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RAYTHEON BAe-125-700/800

From SKYbrary Wiki

Name BAe-125-700/800
Manufacturer RAYTHEON
Body Narrow
Wing Fixed Wing
Position Low wing
Tail Cruciform tail
WTC Medium
Type code L2J
Engine Jet
Engine count Multi
Position Both sides of rear fuselage
Landing gear Tricycle retractable
Mass group 3

Manufacturered as:

RAYTHEON Hawker 800
RAYTHEON Hawker 850

RAYTHEON BAe-125-700/800

RAYTHEON BAe-125-700/800 RAYTHEON BAe-125-700/800 3D


Twin turbofan executive jet. In service since 1977 (800 since 1984). Recent version of the worlds longest running corporate-jet program (DH-125, HS-125, BAe-125-700, BAe-125-800). US-Mil. type: C-29. The original Bae 125-800 type has been improved and sold to RAYTHEON, USA, now designated Hawker 800 (new developments: Hawker 850SP, 850XP). Over 1000 aircraft were built in all versions.

Technical Data

Wing span 15.7 m51.509 ft <br />
Length 15.6 m51.181 ft <br />
Height 5.4 m17.717 ft <br />
Powerplant 700: 2 x 16.6kN Garrett TFE 731-3-RH turbofans.

800: 2 x 20.7kN Garrett TFE 731-5BR-1H turbofans.

Engine model Garrett TFE731

Performance Data

Take-Off Initial Climb
(to 5000 ft)
Initial Climb
(to FL150)
Initial Climb
(to FL240)
MACH Climb Cruise Initial Descent
(to FL240)
(to FL100)
Descent (FL100
& below)
V2 (IAS) kts IAS kts IAS kts IAS kts MACH TAS 463 kts MACH IAS kts IAS kts Vapp (IAS) kts
Distance 1645 m ROC 3100 ft/min ROC ft/min ROC ft/min ROC ft/min MACH 0.86 ROD ft/min ROD ft/min MCS kts Distance 1250 m
MTOW 1243012,430 kg <br />12.43 tonnes <br /> kg Ceiling FL430 ROD ft/min APC C
WTC M Range 30003,000 nm <br />5,556,000 m <br />5,556 km <br />18,228,346.47 ft <br /> NM

Accidents & Serious Incidents involving H25B

  • H25B / AS29, en-route / manoeuvring, near Smith NV USA, 2006 (On 28 August 2006, a Hawker 800 collided with a glider at 16,000 feet in Class 'E' airspace. The glider became uncontrollable and its pilot evacuated by parachute. The Hawker was structurally damaged and one engine stopped but it was recovered to a nearby airport. The Investigation noted that the collision had occurred in an area well known for glider activity in which transport aircraft frequently avoided glider collisions using ATC traffic information or by following TCAS RAs. The glider was being flown by a visitor to the area with its transponder intentionally switched off to conserve battery power.)
  • H25B / B738, en-route, south eastern Senegal, 2015 (On 5 September 2015, a Boeing 737-800 cruising as cleared at FL350 on an ATS route in daylight collided with an opposite direction HS 125-700 which had been assigned and acknowledged altitude of FL340. The 737 continued to destination with winglet damage apparently causing no control impediment but radio contact with the HS 125 was lost and it was subsequently radar-tracked maintaining FL350 and continuing westwards past its destination Dakar for almost an hour before making an uncontrolled descent into the sea. The Investigation found that the HS125 had a recent history of un-rectified altimetry problems which prevented TCAS activation.)
  • H25B, vicinity Akron OH USA, 2015 (On 10 November 2015, the crew of an HS 125 lost control of their aircraft during an unstabilised non-precision approach to Akron when descent was continued below Minimum Descent Altitude without the prescribed visual reference. The airspeed decayed significantly below minimum safe so that a low level aerodynamic stall resulted from which recovery was not achieved. All nine occupants died when it hit an apartment block but nobody on the ground was injured. The Investigation faulted crew flight management and its context - a dysfunctional Operator and inadequate FAA oversight of both its pilot training programme and flight operations.)
  • H25B, vicinity Kerry Ireland, 2015 (On 16 June 2015, the crew of a US-operated HS125 on a commercial air transport flight failed to continue climbing as cleared to FL200 after take off from Kerry for a transatlantic flight and instead levelled at 2000 feet on track towards higher terrain. Prompt ATC recognition of the situation and intervention to direct an immediate climb resolved the imminent CFIT risk. The Investigation found that the two pilots involved had, despite correct readback, interpreted their clearance to flight level two hundred as being to two thousand feet and then failed to seek clarification from ATC when they became confused.)
  • H25B, vicinity Owatonna MN USA, 2008 (On 31 July 2008, the crew of an HS125-800 attempted to reject a landing at Owatonna MN after a prior deployment of the lift dumping system but their aircraft overran the runway then briefly became airborne before crashing. The aircraft was destroyed and all 8 occupants were killed. The Investigation attributed the accident to poor crew judgement and general cockpit indiscipline in the presence of some fatigue and also considered that it was partly consequent upon the absence of any regulatory requirement for either pilot CRM training or operator SOP specification for the type of small aircraft operation being undertaken.)