Bell 206l1 flight manual. File Name: Size: 6841 KB Uploaded: - This page is frequently updated and contains information about the book, past and current users, and the software. This page also contains a link to all known errors in the book, the accompanying slides, and the software. Since the solutions manual is distributed electronically, all known errors are immediately fixed and no list of errors is maintained. Instructors are advised to visit this site periodically; they can also register at this site to be notified of important changes by email. (read: privacy policy). Archives of A scholarship is money given to pay or offset school bills and lower the number of student loans you need.
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This page is updated frequently at any time and contains information about books, past and current users, and software. This page also contains links to all known errors in the book, accompanying slides, and software. Because the manual solution is distributed electronically, all known errors are promptly corrected and no error lists are maintained.
Instructors are encouraged to visit this site regularly; they may also register on this site to be notified of important changes by email. (read: privacy policy). Library Archives of.
£150,000 (1962) -600: US$1.45M (1972) $12,995,000 (1995) Variants The British Aerospace 125 is a mid-size. Originally developed by and initially designated as the DH125 Jet Dragon, it entered production as the Hawker Siddeley HS.125, which was the designation used until 1977. Later on, more recent variants of the type were marketed as the. The type proved quite popular overseas; more than 60% of the total sales for the aircraft were to North American customers. It was also used by the as a navigation trainer, as the Hawker Siddeley Dominie T1, and was operated by the as a calibration aircraft, under the designation C-29. One of the prototypes on display at the 1962 Farnborough Air Show In 1961, began work upon a small business jet, then known as the DH.125 Jet Dragon, which was intended to replace the, a successful business aircraft and light transport. Prior to the start of the project, de Havilland had determined that a successful business jet would require several variables to be met, including a range of at least 1,000 miles, the speed and cost factors of a suitable jet engine to outperform -propelled competitors, and an engineering philosophy that favored reliability and conventionality.
The design team settled on a twin-engine aircraft with the engines mounted on the rear fuselage. The powerplant was selected to power the type. On 13 August 1962, the first of two prototypes conducted its first flight, a second aircraft followed it on 12 December that year. The second prototype was more aerodynamically-representative of a production aircraft, and was fitted out with more equipment than the first prototype; the subsequent production-standard aircraft incorporated several changes and improvements from the prototypes, such as a longer fuselage and a greater wingspan. The first production-standard aircraft performed its first flight on 12 February 1963.
The first delivery to a customer took place on 10 September 1964. Production. Hawker Siddeley DH-125 Series 400A in, United States, 1971 The aircraft went through many designation changes during its service life. Had bought de Havilland the year before the project had started, but the legacy brand and 'DH' designation was used throughout development. After the jet achieved full production, the name was changed to 'HS.125' except for American exports which retained the DH.125 until it was replaced by BH.125 for Beechcraft-Hawker.
When Hawker Siddeley Aircraft merged with the to form British Aerospace in 1977, the name changed to BAe 125. When sold its Business Jets Division to in 1993, the then-main variant of the jet became widely referred to as the Hawker 1000. While the two prototypes were assembled at de Havilland's Hatfield site, final assembly of all production aircraft would take place at the factory near Chester until the 1990s. By the 2000s, the fuselage, wings and tailfin of the aircraft were still being assembled and partially equipped in the Broughton site, now being owned and managed by; various sub-assemblies were also produced in Airbus UK's facility. From 1996 onwards, the assembled sections and components were shipped to Wichita, Kansas in the United States, to undergo final assembly.
Writing in 1993, said of the type 'In numerical terms, the 125 series is the most successful British commercial aircraft ever built, and the world's longest in-production business jet'. Production of the aircraft came to an abrupt halt in 2013 due to the bankruptcy of owner, who has suffered during the of the late 2000s in which demand for business jets had slumped for a number of years. The type had been in production for more than 50 years when manufacturing stopped, during which time over 1,600 aircraft had been produced.
In April 2013, the type certificate and support responsibility for all 125s built was transferred to the reformed. As of October 2012, Beechcraft does not intend to restart production of its business jet lines; instead the company intends to alternatively sell or dismantle the production facilities for the 125 family. HS125-700B taking off in, 2012 The DH.125 is a, powered by two engines mounted on the rear fuselage. It features a slightly, being based upon the larger 's wing planform, and employs large slotted and to better enable operations from small airfields; the aircraft can be flown from hardened grass airstrips. The type has a perfectly cylindrical fuselage with the one-piece wing mounted upon the underside of the fuselage; this design allows for the majority of manufacturing and assembly work of the wing and fuselage to be performed as separate sections with the two being joined together late in the production process. The wing also houses integral fuel tanks which contain the majority of the aircraft's fuel. Early models of the aircraft were powered by several versions of the engine, while later aircraft have adopted more recent powerplants such as the and.
