Key takeaways
- The 717-200 is the final stage of the DC-9 family: developed by McDonnell Douglas as the MD-95, sold as a Boeing after the 1997 merger.
- Fastest way to identify it: T-tail plus two rear engines plus a short fuselage – then look at the fat, round nacelles.
- Only 156 aircraft were built, and production ended in 2006. Every 717 is therefore a fairly rare catch.
- In Europe it no longer flies in scheduled service: Volotea gave up its last 717 in January 2021, and QantasLink followed at the end of 2024.
- The biggest operators are Delta Air Lines and Hawaiian Airlines – but both are gradually phasing out their fleets.
Contents
- 1.What is the Boeing 717-200?
- 2.The three features that are enough to identify it
- 3.717, DC-9, MD-80 or Fokker 100?
- 4.Where you can find the 717 as of October 2026
- 5.Spotting strategy: catching the 717 while traveling
- 6.Photo tips specifically for the 717
- 7.Common mix-ups and how to rule them out
- 8.Conclusion
Profile
| Manufacturer | Boeing (developed by McDonnell Douglas as the MD-95) |
|---|---|
| Family | DC-9 family (DC-9, MD-80, MD-90, 717) |
| ICAO type designator | B712 |
| First flight | September 2, 1998 |
| First delivery | September 1999 to AirTran Airways |
| Last delivery | May 23, 2006 |
| Number built | 156 |
| Final assembly | Long Beach, California |
| Engines | 2 × Rolls-Royce BR715, mounted at the rear |
| Length | 37.8 m |
| Wingspan | 28.45 m |
| Height | about 9 m |
| Seats | typically 106 in two classes, 117 in one class, maximum 134 |
| Range | about 2,650 km (base version), about 3,800 km with a higher takeoff weight |
| Max. takeoff weight | about 49.9 t (base version) |
Identifying features
Is this really the aircraft type in front of you?
- T-tail: the horizontal stabilizer sits at the very top of the vertical stabilizer
- Two engines at the rear, on the sides of the fuselage behind the wings – the wings themselves stay clean
- Rounded, fairly fat nacelles of the Rolls-Royce BR715 – clearly more bulbous than the slim tubes of the old DC-9
- Short, slim fuselage of just under 38 m with many small windows, typical of the DC-9 family
- Wings without winglets and a main landing gear with two wheels per leg
- Pointed, long nose with the classic Douglas cockpit glazing
Updated: October 2026 – A short, slim jet with a tall T-tail and two engines at the rear rolls past, and your first thought is an old DC-9? Then look more closely: if the engine nacelles look round and fat, you are probably looking at a Boeing 717-200. It is the last chapter of the DC-9 story, was built only 156 times and has vanished from Europe. Here you will learn how to identify it reliably, which types it gets mixed up with and where you can still see it as of October 2026.
B712 in the logbook
With Planetrack you log your 717 sighting with photo, registration, airline and airport and check the rare type off in your hangar. Planetrack is launching soon – join the waitlist and get early access.
What is the Boeing 717-200?
The 717 is a narrowbody short-haul jet for around 100 to 130 passengers with five seats per row (two plus three). It was meant for short routes with many takeoffs and landings a day – exactly the profile it still flies with its last operators. A typical two-class cabin holds 106 seats, an all-economy layout 117, and it is certified for a maximum of 134.
Its origin does not lie with Boeing. McDonnell Douglas presented the project in 1991 as the MD-95: a modernized version of the well-known Douglas family, shrunk back to the length of the DC-9-30. For a long time no customer turned up, until ValuJet signed as the launch customer in October 1995. When Boeing took over McDonnell Douglas in 1997, the group kept the almost finished program and gave it the unused number 717. You will find more about the group’s history on the page about Boeing.
The first flight took place on September 2, 1998, certification came in September 1999, and shortly after came the first delivery to AirTran Airways – the name ValuJet had meanwhile taken. The 717 was built at the Douglas plant in Long Beach, California. The market stayed difficult anyway: in January 2005 Boeing announced the end of production because of weak sales, and the last two aircraft went to AirTran and Midwest Airlines on May 23, 2006. That was the end after 156 aircraft – a short chapter compared with the bestsellers DC-9 and MD-80.
