Boeing 717 Overview

The 717 (formerly the MD-95) is the newest twin-jet model in the Boeing
product line. It resembles the DC-9 in size, range, and performance, and
retains many of the structural design characteristics that earned the DC-9 a
reputation for superior reliability. Incorporated in the 717 are several
advanced systems that enhance flight operations and improve
maintainability. Flight test is scheduled to begin in mid-1998, with type
certification and first delivery planned for June 1999.

The latest twin-jet offering from Boeing is the 717, an airplane that began
with the best attributes of the DC-9 and improved on them for increased
operator benefit.Though the 717 shares its wing size with the DC-9, the
new airplane offers 57 more inches of fuselage forward of the wing than the
DC-9 Series 30. The 717 seats 106 passengers in a two-class
configuration, and 117 in a single-class configuration.The 717 will operate
up to the same maximum weights as the DC-9 Series 50 with a range of
1,570 nautical miles (nmi).

1 AIR-CONDITIONING SYSTEM
The 717 incorporates a "three-wheel" air-conditioning pack. This eliminates
the need for electric air-conditioning ground cooling fans by providing air
flow from the third wheel across the heat exchanger. The third wheel
functions any time the air-conditioning pack is operating. A dedicated fan
has been added to the tail compartment to provide cooling and ventilation
in the aft compartment during ground operations.

The cabin pressurization control system incorporates a single, electrically

controlled outflow valve. This reliable single-valve design eliminates the
manual pressurization wheel from the flight deck pedestal and all
associated cable runs throughout the airplane. The flight crew can press a
button on the overhead panel to put the system in manual mode. Cabin
pressure can then be controlled using a momentary three-position toggle
switch on the same panel.

The 717 air-conditioning pack offers a high-flow operating mode that

provides superior cabin cooling capabilities at high ambient temperatures.
The high-flow mode also improves the clearing of cigarette smoke from the
cabin. The normal and high-flow modes are manually selectable. Like the
DC-9, the 717 does not recirculate cabin air, but instead provides 100-
percent fresh air for cabin ventilation and pressurization.

2 INTERIORS
The 717 passenger cabin offers spacious styling and the popular five-
abreast seating arrangement. It also incorporates several new features that
enhance maintainability and passenger comfort:

 Three-bay sidewall panels.

 Larger overhead stowage compartments.
 Improved lighting system.
 Modular lavatories.

Three-bay sidewall panels. These new panels enable maintenance

personnel to access the inner and outer window panes and window-shade
assembly without removing sidewalls or seats. A new, solid window shade
is more durable than previous styles and blocks more light. Only a Phillips-
head screwdriver is required to remove sidewall panels, and no tools are
required to remove the ceiling panels.

Larger overhead stowage compartments. The overhead stowage

compartments standard in the 717 offer more volume capacity than those
in the DC-9. An optional, asymmetric compartment provides even more
stowage space per passenger. The compartments are modular for easy
replacement, and installation procedures are standardized for all units. The
compartments are equipped with a full-grip, lighted handrail that extends
the length of the passenger cabin.

Improved lighting system. The 717 cabin lighting system incorporates

solid-state, flicker-free ballasts with selectable, preset cabin-illumination
levels. All attendant call and passenger reading lights can be turned on or
off from a single switch, a feature that helps maintenance and cabin crews
during lighting checks and aircraft preparation. A new, seat-mounted
emergency escape path lighting system has a longer service life and lower
associated maintenance costs compared to traditional, floor-mounted
systems.

Modular lavatories. The modular design of these lavatories permits easy

removal and installation. Vacuum waste toilets reduce cabin odors and
require less time for servicing. The lavatories are also equipped with smoke
detectors and trash-receptacle fire extinguishers.

3 FLIGHT DECK
The 717 flight deck incorporates six 8-by-8-in, liquid crystal displays (LCD)
that present all essential information related to flight, navigation, engines,
and systems. The LCDs replace several individual instruments used on
DC-9 and MD-80 flight decks to reduce dramatically the number of
instruments and line-replaceable units (LRU). The LCDs also provide a
cleaner, uncluttered appearance, and improve the presentation of
information.
Flight deck improvements include:

 Synoptic displays.
 Integrated flight crew warning & alerting system.
 Flight control computer.
 Versatile integrated avionic computers.
 Centralized fault display system.
 Air data inertial reference units.

Synoptic displays.The system display includes 10 selectable displays,

including synoptic displays for the hydraulic, environmental, electrical, fuel,
airplane configuration, and engine systems. The system displays provide
data on system status, failures, system configuration, and operating
modes.

