The Boeing 717 is a small, twin-engine jet airliner designed primarily for regional/short-haul routes. With a distinctive ‘T’ shape tail and rear-mounted engines, this aircraft is instantly recognizable and bears a striking resemblance to another family of aircraft.
As with all aircraft, as the type ages, it is slowly being phased out of airlines’ fleets in favor of newer, more efficient aircraft. However, the Boeing 717 still calls a number of airlines home. Utilizing data from ch-aviation, we explore the airlines that still rely on the 717, and the importance it plays in their route networks.
The Launch Of The Boeing 717
The Boeing 717 traces its roots back to the early 1990s with McDonnell Douglas. In the early 1990s, McDonnell Douglas sought to modernize its aging DC-9/MD-80 family to compete with emerging regional jets (hence the very close likeness). In 1991, the company proposed a new 100-seat jet known as the MD-95. It would feature the same fundamental DC-9 airframe shape, but have a significant modernization using more efficient BR715 engines from Rolls-Royce, and updated avionics and systems.
At the time, the market for a 100-seat jet was relatively uncertain, and large US carriers were slow to commit. McDonnell Douglas struggled financially, delaying the launch of the program. In 1995, low-cost carrier ValuJet Airlines (later AirTran Airways) became the program’s launch customer. This order gave McDonnell Douglas enough confidence to formally launch the MD-95 program.
In 1997, 
Boeing acquired McDonnell Douglas. Boeing evaluated the MD-95 and decided to keep the program, rebranding it as the Boeing 717-200. Following this, the aircraft saw its first flight in September 1998, certification in September 1999, and entry into service in October 1999 with AirTran Airways.
Who Purchased The Boeing 717?
AirTran Airways was arguably the most iconic operator of the Boeing 717. The airline was the launch customer and became the first operator of the type in October 1999, marking a milestone for the aircraft, originally developed as the McDonnell Douglas MD-95 before Boeing’s merger with McDonnell Douglas. AirTran embraced the 717 for its reliability, efficiency, and suitability for short- to medium-haul routes, eventually operating the largest fleet in the world. At its peak, the airline used the aircraft extensively on domestic routes, up until its 2014 merger with Southwest Airlines.
Trans World Airlines (TWA) was another early operator of the 717, placing orders before the Boeing and McDonnell Douglas merger. TWA began flying the aircraft in 2000 on key domestic routes, and after its 2001 merger with American Airlines, the 717s were briefly transferred to American before being withdrawn. TWA’s use highlighted the aircraft’s appeal to carriers seeking a modern, reliable regional jet for routes with roughly 110–125 passengers.
Midwest Airlines also became a key 717 operator when it added the aircraft to its fleet in the early 2000s. Known for its “signature” comfortable cabin, the 717 became the airline’s main aircraft, supporting its domestic network until the airline ceased operations, leaving a legacy of reliability and passenger comfort associated with the type.
How Many Of Hawaiian Airlines’ 24-Year-Old Boeing 717s Are Still Flying?
Hawaiian Airlines has long depended on the Boeing 717 for its inter-island routes, making the aircraft an integral part of daily operations.
How Many 717s Are Still In The Sky?
As of November 2025, there are currently 90 active Boeing 717s operating across the globe. These are operated by only two airlines, 
Delta Air Lines and Hawaiian Airlines, and the majority have retirement dates set out between mid-2026 and early 2029.
Currently, the oldest 717, at just over 27 years old, is N488HA operating with Hawaiian Airlines. The aircraft was originally registered as N717XB and used as a testbed for Boeing before a short stint at Impulse Airlines from February 2001, before finding a more permanent home at Qantaslink in May 2001.
|
Parameter (SKYbrary) |
Value |
|---|---|
|
Wing Span |
93 feet 5 inches (28.47 meters) |
|
Length |
124 feet 1 inch (37.80 meters) |
|
Height |
29 feet 3 inches (8.92 meters) |
|
Engine Model |
Rolls-Royce BR715 |
|
Maximum Take-Off Weight (MTOW) |
121,000 pounds (54,900 kg) |
|
Cruise Speed |
Approximately Mach 0.77 |
|
Service Ceiling |
37,000 feet |
|
Range |
2,060 nautical miles (3815 km) |
The youngest operational Boeing 717 is N939AT and is almost 20 years old. Operating with Delta Air Lines, the aircraft began life under the same registration with AirTran Airways in May 2006, before transferring to operations with Delta in May 2015.
