Review of the Hawker: Is That Plane Still Up to Date?
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- Опубліковано 15 чер 2024
- First of all, I would like to note that this issue is relevant for the following models:
Hawker 800 - Final variant of the BAe 125 800 series. Produced under the "Corporate Aircraft" moniker before being replaced by the Hawker 800XP.
Hawker 800XP - variant with TFE731-5BR1H turbofan engines with 4,660 lbf (20.7 kN) of thrust each
Hawker 800SP and 800XP2 - The designation for Hawker 800 and Hawker 800XP aircraft fitted with Aviation Partners Inc. (API) winglets.
Hawker 850XP - 800XP with factory-installed winglets and interior updates
Hawker 900XP - 850XP with Honeywell TFE731-50R turbofan engines for increased hot/high performance and longer range and modified avionics.
Hawker 750 - A derivative of the Hawker 800XP with a lightweight interior and heated baggage pannier replacing the rear ventral fuel tank.
Hawker is a classic representative of the world of business aviation with a rich history. Despite its age, this aircraft still possesses the reliability and characteristics that make it an interesting choice. Today, we will try to assess whether the Hawker is worth its price today.
In this episode, we will journey into the past to examine the classic Hawker 750, which laid the foundation for many modern business jets. This aircraft, developed by Hawker, has remarkable features that make it relevant even today.
The Hawker has all the qualities necessary for operational flights in various conditions. In this episode, we will delve into its history, discuss its key characteristics and capabilities, and conduct a brief flight test in the skies above Miami.
We invite you on an exciting journey into the world of Hawker and hope that you will find it as captivating as we do!
And if you are thinking about purchasing a business jet, text me:
E-mail - mg@dajets.com
Website - www.dajets.com
Facebook - / max.golyi
Instagram - / dajetpilot
Timecodes:
00:00 - Intro
00:48 - Exterior overview, pre-flight check
04:46 - APU start
06:25 - Interior overview
08:15 - Cockpit overview, engines start
12:07 - Takeoff
13:38 - Stall
14:05 - Fuel capacity, range
14:57 - Landing
15:54 - Maintenance, price
16:39 - Outro - Авто та транспорт
I’m more impressed that there’s proline 21 in a hawker 750. I flew hawkers for years and this is probably one of the most interesting things I’ve seen about this airplane.
PL21 is a big step for Hawker, but nowadays it looks outdated if compared to G5000 etc.
Proline was installed in the later models 800Xp’s and all 750’s.
@@snyderjetactually it was an option on the 800XPs. Standard on the 850XPs and 900’s
Haven't seen G5000 yet. Can you program it to cross abeam a specified fix at a specified altitude? I've used that feature numerous times in PL21, but haven't seen it in competing avionics packages.
When I am ready, I will give you a call. Thanks for your informative videos, clear sky's to you and yours.
Thank you. What do you currently fly?
Hello,
Former Hawker captain here. About 3,000 hours in type. I’m flying 777’s now. All jets require maintenance. The Hawker is the most rugged, overbuilt aircraft I’ve flown. I does many things very well. Even it’s electrical system is superior to Bombardier products because, when you accidentally leave a hot item on, like a hell hole light, only one battery is drained, instead of two. This allows you to charge the dead battery with external power instead of having to pull out both batteries to recharge them.
It’s mechanical nose gear down indication is wonderful to have too when your nose gear down light is inoperative when gear is selected down on the downwind. Too many other good things to list.
It sure was good for its time, but I think by now it is a little outdated. I love the way it flys (very responsive), but operating it is the whole different story.
Yes, it is indeed outdated. There is a huge acquisition saving cost as a result. Speaking of outdated, bags still have to be carried up the stairs & loaded in the cabin unless an aftermarket baggage attachment is purchased.
@@carlos23161 the point is they are cheap to buy, but expensive and cumbersome to maintain.
@@MaxJetRev And the reason they're expensive and cumbersome to maintain is parts availability for the most part. Cockpit windscreens for hawkers have tripled in price and lead time over the last few years for example and if you want to get anything for an 800xp with the old honeywell avionics... good luck.
@@Tomatnaufmaugn my mechanics also complain about bad manuals etc.
I love how you make it sound so easy and layman understandable. I love your content. Keep doing more of it. Ikem from Nigeria
Thank you! I appreciate your feedback. Do you fly?
@@MaxJetRev Thank you. No I don't but I hope to someday.
You are the best. Good explanation. Very interesting video!
Thank you. More videos to come.
This is incredible to watch. Very professional. Beautiful plane. Looking forward to many more videos from you.
Thank you 😊
Nice plane, excellent specialist! Thanks for the video. I'm waiting for more interesting planes.
Looks great. What the other options with same distance, price.
Thanks for the review, it was useful and Informative.😎
Citation 560XL is a 2000 nm range plane and comparable in size, so you can compare it to Hawker 750. Learjet 60 is closer to 2400 nm range, so it compares to Hawker 800/850. Both of those planes are priced slightly higher than Hawker of the same age. Do you fly?
Very good
Thank you
Thank you for watching. Do you fly?
In-depth review, Max, thanks! I don't feel like Hawker is a "pilot-owner" airplane, but for some missions, it certainly fits. It might be a good choice in addition to Eclipse or C525 if one can maintain 2 jets): fly a single pilot for shorter missions and have Hawker for coast-to-coast. Acquisition price vs capabilities looks good! Since part-time pilots are available, you may be able to hire one to do the task; you don't need a full-time pilot. Two questions: is it popular for charters (to get an airplane flying while you fly shorter missions on smaller jets), and am I correct in saying it is easy to find SIC for part-time? How much is the pilot per day?
