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BAE HS125

The HS125 can accommodate up to six passengers and their luggage; the rear section contains a large equipment bay and two additional fuel tanks for extended-range operations. The HS125 CC3 is an all-metal, low-wing monoplane with a semimonocoque fuselage and a moderately swept, cantilever wing and stabilisers. It is certified as a transport category aircraft and can operate in all weather conditions, including adverse icing conditions.

The HS125 fuselage contains three main sections. The forward section of the fuselage contains a weather radar, the cockpit and the galley area; the centre section contains the passenger compartment, which can accommodate up to six passengers and their luggage; the rear section contains a large equipment bay and two additional fuel tanks for extended-range operations.

In April 1961 de Havilland, by then a part of Hawker Siddeley Aviation, announced that it had started work on a jet replacement for the popular Dove. Initially it was going to be called the DH125 Jet Dragon. In 1965 the HS 125 began what turned out to be a most successful career in the jet executive market, including the USA, where a significant impact had already been made. By 1966 more than 100 of these aircraft had been sold, many in the United States.

By 1967 the British Aircraft Corporation was asking the Government to put up almost all the cost of developing the BAC211. The fact was that it was now impossible for private industry and private finance to raise the money required to develop these sophisticated aircraft. There had been some exceptions, like the HS125, that had been extremely successful. By 1968 Hawker Siddeley's orders for the HS125 totalled 145, of which 19, worth about 8 million with spares, have been gained since devaluation of the pound. By 1977 no fewer than 367 HS125s had been delivered, over 300 of them being exported.

By 1980 nearly 500 of the HS 125, an executive jet in production since the early 1960s, had been sold to date, more than half for the North American market. It was quite remarkable that this aircraft produced by British Aero-space and one of its predecessor companies, should have achieved such conspicuous success in the most competitive market of all, on the very doorstep of the world's largest aircraft producer.

RAF HS125 CC3 Dominie Series 700B
Engines Two Garrett TFE731-3-1H turbofans
Thrust 3700lbs each
Max speed 320kts
Length 15.46m
Max altitude 41,000ft
Span 14.33m
Aircrew 3
The Hawker Siddeley Dominie, which is the UK military version of the HS125, cost 2.5 million, as did the HS Hawk, the training aircraft. The RAF HS125 CC3 is operated by No 32 (The Royal) Squadron, at RAF Northolt. The Squadron operates six Series 700B aircraft in the Royal or VIP transport and communication roles. The standard operating crew for each aircraft consists of two pilots and one cabin attendant. The HS125 CC3 regularly provides a passenger service to the Royal Family, Government ministers and senior military officers. Its robust engineering, flexibility of operation and rapid turn-around times have made it a very successful aircraft, operated throughout the world in the VIP role and, in its communications role, the HS125 CC3 has provided support for most RAF peacekeeping and humanitarian operations worldwide.

The aircraft is powered by two Garrett TFE731-3- 1H turbofans that are attached by pylons to the rear section of the aircraft. The lightweight TFE series of engines are quiet and economical and their modular design allows easy maintenance and reduces the engines unserviceability rate. In addition to providing power, the engines also drive an accessory gearbox, which, in turn, drives the aircrafts fuel, oil and hydraulic pumps and a generator for electrical power. As each engine has a separate gearbox, all aircraft systems can operate normally on a single engine. The HS125 CC3 is also fitted with an electronic defensive-aids suite that gives the aircraft almost 360 protection against infrared missiles.

Hawker 800

Through its evolution & following changes & mergers of the UK aircraft industry the 125 has been known as Hawker Siddeley Dominie & 125 & the BAe 125 before Raytheon in the USA bought British Aerospace Corporate Aircraft in 1993. The new 800 series of the HS125 was rolled out in 1983. Marketed as the Raytheon Hawker 800, variants include the extended performance version 800XP, able to carriy up to 14 passengers over a range of 2825 miles. The Hawker 800A was the first of the -800 series, which by now includes the Hawker 800SP, 800XP, 800XPi, and 850XP. Needless to say, the private jets of the 800 series are among the most popular in the private jet industry and continue to meet the high performance standards that they are known for. The Hawker 800A is easy to distinguish from the -800XP: the -800A has winglets, the 800XP does not.

