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.
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)
Airline
Country/Region
717s operated (lifetime)
Current status / notes
Delta Air Lines
United States
80 active
Largest active operator; 80 in service in 2025.
Hawaiian Airlines
United States (Hawaii)
19 active
Second (and only other) active operator; 19 in service on interisland routes.
AirTran Airways
United States
88
Launch customer; entire 717 fleet later transferred to Delta following Southwest’s acquisition.
American Airlines
United States
29
Inherited from TWA; later sold to AirTran.
Trans World Airlines (TWA)
United States
29
Original order; merged into American in 2001.
Midwest Airlines
United States
25
Phased out by late 2009.
QantasLink (National Jet Systems / Impulse heritage)
Australia
23
Final retirement Oct–Dec 2024.
Volotea
Spain/Italy/France (EU)
19
Last European operator; retired January 2021.
Blue1 (SAS Group)
Finland
9
Retired 2015; frames went to Volotea and Delta.
MexicanaClick
Mexico
19
Ceased in 2010.
Jetstar
Australia
14
Early Jetstar operations used 717s before moving to the A320 family.
Impulse Airlines
Australia
8
Precursor operator in Australia; later absorbed into Qantas.
Aerolíneas de Baleares (AeBal) / Quantum Air
Spain
5
Operated 717s; two later on lease at Germanwings; brand became Quantum Air.
Germanwings
Germany
2
717s leased from AeBal.
Spanair
Spain
4
717s ultimately transferred to Blue1.
Olympic Airlines / Olympic Aviation
Greece
3
Short period of operation in early 2000s.
Bangkok Airways
Thailand
3
Early-2000s operator.
Turkmenistan Airlines
Turkmenistan
7
Retired by 2018; multiple frames later noted stored or parted out.
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
Aircraft
First Flight
Production Years
Units Built
Seating Capacity (Typical)
Range
Boeing 717-200
1998
1999–2006
156
110–134
2,370 mi / 3,815 km
Airbus A318
1999
2001–2013
80
107–132
3,570 mi / 5,750 km
Boeing 737-600
1998
1998–2006
69
108–130
3,510 mi / 5,648 km
Embraer ERJ
1995
1995–2020
1,231
44–50
1,780 mi / 2,870 km
Bombardier CRJ200
1991
1991–2006
1,021
50
1,890 mi / 3,045 km
Bombardier CRJ700
1999
1999–2020
927
63–78
1,630 mi / 2,620 km
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.
The Boeing 787 Dreamliner (specifically the Boeing 787-9 variant) is currently the most popular widebody aircraft on the market. It was built to replace the Boeing 767, complement the Boeing 777, and compete with the Airbus A330 (now A330neo) and the A350 that entered service four years after the Dreamliner. It also helped to doom the Airbus A380 as well as the Boeing 747-8i.
Even though Boeing slashed production of the 787 during the pandemic by shutting the assembly line in Seattle, it is currently being delivered in higher numbers than other widebody aircraft. Boeing is also working to expand its production in North Charleston, South Carolina, and ramp up production. Here is what to know about the Boeing 787’s deliveries in 2025 and beyond.
The Number Of Boeing 787s Delivered By Mid-2025
Photo: eric1207cvb | Shutterstock
As of mid-2025, Boeing’s records show it has a total unfulfilled backlog of 993 Boeing 787s on order from a total of 2,199 firm orders. This has made the Boeing 787 the best-selling widebody aircraft in history. But while Boeing wins that accolade, Airbus’ A320 family is the best-selling commercial jet in history and is becoming the most delivered commercial jet.
When it comes to deliveries, Boeing has delivered 399 of its 787-8 variant Dreamliners, 681 of its mid-sized 787-9s, and 126 of the 787-10s. That is a total of 1,206 Boeing 787s delivered since the first example entered service in 2011. While the rival Airbus A350, which entered service in 2015, has proven to be a popular aircraft, the Dreamliner has continued to outperform it in both orders and deliveries. A total of 1,428 A350s have been ordered, of which 669 have been delivered.
Orders for the Dreamliner continue to roll in, and in 2025, Boeing has amassed a total of 243 new orders for its Dreamliners. These are thanks in large part to Qatar Airways, which ordered 120 new 787s, while British Airways and Korean Air have also placed substantial orders. All orders have been for its 787-9 and 787-10 variants, and none are for the 787-8.