Integrated flight crew warning & alerting system. The LCDs present
data from the integrated flight crew warning and alerting system. This
integrated function replaces the electronic overhead annunciator panel,
dedicated annunciator lights, analog gauges, and other dedicated system
status lights on the overhead panel. The remaining overhead panel
switches are logically grouped by airplane system, and are divided
according to left, right, and auxiliary systems for easy selection.

Flight control computers (FCC). FCCs provide the 717 with full Category
IIIa autoland capability. Full Category IIIb operation is available with the
addition of an optional radio altimeter, instrument landing system receiver,
and an inertial reference unit. The FCCs replace a number of avionic LRUs
in previous twin-jets by performing the functions of the flight guidance
computer, stall warning computers, windshear computers, and auxiliary
control unit.

Versatile integrated avionic computers.Two versatile integrated avionic

(VIA) computers process data for display on the LCDs. The VIAs also
perform the function of the flight management system (FMS), central aural
warning system, and flight data acquisition system. The dual FMS is
capable of supporting advanced navigation functions such as the Global
Positioning System, Future Air Navigation System, and pilot/controller
datalink. All communication, navigation, and surveillance radios conform to
current ARINC 700 standards, and a digitally controlled audio system is
standard equipment.

Centralized fault display system (CFDS).The CFDS allows maintenance

personnel to interrogate most system LRUs from a single location in the
flight deck. The CFDS displays system faults, fault history, and sensor
readouts. It is also used to perform return-to-service and trouble-shooting
tests.

Air data inertialreference unit (ADIRU).The ADIRU combines the

functions of the air data system and inertial reference unit. The ADIRUs
receive digital pitot and static pressure data from air data modules located
adjacent to the pitot tubes and static ports. The new design reduces the
amount of pitot/static tubing and eliminates requirements for leak checks
following component replacement. The standby instruments used on the
DC-9 have been replaced with a single integrated unit with its own air data
modules.

4 ELECTRICAL SYSTEM & INSTALLATION

Primary electrical power for the 717 is provided by two engine-mounted,
35/40 kilovoltampere (kVA) integrated drive generators and a 60 kVA APU
generator. Each generator is controlled by a power conversion and
distribution unit (PCDU), which performs the functions formerly provided by
a generator control unit in conjunction with the transformer rectifier, bus tie
relays. The three PCDUs are identical to reduce spares requirements and
maintenance costs.The primary electrical power relays are modular and
mounted to the front of the PCDU for easy replacement. An electrical
power control unit controls the overall electrical system, including the no-
break power transfers, external power, and system protection.The following
installation features simplify the repair and troubleshooting of many
systems:

 Modular plug-in relays instead of bolt-in canister relays.

 Modular, bussed connectors instead of mod blocks.
 Pressure feed-through connectors instead of potted pressure feed-
throughs.

An improved ground service power function allows single-switch operation

of the ground service bus, while minimizing the power cycles to avionic
equipment.

5 FLIGHT CONTROLS
The primary flight control system retains the reliable, cable-driven design of
the DC-9, and its simple, two-position slat system. Improvements to the
flight control system include a newly styled pedestal with removable control
modules. The most noticeable changes are the elimination of the horizontal
stabilizer "suitcase handles," the outflow valve manual control wheel,
crossfeed levers, and trim control knobs. Electric trim switches replace the
manual aileron and rudder trim knobs. Finally, an all-new, electrically
controlled spoiler system with a vernier control handle allows the flight crew
to set the speed brakes at any position, from zero to full deployment,
without the need for detents or latches.

The control wheels are restyled to improve visibility of the displays. The
mechanical "green band" computer has been removed from the pedestal,
and the green band function electronically displays on the aircraft
configuration display.

6 PNEUMATIC & ICE PROTECTION

The pneumatic and ice protection system has been simplified by the use of
a single isolation valve instead of dual crossfeed valves. This allows full-
time, simultaneous anti-icing of the wing and horizontal stabilizer leading
edge surfaces. The system eliminates the tail and wing de-ice timers and
relays, and a back-up function is contained in the pneumatic overheat
detection system (PODS).

To improve PODS dispatch reliability, dual-loop sensors replace the

bimetallic point sensors used on previous designs. The dual-sensor system
achieves excellent fault isolation by providing the specific zone or location
of detected leaks. Overheat detection loops for the wing and tail anti-ice
system detect a leak or burst duct and automatically shut off the affected
system.

7 WASTE & WATER

The vacuum waste system incorporates a single high-capacity waste tank
mounted in the aft cargo area. The tank location allows for positive
drainage, and reduces cabin odors by providing single-point servicing near
the outflow valve, away from the passenger cabin. The vacuum waste
system uses water from the potable water supply, which prevents the
formation of blue ice and the corrosion associated with blue water systems.

