Old Aircraft!

The Boeing 7J7 was an American short- to medium-range airliner proposed by American aircraft manufacturer Boeing in the 1980s. It would have carried 150 passengers and was touted as the successor to the successful Boeing 727.[1] It was initially planned to enter service in 1992.[1] This was intended as a highly fuel-efficient aircraft employing new technologies, but it was postponed indefinitely as the price of oil dropped during the 1980s.

development:

The 7J7 was the culmination of Boeing's Seven Dash Seven (7–7) 150-seat aircraft idea, which the company had considered since at least 1981.[2][3] It was to be Boeing's second attempt at a replacement for the Boeing 727, its successful but aging 150-seat aircraft. The Boeing 757, a larger airplane that Boeing expected existing 727 customers to upgrade to, had unexpectedly slow sales leading to its 1983 entry into commercial service, as airline deregulation resulted in airlines using smaller aircraft at increased frequencies. By vacating the 727's seating capacity, Boeing had a large capacity gap in its aircraft lineup between the larger 757 and smaller Boeing 737.

In 1983, Scandinavian Airlines (SAS), an airline that employed aircraft mostly from McDonnell Douglas, contacted Boeing about the aircraft concept to replace its McDonnell Douglas DC-9s. The airline would become the 7J7's most faithful customer, and it would wield a large influence in the aircraft's cabin design.[4] Japan initially agreed to a Letter of Understanding with Boeing in March 1984 to take a 25-percent share in a future 150-seat airliner, such as Boeing's Seven Dash Seven or Japan's "YXX" project, that would enter service in 1988 using the IAE V2500 turbofan as the engine,[5] which was developed in part by the Japanese Aero Engine Corporation. However, Boeing became increasingly interested in the latest propfan engine research that would yield large double-digit fuel savings, in particular with the gearless unducted fan (UDF) concept from the aviation division of General Electric. By February 1985, Boeing postponed the service entry of the then-unnamed aircraft to the early 1990s so that propfan technology would be ready for the plane;[6] Boeing made the engine change, schedule change, and announcement unilaterally, which surprised and upset its Japanese partners.[7] It also scrapped the 7–7 code name, saying that the moniker was too commonly seen as a possible direct competitor to the Airbus A320, and that the aircraft Boeing had in mind would be a half-generation ahead.[6] The company held a program kickoff meeting for suppliers on May 13, 1985,[8] and then it debuted a model of the aircraft concept at the 1985 Paris Air Show,[9] where Boeing announced that it would start taking orders in 1987–1988 for deliveries starting in the first half of 1992.[10] In August 1985, the code name for the aircraft was changed to the 7J7.[11] On December 20, 1985, Boeing reached an agreement to test the proposed 578-DX geared propfan engine of General Motors subsidiary Allison Engine Company for use on the 7J7.[12]