Boeing’s Past Dreamliner Delivery Rate
Photo: Peter Krocka | Shutterstock
Before the pandemic, the Boeing 787 was delivered in much larger numbers. Boeing was building them in both Everett in Seattle, and in North Charleston. In 2019, the last “normal” production year for the Dreamliner, Boeing delivered a total of 158 aircraft. In 2020, that dropped to just 53 and to only 14 examples in 2021. In the pandemic, Boeing shut down its Seattle assembly line for the 787.
In 2022, deliveries recovered somewhat to 31 examples and grew to around half the prepandemic rate of 73 in 2023. 2024 was another bad year for Boeing deliveries, with its total deliveries falling back to just 348 commercial aircraft (Airbus delivered 766 that year). In 2024, Boeing delivered 51 Dreamliners, although it has delivered 45 by mid-year 2025.
Boeing 787 Dreamliner deliveries by year since 2019 (per Boeing)
2019
158
2024
51
2020
53
2025 (mid-year)
45
2021
14
2025 (estimated)
75-80
2022
31
Planned end of 2025 rate
84 (seven per month)
2023
73
Total delivered (mid-2025)
1,206
While 2019 was the last “normal” production year for the Dreamliner, 2018 was the last “normal” year for Boeing’s commercial aircraft overall. In 2019, the second Boeing 737 MAX crashed, and Boeing’s deliveries have not recovered since. From 2015-2017, Boeing delivered between 748 and 763 aircraft, rising to 806 in 2018. Since then, the most it has delivered was in 2023, when it shipped 528 aircraft.
At the start of 2025, Boeing projected deliveries of 75 to 80 Dreamliners in 2025. That number includes both new-build jets and those currently in inventory that it has been unable to deliver. At the start of 2025, Boeing had an estimated 25 Boeing 787s built in previous years but stored before delivery. If those jets are delivered, then Boeing’s 2025 production would be 50-55 new aircraft.
787 orders and deliveries per Boeing mid-2025
Boeing 787-8
Boeing 787-9
Boeing 787-10
Total
Total number ordered (per Boeing, may include orders later canceled)
In 2019, Boeing was delivering the Dreamliner at a rate of 14 per month; by the start of 2025, that was just five per month, with plans to increase it to seven per month. Even so, that is only half of the pre-pandemic levels. Part of the issue is that Boeing is trying to restore its world-class quality control to its aircraft to ensure things like the Boeing 737 MAX crashes and the Alaska Airlines door plug blowout don’t happen again.
Leeham News says that when the expansion is finished in 2028, Boeing will have the capacity to reach a rate of 16 per month. If Boeing could deliver the aircraft at a rate of 16 per month, that would translate to 192 aircraft a year.
Story Of The Boeing 787-8
Photo: Minh K Tran | Shutterstock
The Boeing 787-8 was the first to debut, and it attracted a large percentage of the orders. However, the 787-9 hit the market in 2014, and since then it has attracted more orders, with new orders for the Boeing 787-8 drying up over time. Boeing only has 28 orders for the 787-8 remaining on its order book, over half (15) of which are for Emirates.
Since 2020, Boeing has only recorded eight new orders for the 787-8 variant. This suggests that the Boeing 787-8 may soon go out of production. Increased Dreamliner production means more 787-9s and 787-10s and not 787-8s. One of the reasons why the 787-9 is more popular is that the wings are better optimized for that variant than the 787-8 or 787-10.
Boeing 787-8
Boeing 787-9
Boeing 787-10
Range
7,305 nautical miles
7,565 nautical miles
6,330 nautical miles
Typical 3-class seating
248
296
336
Length
186 feet
206 feet
224 feet
The 787-9 is the longest ranged variant with a range of 7,565 nautical miles, compared with the 787-8’s 7,305 nautical mile range and the 787-10’s reduced 6,330 nautical mile range. The 787-8 is being outcompeted by both the 787-9 and the cheaper-to-operate but still large and long-range Airbus A321XLR. The A321XLR comes with a range of 4,700 nautical miles.
Boeing 787 Dreamliner Production To Recover By 2028
Photo: Mehdi Photos | Shutterstock
After a decade-long dip in production due to the pandemic and lingering concerns with Boeing’s quality controls, the Dreamliner appears set to meet and even exceed its previous delivery rates around 2028. In 2025, the Dreamliner’s deliveries will remain around half that of pre-pandemic numbers but above that of 2024.