New, integrally heated potable water hoses prevent freezing at ambient

temperatures as low as -40 degrees Fahrenheit (-40 degrees Celsius).
However, the hoses are designed to withstand the effects of freezing if the
heaters are not activated.

8 AUXILIARY POWER UNIT (APU)

The APU is extremely fuel efficient, and contains an electronic engine
controller that monitors and optimizes APU operation. The controller also
monitors the APU on the ground for unsupervised operation. The APU inlet
has been moved from the bottom to the upper-left side of the airplane. The
new location reduces ramp noise levels to meet the most stringent airport
noise regulations.
9 FUEL
The fuel distribution system is similar to that of the DC-9. A capacitance-
type fuel quantity gauging system offers better reliability, and pressure
sensors are installed on each fuel pump to aid in troubleshooting as well as
improving Master Minimum Equipment List (MMEL) dispatch capabilities.

Optional, modular auxiliary fuel tanks are available in 460-, 730-, 1,010-,
and 1,290-gallon (1,741, 2,763, 3,787, and 4,883 L) configurations. The
modular design allows the tanks to be removed or reinstalled in one
overnight shift.

10 LANDING GEAR/ HYDRAULICS

The 717 nose gear is common to the Douglas twin-jet family. Both the
main- and nose-gear designs incorporate the latest corrosion-protection
improvements. The gear is fitted with long-life steel brakes that slip onto a
set of shear pins, eliminating the multiple-bolt design used on the DC-9. For
ease of maintenance, the brakes have quick disconnects on the hydraulic
lines and a brake bleed port at the high point on the gear.

A new, in-line 3,000 psi engine-driven hydraulic pump eliminates the 1,500
psi selection switch in the DC-9 cockpit. All hydraulically actuated systems
operate at 3,000 psi, eliminating the need for hydraulic step-down pressure
reducers. Highly reliable pressure transducers provide hydraulic-pressure
indication.

11 LIGHTS
New, high-power, anti-collision lights improve reliability and reduce light-
intensity inspection requirements. Long-life, high-intensity quartz halogen
lights are installed throughout the service and maintenance locations of the
airplane for improved reliability and superior lighting.

12 PROXIMITY SYSTEM
A new proximity system is integrated with the CFDS to allow for direct
sensor readout during rigging. The system also improves maintenance
troubleshooting through fault logging in non-volatile random access
memory. A durable, saturated core sensor improves operation and
reliability in high-vibration areas.

13 ENGINE
The BMW/Rolls Royce BR715 engine has a standard static thrust rating of
18,500 lb. Optional thrust ratings of up to 21,000 lb are currently available,
and higher thrust ratings will be available in the future.

The engine is electronically controlled (EEC) to provide improved engine

life, automated fault reporting, and superior engine condition monitoring
capabilities. The EEC eliminates the need for throttle rigging during engine
change, and it allows many engine components to be changed and verified
without the engine run required on the DC-9.

The engine has a 58-in, durable wide-chord fan resistant to foreign object
damage and shares a common core with the BR710. The engine is
mounted in a simple, long-duct nacelle design that provides easy
maintenance access to components located on the fan case. The inlet and
fan cowls are made from aluminum, making them damage tolerant and
easy to repair. Finally, the thrust reverser uses a simple, single-pivot door
design that is hydraulically actuated.

An airline advisory team worked with the engine design team to develop
one of the most maintainable engines in the industry. The newly developed
design allowed basic engine maintenance concepts to be applied from the
start, such as locating pneumatics on the top of the engine and placing the
fuel and oil on the bottom of the engine. Other factors affecting ease of
maintenance, such as component accessibility, bore-scope access, access
door location, and sight glass visibility, are key to the design. Lower
maintenance costs should also result from such efforts as the elimination of
safety wire from service points and design for tool access.

SUMMARY
The 717 builds on the reliability of the DC-9 to offer enhanced flight
operations and improved maintainability, including the BR715 engine,
which was desinged to be one of the most maintainable engines in the
industry. LCD technology more efficiently presents information in the flight
deck, and versatile integrated avionic computers perform the functions of
the FMS, central aural warning system, and flight data acquisition system.
The focus of system improvement efforts range from air conditioning,
interiors, and flight controls to pneumatics, ice protection, water and waste,
the APU, fuel, and engines. As the result of an improved design process,
the airplane offers improved component accessibility, enhanced ease of
maintenance, more flexible maintenance planning, higher dispatch-
reliability levels, and lower maintenance costs.
Tom Croslin
Chief Design Engineer
717 Program Office
Douglas Products Division

return to top | AERO text-only contents | Boeing Home | Commercial

Copyright � The Boeing Company. All rights reserved.