Why did the 717 come after the 727?

Boeing didn't consider the 717 designation for the plane we know as the 727, showcasing the latter as a new design. Then they used “717” after the McDonnell Douglas merger/takeover for the MD-95, as a default.



The Boeing 717 was released in 1999—long after the 1960s-era 727—because it wasn't originally a Boeing design; it was a rebranded McDonnell Douglas MD-95. When Boeing acquired its rival McDonnell Douglas in 1997, they inherited the MD-95 project, which was a 100-seat regional jet. Rather than canceling the program, Boeing decided to bring it into their lineup and renamed it the "717" because that specific number had been "skipped" in their commercial 7x7 sequence (it had previously been used internally for the C-135 military tanker). By naming it the 717, Boeing filled a market gap between their 707 and 727 legacy models. The 717 became famous for its incredible "dispatch reliability" and efficiency on short hops, despite its confusing placement in the chronological history of Boeing's aircraft development. It remained in production until 2006, serving as a successful "inherited" bridge between Boeing's classic narrow-body past and its modern, high-efficiency future in the regional jet market.

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The 717 designation was skipped in Boeing's civilian line because a narrower military version of the 707 had already been assigned 717-100. After Boeing acquired McDonnell Douglas, the updated DC-9 variant known as the MD-95 was re-named 717–200.

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On January 14, 2005, citing slow sales, Boeing announced that it planned to end production of the 717 after it had met all of its outstanding orders. The 156th and final 717 rolled off the assembly line in April 2006 for AirTran Airways, which was the 717's launch customer as well as its final customer.

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Whilst it's rare to see a 727 in the air these days, there are still some rare flying examples operating in unique roles. Let's take a look at the background and outlook for the iconic Boeing trijet.

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Many airlines replaced their 727s with either the 737-800 or the Airbus A320; both are close in size to the 727-200.

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QantasLink's Boeing 717-200s will depart the fleet over the next two years as their successor A220-300s – seen here in a rendering – arrive. QantasLink is starting to retire its fleet of Boeing 717-200s, as it prepares to accept replacement Airbus A220-300s.

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The Boeing 727, once a popular passenger aircraft, is now mostly used by cargo carriers and military air forces around the world. Only five 727s currently remain for passenger service, with two owned by the Mexican Guardia National.

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The only airlines I can think of off hand that flew regularily scheduled B727 trans-Atlantic flights are Wardair and Sterling. But there is no way these aircraft could have, (nor did) fly across the Atlantic non-stop. That would be the kicker for your Mom. If it was non-stop, then it was not a B727.

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