Editing Boeing 717 (section)

== Development ==

=== Background ===
[[Douglas Aircraft Company|Douglas Aircraft]] launched the [[McDonnell Douglas DC-9|DC-9]], a short-[[Range (aircraft)|range]] companion to its larger four-engine [[Douglas DC-8|DC-8]], in 1963.<ref name="G_Endres">Endres, Gunter. ''McDonnell Douglas DC-9/MD-80 & MD-90''. London: Ian Allan, 1991. {{ISBN|0-7110-1958-4}}.</ref> The DC-9 was an all-new design, using two rear fuselage-mounted [[Pratt & Whitney JT8D]] [[turbofan]] engines; a small, efficient wing; and a [[T-tail]].<ref name="douglas_jetliners">Norris, Guy and Mark Wagner. "DC-9: Twinjet Workhorse". ''Douglas Jetliners''. MBI Publishing, 1999. {{ISBN|0-7603-0676-1}}.</ref> The DC-9's [[maiden flight]] was in 1965 and entered airline service later that year.<ref name="aijun80 p293">''Air International'' June 1980, p. 293.</ref> When production ended in 1982, a total of 976 DC-9s had been produced.<ref name="douglas_jetliners" />

The [[McDonnell Douglas MD-80]] series, the second generation of the DC-9, began airline service in 1980. It 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.<ref>{{Cite web |title=Boeing: MD-80 Background |url=http://www1.boeing.com/commercial/md-80-90/index.html |url-status=dead |archive-url=https://web.archive.org/web/19990302070457/http://www1.boeing.com/commercial/md-80-90/index.html |archive-date=March 2, 1999 |access-date=July 16, 2015 |publisher=Boeing}}</ref> 1,191 MD-80s were delivered from 1980 to 1999.<ref name="orders-deliveries">{{Cite web |title=Boeing: Commercial&nbsp;— Orders & Deliveries |url=http://www.boeing.com/commercial/#/orders-deliveries |access-date=July 16, 2015}}</ref>

The [[McDonnell Douglas MD-90|MD-90]] was developed from the MD-80 series.<ref name="AI p90">Swanborough 1993, p.90.</ref> It was launched in 1989 and first flew in 1993.<ref>{{Cite web |title=Boeing: Commercial Airplanes&nbsp;— MD-90 Background |url=http://www.boeing.com/commercial/md-80-90/md90.html |archive-url=https://web.archive.org/web/20130216043002/http://www.boeing.com/commercial/md-80-90/md90.html |archive-date=February 16, 2013 |access-date=July 16, 2015}}</ref> The MD-90 was longer and featured a [[glass cockpit]] (electronic instrumentation) and more powerful, quieter, fuel-efficient [[IAE V2500|IAE V2525-D5]] engines, with the option of upgrading to an [[IAE V2500|IAE V2528]] engine.<ref>{{Cite web |title=Boeing: Commercial Airplanes&nbsp;— MD-90 Technical Characteristics |url=http://www.boeing.com/commercial/md-90/product.html |url-status=dead |archive-url=https://web.archive.org/web/20130308021328/http://www.boeing.com/commercial/md-90/product.html |archive-date=March 8, 2013 |access-date=July 16, 2015}}</ref> A total of 116 MD-90 airliners were delivered.<ref name="orders-deliveries" />

=== MD-95 ===
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 [[McDonnell Douglas MD-80|MD-80]]) variants, McDonnell Douglas proposed a smaller version of 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 {{cvt|25|ft|4|in}} shorter than the DC-9-81, giving it an overall length of {{cvt|122|ft|6|in}}. The aircraft was proposed with a {{cvt|17000|lbf|kN}} thrust version of the [[Pratt & Whitney JT8D|JT8D-200]] series engine, although the [[CFM International CFM56]]-3 was also considered. Seating up to 117 passengers, the DC-9-90 was to be equipped with the DC-9's wing with {{cvt|2|ft}} tip extensions, rather than the more heavily modified increased area of the MD-80. The aircraft had a design range of {{cvt|1430|nmi|0}}, with an option to increase to {{cvt|2060|nmi|0}}, and a gross weight of {{cvt|112000|lb}}.<ref name="aero_19" />

The DC-9-90 was designed to meet 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, 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.<ref name="airclaims" />