AirTran Airways And The Boeing 717
AirTran Airways played a central role in the history of the Boeing 717, serving as the aircraft’s launch customer and first operator. Originally ordered when the jet was still known as the McDonnell Douglas MD-95, AirTran’s commitment effectively secured the program’s launch and carried over after the Boeing and McDonnell Douglas merger, when the aircraft was renamed the Boeing 717. The airline placed the first major order and took delivery of the very first 717 to enter commercial service in October 1999.
The 717 quickly became the workhorse of AirTran’s short-haul network, offering a reliable, fuel-efficient 100–120-seat jet ideally suited to the carrier’s high-frequency, point-to-point model. AirTran eventually operated about 90 aircraft, making it the largest 717 operator in the world for many years. The airline used the type extensively across the eastern United States, especially from its Atlanta hub, where the 717’s quick turnaround capability and strong performance on short routes were strategic advantages.
AirTran’s relationship with the 717 ended after its 2011 acquisition by 
Southwest Airlines, a carrier that exclusively operated the 737 and had no interest in maintaining a separate 717 fleet. As a result, nearly all of AirTran’s 717s were transferred to Delta Air Lines under a long-term lease agreement, where many continue to operate today. Even though AirTran no longer exists, its early and sustained support was essential to the 717 program’s launch and legacy.
The Aircraft Replacing The Boeing 717
As the Boeing 717 retires, modern planes like the Airbus A220 and Embraer E-Jets are stepping in to reshape the future of short-haul aviation
Why Is The 717 Still In Operation?
Airlines continue to operate the Boeing 717 because it perfectly serves short-haul routes with moderate passenger demand. With seating for around 110–125 passengers, the 717 is ideal for thinner routes where larger jets like the 737 or A320 would be inefficient. Carriers such as Delta and Hawaiian use it to maintain frequent service on these routes while keeping operating costs manageable. Its size and performance make it especially useful for connecting smaller airports or serving markets that don’t justify larger aircraft.
The 717 is also relatively cost-effective to operate. Its modern, rear-mounted engines and simple airframe reduce maintenance and fuel costs compared with older regional jets. Airlines that already have training programs, spare parts inventories, and ground support for the 717 find it more economical to keep using the aircraft rather than replace it. Its reliability and quick turnaround capability make it well-suited for short, high-frequency flights, which are common in domestic and interisland markets.
Another reason the 717 remains in service is the lack of modern alternatives in its size range. Most regional jets today are either smaller (70–100 seats) or larger (150+ seats), leaving a gap for an efficient 110–125 seat plane. The 717 continues to fill that niche, offering airlines the right balance of capacity, efficiency, and operational flexibility. This combination ensures the aircraft remains valuable in fleets decades after production ended.
The Future Of The 717
In conclusion, the Boeing 717’s future is clearly one of gradual phase-out, as airlines plan to replace it with more modern, efficient aircraft. Delta Air Lines, which operates the largest remaining 717 fleet, has announced plans to retire its 717s by the end of 2026, replacing many of them with the Airbus A220, particularly the A220‑100 and A220‑300. The A220 provides improved fuel efficiency, updated avionics, and comparable seating capacity, making it a natural successor for short-haul routes where the 717 has excelled.
Hawaiian Airlines, the other major 717 operator, is also evaluating replacements for its interisland fleet. Potential successors include the Airbus A220 or the Embraer E195‑E2, both of which offer the right combination of capacity, range, and operational efficiency for short domestic hops. These aircraft would allow Hawaiian to maintain frequent flights between islands while benefiting from lower fuel burn, more advanced technology, and improved passenger comfort compared with the aging 717s.
Despite these upcoming retirements, the 717 is expected to remain in service for several more years. Its reliability, simplicity, and suitability for high-frequency, short-leg operations mean it will continue to fill a critical operational niche until the replacement aircraft are fully integrated. The retirement process will likely be phased and strategic, allowing airlines to maintain route efficiency while transitioning to a new generation of regional and short-haul jets.
