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List of Boeing 717 operators
List of Boeing 717 operators
List of Boeing 717 operators
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The list of Boeing 717 operators lists both former and current operators of the aircraft.

Current operators

[edit]

As of January 2025, there are 99 Boeing 717-200 aircraft in service with two airlines.

Airline Country Photo Status Notes Ref
Delta Air Lines  United States 80 Long-term lease from Southwest Airlines. [1][2]
Hawaiian Airlines  United States 19 [3]

Former operators

[edit]
Airline Country Photo Status Notes Ref
Aerolíneas de Baleares  Spain 5 Rebranded as Quantum Air in 2009
AirTran Airways  United States 88 Subleased to Delta Air Lines in mid-2013 and remain in service there. [1][2]
American Airlines  United States 29 Taken over from Trans World Airlines and sold to AirTran Airways
Bangkok Airways  Thailand 3
Blue1  Finland 9 Phased out in 2015; sold to Volotea and Delta Air Lines [4]
Germanwings  Germany 2 Leased from Aerolíneas de Baleares
Impulse Airlines  Australia 8 Later acquired by Qantas
Jetstar  Australia 14 Dry-leased from Air Connect
MexicanaClick  Mexico 19 Ceased operations in 2010. [5]
Midwest Airlines  United States 25 Phased out in November 2009. [6]
Olympic Airlines  Greece 3
QantasLink  Australia 23 Phased out in October 2024, one temporarily brought out of retirement until December 2024. [7]
Quantum Air  Spain 5 Ceased operations in 2010. All aircraft transferred to Blue1.
Spanair  Spain 4 All aircraft transferred to Blue1
Trans World Airlines  United States 29 50 were ordered; 29 acquired by American Airlines.
Turkmenistan Airlines  Turkmenistan 7 Phased out in July 2018. Last operator in Asia.
Volotea  Spain 19 Phased out in January 2021 and replaced by Airbus A319-100s [8]

References

[edit]
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List of Boeing 717 operators

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from Grokipedia
The is a twin-engine, single-aisle jet airliner originally developed by McDonnell Douglas as the MD-95 and produced by from 1999 to 2006, with a total of 156 aircraft built for short- to medium-haul routes accommodating 80 to 134 passengers. The list of Boeing 717 operators documents both current and former users of this DC-9 family derivative, which entered commercial service with in 1999 and became notable for its efficiency in regional and high-frequency operations despite limited production due to competition from larger narrowbodies and regional jets. As of November 2025, the Boeing 717 remains in active service primarily with two major airlines: Delta Air Lines, the largest operator with approximately 70 aircraft deployed on domestic U.S. routes such as those from its Atlanta hub, and Hawaiian Airlines, which utilizes 19 units for inter-island flights in Hawaii under extended leases through at least 2025. Delta inherited its fleet of 88 aircraft from AirTran following the 2010 merger (completed in 2014) and began operating them between 2013 and 2016; it has announced plans to retire them progressively, initially targeted for completion by December 2025 but potentially extended due to Airbus A220 delivery delays, with retirements already underway by late 2025, marking the end of the last DC-9 variants in its service. Hawaiian Airlines, meanwhile, continues to rely on the type for its rugged performance in short-field operations across the Hawaiian archipelago. Historically, the served a diverse array of operators worldwide, with notable former users including (88 aircraft, the launch customer before its integration into ), (, 29 aircraft until its 2001 merger with ), (23 aircraft on Australian regional routes until retirement in late 2024), and (19 aircraft for European short-haul services until January 2021). Other past operators encompassed smaller carriers and lessors such as , , and government or charter entities, reflecting the aircraft's versatility but also its niche market positioning that limited broader adoption. Overall, of the 156 produced, around 99 remained in service as of early 2025, but this had decreased to approximately 86 by September 2025, underscoring the 717's durability and low operating costs, though its fleet is dwindling as operators transition to more modern alternatives like the and E-Jets.

