How Many Boeing 717s Were Built?

The Boeing 717 is one of the most unique jets in modern aviation history, and the strangest Boeing jet. While most Boeing aircraft are instantly associated with the company’s Seattle roots, the 717 traces its lineage back to Douglas and later, McDonnell Douglas. This legacy stretches all the way to the original Douglas DC-9 of the 1960s. With its compact size, twin rear-mounted engines, and short-to medium-haul capability, the 717 played an important role for airlines seeking efficiency in regional markets. Yet, despite its clever design and sturdy reliability, production numbers for the 717 were limited.

To answer this question, we need to revisit the aircraft’s complicated heritage and market timing. The 717 was never supposed to exist as “Boeing’s smallest jet airliner”, as it was created by then-independent McDonnell Douglas company under the name of the MD-95, a final evolution of the DC-9 line. In our article, we will explore the precise production numbers, the factors behind them, what airlines thought of the aircraft, and how it compares to competitors.

How Many Boeing 717s Are There?

Photo: Markus Mainka | Shutterstock

In simple terms, a total of 156 Boeing 717 aircraft were built between 1999 and 2006, according to ch-aviation fleet data. This figure includes deliveries to operators such as AirTran Airways, Hawaiian Airlines, TWA, Delta Air Lines, Olympic Airways, Midwest Airlines, Volotea, Turkmenistan Airlines and several smaller carriers. Production was relatively short-lived compared to Boeing’s other programs. However, the type carved out a significant niche and it is still in use nowadays, with two of the most prominent ones being Delta Air Lines and Hawaiian.

AirTran Airways was the largest original customer, operating over 80 of the jets at one point. At the same time, Hawaiian Airlines became one of its most loyal operators, still flying the aircraft on inter-island routes as of 2025, according to Planespotters.net. Delta Air Lines also acquired a large subfleet after leasing AirTran’s former airframes. Meanwhile, in Europe, Volotea operated a fleet of 19 leased Boeing 717s until retiring them in January 2021, becoming the last European airline to do so.

Historically, the 717 entered production at a time when smaller mainline aircraft were under pressure from both regional jets and low-cost carriers favoring larger single-aisle models. That market misalignment explains why the final production tally was capped at 156 units, making the 717 one of Boeing’s rarest commercial types.

What Other Factors Influenced The Number Built?

Photo: Qantas

Several market and strategic factors influenced the total production. First, timing was critical: the late 1990s and early 2000s were turbulent years in commercial aviation. Fuel prices fluctuated, low-cost carriers were rapidly expanding, and airline mergers reshaped fleet plans. The September 11 attacks also negatively affected the aviation market, especially in the US. In that environment, a small-capacity jet like the 717 faced an uphill battle.

Second, competition from regional jets undermined the 717’s appeal. Although the aircraft offered Boeing-quality engineering and DC-9 heritage robustness, airlines increasingly turned to 50- and 70-seat jets from Bombardier and Embraer. These aircraft could be operated by regional affiliates at lower labor costs, undercutting the 717’s economics. Meanwhile, larger carriers preferred the latest Boeing creation – the 737 Next Generation series, but also Airbus A320 family aircraft for better economies of scale.

At its production peak, the Boeing 717 competed against the Embraer ERJ-145, Bombardier CRJ200/700, and the Boeing 737-600, but the smaller aircraft were cheaper to operate while the larger ones offered more seats per flight.

Finally, the concentration of the customer base hurt the program. Unlike the DC-9 or MD-80, which were adopted worldwide, the 717’s customers were relatively few. After the TWA collapse (it was the first airline to acquire the MD-95) and Midwest’s downsizing, the backlog significantly decreased. Boeing, however, failed to adequately invest in marketing the aircraft, and as a result, had little incentive to maintain the Long Beach assembly line, leading to the closure of both the assembly line in California and the 717 program, as described in the Los Angeles Times.

Airlines’ Opinion On The 717

Photo: Aeroprints.com | WIkimedia Commons

Despite its limited production, many airlines praised the 717’s performance. For Hawaiian Airlines, for example, the jet is perfectly suited for the short inter-island missions between Honolulu, Maui, Kauai, and the Big Island. Its rugged design, quick turnaround times, and ability to handle high-frequency operations in tropical conditions made it a reliable workhorse.

Delta Air Lines, which eventually operated more than 90 of the type after absorbing AirTran’s fleet, also benefited from the 717’s size. When the first Boeing 717 joined Delta’s fleet in 2013, it made the airline the only one to operate all variants of the DC-9 simultaneously: the DC-9, the MD-80, the MD-90, and the Boeing 717 itself.