As well as providing the propelling thrust of the aircraft, each engine's accessory gearbox drives for electrical power and fuel, oil and hydraulic pumps. The design is redundant so that in the event of a single engine failing, all aircraft systems continue to operate normally. All control surfaces of the aircraft are aerodynamically balanced via set-back hinges and geared tabs.
The flaps and airbrakes are operated using the aircraft's hydraulics, while the ailerons, elevators, and rudder are manually-actuated. The design of the control circuits allows for an Collins-built A.P.103 autopilot to be incorporated.
Each aircraft is typically equipped with a de-icing system, which uses a mixture of from the engines, TKS fluid for general airframe, and AC electric windshield heating to prevent ice formation. From the type's introduction to service, was incorporated into the aircraft's avionics.
Some operators, such as the Royal Air Force, have equipped their 125s with to defend against hostile missile attacks upon the aircraft. The fuselage was designed to accommodate two pilots and six passengers. Various interiors were offered, with a high degree of passenger comfort. In an executive configuration, the flight deck is separated from the main passenger cabin; the single entrance of the aircraft, located directly behind the cockpit and forward of the passenger cabin, forms a vestibule area in which luggage can be stored and meals prepared during flight.
An unobstructed cabin floor with 5 ft 9in of headroom and a 3 ft wide cabin door also allowed the loading of bulky equipment, which was seen as particularly attractive to military operators. In addition to the entrance door, an emergency hatch is located in the passenger cabin midsection over the wing (although some versions have both port and starboard exits). The rear of the fuselage is occupied by a large equipment bay and, on some aircraft, one or two additional fuel tanks for extended operations. Operational history Having entered service as one of the first-generation executive jets, the British Aerospace 125 has been operated by a wide variety of customers, ranging from government and military operators to private customers and businesses, it has also seen use by several airlines.
Many of the aircraft's customers have been located in North America; in 1990, out of the 650 aircraft then being operated, more than 400 were being flown in the United States. Reportedly, one aircraft was being sold every seven working days for a substantial period of the type's production life. Successively larger versions were introduced to extend the type's appeal and to better compete against larger jets being used for business travel, such as the and.
The Royal Air Force was a significant early operator of the type, receiving a number of aircraft for multiple roles, including some of the first batch of 30 aircraft to be produced. The majority of 125s were operated in an airborne training capacity for air force navigators, aircraft in this role were named as the Hawker Siddeley Dominie; the Dominie served in excess of 45 years before being retired in 2011 due to diminishing requirements. Additional 125s were acquired and operated by as communications and light transport aircraft; these are also occasionally operated to transport and other members of the. In the later stages of the, various 125s have been used to transport military officers and other key personnel in and out of the country. As of 2010, the type was scheduled to be withdrawn from RAF service in 2022. It was withdrawn from the RAF in 2015 By the early 1990s, British Aerospace, the manufacturer of the type at this point, had two main variants of the aircraft in production; the smaller 125-800 and larger 125-1000.
The 125-1000, which conducted its first flight on 16 June 1990, had several changes to give the type a reported intercontinental range, including the adoption of the newly developed engine and new digital avionics, such as. Following Raytheon's purchase of British Aerospace's Business Jet Division during the 1990s, the two in-production variants were re-designated as the and Hawker 1000 respectively. The 125 has had the dubious distinction of being the only business jet to have ever been; in 1967, a chartered 125 carrying the former Prime Minister was diverted to by armed individuals on board. The 125 is also likely to have been the only business aircraft to have ever survived being hit by an; in August 1988, a British Aerospace 125-800 transporting President was struck by a missile which had apparently been inadvertently launched by a nearby. While badly damaged by the direct hit, which resulted in the loss of an engine, the cabin decompressing, and fuel tanks being ruptured; the aircraft was successfully landed by BAe demonstrator pilot Arthur Ricketts, it was later rebuilt.
