JASDF designation: U-125

TYPE: Business jet.

PROGRAMME: Derived from the de Havilland/Hawker Siddeley/British Aerospace 125, which was built in the UK from 1962 onwards, progressing through Srs 1 to 3 and 400 to 700. Prototype Srs 800 first flew (G-BKTF) 26 May 1983; type certificate gained 4 May 1984 and Public Transport Category C of A on 30 May 1984; FAA certification 7 June 1984; Russian certification May 1993; Canadian certification (800XP) awarded in third quarter of 1997. Adopted Hawker nomenclature when programme purchased by Raytheon in 1993, at which time some 850 aircraft had been sold in 44 countries.
Final assembly of Hawker 800XP gradually transferred to Wichita; first US-assembled aircraft flew on 5 November 1996, being N297XP, the 297th Series 800; second (N1105Z; No. 301) followed on 24 November 1996; transition complete with flight of last UK-assembled aircraft, No. 337, 29 April 1997; FAA production certificate awarded to Raytheon in May 1997. One thousandth 125/Hawker series aircraft, an 800XP, was delivered as the 'Millennium Hawker' to Gainey Corporation of Grand Rapids, Michigan (N984GC), October 1998. Winglets available as option on new aircraft, or as retrofit, from 2003.

CURRENT VERSIONS: 800: Original version superseded by 800XP in late 1995; 275 built, of which last delivered December 1995.
800XP: (XP=eXtended Performance) Announced March 1995, when prototype (G-BVYW, modified from 800) completed; this and preproduction 800XP used in development programme, culminating in CAA and FAA certification in July 1995; first delivery (to Green Tree Financial of St Paul, Minnesota) October 1995 after public debut at National Business Aviation Association Convention in Las Vegas during previous month. First seven delivered in 1995, followed by 26, 33, 48 and 55 in 1996-99.
800SP: Winglet modification of 800/800XP devised by Aviation Partners Inc and shown at NBAA Convention, Orlando, Florida, September 2002; available from early 2003. Height 107 cm (3 ft 6 in); 7 per cent consequential drag reduction translates into M0.03 speed increase (18 kt; 33 km/h; 21 mph) and range extension of 180 n miles (333 km; 207 miles).
Detailed description applies to this version.
800FI, SM, RA and SIG: Special missions versions; produced as required.
U-125A: Refer to KAC entry.

CUSTOMERS: By June 2003 643 Series 800/800XPs built including 55 delivered in 2001, 46 in 2002 and 28 in the first nine months of 2003. Largest contract for 125/Hawker placed in May 1997 when Executive Jet Inc ordered 20 800XPs, followed in September 1998 by order for a further 20, plus 16 options for NetJets fractional ownership scheme; deliveries between 1997 and 2004. Recent customers include National Air Service (NAS) of Jeddah, Saudi Arabia, which ordered 14 in November 1999 for its NetJets Middle East fractional ownership programme, five of these being delivered in 2000, including the first (HZ-KSRA) at the Farnborough International Air Show on 24 July 2000, and three per year thereafter until 2003; and Hainan Airlines of China, which took delivery of one aircraft on 19 July 1999. Contender for US Navy Undergraduate Military Flying Officer Training System (UMFOTS) requirement, for which 16 aircraft are required initially, with selection scheduled for first quarter 2004 and first delivery in January 2006.

COSTS: 800XP: US$12.49 million (2001).

DESIGN FEATURES: Classic small business jet; sweptback wing mounted below cabin floor; podded engines on rear fuselage sides; and high tailplane.
Improvements of baseline Series 800, compared with earlier 700 variant, include curved windscreen, sequenced nosewheel doors, extended fin leading-edge, larger ventral fuel tank, and increased wing span which reduces induced drag, enhances aerodynamic efficiency and carries extra fuel; outboard 3.05 m (10 ft) of each wing redesigned.
In XP version, TFE731-5BR-1H turbofans boost performance, including 14 kt (26 km/h; 16 mph) increase in cruising speed at 11,800 kg (26,015 lb) at 11,890 m (39,000 ft); 225 kg (496 lb) payload increase with eight passengers; 15 to 23 per cent reduction in time to cruising altitude, to reach 11,280 m (37,000 ft) in 23 minutes at maximum take-off weight in ISA +10°C conditions; and enhanced take-off performance. Other improvements include installation of vortillons in place of wing fences, permitting lower V-speeds and reducing drag; enhanced TKS de-icing system with increased fluid capacity; improved high-energy brakes; restyled cabin interior to maximise use of available volume; and improved environmental control system; and redesigned interior, with increased headroom by relocating oxygen dropout units to sidewall panels, and 12.2 cm (4.8 in) extra width at shoulder level by sculpturing sidewall panels around fuselage frame. Interior further improved in 1998 - see Accommodation paragraph.
Wing thickness/chord ratio 14 per cent at root, 8.35 per cent at tip; dihedral 2°; incidence 2° 5' 42" at root, -3° 5' 49" at tip; sweepback 20° at quarter-chord; small fairings on tailplane undersurface eliminate turbulence around elevator hinge cutouts.

FLYING CONTROLS: Conventional and manual. Each control surface with geared tab; port aileron tab trimmed manually via screw-jack. Hydraulically actuated four-position double-slotted flaps; mechanically operated hydraulic cutout prevents asymmetric flap operation; upper and lower airbrakes, with interconnected controls to prevent asymmetric operation, form part of flap shrouds and provide lift dumping. Fixed incidence tailplane.

