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BOEING 717-200

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Revision as of 07:16, 21 September 2010 by Timo.Kouwenhoven (Talk | contribs)

Name 717-200
Manufacturer BOEING
Body Narrow
Wing Fixed Wing
WTC Medium
Type code L2J
Engine Jet
Engine count Multi
Mass group 4

Manufacturered as:

BOEING 717-200 Business Express
BOEING 717-200
BOEING Business Express

BOEING 717-200

BOEING 717-200 BOEING 717-200 3D


Short range airliner. In commercial service since 1999. Renamed type of the McDonnell Douglas MD-95. A modernized combination of the DC-9-30 fuselage with the advanced technologies of the MD-90. Produced until 2006.

Technical Data

Wing span 28.5 m93.504 ft
Length 37.8 m124.016 ft
Height 8.9 m29.199 ft
Powerplant 4 x 80.1 kN P&W JT3D-3 or 4 x 84.4 kN P&W JT3D-7 turbofans.
Engine model Pratt & Whitney JT3D

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) 130 kts IAS 165 kts IAS 270 kts IAS 270 kts MACH 0.72 TAS 435 kts MACH 0.72 IAS 290 kts IAS kts Vapp (IAS) 139 kts
Distance 2100 m ROC 3000 ft/min ROC 3000 ft/min ROC 3000 ft/min ROC 1500 ft/min MACH 0.77 ROD 800 ft/min ROD 3500 ft/min MCS kts Distance 1600 m
MTOW 5488554,885 kg
54.885 tonnes
Ceiling FL370 ROD ft/min APC C
WTC M Range 20602,060 nm
3,815,120 m
3,815.12 km
12,516,797.909 ft

Accidents & Serious Incidents involving B712

  • A320/E190/B712, vicinity Helsinki Finland, 2013 (On 6 February 2013, ATC mismanagement of an Airbus A320 instructed to go around resulted in loss of separation in IMC against the Embraer 190 ahead which was obliged to initiate a go around when no landing clearance had been issued due to a Boeing 737-800 still on the runway after landing. Further ATC mismanagement then resulted in a second IMC loss of separation between the Embraer 190 and a Boeing 717 which had just take off from the parallel runway. Controller response to the STCA Alerts generated was found to be inadequate and ANSP procedures in need of improvement.)
  • B712, Darwin Australia, 2008 (On 7 February 2008, a Boeing 717-200 being operated by Australian airline National Jet on a scheduled passenger service from Nhulunbuy (Gove) to Darwin flew an unstabilised night visual approach at the destination and made a very hard landing. The landing roll was completed and the aircraft taxied to the terminal. None of the 94 occupants were injured but the aircraft was suffered substantial structural damage and damage to the left hand main landing gear.)
  • B712, en-route, Union Start MO USA, 2005 (On 12 May 2005, the crew of a Midwest Airlines Boeing 717 climbed at night in IMC without selecting appropriate anti icing systems on and as a result lost control. Their non-standard response led to a split in control columns some two minutes into the eight minute period of pitch excursions over a 13000 feet height band at recorded ground speeds between 290 and 552 knots prior to eventual recovery. The investigation concluded that the aircraft had been fully serviceable with “all deviations from normal flight having been initiated or exacerbated by the control inputs of the flight crew”.)
  • B712, en-route, Western Australia, 2006 (On 28 February 2006, a Boeing 717-200 being operated by National Jet for Qantas Link on a domestic scheduled passenger flight from Paraburdoo to Perth, Western Australia in day IMC experienced an activation of the stall protection system just after the aircraft had levelled at a cruise altitude of FL340. The response of the flight crew was to initiate an immediate descent without either declaring an emergency or obtaining ATC clearance and, as a result, procedural separation against opposite direction traffic at FL320 was lost. The 72 occupants were uninjured and the aircraft was undamaged.)
  • B712, vicinity Kalgoorlie Western Australia, 2010 (On 13 October 2010, a Boeing 717-200 being operated by Cobham Aviation Services Australia for QantasLink on a scheduled passenger flight from Perth to Kalgoorlie Western Australia carried out two consecutive approaches at destination in day VMC which resulted in stick shaker activations and subsequent go arounds. A third approach at a higher indicated airspeed was uneventful and continued to a landing. There were no abrupt manoeuvres and none of the 102 occupants were injured.)
  • Vehicle / B712, Perth Western Australia, 2014 (On 26 July 2014, the crew of a Boeing 717 which had just touched down on the destination landing runway at Perth in normal day visibility as a heavy shower cleared the airport area after previously receiving and acknowledging a landing clearance saw the rear of a stationary vehicle on the runway centreline approximately 1180 metres from the landing threshold. An immediate go around was called and made and the aircraft cleared the vehicle by about 150 feet. The same experienced controller who had issued the landing clearance was found to have earlier given runway occupancy clearance to the vehicle.)