In 2013, the FAA modified 14 CFR part 91 rules to prohibit the operation of jets weighing 75,000 pounds or less that are not stage 3 noise compliant, specifically mentioning the 125 series of aircraft. This required any aircraft of the type to either have Stage 3 noise compliant engines installed or to be fitted with 'hushkits', or otherwise they would not be permitted to fly over the majority of the United States after 31 December 2015, unless special permission had been granted. Variants. Raytheon Hawker 800 at, 2004 Series 1 First version, powered by 3,000 lbf (13 kN) Viper 20 or 520 engines. Nine built, including two prototypes (43 ft 6 in (13.26 m) long, 44 ft (13.41 m) span) and seven production aircraft (47 ft 5 in (14.56 m) long, 47 ft (14.33 m) long. Series 1A/1B - upgraded 521 or 522 engines with 3,100 lbf (14 kN) of thrust each, and five cabin windows instead of six.
Series 1A for US certification (62 built), Series 1B for sale elsewhere (13 built). Series 1A-522 and 1B-522 - Series 1A/B aircraft with Viper 522 engines. Series 1A-R522 and 1B-R522 - Series 1A-522 and 1B-522 aircraft with long-range fuel tanks, modified flaps and main landing gear doors. Series 1A-S522 and 1B-S522 - Some aircraft were structural modified to Series 3 standard but without a change in maximum landing weight or maximum operating altitude. Series 2 Navigation trainer for (20 built), with Dominie T.1 - (Rolls-Royce Viper 301) Series 3 Series 3A/B - Viper 522-powered variant with increased weights. Series 3A/R and 3B/R - early aircraft modified to the series 3 standard but without a change in maximum landing weight or maximum operating altitude and increased fuel capacity with addt'l 135 US gal in a ventral tank.
Series 3A/RA and 3B/RA - Series 1A/B aircraft modified to Series 3 standard with structural changes for increased maximum zero fuel weight, maximum rampweight and addt'l 135 US gal ventral fuel tank. Series 3B/RB - variant of the 3B/RA with increased maximum ramp weight and maximum takeoff weight. Series 3B/RC - variant of the 3B/RA modified as a navigation aid checker with four-seat cabin configuration and addition of avionic and flight inspection equipment. F3B - re-engined F3B/RA - re-engined Series 400 Series 400A and 400B - increased maximum ramp and brake-release weights and addition of a outward-opening main entry door.
From 1970 the Series 400A aircraft for the United States were marketed as the Beechcraft Hawker BH.125 Series 400A. Series 401B - Increased maximum take off and zero fuel weights and allteration to cabin loading.
Series 403A(C) - The same as a 403B but for use in Canada. Series 403B - Increased maximum take off, zero fuel and ramp weights, alteration to cabin loading. HS.125 CC1 - British military designation for a series 400 liaison aircraft for the Series 600 Series 600A and 600B - Change to Viper 601-22 engines, increased weights and operating speeds, 3 ft 1 in (0.94 m) fuselage stretch to increase capacity to 14 passengers, increased fuel capacity including an additional tank in the dorsal fairing, revised aileron tab arrangements and aileron control gearing and improved aerodynamics. From 1976 the Series 600A aircraft were marketed as the Beechcraft Hawker BH.125 Series 600A. Series 600B/1 Series 600B/2 Series 600B/3 Series F600B - re-engined HS.125 CC2 - British military designation for series 600 liaison aircraft for the Series 700 Series 700A and 700B variants had the -3RH engines with 3,720 lbf (16.5 kN) of thrust each, first flight 19 June 1976. All early models could also be re-engined. BAe 125 CC3 - British military designation for Series 700 liaison aircraft for the HS.125 Protector - Series 700-based aircraft with a search radar and cameras Series 800 - increased wingspan, streamlined nose, tailfin extension, increased fuel capacity, first corporate jet to feature an cockpit, upgraded engines, first flight 26 May 1983.
Final variant of the BAe 125 800 series. Produced under the 'Corporate Aircraft' moniker before being replaced by the 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 and aircraft fitted with (API) winglets. 800XP with factory installed winglets and interior updates - 850XP with Honeywell TFE731-50R turbofan engines for increased hot/high performance and longer range and modified avionics.
