, I just play one on
Posts: 5178
Joined: Wed Mar 01, 2000 11:10 am

RE: 717, 737 And MD-90

Thu Nov 29, 2001 12:37 pm

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.

Posts: 539
Joined: Tue Dec 14, 1999 4:15 pm

RE: 717, 737 And MD-90

Thu Nov 29, 2001 1:36 pm

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.

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