The German share: engines from Dahlewitz
For German spotters the 717 has a special twist. Its Rolls-Royce BR715 engines belong to the BR700 family, which the BMW Rolls-Royce joint venture developed in Dahlewitz south of Berlin. The 717 is the only aircraft powered by the BR715. Rolls-Royce took over the plant completely in 2000, and today it trades as Rolls-Royce Deutschland. You can read background on the engine manufacturer on the page about Rolls-Royce.
The cockpit was also new on the 717: instead of the mostly analog instruments of older family members, it got a glass cockpit with six screens for two pilots. You see none of that from the outside – for identification, the tail, engines and fuselage length count.
The three features that are enough to identify it
The 717 belongs to a small group of jets with a T-tail and rear engines. That makes rough classification easy but exact identification detail work.
Check the tail
Horizontal stabilizer on top of the vertical stabilizer, two engines on the sides of the rear fuselage: that puts you in the DC-9 family, at Fokker or at a regional jet like the CRJ.
Look at the engines
The BR715 nacelles are short, round and comparatively fat. The DC-9 and MD-80 carry long, narrow engine tubes – the difference is obvious in a direct comparison.
Estimate the length
At just under 38 m the 717 is compact. If the fuselage looks extremely long and slim, you are more likely looking at an MD-80 or MD-90.
Because hardly any DC-9s or MD-80s are in scheduled service anymore, a Douglas jet with a T-tail at Atlanta or Honolulu airport is very often a 717. You can only be sure with the registration, though: with it you look the aircraft up in any database. How registrations are structured is explained in the guide Understanding aircraft registrations.
Practical tip for the first look
In a side profile shortly after liftoff you see engine shape and tail at the same time. From the front the wings partly hide the rear engines – so pick a vantage point to the side of the runway.
717, DC-9, MD-80 or Fokker 100?
Most mix-ups happen within the family and with other rear-engine jets. The table shows the key differences at a glance.
| Feature | Boeing 717-200 | MD-80 | Fokker 100 | CRJ900 |
|---|---|---|---|---|
| Length | 37.8 m | about 45 m | about 35.5 m | about 36 m |
| Seats per row | 5 | 5 | 5 | 4 |
| Engine nacelles | short and round | long and slim | medium-length | small and slim |
| Tail tip | pointed | pointed | blunt, with air brakes | pointed |
| Winglets | no | no | no | yes |
On the Fokker 100 the tail is the distinguishing feature: it ends in a blunt cone that opens into two side air brakes on landing. The Bombardier CRJ900 is narrower, has only four seats per row and winglets at the wingtips. And you recognize the three-engine Boeing 727-200 by the third engine in the middle of the tail.
Quick ID: jet with a T-tail and rear engines
Boeing 717-200
Round BR715 nacelles, a short fuselage and operation with Delta or Hawaiian make the typical 717 picture. Check the registration to be sure.
MD-80, MD-90 or DC-9
Long, slim engines and a stretched fuselage point to the older family members. Length separates the MD-80/MD-90 from the shorter DC-9.
Fokker 100 or Fokker 70
The blunt tail cone with air brakes is the Fokker trait. If the fuselage is very short, it can also be the Fokker 70.
Where you can find the 717 as of October 2026
The honest answer first: in Germany, Austria and Switzerland you will not see a 717 in scheduled service. In Europe the type was flown by Spanair, Finland’s Blue1, Olympic and, last, Spain’s Volotea, which gave up its last 717 in January 2021. That ended the type’s European scheduled service. Outside the US, QantasLink held out longest: the official farewell flight took place in October 2024, and a single aircraft returned for a few more weeks afterward before it too was retired at the end of 2024. It was replaced there by the Airbus A220-300.