A derivative of the Hawker 800XPi with a lightweight interior and heated baggage pannier replacing the rear ventral fuel tank. C-29A - United States military designation for a derivative of the designed to replace the, used by the to accomplish the combat flight inspection and navigation mission (C-FIN) at US airbases around the world, participated in and during the First. U-125 - based flight inspection aircraft for Japan (similar to C-29A) U-125A - based search and rescue aircraft for Japan, equipped with the APS-134LW radar system. Series 1000 British Aerospace BAe 125 Series 1000A and 1000B - intercontinental version of the Series 800, 2 ft 9 in (0.84 m) fuselage stretch to increase capacity to 15, increased fuel capacity, with 5,200 lbf (23 kN) thrust each, first flight 16 June 1990, 52 built Hawker 1000 - BAe 125-1000 after 1994 Handley Page HP.130 A 1965 proposal with wings (not built). It was to be powered by two Bristol Siddeley Viper 520s of 3,000 lbf (13 kN) thrust with a projected Maximum speed of Mach 0.8. This conversion was for laminar-flow research purposes.
Operators. Royal Air Force Dominie T1 in 2010.
operated one HS-125-400 for navigation aid calibration. A single HS-125-700 was impressed into during the. (Dominie T1).
Accidents and incidents. In July 1967, Air Hanson HS.125 ( G-ASNU) carrying former Congolese president was hijacked and taken to Algeria. On 26 May 1971, three Mercurius HS.125 aircraft belonging to the flew into, while practising for a flypast for the 10th anniversary of the republic. On 20 November 1975, a British Aerospace BAe 125 overran the runway at after a on takeoff. The aircraft hit a car that was travelling along the A281 at the time and stopped in a nearby field, killing six people in the car and injuring one crew member out of nine passengers and crew. The aircraft was being flown by the well-known, World War 2 fighter ace.
On 8 September 1987: a Hawker Siddeley HS.125 registration FAB-2129 crashed upon takeoff from. All nine occupants died. On 7 August 1988, a BAe-125 owned by the Government was carrying the President of Botswana, and his staff to a meeting in Luanda.
An Angolan MiG-23 pilot fired two at the plane. One missile hit the no. 2 engine, causing it to fall off the aircraft. The second missile then hit the falling engine.
The crew was able to make a successful emergency landing on a bush strip at Cutio Bie. There were no fatalities. On 16 March 1991, a Hawker Siddeley HS-125-1A charter aircraft ( N831LC) carrying band members for crashed into the side of. The accident occurred shortly after takeoff from San Diego –. All eight band members aboard plus two pilots were killed in the crash believed to have been caused by poor visibility. On 31 July 2008, a British Aerospace 125 operating as crashed nose-down into a cornfield after overrunning a runway at Owatonna Degner Regional Airport, after a business flight from. All 6 passengers and 2 crew members were immediately killed in the crash.
The NTSB investigators believed the cause of the crash was after investigation. On 6 September 2015, HS 125 ( 6V-AIM) of was involved in a mid-air collision with ( 3C-LLY) of. It is thought that the HS 125 suffered a decompression that incapacitated the flight crew. The aircraft is reported to have crashed into the Atlantic Ocean west of Senegal with no survivors. The 737 made a safe landing. On 10 November 2015, an Execuflight Hawker 700A crashed on approach to in, killing all 9 aboard. The reported the crash was caused by pilot error, an FAA inspection issue, and charter company operations issues.
On 6 April 2016 a U-125 of the 's crashed in, Japan, after taking off from the 's. It had been on a mission to check the base's air navigation aid system when it crashed into nearby Mt Takakuma with the loss of all six crew. Aircraft on display United Kingdom. G-ARYB, Series 1 second prototype is on display at the,. G-ARYC, Series 1 third prototype and first production aircraft is on display at the, England.
G-ASSM, a Series 1/522 is on display in the flight gallery at the, England. XS709, a Dominie T.1 is on display at the, England. XS726, a Hawker Siddeley Dominie T1 is on display at the, England. United States. N600MK, a Series 125/600A is sunk at the Athens Scuba Park in for scuba divers to explore. Specifications (HS 125 Series 600).
Barrie, Douglas; Pite, Jenny (24–30 August 1994). Flight International.
Vol. 146 no. 4435. Burden, Rodney A.; Draper, Michael I.; Rough, Douglas A.; Smith, Colin R.; Wilton, David (1986). Falklands: The Air War. British Aviation Research Group. Donald, D.; Lake, J., eds. Encyclopedia of world military aircraft.
AIRtime Publishing. Ellis, Ken (2012). Wrecks & Relics, 23rd Edition.
Manchester, England: Crecy Publishing. Flight International, 6 December 1962. Hatch, Paul (3 December 1988). Flight International. Vol. 134 no. 4142. Jackson, A. British Civil Aircraft since 1919: Volume Two (Second ed.).
