End of Two Eras...

the manufacturing plant's hanger in Long Beach, CA on April 20, 2006.
This is somewhat old news, but interesting nevertheless...
Boeing ended production of the 717-200 twinjet at the end of April when it rolled out its 156th airplane. The aircraft, developed in the late 1990s and first delivered in 1999 to its launch customer Airtran, was an updated design based on the highly successful DC-9 and successor MD-80 series of air

Despite the ultimate failure of the 717, the plane has proven popular with travelers and pilots. Customers have enjoyed the 2 seat - aisle - 3 seat layout of the coach cabin, which has been used in DC-9s (still kicking around for Northwest Airlines after 30 years of use) and MD-80s (including American's MD-82s/-83s and Delta's MD-88s) and eliminates half of the "dreaded middle seats" that passengers hate (including me). Pilots have commented on the plane's remarkable handling and have found the plane rather easy to fly, as the flight deck was substantially simplified (replacing multiple system gauges with an all-electronic computerized flight console) to reduce visual overload. However, the cockpit has no commonality with Boeing's other plane designs, a feature that ultimately ran the 717 program into the ground (in contrast, Boeing's multiple "next generation" 737 models and Airbus's A318, A319, A320, and A321 feature common flight decks to allow airlines to rate pilots for operation of all current production 737s or all Airbus A320 family aircraft). So, despite the lower operating costs of the 717, Airlines chose to sacrifice a little money in favor of operating more versatile aircraft.
The delivery of the last 717 also marked the end of commercial aircraft production

Although it's sad to see Boeing close its doors at Long Beach, it's nice knowing that the planes produced there will still be flying for future decades. I'm a regular Airtran flyer, since the carrier operates nonstop service between Boston (where I live) and Newport News/Williamsburg in Virginia, where I grew up and where my parents still live. I've been very pleased with my flying experiences on the 717...it's one of the quietest planes I have ever ridden (the engines are rear-mounted, which keeps jet noise behind the passengers...what a concept!), the EasyFit overhead bins, which were introduced on the 717, feature among the largest per-passenger storage space among any airliner (except maybe for the 747), and the 2-aisle-3 layout assists in quick boarding and deboarding of the aircraft, allowing for faster airport turnarounds and decreasing passenger headaches...after all, the one thing on a passenger's mind is getting from point A to point B, not sitting in terminals waiting for 130 people to struggle off an aircraft. Oh...and one has to love the absense of the "middle seats" on the entire left side of the aircraft.

As for the fate of the manufacturing building, which proudly displays a reminder of the plant's 60-year legacy with its classic neon "Fly DC Jets" sign, it was still uncertain as of the end of April.
3 Comments:
Fantastic post. I hadn't realized that the Long Beach site was shutting down. I'm totally in favor of rows without middle seats.
Don't forget Midwest's all 2-aisle-2 use of this plane. I flew one of these Kansas City-DCA in comfort. A future post well cover this experience.
I had no idea Midwest uses that configuration for the 717. Must be quite spacious.
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