Today the fleet is concentrated with two US operators:
- Delta Air Lines took over AirTran’s 717 fleet from 2013 and is by far the biggest operator. Delta’s largest hub, Atlanta, is a good starting point. Delta is gradually phasing out the 717 fleet, mainly with the Airbus A220 family (A220-100 and A220-300) as the successor. The exact schedule has slipped several times; according to reports from summer 2026, retirements are beginning with the first aircraft that are due for heavy maintenance.
- Hawaiian Airlines uses the 717 for the short island hops between Honolulu, Maui, Kauai and Big Island. The parent company Alaska Air Group announced in July 2026 that it would replace the 717 with Boeing 737-800s from 2028.
Delta belongs to the SkyTeam alliance. For your planning that means: a 717 photo is a long-haul task – and one with an expiration date.
| Place | Chance of a hit | Why |
|---|---|---|
| Atlanta (USA) | high, declining | Delta’s most important hub with 717 operations |
| Honolulu and the Hawaiian Islands | high until 2028 | Hawaiian flies inter-island service with the 717 |
| Other US domestic airports | medium | Depending on Delta’s current schedule |
| German-speaking region | practically zero | No scheduled service, at most rare ferry flights |
Fleets keep shrinking
Which routes Delta and Hawaiian serve with the 717 changes with every schedule, and the fleets are getting smaller. Before a trip, check currently for the type code B712 instead of relying on older lists.
How to follow such flights live is shown in the guide on flight tracking with ADS-B. Why type codes like B712 and airline codes are not the same thing is explained in IATA and ICAO codes explained.
Put the 717 on your wish list
Put type B712 on your wish list and get notified by a sighting alert when a 717 approaches or lands at your airport. Planetrack is launching soon – join the waitlist.
Spotting strategy: catching the 717 while traveling
Because the 717 is missing from Europe, a bit of planning pays off. If you are flying to the US anyway, build in a connection or a spotting stop in Atlanta. In Hawaii you will meet it on inter-island service almost inevitably – with a bit of luck you may even be sitting in one. The bucket list of spotting spots worldwide collects more ideas for faraway destinations.
Retired 717s often end up in storage parks in the desert. How such aircraft graveyards work and whether you may photograph there is covered in the article Aircraft graveyards and boneyards. The guide Spotting rare aircraft bundles general tips on rarities.
Ready for your 717 hunt?
- I have found current flights with the type code B712.
- I know the runway direction in use at the destination airport.
- I know where the sun is at the time I want.
- My vantage point is publicly accessible and permitted.
- Battery full, memory card free, focal length fits the distance.
How to judge the runway direction in use is explained in Understanding runway direction at airports. Whether your location is legally fine – other rules apply abroad in particular – is answered in Is plane spotting allowed?.
Photo tips specifically for the 717
The 717 is small and slim and has its characteristic features at the back. That is what matters:
Showcase the tail
The T-tail and rear engines are what make the 717. A three-quarter view from behind at an angle or a clean side profile shows both.
Adjust your focal length
With a 28 m wingspan the 717 is clearly smaller than an A320. From the same vantage point you need more focal length for a frame-filling shot – see the guide Lens and focal length for hints.
Keep the light behind you
Especially in Hawaii the sun stands high and harsh. Early morning and late afternoon deliver softer light and more detail in the fuselage.
Keep the registration legible
With a type that is being phased out, every single aircraft counts. Make sure the registration on the fuselage is sharp and legible.
You can work out when the light suits your spot ahead of time with the guide Planning sun position for your photo spot. Which gear makes sense on trips is shown by the plane spotting gear checklist. If you are just learning aircraft types, Aircraft type recognition for beginners will help.