London: Putnam. Jackson, A. De Havilland Aircraft since 1909 (Third ed.). London: Putnam. Jane's All The World's Aircraft 1965-66.
London: Sampson Low, Marston & Company. Jane's All The World's Aircraft 1976–77.
London: Jane's Yearbooks. Wheeler, Barry C. (1 August 1981). Vol. 120 no. 3769. Winn, Allan. Flight International, 7 October 1989.
External links Wikimedia Commons has media related to. pp52–53 tells the history of the 125. a 1961 Flight article.
SIMCOM offers training on the following Hawker 800 Series models:. Hawker 700. Hawker 800. Hawker 800A. Hawker 800XP Location: Initial Training SIMCOM’s Hawker 800 initial courses provide a comprehensive overview of aircraft systems, performance, and procedures. You will have the opportunity to gain knowledge and proficiency in normal and emergency procedures. The combination of our, high fidelity simulators, small class sizes and experienced instructors provides the ideal learning environment.
Upon successful completion of the course you will receive a HS-125 type rating (PIC or SIC as appropriate) along with instrument proficiency, takeoff and landing currency and a flight review. Recurrent Training SIMCOM’s Hawker 800 recurrent courses give you the opportunity to practice normal and emergency procedures using realistic scenario based training. You will also review aircraft systems, performance and procedures. Upon successful completion of the course, you will receive a HS-125 61.58 proficiency check, along with instrument proficiency and takeoff and landing currency. Upgrade Training SIMCOM’s Hawker 800 upgrade course is designed for the experienced second in command to obtain a type rating in the airplane in fewer hours than an initial course.
Like the initial course you will receive systems training and simulator training but with reduced hours reflecting your experience in the airplane. In addition to a type rating you will also satisfy instrument proficiency, and takeoff and landing currency requirements. Airline Transport Pilot (ATP) Pilots that hold a Commercial pilot certificate can obtain ATP rating by completion of any of the courses above.
Additional simulator time is required for those pilots seeking to obtain an ATP rating in a Recurrent Training course. Differences Training Differences training to derivative models of the Hawker 800 Series are also available.
Contact our Training Advisors for details. Note: Minimum prerequisites for enrollment apply to each of the courses above.
£150,000 (1962) -600: US$1.45M (1972) $12,995,000 (1995) Variants The British Aerospace 125 is a mid-size. Originally developed by and initially designated as the DH125 Jet Dragon, it entered production as the Hawker Siddeley HS.125, which was the designation used until 1977. Later on, more recent variants of the type were marketed as the. The type proved quite popular overseas; more than 60% of the total sales for the aircraft were to North American customers.
It was also used by the as a navigation trainer, as the Hawker Siddeley Dominie T1, and was operated by the as a calibration aircraft, under the designation C-29. One of the prototypes on display at the 1962 Farnborough Air Show In 1961, began work upon a small business jet, then known as the DH.125 Jet Dragon, which was intended to replace the, a successful business aircraft and light transport. Prior to the start of the project, de Havilland had determined that a successful business jet would require several variables to be met, including a range of at least 1,000 miles, the speed and cost factors of a suitable jet engine to outperform -propelled competitors, and an engineering philosophy that favored reliability and conventionality. The design team settled on a twin-engine aircraft with the engines mounted on the rear fuselage. The powerplant was selected to power the type. On 13 August 1962, the first of two prototypes conducted its first flight, a second aircraft followed it on 12 December that year.
The second prototype was more aerodynamically-representative of a production aircraft, and was fitted out with more equipment than the first prototype; the subsequent production-standard aircraft incorporated several changes and improvements from the prototypes, such as a longer fuselage and a greater wingspan. The first production-standard aircraft performed its first flight on 12 February 1963. The first delivery to a customer took place on 10 September 1964.
Production. Hawker Siddeley DH-125 Series 400A in, United States, 1971 The aircraft went through many designation changes during its service life. Had bought de Havilland the year before the project had started, but the legacy brand and 'DH' designation was used throughout development. After the jet achieved full production, the name was changed to 'HS.125' except for American exports which retained the DH.125 until it was replaced by BH.125 for Beechcraft-Hawker. When Hawker Siddeley Aircraft merged with the to form British Aerospace in 1977, the name changed to BAe 125. When sold its Business Jets Division to in 1993, the then-main variant of the jet became widely referred to as the Hawker 1000. While the two prototypes were assembled at de Havilland's Hatfield site, final assembly of all production aircraft would take place at the factory near Chester until the 1990s.
