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BOEING 717-200
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B712
| Aircraft | |||||
|---|---|---|---|---|---|
| Name | 717-200 | ||||
| Manufacturer | BOEING | ||||
| Body | Narrow | ||||
| Wing | Fixed Wing | ||||
| Position | Low wing | ||||
| Tail | T-tail | ||||
| WTC | Medium | ||||
| APC | C | ||||
| Type code | L2J | ||||
| RFF Category | 6 | ||||
| Engine | Jet | ||||
| Engine count | Multi | ||||
| Position | Both sides of rear fuselage | ||||
| Landing gear | Tricycle retractable | ||||
| Mass group | 4 | ||||
|
| |||||
BOEING 717-200
Description
Short range airliner. In commercial service since 1999. A modernized combination of the DC-9-30 fuselage with the advanced technologies of the MD-90. Produced until 2006.
Technical Data
| Wing span | 28.47 m93.406 ft |
|---|---|
| Length | 37.8 m124.016 ft |
| Height | 8.92 m29.265 ft |
| Powerplant | Two advanced Rolls-Royce 715 high-bypass-ratio engines power the 717
2xRolls Royce BR715-A1-30 or |
| Engine model | Rolls-Royce BR710 |
Performance Data
| Take-Off | Initial Climb (to 5000 ft) |
Initial Climb (to FL150) |
Initial Climb (to FL240) |
MACH Climb | Cruise | Initial Descent (to FL240) |
Descent (to FL100) |
Descent (FL100 & below) |
Approach | ||||||||||
| 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 kg |
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 NM |
||||||||||||||||
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 Star MO USA, 2005 (On 12 May 2005, a Boeing 717 crew climbed in night IMC without selecting the appropriate anti-icing systems on and as a result lost control. The non-standard crew response led to an eight minute period of pitch excursions which occurred over a 13,000 feet height band at recorded ground speeds between 290 and 552 knots prior to eventual recovery and included a split in control columns some two minutes into the upset. The Investigation concluded that the aircraft had been fully serviceable with all deviations from normal flight 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.)