The C-29A is a Series 800 for US military designed to replace Lockheed C-140A, used by the Air Force Communications Service to check navigation aids and communications at US airbases around the world, participated in Operation Desert Shield and Operation Desert Storm during the First Persian Gulf War. The U-125 is a Series 800-based search and rescue aircraft for Japan.

The Hawker 800XP is one of the most successful private jets that British Aerospace has ever made. It is a third-generation model of the 800 series. It is designed to complete transcontinental and international flights as needed, as well as have good short range capabilities. Since it is the third member of the 800 series, it has undergone many small improvements to the features that made it successful in the private jet market to begin with its cruise and climb speeds, runway performance, and weight limits. The cabin of the Hawker 800XP is typically configured with eight seats: a four-person club section, a three-person divan, and one forward-facing seat.

On May 3, 2010 Hawker Beechcraft Services (HBS) announced the aftermarket Hawker 800XPR package, an industry leading upgrade for the Hawker 800XP. This upgrade package, available exclusively through factory-owned HBS facilities, offers significant performance and capability improvements by replacing the aircrafts original engines with new technology TFE731-50R powerplants and improving aerodynamics with company-designed winglets.

Customer input clearly told us that many Hawker 800XP owners are interested in enhancing the value of their current aircraft with improved range, better hot/high performance and lower operating cost, said Christi Tannahill, HBC vice president, Global Customer Support. This factory upgrade underscores our commitment to supporting our customers with products that improve performance, lower operating costs and increase the resale value of the aircraft we design and build.

The 800XPRs new TFE731-50R engines are capable of producing 5,000 pounds of thrust, but are flat rated to 4,660 pounds to create a robust interstage turbine temperature margin that translates into significantly improved performance and durability. This added margin greatly improves hot/high airport performance while generating more thrust at altitude. The new engines also deliver a number of green advantages, such as lower noise levels, reduced specific fuel consumption and reduced carbon emissions.

Hawker 800XPR operators will enjoy significantly lower operating costs as compared to the 800XP through the incorporation of 70 design and material improvements to the TFE731-50R, which delivers a seven percent reduction in specific fuel consumption while increasing maintenance intervals. The result is a 32 percent reduction in Honeywells minimum Maintenance Service Plan (MSP) costs thanks to major periodic inspections of 3,000 hours and core zone inspection intervals of 6,000 hours as compared to 2,100 and 4,200 respectively on the original engines. The 800XPR upgrade qualifies for zero-cost enrollment in Honeywells MSP.

The superior aerodynamics of 800XPR winglets work synergistically with the new engines to yield greater range, better time to climb and faster cruise speeds. The winglets effectively increase the wing aspect ratio, which reduces lift induced drag. In slow flight, the winglets generate more responsive handling while enhancing stability at altitude. Hawker 800XP operators will also be impressed by the improved hot/high performance. The 800XPR will climb directly to FL410 at maximum takeoff weight in just 25 minutes and will reach FL370 a full three minutes faster than the Hawker 800XP. That direct climb capability, combined with the airplanes improved fuel efficiency, translates into true transcontinental range and faster block times.

An optional 800XPR avionics upgrade is planned to feature large format displays, integrated with the Hawker 800XPs autopilot and designed to be compatible with future technology breakthroughs and regulatory mandates. Benefits will include improved situational awareness, greater reliability and reduced weight. Interior refurbishment options will be offered to update passenger cabins with new materials, cabinetry and styling, while a new floor plan configuration is being considered to maximize comfort, baggage capacity and passenger ergonomics.







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