By the 2000s, the fuselage, wings and tailfin of the aircraft were still being assembled and partially equipped in the Broughton site, now being owned and managed by; various sub-assemblies were also produced in Airbus UK's facility. From 1996 onwards, the assembled sections and components were shipped to Wichita, Kansas in the United States, to undergo final assembly. Writing in 1993, said of the type 'In numerical terms, the 125 series is the most successful British commercial aircraft ever built, and the world's longest in-production business jet'. Production of the aircraft came to an abrupt halt in 2013 due to the bankruptcy of owner, who has suffered during the of the late 2000s in which demand for business jets had slumped for a number of years.
The type had been in production for more than 50 years when manufacturing stopped, during which time over 1,600 aircraft had been produced. In April 2013, the type certificate and support responsibility for all 125s built was transferred to the reformed.
As of October 2012, Beechcraft does not intend to restart production of its business jet lines; instead the company intends to alternatively sell or dismantle the production facilities for the 125 family. HS125-700B taking off in, 2012 The DH.125 is a, powered by two engines mounted on the rear fuselage. It features a slightly, being based upon the larger 's wing planform, and employs large slotted and to better enable operations from small airfields; the aircraft can be flown from hardened grass airstrips. The type has a perfectly cylindrical fuselage with the one-piece wing mounted upon the underside of the fuselage; this design allows for the majority of manufacturing and assembly work of the wing and fuselage to be performed as separate sections with the two being joined together late in the production process. The wing also houses integral fuel tanks which contain the majority of the aircraft's fuel. Early models of the aircraft were powered by several versions of the engine, while later aircraft have adopted more recent powerplants such as the and.
As well as providing the propelling thrust of the aircraft, each engine's accessory gearbox drives for electrical power and fuel, oil and hydraulic pumps. The design is redundant so that in the event of a single engine failing, all aircraft systems continue to operate normally. All control surfaces of the aircraft are aerodynamically balanced via set-back hinges and geared tabs. The flaps and airbrakes are operated using the aircraft's hydraulics, while the ailerons, elevators, and rudder are manually-actuated.
The design of the control circuits allows for an Collins-built A.P.103 autopilot to be incorporated. Each aircraft is typically equipped with a de-icing system, which uses a mixture of from the engines, TKS fluid for general airframe, and AC electric windshield heating to prevent ice formation. From the type's introduction to service, was incorporated into the aircraft's avionics. Some operators, such as the Royal Air Force, have equipped their 125s with to defend against hostile missile attacks upon the aircraft.
The fuselage was designed to accommodate two pilots and six passengers. Various interiors were offered, with a high degree of passenger comfort. In an executive configuration, the flight deck is separated from the main passenger cabin; the single entrance of the aircraft, located directly behind the cockpit and forward of the passenger cabin, forms a vestibule area in which luggage can be stored and meals prepared during flight.
An unobstructed cabin floor with 5 ft 9in of headroom and a 3 ft wide cabin door also allowed the loading of bulky equipment, which was seen as particularly attractive to military operators. In addition to the entrance door, an emergency hatch is located in the passenger cabin midsection over the wing (although some versions have both port and starboard exits). The rear of the fuselage is occupied by a large equipment bay and, on some aircraft, one or two additional fuel tanks for extended operations. Operational history Having entered service as one of the first-generation executive jets, the British Aerospace 125 has been operated by a wide variety of customers, ranging from government and military operators to private customers and businesses, it has also seen use by several airlines. Many of the aircraft's customers have been located in North America; in 1990, out of the 650 aircraft then being operated, more than 400 were being flown in the United States. Reportedly, one aircraft was being sold every seven working days for a substantial period of the type's production life. Successively larger versions were introduced to extend the type's appeal and to better compete against larger jets being used for business travel, such as the and.
The Royal Air Force was a significant early operator of the type, receiving a number of aircraft for multiple roles, including some of the first batch of 30 aircraft to be produced. The majority of 125s were operated in an airborne training capacity for air force navigators, aircraft in this role were named as the Hawker Siddeley Dominie; the Dominie served in excess of 45 years before being retired in 2011 due to diminishing requirements. Additional 125s were acquired and operated by as communications and light transport aircraft; these are also occasionally operated to transport and other members of the. In the later stages of the, various 125s have been used to transport military officers and other key personnel in and out of the country.
