How successful is the B717?

All the 717s will leave Qantaslink for Jetstar or Boeing. I assume the rest of the Qantaslink airlines and aircraft are still flying as per pre Jetstar?

It’s more than one, half the Q link planes are flying in Jetstar colours atm, and they are due to be replaced in August-October time frame, untill then they will fly both!

Just 1 to Jetstar I belive I included that 1 on the list.When will that go now the A320s are arriving.

Qantas Link isn’t the only operator of the B717 down here atm, as some of their fleety has been transferred to Jetstar untill the A320’s come on strength!

737’s can taxi under the bridge, are the A318/19’s tail any taller?

Frontier also had problems taxing the large tail on the A318 under the bridge in Denver.

thanks for all your help, I think the B717 would be good for a few low-cost and maybe even private use?!

Pf, It’s just a modernised DC-9-30 or -40. Olympic Aviation recently took them out of service. It was too small fleet. I don’t know where they are now.
Hawaiian used some on their inter-island routes, but because of a fall in demand, some were returned to Boeing.

Thats the one Bmused I knew I heard it somewhere.

I’ve heard about Frontiers teething problems with the A318.

Their ramp rats at first refused to service the aircraft, as when unloading the forward hold, the equipemnt is very close to the engine. Infact, it has to be positioned at an angle in order to get in.
The reason why the ramp rats refused to service the aircraft was the fear of damaging an engine and loosing their jobs.

I belive Frontier as a LCC were having a big problem with the A318 because the front cargo door was so close to the engine the were finding it hard to maneuvre around it anybody else know anything.

Not heard this – what I’d heard is that the 320 series needs cargo to be lifted onto the aircraft, whereas the 737NG doesn’t – it’s cargo door is lower. I think this comment came from either FR or EZY (if it was the latter, it’s a bit ironic).

Ok TWA I got that info off airfleets.net and thats what it said thanks for your correction.While your talking about the cargo door being better placed on the NG737 I belive Frontier as a LCC were having a big problem with the A318 because the front cargo door was so close to the engine the were finding it hard to maneuvre around it anybody else know anything.
Interestling when you dive operational costs by passenger on the MD-80 it comes out better than the NG737 and Airbus so maybe if it had been equipped with a rear door and came a few years later we would be seeing the MD-80 being the no.1 LCC aircraft and maybe thats whats Boeing as aiming for with the 717.if so it has backfired.

Pablo has it on the nose.

Its not realy a Boeing aircraft. Its an airframe inherited when Boeing merged with MD.
It has had its owl little sucesses, namely Air Tran swallowing a huge ammount of them.

Also, it seemed TWA were a strong customer, until the Evil Empire got their hands on TWA.

A quick bit of research and this is what I found.
American Airlines-1-N408tw-stored
.

American returned all 717s and never stored them. This bird SN 55075 is now operated by AirTran…. I think it flies under N929AT

I think you’ve got it right Pablo.

Heres my theory.Every plane cost a fixed amount to operate per km and every aircraft carriers a maximum amount of passenger.When you divide costs by passengers the answer you get for the 717 is quite a bit higher than it competitors such as the NG737 and A320.Interestingly when I do some more calculations the cheapest aircraft to operate in that group in the 737-800 so obviously Ryanair made the right decision.The A319 seems to be a no no as its quite expensive to operate but Easyjet stuff alot of passengers in there so they obviously make it up there.

I think this is true. The 737NGs also have faster turnaround times to the A319 (the baggage compartment door is better placed apparently) which is crucial in a loco operation. I think there are a few reasons why the 717 hasn’t sold very well:

* it’s basically an MD aircraft, which Boeing haven’t promoted because it competes to some degree with the 736;
* MD aircraft don’t have rear passenger doors hence slower turnaround times – a disadvantage for locos;
* it’s not part of a family (except perhaps (?) the MD90) therefore there is no commonality with other aircraft and parts;
* it was probably launched too late, as former MD customers were starting to re-equip with Airbus and other Boeing models.

Just my own opinions.

A quick bit of research and this is what I found.
Midwest-14
Airtran-74
Qantas Link-13
Hawaiian Airlines-11
Jetstar-1
Bangkok Airways-1
American Airlines-1-N408tw-stored
Olympic Airlines-3
AeBal-4
Not to many.Heres my theory.Every plane cost a fixed amount to operate per km and every aircraft carriers a maximum amount of passenger.When you divide costs by passengers the answer you get for the 717 is quite a bit higher than it competitors such as the NG737 and A320.Interestingly when I do some more calculations the cheapest aircraft to operate in that group in the 737-800 so obviously Ryanair made the right decision.The A319 seems to be a no no as its quite expensive to operate but Easyjet stuff alot of passengers in there so they obviously make it up there.

cool, think I remember seeing it on a Spanair article in airlinerworld.

is it aebal or something like that, that operate them?

Yes, that sounds about right.

is it aebal or something like that, that operate them?