The 2025 final delivery rate will hinge to some degree on when Boeing can move the already-built Lufthansa Dreamliners and any others it has lying around. The future appears bright for the Dreamliner (except the 787-8) with large numbers of orders continuing to be placed and Boeing looking to restore its previously high levels of production. One of the major areas of uncertainty for the Dreamliner and Boeing aircraft in general is the ongoing trade war.
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The Airbus A330-800neo is one of two variants in the Airbus A330neo family, with the other being the A330-900neo. The A330neo is an upgrade over the original A330 variants, with new engines, updated wingtips, interior improvements, and software upgrades. The A330-900, directly succeeding the A330-300, has proven effective and has even found love in the United Statesat Delta Air Lines. Contrastingly, the A330-800 has been shunned in the US.
In some ways, you can consider the start of the A330neo to be the original A350 program. To compete against the Boeing 787, Airbus took the A330 family and added new engines along with a carbon-composite wing and a new cockpit. Airlines largely rejected the concept, prompting Airbus to create a clean-sheet aircraft, the A350 XWB, and move up in size. The A330neo was developed in the 2010s to slot underneath the A350 in price and capability.
The Airlines That Don’t Want The Airbus A330-800
Photo: Dirk Daniel Mann | Shutterstock
The A330-800 is Airbus’s smallest widebody, and given that the US is home to more Boeing 767s (a similarly-sized twinjet) than any other nation in the world, you’d expect the European manufacturer to make significant efforts to sell this jet here. However, Airbus hasn’t sold a single A330-800to a US airline. This is especially surprising considering that the prior A330-200 has been reasonably successful in the country, being operated by Delta, Hawaiian, and, previously, American Airlines.
United Airlines currently flies 53 aging Boeing 767s, but has committed to the 787 to replace these planes. Hawaiian Airlines, a current A330-200 operator, ordered Boeing 787-9s to replace its Airbus widebodies, although these planes are now slated to remain in service while the Dreamliners get transferred to Alaska Airlines. For American Airlines, meanwhile, its 767 and A330 fleets were fully retired during the COVID-19 pandemic, with the 787 serving as their replacement.
Only four airlines in the US operate passenger widebodies in scheduled service, and by and large, they have opted for the similarly sized Boeing 787. This is despite the fact that these planes are replacing the Boeing 767 or Airbus A330, which are optimized for medium-haul routes, similar to the Airbus A330neo. Notably, Hawaiian Airlines formerly held orders for six Airbus A330-800s, but cancelled them in favor of the Dreamliners.
Why Delta Air Lines Isn’t Buying Them
Photo: Minh K Tran | Shutterstock
Delta Air Lines is the largest operator of the Airbus A330-900 in the world and the largest operator of the A330 series as a whole. It operates 11 A330-200s, 31 A330-300s, and 37 A330-900s with two more on order, but has never ordered the A330-800, and has not announced plans to obtain more A330neos. What’s surprising is that the A330-900s were slated to partially replace the Boeing 767-300ER fleet, an aircraft significantly smaller than the A330-900.
You’d expect Delta to replace these aircraft with the A330-800, given that it would be far closer in size to the 767. However, going with the larger A330-900 instead was a conscious choice. Delta is looking to upgauge its entire network, replacing A320s and 737s with A321neos and 737 MAX 10s, while 767s are to be replaced with larger widebodies. Delta is looking to lower per-seat economics, and larger aircraft variants are cheaper to operate per-seat than smaller variants.
Aircraft Types In Service With Delta
Aircraft Types On Order By Delta
Airbus A220-100
Airbus A220-300
Airbus A220-300
Airbus A321neo
Airbus A319-100
Airbus A330-900
Airbus A320-200
Airbus A350-900
Airbus A321-200
Airbus A350-1000
Airbus A321neo
Boeing 737 MAX 10
Airbus A330-200
Airbus A330-300
Airbus A330-900
Airbus A350-900
Boeing 717-200
Boeing 737-800
Boeing 737-900ER
Boeing 757-200
Boeing 757-300
Boeing 767-300ER
Boeing 767-400ER
Delta only has two A330-900s left on order. It’s expected that at least part of its remaining A350 order will displace existing A330-900s that can replace the remaining 767-300ERs, which would again be a system-wide upgauge. Meanwhile, it’s been heavily speculated that the Atlanta-based carrier is looking to order Boeing 787-10s. With a possible delivery date in the early 2030s, these could replace older A330s and the Boeing 767-400ER, while also being a significant upgauge over both types.