Hawker 700 Flight Manual
As of 2010, the type was scheduled to be withdrawn from RAF service in 2022. It was withdrawn from the RAF in 2015 By the early 1990s, British Aerospace, the manufacturer of the type at this point, had two main variants of the aircraft in production; the smaller 125-800 and larger 125-1000. The 125-1000, which conducted its first flight on 16 June 1990, had several changes to give the type a reported intercontinental range, including the adoption of the newly developed engine and new digital avionics, such as. Following Raytheon's purchase of British Aerospace's Business Jet Division during the 1990s, the two in-production variants were re-designated as the and Hawker 1000 respectively. The 125 has had the dubious distinction of being the only business jet to have ever been; in 1967, a chartered 125 carrying the former Prime Minister was diverted to by armed individuals on board. The 125 is also likely to have been the only business aircraft to have ever survived being hit by an; in August 1988, a British Aerospace 125-800 transporting President was struck by a missile which had apparently been inadvertently launched by a nearby.
While badly damaged by the direct hit, which resulted in the loss of an engine, the cabin decompressing, and fuel tanks being ruptured; the aircraft was successfully landed by BAe demonstrator pilot Arthur Ricketts, it was later rebuilt. In 2013, the FAA modified 14 CFR part 91 rules to prohibit the operation of jets weighing 75,000 pounds or less that are not stage 3 noise compliant, specifically mentioning the 125 series of aircraft. This required any aircraft of the type to either have Stage 3 noise compliant engines installed or to be fitted with 'hushkits', or otherwise they would not be permitted to fly over the majority of the United States after 31 December 2015, unless special permission had been granted. Variants.
Raytheon Hawker 800 at, 2004 Series 1 First version, powered by 3,000 lbf (13 kN) Viper 20 or 520 engines. Nine built, including two prototypes (43 ft 6 in (13.26 m) long, 44 ft (13.41 m) span) and seven production aircraft (47 ft 5 in (14.56 m) long, 47 ft (14.33 m) long. Series 1A/1B - upgraded 521 or 522 engines with 3,100 lbf (14 kN) of thrust each, and five cabin windows instead of six. Series 1A for US certification (62 built), Series 1B for sale elsewhere (13 built). Series 1A-522 and 1B-522 - Series 1A/B aircraft with Viper 522 engines. Series 1A-R522 and 1B-R522 - Series 1A-522 and 1B-522 aircraft with long-range fuel tanks, modified flaps and main landing gear doors. Series 1A-S522 and 1B-S522 - Some aircraft were structural modified to Series 3 standard but without a change in maximum landing weight or maximum operating altitude.
Series 2 Navigation trainer for (20 built), with Dominie T.1 - (Rolls-Royce Viper 301) Series 3 Series 3A/B - Viper 522-powered variant with increased weights. Series 3A/R and 3B/R - early aircraft modified to the series 3 standard but without a change in maximum landing weight or maximum operating altitude and increased fuel capacity with addt'l 135 US gal in a ventral tank. Series 3A/RA and 3B/RA - Series 1A/B aircraft modified to Series 3 standard with structural changes for increased maximum zero fuel weight, maximum rampweight and addt'l 135 US gal ventral fuel tank. Series 3B/RB - variant of the 3B/RA with increased maximum ramp weight and maximum takeoff weight. Series 3B/RC - variant of the 3B/RA modified as a navigation aid checker with four-seat cabin configuration and addition of avionic and flight inspection equipment. F3B - re-engined F3B/RA - re-engined Series 400 Series 400A and 400B - increased maximum ramp and brake-release weights and addition of a outward-opening main entry door. From 1970 the Series 400A aircraft for the United States were marketed as the Beechcraft Hawker BH.125 Series 400A.
Series 401B - Increased maximum take off and zero fuel weights and allteration to cabin loading. Series 403A(C) - The same as a 403B but for use in Canada. Series 403B - Increased maximum take off, zero fuel and ramp weights, alteration to cabin loading. HS.125 CC1 - British military designation for a series 400 liaison aircraft for the Series 600 Series 600A and 600B - Change to Viper 601-22 engines, increased weights and operating speeds, 3 ft 1 in (0.94 m) fuselage stretch to increase capacity to 14 passengers, increased fuel capacity including an additional tank in the dorsal fairing, revised aileron tab arrangements and aileron control gearing and improved aerodynamics.