In 1991, McDonnell Douglas revealed that it was again considering developing a specialized 100-seat version of the MD-80, initially named the ''MD-87-105'' (105 seats). It was to be some {{cvt|8|ft}} shorter than the MD-87, powered with engines in the {{cvt|16000|-|17000|lbf|kN}} thrust class.<ref name="airclaims" /> 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 the development of a 105-seat aircraft, designated ''MD-95''.<ref name="airclaims" /> The new name was selected to reflect the anticipated year deliveries would begin.<ref name="douglas" /> McDonnell Douglas first offered the MD-95 for sale in 1994.<ref name="douglas">{{Cite book |last1=Norris |first1=Guy |title=Douglas Jetliners |last2=Wagner, Mark |publisher=MBI Publishing |year=1999 |isbn=0-7603-0676-1}}</ref><ref name="Becher">Becher, Thomas. ''Douglas Twinjets, DC-9, MD-80, MD-90 and Boeing 717''. The Crowood Press, 2002. {{ISBN|1-86126-446-1}}. pp. 106-107.</ref>

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 {{cvt|119|ft|4|in}} length (same as the DC-9-30), and the reversion to the original DC-9 wingspan of {{cvt|93|ft|5|in}}. 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.<ref name="airclaims" /> 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 the original [[DC-9-10|DC-9-30]] design and applying new engines, cockpit and other more modern systems.<ref name="douglas" />

In March 1995, longtime McDonnell Douglas customer [[Scandinavian Airlines System]] (SAS) chose the Boeing 737-600 for its 100-seater over the MD-95.<ref name="douglas" /> In October 1995, U.S. new entrant and low-cost carrier [[ValuJet Airlines|ValuJet]] signed an order for 50 MD-95s, plus 50 options.<ref name="douglas" /> McDonnell Douglas president [[Harry Stonecipher]] felt that launching MD-95 production on the basis of this single order held little risk, stating that further orders would "take a while longer".<ref>Lopez, Ramon and Guy Norris. [http://www.flightglobal.com/pdfarchive/view/1995/1995%20-%203046.html "MD-95 Launched with ValuJet"]. Flight International, October 25–31, 1995.</ref> The ValuJet order was the only order received for some two years.<ref name="Becher" />

=== Engines ===
As first proposed, the MD-95 was to be powered by a {{cvt|16500|lbf|kN}} thrust derivative of the JT8D-200 series with the [[Rolls-Royce RB.183 Tay|Rolls-Royce Tay 670]] also considered as an alternative. This was confirmed in January 1992, when [[Rolls-Royce plc|Rolls-Royce]] and McDonnell Douglas signed 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.<ref name="airclaims" />

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 the new build MD-95. In its evaluation of the engine upgrades available for the DC-9X, McDonnell Douglas found the [[Rolls-Royce BR700|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.<ref name="airclaims" />

=== Production site ===
[[File:Vistas (3563920446).jpg|thumb|The Boeing 717 was assembled at the company's facility in Long Beach, California.]]

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 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 a search for a low-cost final assembly site. Halla Group in [[South Korea]] was selected to make the wings; [[Alenia Aeronautica|Alenia]] of Italy the entire fuselage; [[Aerospace Industrial Development Corporation|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.<ref name="airclaims" />

On November 8, 1994, McDonnell Douglas announced that final assembly would be taken away from 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, California|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.<ref>{{Cite web |title=Business & Technology&nbsp;— Parallels in production: 7E7 and 717 – Seattle Times Newspaper |url=https://archive.seattletimes.com/archive/20031130/boeingoutsource30/parallels-in-production-7e7-and-717 |website=nwsource.com |access-date=May 20, 2010 |archive-date=September 28, 2012 |archive-url=https://web.archive.org/web/20120928113040/http://community.seattletimes.nwsource.com/archive/?date=20031130&slug=boeingoutsource30 |url-status=live }}</ref>