STRUCTURE: All-metal. One-piece wings, dished to pass under fuselage and attached by four vertical links, side link and drag spigot; two-spar fail-safe wings, with partial centre spar of approximately two-thirds span, to form integral fuel tankage; single-piece skins on each upper and lower wing semi-spans; detachable leading-edges; fail-safe fuselage structure of mainly circular cross-section, incorporating Redux bonding.

LANDING GEAR: Retractable tricycle type, with twin wheels on each unit. Hydraulic retraction: nosewheel forward, mainwheels inward into wings. Oleo-pneumatic shock-absorbers. Fully castoring nose unit, steerable ±45°. Dunlop mainwheels size 23x7-12 (12 ply) tubeless tyres. Dunlop nosewheel size 18x4.25-10 (6 ply) tubeless tyres. Dunlop triple-disc hydraulic brakes with Maxaret anti-skid units on all mainwheels. Minimum ground turning radius about nosewheel 9.14 m (30 ft 0 in).

POWER PLANT: Two 20.73 kN (4,660 lb st) Honeywell TFE731-5BR-1H turbofans, mounted on sides of rear fuselage in pods designed and manufactured by Northrop Grumman. Thrust reversers developed by Dee Howard fitted as standard. Integral fuel tanks in wings, with combined capacity of 4,818 litres (1,273 US gallons; 1,060 Imp gallons). Rear underfuselage tank of 882 litres (233 US gallons; 194 Imp gallons) capacity, giving total capacity of 5,700 litres (1,506 US gallons; 1,254 Imp gallons). Single pressure refuelling point at rear of ventral tank. Overwing refuelling point near each wingtip.

ACCOMMODATION: Flight deck crew of two. Dual controls standard. Seat for third crew member. Executive layout has forward baggage compartment, forward galley comprising automatic coffee maker, microwave oven, and miscellaneous storage. Seats swivel through 360°. Seating for eight passengers, with club four seating at the front of the cabin, three-place settee on the right side rear cabin and single seat opposite. Airliner style lavatory at rear with external servicing as standard. Maximum seating for 14. Interior options include differing seating layouts; microwave oven; entertainment system including CD player and video LCD screen. New interior introduced at National Business Aviation Association Convention at Las Vegas, Nevada, in October 1998 features oval internal window frames, additional sidewall lighting and restyled side panels and work tables.

SYSTEMS: Honeywell air conditioning and pressurisation system. Maximum cabin differential 0.59 bar (8.55 lb/sq in). Oxygen system standard, with dropout masks for passengers. Hydraulic system, pressure 186 to 207 bar (2,700 to 3,000 lb/sq in), for operation of landing gear, mainwheel doors, flaps, spoilers, nosewheel steering, mainwheel brakes and anti-skid units. Two accumulators, pressurised by engine bleed air, one for main system pressure, other providing emergency hydraulic power for wheel brakes in case of main system failure. Independent auxiliary system for lowering landing gear and flaps in event of main system failure.
DC electrical system utilises two 30 V 12 kW engine-driven starter/generators and two 24 V 23 Ah Ni/Cd batteries. A 24 V 4 Ah battery provides separate power for standby instruments. AC electrical system includes two 1.25 kVA static inverters, providing 115 V 400 Hz single-phase supplies, one 250 VA standby static inverter for avionics, and two engine-driven 208 V 7.4 kVA frequency-wild alternators for windscreen anti-icing. Ground power receptacle on starboard side at rear of fuselage for 28 V external DC supply. Honeywell 36-150 W APU. TKS liquid system de-icing/anti-icing on leading-edges of wings and tailplane. Engine ice protection system supplied by engine bleed air. Kidde-Graviner triple FD Firewire fire warning system and two BCF engine fire extinguishers. Stall warning and stick pusher system fitted.

AVIONICS: Collins Pro Line 21 as core system. Comms: Dual Collins VHF-422C com with 8.33 kHz frequency spacing; dual TFR-94D transponders; Collins HF-9000 HF com with Coltech CSD-714 Selcal; dB Systems Dual Model 700 cockpit audio system; Universal Avionics CVR-120 cockpit voice recorder; and Artex C406-2 satellite-capable ELT, all standard. Second HF-9000; Honeywell Airborne Flight Information System, and Magnastar C2000 terrestrial-based flight phone or Universal Avionics Aero M or Aero I satcom phone, all optional.
Radar: Collins TWR-850 colour weather radar with turbulence detection as standard.
Flight: Dual Collins FMS-6000 flight management systems; dual AHC-3000 quartz AHRS; dual ADC-3000 digital air data systems; FGC-3000 AFCS; dual GPS-4000A; dual VIR-432 VOR/ILS/marker receivers; ADF-462; dual DME-442; ALT-4000 radio altimeter; TCAS-4000 TCAS II (Change 7 compliant); MDC-3000 maintenance diagnostic system; and SafeFlight AoA system, all standard. Second ADF+, and L3 Communications F1000 FDR or JAR-OPS compliant Honeywell FDR with Teledyne FDAU, optional.
Instrumentation: Four 203 x 254 mm (8 x 10 in) active matrix LCDs for PFD, MFD and EICAS functions; and Meggit Avionics Mark II secondary flight display system, standard. Options include 3-D mapping for MFDs; Goodrich WX-1000 lighting detection system with display on AMLCDs; Collins CDU-6200 graphics capable display; and Airshow 400 or Airshow Network cabin display systems.