Why The Airbus A330-800 Is Not Selling
Photo: Markus Mainka I Shutterstock
In the US, Delta is looking to upgauge its entire network, while other carriers are focusing on the Boeing 787. However, the A330-800 has also sold poorly around the world, with only eight total orders, while the A330-900 has received nearly 440. Seven have already been delivered: four to Kuwait Airways, two to Uganda Airlines, and one to Air Greenland. One more example is reported to have been ordered in an executive configuration.
The A330-800 is a direct replacement for the Airbus A330-200, which, in Delta’s premium-heavy configuration, seats 223 passengers. At the other end of the spectrum, Hawaiian’s leisure-focused A330-200s seat 278. With the new winglets and more efficient Rolls-Royce Trent 7000, the A330-800 now has a range of 8,100 NM (15,000 km) at a Maximum Takeoff Weight of 251 tonnes, and this is the issue.
The A330-200 that the A330-800 is based on was developed as a shrink of the original A330-300 (replaced by the A330-900). As such, the A330-200/800 is more expensive to operate per-seat than its larger counterparts. In the past, the A330-200 sold due to its additional range, but as the A330-300 grew more capable, sales for the A330-200 dried up. With the A330-900 now having up to 7,350 NM (13,600 km) of range, almost no airline is willing to sacrifice economics for the extra miles.
The Decline Of Short-Fuselage Variants
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In airliner design, manufacturers typically create the base design (Airbus A320, Boeing 757-200, Airbus A330-300, Boeing 777-200), then they will either shrink the fuselage (Airbus A319, Airbus A330-200) or stretch the fuselage (Boeing 757-300, Boeing 777-300). Shrinking typically results in a more capable plane with higher per-seat costs, while a stretched variant boasts the best per-seat costs but also has less range.
Manufacturers don’t always develop their aircraft in this manner (both Airbus A350 variants are optimized for their size), but this is typically how commercial aircraft are designed. This approach generally proved successful, as the A330-200 made up 46% of passenger A330ceo sales, while the A319, A320, and A321 were all popular. For first-generation A320 variants, only the A318 was a sales flop, with this variant being a shrink of a shrink.
Today, however, the A330-800 is far from the only reengined shrink that’s been unpopular. The A319neo has only received 57 orders, while slightly over 300 orders have been received for the Boeing 737 MAX 7. The 777-8’s development has been paused, and even sales for the Boeing 787-8 have slowed down dramatically. As the larger version of an airliner becomes more capable, such as during a re-engine program, demand for the shrink disappears.
Why Airbus Doesn’t Care About Selling A330-800s
Photo: EA Photography | Shutterstock
From a manufacturer’s position, a shrink allows you to capture a broader segment of the market by addressing the shortcomings of the original model. However, such jets are priced lower than a larger model, but cost practically the same to produce, thereby generating lower profit margins. Manufacturers prefer to sell larger variants whenever possible, as they generate the highest profits.
When significant demand exists for a smaller aircraft that is more capable, manufacturers will price it competitively. The sale price is a significant component in whether an airliner wins an order, and, as such, selling an A330-200 may have yielded lower profits than an A330-300 in the past, but this was still preferable over losing an order to the Boeing 767.
With the A330-800, however, airlines aren’t lining up to buy it, and Airbus spent little on developing it. The A330-900 captures nearly all of the market, and this variant generates higher profit margins. As such, Airbus is incentivized to price the A330-900 competitively, while the A330-800 has low demand and generates lower profits, so Airbus likely budges little on pricing. This lowers demand for the A330-800 even further, but Airbus would still rather sell more A330-900s.
The Bottom Line
The Airbus A330-800 has been sold to three airlines. This is the only widebody in Air Greenland’s fleet and is used for flights to Copenhagen, directly replacing an Airbus A330-200. For Kuwait Airways and Uganda Airlines, the type serves as a small, efficient, cheap widebody that has incredible capability. Kuwait Airways also operates the A330-900, making it easier for the airline to integrate it into the fleet.
While the A330-800 has so far proven a sales dud, Airbus is not focused on the variant’s individual orderbook. Rather, Airbus aims to make money on the A330neo program as a whole, and selling more A330-900s appears to be a winning strategy for the European planemaker. As such, the A330-800 will likely go down as one of the industry’s rarest birds, similar to other reengined shrinks like the Airbus A319neo.
Boeing
Delta Air Lines