=== Rebranding and marketing ===
[[File:Airtran Boeing 717 Airwim-2.jpg|thumb|The first and last 717s were delivered to [[AirTran Airways]], which merged with [[Southwest Airlines|Southwest]] in 2014.]]
[[File:Boeing 717-2BL, Volotea Airlines JP7674151.jpg|thumb|[[Volotea]] was the last European operator to retire the 717 in 2021.]]
[[File:QantasLink (National Jet Systems) Boeing 717-2K9 PER Lim.jpg|thumb|[[QantasLink]] was the last 717 operator outside of the United States. Their fleet was retired in 2024.]]After McDonnell Douglas was acquired by Boeing in August 1997,<ref>{{Cite news |last=Knowlton |first=Brian |date=December 16, 1996 |title=Boeing to Buy McDonnell Douglas |work=The New York Times |url=https://www.nytimes.com/1996/12/16/news/16iht-merge.t_0.html |access-date=August 8, 2016}}</ref><ref>{{Cite web |title=Boeing: History -- Higher, Faster, Further&nbsp;— The Boeing Company ... The Giants Merge |url=http://www.boeing.com/history/narrative/n079boe.html |url-status=dead |archive-url=https://web.archive.org/web/20080124221227/http://www.boeing.com/history/narrative/n079boe.html |archive-date=January 24, 2008 |access-date=July 3, 2015}}</ref> 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.<ref name="717_innovations" /> While it appeared that Boeing had skipped the 717 model designation when the [[Boeing 720|720]] and the [[Boeing 727|727]] followed the [[Boeing 707|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 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".<ref>[http://www.seattlepi.com/business/article/Aerospace-Notebook-Orphan-717-isn-t-out-of-1162508.php "Aerospace Notebook: Orphan 717 isn't out of sequence"]. seattlepi.com, December 22, 2004.</ref>  The lack of a widespread use of the 717 name left it available for rebranding the MD-95.{{cn|date=May 2024}}

At first, Boeing had no more success selling the 717 than McDonnell Douglas. Even the original order for 50 was no certainty in the chaotic post-deregulation United States airline market. Assembly started on the first 717 in May 1997.<ref>Flight International Commercial Aircraft Page 45 (September 3, 1997)</ref> 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 the following month.<ref name="717h" /><ref name="The_Boeing_717" /><ref name="isr">{{Cite journal |date=June 5–11, 2001 |title=Boeing 717 in-service report |url=http://www.flightglobal.com/pdfarchive/view/2001/2001%20-%201986.html |journal=Flight International |pages=42–48 |access-date=July 4, 2015}}</ref> [[Trans World Airlines]] (TWA) ordered 50 717s in 1998 with an option for 50 additional aircraft.<ref>{{Cite web |title=TWA to Continue Fleet Renewal with Boeing 717-200s |url=http://boeing.mediaroom.com/1998-12-09-TWA-to-Continue-Fleet-Renewal-with-Boeing-717-200s}}</ref>

Boeing's decision to go ahead with the 717 slowly began to pay off. Early 717 operators were delighted{{citation needed|date=March 2018}} with the reliability and passenger appeal of the type and decided to order more. The small Australian [[regional airline]] [[Impulse Airlines|Impulse]] took a long-term lease on five 717s in early 2000<ref>{{Cite press release |title=Impulse airlines first in Australia with 717s |date=April 11, 2000 |url=http://boeing.mediaroom.com/2000-04-11-Impulse-airlines-first-in-Australia-with-717s |access-date=July 8, 2015 |author=Boeing}}</ref> to begin an expansion into mainline routes.<ref>{{Cite press release |title=Impulse Airlines Boeing 717-200 Cockatoo Takes Off For Home |date=January 9, 2001 |url=http://boeing.mediaroom.com/2001-01-09-Impulse-Airlines-Boeing-717-200-Cockatoo-Takes-Off-For-Home |access-date=July 8, 2015 |author=Boeing}}</ref> The ambitious move could not be sustained in competition with the majors, and Impulse sold out to [[Qantas]] in May 2001.<ref>{{Cite news |last=Gaylord |first=Becky |date=May 2, 2011 |title=Qantas to Absorb Competitor As Fare War Takes a Victim |work=[[The New York Times]] |url=https://www.nytimes.com/2001/05/02/business/qantas-to-absorb-competitor-as-fare-war-takes-a-victim.html |access-date=July 1, 2015}}</ref>