It became an ideal “right-sizing” tool for routes too large for regional jets but too small for 737s. Delta executives often noted that the aircraft filled a crucial gap in the carrier’s domestic network, especially at hubs like Atlanta and Minneapolis, according to Delta News Hub.

Boeing 717 operators (all-time)

Experts also highlight the 717’s durability. Like the DC-9 before it, the aircraft was overbuilt for short cycles, with robust landing gear and engines designed for frequent use. Analysts often point out that the 717 could continue flying well past its projected retirement dates if airlines chose to keep them. Yet, with rising fuel costs and fleet simplification strategies, both Hawaiian and Delta carriers are planning gradual retirements by the late 2020s, according to the ch-aviation database.

Boeing 717 VS Other Similar Aircraft

Photo: QualityHD | Shutterstock

When viewed against its rivals, the Boeing 717 occupies a strange middle ground. On one side, smaller regional jets offered cheaper entry costs, lighter operating expenses, and the ability to bypass scope clauses with regional partners. On the other hand, larger single-aisle aircraft provided significantly more seats with only a modest increase in operating costs.

The 717’s closest direct competitor within Boeing’s own lineup was the 737-600, the smallest member of the Next Generation family. But airlines overwhelmingly preferred larger -700 and -800 variants, leaving both the -600 and the 717 struggling for relevance. Similarly, the smallest sibling of the A320 family, the Airbus A318, failed to gain traction for the same reason: small narrowbodies did not offer the economics airlines wanted. As a result, only 80 Airbus A318s and 69 Boeing 737-600s were built. These figures are close to the 717’s total, highlighting the market’s rejection of small narrowbodies.

Comparative Chart: Boeing 717 vs Rivals

As we can see from the chart, the unlucky top trio failed to cater to the airlines’ needs to become as successful as their bigger peers (such as Boeing 737-700/800 or Airbus A320 and A321) or smaller aircraft, such as Embraer ERJ145 and Bombardier CRJ series.

Yet, in terms of passenger comfort and reliability, the 717 fared better than many competitors. Passengers often praised the aircraft’s quiet Rolls-Royce BR715 engines and comfortable 2-3 seating layout. In hindsight, the 717 was a solid performer caught in an unforgiving market segment, much like the A318 and 737-600.

Drawbacks And Saying Goodbye

Photo: Markus Mainka | Shutterstock

While 156 aircraft were built, not all of them remain in service today. According to ch-aviation data, a significant number have been retired, scrapped, or placed in storage, according to ch-aviation B717 operator records. Airlines like Midwest and AirTran no longer exist, while others, such as TWA and Olympic Airlines, were absorbed or dissolved. This consolidation accelerated the type’s decline in active fleets.

Another drawback was fleet commonality. The 717 had unique engines, cockpit, and other systems not shared with other Boeing or older MD-80 family aircraft, limiting cross-utilization benefits. For airlines trying to streamline operations, the 717 became an odd outlier, requiring extra training for the DC-9 type-rated pilots to transition or getting a new type-rating for pilots unfamiliar with the DC-9 platform. It has become a burden for companies seeking fleet commonality, particularly in fleets dominated by Airbus or other Boeing narrowbodies.

In Europe, the last operator was Volotea, which flew leased 717s between 2012 and January 2021. Most of its aircraft were returned to lessors, stored, or transferred to Hawaiian Airlines. The retirement marked the end of the type’s presence on the Eurasian continent. For enthusiasts, this was a major milestone: today, only Delta and Hawaiian offer the chance to fly the aircraft.

Reliable And Efficient Narrowbody

Photo: Michael Winston Rosa | Shutterstock 

In summary, the Boeing 717 was a capable, reliable aircraft that came at the wrong time in aviation history. Only 156 examples were produced, making it one of the rarest Boeing-branded commercial jets. Despite limited numbers, it built a reputation for toughness and efficiency, with dedicated operators like Hawaiian and Delta ensuring its continued presence into the 2020s.

For travelers, the takeaway is clear: if you want to fly on a Boeing 717, the opportunities are shrinking, but they still exist, especially on Hawaiian’s interisland routes and Delta’s domestic services. Spotters and enthusiasts value the aircraft precisely because of its rarity and connection to the DC-9 lineage.

Looking forward, the 717’s legacy is secure as the final descendant of the Douglas DC-9. While it never achieved large-scale success, it symbolizes the end of an era in aviation design. By the time the last examples retire, the 717 will be remembered as a sturdy and beloved niche jet that bridged the past and present of commercial aviation.

Launch Customer(s)

AirTran Airways

First Delivery

September 2, 1999