Common mix-ups and how to rule them out
It points to the 717-200 if …
- you see a T-tail and two rear engines
- the engine nacelles look short and rounded
- the fuselage is compact and five seats fit per row
- the tracking service shows B712 as the type
Look closer if …
- the fuselage looks strikingly long – then more likely an MD-80 or MD-90
- the tail tip looks blunt – then more likely a Fokker 100
- you only see the aircraft from the front and the engines are hidden
It is not a 717 if …
- the engines hang under the wings – as on the Boeing 737-700 or the Embraer E190
- a third engine sits in the tail – then you are looking at the 727
- the wing sits on top of the fuselage and carries four engines – that is the Avro RJ85
- winglets sit at the wingtips and only four seats fit per row – typical of the CRJ
Conclusion
The Boeing 717-200 is an aircraft with a double identity: designed as the MD-95, sold as a Boeing, with engines from Brandenburg. Commercially it remained a sideshow with 156 aircraft, but in daily operation it has proven itself with its operators over decades. For spotters it is just now becoming a rarity – in Europe it is already history, and fleets are shrinking in the US as well.
In brief
T-tail, two rear engines with round, fat nacelles, short fuselage: that is the 717-200. If you still want to catch one, search for B712 and plan on Atlanta or Hawaii – ideally before the last aircraft end up in the desert.
Summary
- The 717 first flew in 1998 and entered service with AirTran Airways in 1999; in 2006 it was over after 156 aircraft.
- It is powered by Rolls-Royce BR715 engines, developed and built in Dahlewitz near Berlin – the German share of this US jet.
- You tell it from the DC-9, MD-80 and Fokker 100 by fuselage length, engine shape and tail section.
- If you want to see one today, plan a trip to the US, above all to Atlanta or the Hawaiian Islands – and do not wait too long.
Frequently asked questions
Why is the 717 called a Boeing if it comes from McDonnell Douglas?
The aircraft was in development at McDonnell Douglas as the MD-95, publicly presented in 1991. After Boeing took over its competitor in 1997, the new owner continued the program under the designation 717. Technically it is a Douglas product through and through.
What is the ICAO type designator of the Boeing 717-200?
It is listed as B712. Since only the -200 variant went into series production, every B712 entry in a tracking service is a 717. Planned variants such as a shorter 717-100 or a stretched 717-300 were never built.
How do I tell the 717 from a DC-9 or MD-80?
At around 45 m the MD-80 is clearly longer and has slim, long engine tubes. The DC-9-30 is about as long as the 717 but also carries the narrow Pratt & Whitney nacelles. You recognize the 717 by the shorter, fatter nacelles of the BR715.
And from the Fokker 100?
Both are short and have a T-tail and rear engines. The Fokker 100, however, has a blunt tail cone with air brakes that open out to the sides, while the 717 tapers to a point at the back. The 717’s nose is also longer and more pointed.
Does the 717 still fly in Germany?
Not in regular scheduled service. The last big European operator, Volotea, retired its 717s by January 2021. A 717 in Germany would be an exception today, for instance on a ferry flight – such movements can only be spotted at short notice via tracking services.
Where can I still see a 717 for sure?
As of October 2026 mainly in the US: Delta Air Lines uses it on domestic routes, Hawaiian Airlines on inter-island service in Hawaii. Both are phasing out their fleets, though – Delta is gradually replacing the 717 with Airbus A220s, and at Hawaiian Boeing 737-800s take over from 2028.
What does the 717 have to do with Germany?
The engines: the BR715 comes from the BR700 family, which the BMW Rolls-Royce joint venture developed and built in Dahlewitz near Berlin. The site is now part of Rolls-Royce Deutschland.
Collect the Boeing 717-200, don’t just see it
Post a photo with registration, type, airport and spot, check off the type in your hangar and get an alert when a registration you are looking for lands. Planetrack is launching soon – join the waitlist and get early access.
Related aircraft types
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Related airports & manufacturers
Airports, manufacturers, airline groups and alliances – who is behind them and what you should know as a spotter.
Boeing
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British engine maker with over a hundred years of aviation history: the Trent family powers the A330, A350, A380 and Boeing 787, while the business jet engines come from Dahlewitz near Berlin. For spotters, Rolls-Royce is the question behind the question – which engine is actually hanging under the wing?
AllianceSkyTeam
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