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.{{citation needed|date=March 2018}} 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.{{citation needed|date=March 2018}} (For comparison, its predecessor, the DC-9 needed 21 days for a C check.) The new [[Rolls-Royce BR700#BR715|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,<ref>{{Cite press release |title=QantasLink to Replace BAe146s with Boeing 717s |date=October 29, 2004 |location=Sydney |url=http://www.qantas.com.au/travel/airlines/media-releases/oct-2004/3177/global/en |access-date=July 7, 2015 |author=Qantas Corporate Communication}}</ref> and other orders came from [[Hawaiian Airlines]] and [[Midwest Airlines]].<ref name="profit">{{Cite press release |title=Boeing 717: Designed for Airline Profitability |date=May 28, 2002 |url=http://boeing.mediaroom.com/2002-05-28-Boeing-717-Designed-for-Airline-Profitability |last1=Lamb |first1=Warren |access-date=June 30, 2015}}</ref>

Boeing actively marketed the 717 to a number of large airlines, including [[Northwest Airlines]], who already operated 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 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.<ref name="Janes" /><ref name="713r">{{Cite press release |title=Boeing Releases Proposed 717-300X Rendering |date=September 18, 2003 |url=http://boeing.mediaroom.com/2003-09-18-Boeing-Releases-Proposed-717-300X-Rendering |access-date=July 7, 2015}}</ref>

=== Assembly line and end of production ===
In 2001, Boeing began implementing a moving assembly line for production of the 717 and 737.<ref>[http://www.boeing.com/assets/pdf/companyoffices/financial/finreports/annual/01annualreport/BOEING2001AR_all.pdf Boeing 2001 Annual report] {{webarchive|url=https://web.archive.org/web/20150923193835/http://www.boeing.com/assets/pdf/companyoffices/financial/finreports/annual/01annualreport/BOEING2001AR_all.pdf |date=September 23, 2015 }}</ref> The moving line greatly reduced production time, which led to lower production costs.<ref name="717_innovations">[http://www.boeing.com/news/frontiers/archive/2005/october/i_ca2.html "Going—but far from gone, 717 innovations live on long after production"]. Boeing Frontiers magazine, October 2005,</ref><ref>{{Cite news |date=June 12, 2002 |title=Boeing's 717 to Hit 100th Delivery |work=Aero News Network |url=http://www.aero-news.net/index.cfm?do=main.textpost&id=bacdc4e3-ba73-425a-abe0-607eb6f2ae64 |access-date=July 9, 2015}}</ref> Following the slump in airline traffic caused by an economic downturn subsequent to the terrorist attacks on [[September 11 attacks|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.<ref>{{Cite web |title=Boeing Committed To 717 Program And 100-Seat Market |url=http://www.boeing.com/commercial/717/pf/pf_overview.html |url-status=dead |archive-url=https://web.archive.org/web/20020217030533/http://www.boeing.com/commercial/717/pf/pf_overview.html |archive-date=February 17, 2002 |access-date=July 11, 2015 |website=Boeing}}</ref> After 19 worldwide 717 sales in 2000, and just 6 in 2001, Boeing took 32 orders for the 717 in 2002, despite the severe industry downturn.<ref name="orders-deliveries" /> The 100th 717 was delivered to AirTran Airways on June 18, 2002.<ref>{{Cite press release |title=Boeing Delivers 100th 717-200 Twinjet at Ceremony |date=June 18, 2002 |publisher=PR Newswire |location=Long Beach, CA |url=http://www.prnewswire.com/news-releases/boeing-delivers-100th-717-200-twinjet-at-ceremony-77926387.html |access-date=July 9, 2015 |author=The Boeing Company}}</ref><ref>{{Cite news |date=June 18, 2002 |title=Boeing delivers 100th 717-200 |work=Wichita Business Journal |url=http://www.bizjournals.com/wichita/stories/2002/06/17/daily17.html |access-date=July 11, 2015}}</ref><ref>{{Cite press release |title=Boeing Delivers 100th 717-200 Twinjet at Ceremony |date=June 18, 2002 |url=http://boeing.mediaroom.com/2002-06-18-Boeing-Delivers-100th-717-200-Twinjet-at-Ceremony |access-date=July 9, 2015 |author=<!--Staff writer(s); no by-line.-->}}</ref>