Hawkers are still popular with charter operators, although the older models (700 etc) have disappeared in the past five years. As far as contract pilots there are plenty available, a PIC would run you $1500-2000 per day and SIC $500-1000 per day.
@@MaxJetRev , so I have SIC for one hour of fuel burn? Makes sense. Hawker has a robust frame and basic electro systems: should it be OK to keep it out of the hangar somewhere it is not too humid? Hangar might be costly for this beast...
@@JO1N pretty much. The average burn is 1600 lbs per hour. At $4.50 per gallon that’s $1075 / hour.
It will definitely survive outside as long as it’s flown regularly, at least once every two weeks.
Russian Archer missiles were copies of American first generation AiM-9 Sidewinders and lacked the liquid cooling of the thermal seeking head and Russia used a proximity fuse to explode by driving an explosive pin into a liquid that caused an explosion. Unfortunately, the missiles usually hit directly before exploding or exploding a second after a hit because the explosive compound had become hardened. Not saying the jet isn't tough, but the Russian missiles also sucked.
Agreed. Russian military build and design quality has always been on a very low level.
You don’t necessarily take off unpressurized. Only on the 800A and before are you required to shut off the apu before takeoff and start it after you land. On the 800XP and up, the Honeywell APU can be left running up to 30,000 feet and started below 20,000 providing bleed air to the pressurization system. The only limitation is the engine bleeds and the apu bleed air can’t be on together for more than a one minute.
That’s a good remark. I meant you can’t use engines bleed for pressurization during take off, even if engine anti ice is off. Which to me seems strange.
there's at least one case for Hawker I don’t remember exactly - a mismatch in flap release or a broken flap attachment - anyway quite scary.
Hawker is a very old design.
Wow thanks FAA.
All HS-125’s are the same type rating regardless of avionics but the GIV and G450 are on separate type ratings and so are the Falcon 900 and Falcon 900EX EASy are also on separate type ratings.
The only Hawker of this type that requires a different type rating is Hawker 1000. By the way G450 is G-V type rating. What do you fly?
@@MaxJetRev
Always found that weird with the G450 because it's a variant of the GIV and even has RR Tay's instead of the BR's the GV/550 have.
I fly the Falcon 900 (DA-50 Type, no fancy EX/LX stuff)
@@everythingman987 I think it is all based on how the manufacturer applies for it and how open minded inspector is. In Citation world 525 type rating covers everything from an original steam gauged CJ to CJ3+ with G3000 to CJ4 with different wing and systems, everything SP, but at the same time 560XL is separated into a different type rating from CE-500 and FAA did not want to make it SP, no matter how Textron tried. I guess some inspector thinks that an APU requires SIC? How do you like the Falcon?
@@MaxJetRev
The Falcon is the most responsive jet you'll ever fly! It has an artificial feel system, non-reversible 3000psi hydraulic flight controls and anhedral wings and tail (very fast roll rate) so it's like flying a fighter jet! And it can go from brakes off to FL410 in under 20 minutes if ATC will let you.
No stick pusher or shaker either, the stall protection logic automatically deploys slats, retracts the airbrake and turns the ignitions on if it detects you're getting close to the critical AoA.
Everything is redundant, everything is responsive and easy to use, it's an engineering masterpiece.
@@everythingman987 wow! Sounds really interesting. When I looked at Falcon 50 cockpit I liked very clear system schematics on the overhead panel. Almost like having synoptic pages.
Max, how many hours flight time to be type rated in Hawker jet for Pic?
There are no minimum hour requirements to be typed as a PIC. You may have a type rating as a private pilot. It all depends on the quality of your previous experience. What do you currently fly?
@@MaxJetRev Max thanks for your reply and I currently fly 172 but, I'm looking to get into a Piaggio and Hawker 1000 for the business this year.
@@williamsimmons8028 ouch. Both of those are maintenance nightmares 🙈
I bought 3 the other day.
I don't have parking for thisz otherwise I would have bought one of them
We can find you a parking spot 😉
What is the top competitor of this model?
Citation XL / XLS
Why is the FAA require to have a second pilot on this plane?
Because of the complexity of flying it
Watch the takeoff and landing roll)) you do need the second hand on the yoke:) Or it would help if you had a third hand, but then the FAA medical becomes an issue, I suppose)
Weight as well. You’ll be hard pressed to find a singe pilot type certificate for anything weighing more than 20,000 lbs MTOW.
Someone needs to remove the pins 😅
Hawker is an old design, back in the day you needed an SIC for navigation etc. Nowadays in a Hawker you need SIC to hold the yoke while taking off, everything else is manageable. The workload is about the same as a Premier. Cathay Pacific already applied for SP ops in the A350, once they are approved and eVGOLs take off the regulators will change their mindset.
Single Pilot ops in an A350 or any other transport is just lunacy. On a nice day, could you do it? Sure. But when something goes wrong and you need to dig into the ECAM for a complex issue, say a HYD problem, you'll quickly get lost. Or, going into any busy airport in summer with thunderstorms all around? Say, O'Hare or Hartsfield. Going from this STAR to that STAR, rapidly changing runways, etc. Nuts to that. That plane is worth, 100M or more. Add 225 pax and the liability of all of it? To save the cost of a single pilot? Nah.@@MaxJetRev