Editing Boeing 717 (section)

=== 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" />