Increased competition from regional jets manufactured by [[Bombardier Aviation|Bombardier]] and [[Embraer]] took a heavy toll on sales during [[Early 2000s recession|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 A318]]s, but eventually also canceled the Boeing 717s that had not yet been delivered.<ref>{{Cite web |title=Boeing 717-231 TWA Trans World Airlines &#124; FlyRadius |url=http://www.flightrun.com/boeing-717/231-twa-trans-world-airlines |access-date=August 8, 2016 |website=www.flightrun.com}}</ref> The beginning of the end came in December 2003 when Boeing failed to reach a [[United States dollar|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.<ref>{{Cite news |date=December 19, 2003 |title=Air Canada buying 90 jets from Bombardier, Embraer |work=[[CBC News]] |publisher=[[Canadian Broadcasting Corporation|CBC]] |url=http://www.cbc.ca/news/business/air-canada-buying-90-jets-from-bombardier-embraer-1.367681 |access-date=June 30, 2015}}</ref> 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.<ref name="LAT20050115">{{Cite news |last=Pae |first=Peter |title=Boeing is closing an era in aviation |work=[[Los Angeles Times]] |department=Business |publication-date=January 15, 2005 |url=https://www.latimes.com/archives/la-xpm-2005-jan-15-fi-boeing15-story.html |access-date=March 8, 2023}}</ref>

The 156th and final 717 rolled off 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.<ref name="The_Boeing_717" /><ref name="last 717s">{{Cite press release |title=Boeing Delivers Final 717s; Concludes Commercial Production in California |date=May 23, 2006 |publisher=Boeing |url=http://boeing.mediaroom.com/2006-05-23-Boeing-Delivers-Final-717s-Concludes-Commercial-Production-in-California |access-date=June 30, 2015}}</ref> The 717 was the last commercial [[airplane]] produced at Boeing's [[Long Beach]] facility in [[Southern California]].<ref name="last 717s" />

=== Retirement ===
The first Boeing 717 aircraft built registered as N717XA was scrapped in 2005. [[Trans World Airlines|TWA]] sold their aircraft to [[American Airlines]] after TWA went bankrupt in December 2001.  American Airlines retired their 717s in 2003 and sold them to [[AirTran Airways|Air Tran Airway]]s, [[QantasLink|Qantaslink]] and [[Bangkok Airways]].  [[Impulse Airlines]] sold their 717s to Qantaslink in 2004 after the airline ceased operations. [[Germanwings]] retired their 717s in 2005 only one year after receiving them. [[Jetstar]] retired their 717s in 2007 and sold them to Qantaslink. [[Bangkok Airways]], [[Midwest Airlines]] and [[Olympic Airlines]] retired their 717s in 2009. [[Quantum Air]] retired their 717s after ceasing operations in January 2010.  [[MexicanaClick]] went bankrupt in August 2010 and retired their 717s. [[Spanair]] retired their 717s in 2011. AirTran sold their 717s to Delta Air Lines after the company merged with [[Southwest Airlines|Southwest]] in 2014 with the plane registered as N717JL making AirTran's final flight from [[Hartsfield–Jackson Atlanta International Airport|Atlanta]] to [[Tampa International Airport|Tampa]] in December 2014.  [[Turkmenistan Airlines]] retired their last 717 in July 2018 and was the last Asian operator of the 717. [[Volotea]] retired their last 717 in January 2021 and was the last European operator of the 717. QantasLink initially retired their last 717 in October 2024 with the aircraft registered as VH-YQS making its final flight from [[Sydney Airport|Sydney]] to [[Canberra Airport|Canberra]].<ref>{{Cite web |first= |date=October 26, 2024 |title=End Of An Era: Qantas Marks Final Day Of 717 Flying In Australia. |url=https://www.qantasnewsroom.com.au/media-releases/end-of-an-era-qantas-marks-final-day-of-717-flying-in-australia/ |url-status=live |archive-url=https://web.archive.org/web/20250105193933/https://www.qantasnewsroom.com.au/media-releases/end-of-an-era-qantas-marks-final-day-of-717-flying-in-australia/ |archive-date=January 5, 2025 |access-date=January 28, 2025 |website=Qantas News Room}}</ref> However, the aircraft registered VH-YQW returned to service in November 2024. VH-YQW made its final flight in December 2024 from [[Canberra Airport|Canberra]] to [[Brisbane Airport|Brisbane]] as QF6216 marking the end of 717 operators outside of the US.<ref>{{Cite web |title=Exclusive: Resurrected Qantas 717 finally retires |url=https://australianaviation.com.au/2025/01/exclusive-resurrected-qantas-717-finally-retires/ |access-date=2025-01-28 |website=Australian Aviation |date=January 3, 2025 |language=en-AU}}</ref> 