Introduction

Aircraft Background

The originated as the McDonnell Douglas MD-95, a of the DC-9 family designed to fill the market gap between smaller regional jets and larger . Development of the MD-95 began in the early , with the program formally launched in following orders from . Following the 1997 merger between McDonnell Douglas and , the aircraft was redesignated as the to align with Boeing's numbering convention for its commercial lineup. The prototype made its on September 2, 1998, from , and received FAA certification on September 1, 1999, enabling entry into service with later that year. As a twin-engine, narrow-body , the is configured for 110 to 134 passengers in a typical two-class layout, making it suitable for high-density short-haul operations. It is powered by two Rolls-Royce BR715 high-bypass engines, each providing up to 21,000 pounds of , which contribute to its efficient performance on regional routes. The boasts a maximum range of 2,060 nautical miles (3,815 kilometers) with a full passenger load, a cruising speed of Mach 0.77, and advanced including a Honeywell for enhanced reliability. Designed primarily for short- to medium-haul flights, it excels in serving low-demand routes with frequent scheduling, such as hub-to-spoke connections. Production of the spanned from 1998 to 2006, with a total of 156 assembled at Boeing's facility in , utilizing a moving to streamline manufacturing. This site, originally established by Douglas , represented the final commercial program built there before closure. The 717's design emphasizes , featuring low fuel consumption from its BR715 engines, rapid turnaround times of around 25 minutes, and reduced maintenance requirements compared to larger jets, which lower overall operating costs for airlines on regional networks. These attributes made it particularly appealing for carriers seeking economical alternatives to 50-seat regional jets or oversized mainline on less-trafficked routes.

Operational Overview

The entered commercial service with in October 1999, marking the first revenue flight of the twin-engine narrowbody jet designed for the 100-seat market. Originally developed by McDonnell Douglas as the MD-95, the reached peak operations in the early 2000s, with over 150 active airframes worldwide following the delivery of most of the 156 units produced. Production concluded in May 2006 after low order volumes, as airlines shifted toward larger narrowbody jets like the for better economies on medium-haul routes. Retirement trends accelerated after 2010, driven by airline mergers—such as ' acquisition of AirTran, which phased out the 717 to standardize on the 737—and broader efficiency initiatives favoring fuel-efficient modern amid rising operating costs. Several operators, including , retired their fleets in the 2020s to transition to newer types like the , reflecting the 717's niche role in an evolving market. As of November 2025, approximately 99 Boeing 717-200 aircraft remain in service worldwide, operated exclusively by and , with an average fleet age of approximately 24 years. Delta operates around 80 aircraft, while has 19. The type continues to excel in short-haul domestic operations, typically on routes under 1,000 miles, supporting high-frequency, point-to-point services in dense regional markets where its quick turnaround and reliability provide operational advantages. Delta has announced plans to retire its fleet by 2025.

Current Operators

Delta Air Lines

Delta Air Lines became the largest operator of the Boeing 717 through an agreement reached in 2012 with Southwest Airlines following the latter's merger with AirTran Airways, under which Delta acquired all 88 of AirTran's 717s. Deliveries of the aircraft to Delta commenced in the second half of 2013 and were completed by the end of 2015, with Southwest funding modifications to align the planes with Delta's operational standards. As of November 2025, Delta's fleet consists of 80 aircraft, with 74 active and 6 parked or in maintenance; all are configured in a two-class layout accommodating 110 passengers, including 12 in , 25 in Delta Comfort+, and 73 in Main Cabin. The deploys these narrowbody jets predominantly on short-haul domestic routes from its primary hub at Hartsfield-Jackson Atlanta International Airport, such as to New York-LaGuardia, Logan, and various Midwest destinations including and ; the 717s achieve high efficiency with an average daily utilization exceeding 8 block hours. Looking ahead, Delta plans a phased of its 717 fleet by the end of the decade, driven by the aircraft's age and the need for fleet modernization, with the designated as the primary replacement to handle similar short- to medium-haul missions. Despite Boeing's official support for the type ending in 2026, Delta's in-house capabilities at its Technical Operations Center enable extensions for select aircraft through at least 2028, supporting continued operations during the transition.

Hawaiian Airlines

Hawaiian Airlines placed a firm order for 13 717-200 aircraft in March 2000, following an announcement of intent in September 1999, with deliveries commencing in February 2001 and all completed later that year to replace the carrier's aging DC-9 fleet. The airline expanded its 717 operations in 2008 by leasing four additional aircraft to address increased demand after the cessation of ' passenger services. This brought the total to 19 aircraft through subsequent acquisitions and leases, all initially operated under dry-lease arrangements. As of November 2025, maintains a fleet of 19 active aircraft. These are configured in a two-class layout with eight first-class seats and 115 to 120 seats, accommodating 123 to 128 passengers total, optimized for high-density short-haul service. As of November 2025, is actively assessing replacements for its aging 717 fleet. The fleet is dedicated exclusively to ' inter-island network, serving routes such as (HNL) to (OGG), Kauai (LIH), and Hilo (ITO), with flight distances typically ranging from 100 to 300 miles. These short hops result in high daily cycle counts, often exceeding 160 takeoffs and landings across the fleet, underscoring the aircraft's reliability for frequent, quick-turnaround operations. The type has been integral to the carrier's network since entering service in 2001, leveraging its short-field performance for the islands' varied airport environments. Hawaiian Airlines plans to retire its Boeing 717 fleet in the coming years, with evaluations underway for replacements such as the and E-Jets to standardize the overall fleet and lower maintenance costs. In the interim, A321neo aircraft have been deployed on select inter-island routes as a capacity adjustment measure through late 2025.

Former Operators

North American Operators

, a United States-based , operated the largest fleet of aircraft among former North American operators, with 88 aircraft delivered between 1999 and 2006. These twinjets primarily served high-frequency short-haul routes connecting to East Coast destinations and cities, leveraging the aircraft's efficiency for 100- to 134-seat configurations. The entire fleet was retired in 2014 as part of the merger with , which opted not to integrate the type into its 737-centric operations. Trans World Airlines (TWA), another United States operator, took delivery of 29 717s from 1999 to 2001 to modernize its short-haul fleet at the hub. The aircraft were deployed on domestic routes from to various U.S. cities, emphasizing quick turnarounds and reliability for regional feeds. Following TWA's bankruptcy in 2001 and subsequent acquisition by , all 717s were phased out by 2003, as American shifted focus to its existing and MD-80 fleets. Midwest Airlines, operating out of the , leased 25 717s starting in 2003 to support its premium all-leather-seat service on Midwest U.S. routes. By 2008, amid financial pressures, the carrier returned 16 of these aircraft to lessor Boeing Capital Corporation, retaining a smaller number for continued operations. The remaining 717s were fully retired in November 2009, prior to the 2010 merger with , which favored regional jets over the larger narrowbody. Several minor North American operators briefly utilized the on lease before exiting the market. Common factors contributing to the retirement of 717 fleets across these operators included airline mergers that rationalized fleets toward larger types like the , escalating maintenance costs for an aging design after production ended in , and a broader industry shift to more versatile narrowbodies.

International Operators

Outside , the saw limited adoption by international carriers, primarily through short-term leases due to the aircraft's brief production run of just 156 units between and 2006. These operators utilized the twin-engine jet for regional and short-haul routes, leveraging its efficiency for low-density markets, but most retired the type amid economic pressures, fleet rationalization, and the shift toward larger or more versatile aircraft. Leased fleets were prevalent, reflecting the 717's niche role and the reluctance of airlines to commit to outright purchases given the program's short lifespan. QantasLink, the regional arm of Australia's Qantas Group, operated the largest international fleet of 717s, with 23 aircraft serving domestic routes from 2001 until their full retirement in October 2024. The airline inherited its initial eight 717s from following Qantas's 2001 acquisition of that carrier, later adding more from Airways in 2007 to expand regional connectivity across . By 2024, the fleet had dwindled as QantasLink phased out the aging jets for improved and higher capacity, replacing them with A220-300s on routes like to . The final commercial flight occurred on October 26, 2024, marking the end of over two decades of 717 service in . In , leased four 717-200s starting in 2000 to support tourism-driven expansion on short-haul routes within and neighboring countries. The first two arrived that , with two more added in 2002 via agreements with Corporation. These aircraft enabled rapid growth in regional operations but were returned to lessors beginning in late 2007 as leases expired, with the carrier transitioning to larger 737-800s for greater range and capacity. The retirement aligned with ' network evolution toward longer domestic and international sectors. European , based in and serving markets in , , and , leased up to 19 717s from 2012 onward for point-to-point regional flights across the Mediterranean. Facing severe demand drops from the , the airline accelerated retirement of its remaining eight aircraft in January 2021, six years ahead of original plans, to standardize on an all-Airbus fleet including A319s and A320s. The last revenue flight, operated by EC-MGT from to on January 10, 2021, ended 717 operations in . Other former international operators included Finland's , which leased nine 717s from 2001 to support Scandinavian routes before phasing them out between 2014 and 2015 in favor of and A320 family aircraft for better commonality with parent operations. Germany's trialed two leased 717s during the 2004-2005 winter season but returned them after one year without further commitment, citing operational testing needs over long-term adoption. In , leased eight 717s between 2000 and 2001 as its launch customer Down Under, operating them briefly on east-coast low-cost services until integration into following the 2001 acquisition. Olympic Airlines of operated 12 717s from 2005 to 2009 for domestic and short-haul European routes before retiring them amid financial restructuring. Retirements among these operators often coincided with broader economic challenges, such as the affecting and Impulse's merger, or the 2020-2021 downturn prompting Volotea's exit, alongside strategic shifts toward standardized fleets amid the 717's limited parts support post-production. This pattern underscores the aircraft's role as a transitional asset for regional expansion in diverse markets, from Australia's vast interiors to Europe's fragmented short-haul networks.

References

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