[[Delta Air Lines]] and [[Hawaiian Airlines]] still operate their 717s as of 2025. As of 2020 Delta planned to retire their fleet by the end of 2025.<ref>{{Cite news |last=Meier |first=Ricardo |date=September 28, 2020 |title=Close to debuting the A220-300, Delta extends Boeing 717 service until 2025 |url=https://www.airdatanews.com/close-to-debuting-the-a220-300-delta-extends-boeing-717-service-until-2025/ |access-date=February 23, 2025 |work=Air Data News}}</ref> On the other hand, Hawaiian Airlines CEO Peter Ingram mentioned in a 2024 interview that "the 717 still has enough life left" and that no firm replacement was selected yet, with completely retirement of the fleet several years away.<ref>{{cite web|url=https://samchui.com/2024/04/23/ceo-talks-hawaiian-airlines-ceo-peter-ingram-on-fleet-expansion-and-merger-process/|title=CEO Talks: Hawaiian Airlines CEO Peter Ingram on Fleet, Expansion and Merger Process|date=April 23, 2024|access-date=March 8, 2025|publisher=Sam Chui}}</ref>

The [[FAA]] issued an [[Airworthiness directive]] in October 2024 after multiple cracks were discovered in the wing of a 717, including "one approximately 7 inches in length that is not capable of sustaining a limit load event". The FAA warned that "if not addressed, could lead to reduced structural integrity of the airplane and loss of control of the airplane, which could result in a catastrophic event." The directive required inspections of all 717s, and corrective actions if issues were discovered. <ref>{{cite web|url=https://www.federalregister.gov/documents/2024/10/23/2024-24443/airworthiness-directives-the-boeing-company-airplanes|title=Airworthiness Directives: The Boeing Company Airplanes|publisher=The Federal Register|date=October 23, 2024|access-date=March 8, 2025}}</ref>

=== Program timeline ===
*Announced: June 16, 1991, at the [[Paris Air Show]] as MD-95 program by McDonnell Douglas<ref>"MDC Steps into 100-seat arena with MD-95". Flight International&nbsp;— Paris Show Report 1991, June 26, 1991, p. 13.</ref>
*Approval to offer: July 22, 1994, McDonnell Douglas received board approval to offer the aircraft.<ref name="airclaims">Airclaims Jet Programs 1995</ref><ref name="FT">{{Cite magazine |date=April 1, 1998 |title=Classic takes shape |url=https://www.flightglobal.com/news/articles/classic-takes-shape-34947/ |magazine=[[Flight International]] |pages=31+}}</ref>
*First order: October 10, 1995, from ValuJet (later to become AirTran Airways) for 50 firm and 50 options for MD-95s<ref name="The_Boeing_717" /><ref name="FT" />
*Roll out: June 10, 1998, at Long Beach, California<ref name="The_Boeing_717" /><ref>{{Cite press release |title=Boeing Rolls Out First 717-200 Passenger Jet |date=June 10, 1998 |url=http://boeing.mediaroom.com/1998-06-10-Boeing-Rolls-Out-First-717-200-Passenger-Jet |access-date=July 3, 2015 |author=Boeing}}</ref>
*First flight: September 2, 1998<ref name="717h" /><ref name="The_Boeing_717" />
*Certification: FAA: September 1, 1999;<ref>FAA Type Certificate Data Sheets A6WE</ref> [[European Union Aviation Safety Agency|EASA]] (JAA): September 16, 1999<ref>EASA Type Certificate Data Sheets IM.A.211</ref>
*Entry into service: October 12, 1999, with AirTran Airways on Atlanta-[[Dulles International Airport|Washington, D.C. (Dulles)]] route<ref name="The_Boeing_717" /><ref name="isr" />
*Last delivery: May 23, 2006, to AirTran Airways.<ref name="The_Boeing_717" /><ref>[[n:Boeing delivers final 717 to AirTran, ending Douglas era|Boeing delivers final 717 to AirTran, ending Douglas era]]</ref>