From 1976 the Series 600A aircraft were marketed as the Beechcraft Hawker BH.125 Series 600A. Series 600B/1 Series 600B/2 Series 600B/3 Series F600B - re-engined HS.125 CC2 - British military designation for series 600 liaison aircraft for the Series 700 Series 700A and 700B variants had the -3RH engines with 3,720 lbf (16.5 kN) of thrust each, first flight 19 June 1976. All early models could also be re-engined. BAe 125 CC3 - British military designation for Series 700 liaison aircraft for the HS.125 Protector - Series 700-based aircraft with a search radar and cameras Series 800 - increased wingspan, streamlined nose, tailfin extension, increased fuel capacity, first corporate jet to feature an cockpit, upgraded engines, first flight 26 May 1983. Final variant of the BAe 125 800 series.
Produced under the 'Corporate Aircraft' moniker before being replaced by the 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 and aircraft fitted with (API) winglets. 800XP with factory installed winglets and interior updates - 850XP with Honeywell TFE731-50R turbofan engines for increased hot/high performance and longer range and modified avionics. A derivative of the Hawker 800XPi with a lightweight interior and heated baggage pannier replacing the rear ventral fuel tank.
C-29A - United States military designation for a derivative of the designed to replace the, used by the to accomplish the combat flight inspection and navigation mission (C-FIN) at US airbases around the world, participated in and during the First. U-125 - based flight inspection aircraft for Japan (similar to C-29A) U-125A - based search and rescue aircraft for Japan, equipped with the APS-134LW radar system. Series 1000 British Aerospace BAe 125 Series 1000A and 1000B - intercontinental version of the Series 800, 2 ft 9 in (0.84 m) fuselage stretch to increase capacity to 15, increased fuel capacity, with 5,200 lbf (23 kN) thrust each, first flight 16 June 1990, 52 built Hawker 1000 - BAe 125-1000 after 1994 Handley Page HP.130 A 1965 proposal with wings (not built).
It was to be powered by two Bristol Siddeley Viper 520s of 3,000 lbf (13 kN) thrust with a projected Maximum speed of Mach 0.8. This conversion was for laminar-flow research purposes. Operators. Royal Air Force Dominie T1 in 2010. operated one HS-125-400 for navigation aid calibration. A single HS-125-700 was impressed into during the.
(Dominie T1). Accidents and incidents. In July 1967, Air Hanson HS.125 ( G-ASNU) carrying former Congolese president was hijacked and taken to Algeria. On 26 May 1971, three Mercurius HS.125 aircraft belonging to the flew into, while practising for a flypast for the 10th anniversary of the republic. On 20 November 1975, a British Aerospace BAe 125 overran the runway at after a on takeoff. The aircraft hit a car that was travelling along the A281 at the time and stopped in a nearby field, killing six people in the car and injuring one crew member out of nine passengers and crew. The aircraft was being flown by the well-known, World War 2 fighter ace.
On 8 September 1987: a Hawker Siddeley HS.125 registration FAB-2129 crashed upon takeoff from. All nine occupants died. On 7 August 1988, a BAe-125 owned by the Government was carrying the President of Botswana, and his staff to a meeting in Luanda. An Angolan MiG-23 pilot fired two at the plane. One missile hit the no. 2 engine, causing it to fall off the aircraft. The second missile then hit the falling engine.
The crew was able to make a successful emergency landing on a bush strip at Cutio Bie. There were no fatalities.
On 16 March 1991, a Hawker Siddeley HS-125-1A charter aircraft ( N831LC) carrying band members for crashed into the side of. The accident occurred shortly after takeoff from San Diego –. All eight band members aboard plus two pilots were killed in the crash believed to have been caused by poor visibility. On 31 July 2008, a British Aerospace 125 operating as crashed nose-down into a cornfield after overrunning a runway at Owatonna Degner Regional Airport, after a business flight from. All 6 passengers and 2 crew members were immediately killed in the crash.
The NTSB investigators believed the cause of the crash was after investigation. On 6 September 2015, HS 125 ( 6V-AIM) of was involved in a mid-air collision with ( 3C-LLY) of. It is thought that the HS 125 suffered a decompression that incapacitated the flight crew. The aircraft is reported to have crashed into the Atlantic Ocean west of Senegal with no survivors. The 737 made a safe landing. On 10 November 2015, an Execuflight Hawker 700A crashed on approach to in, killing all 9 aboard. The reported the crash was caused by pilot error, an FAA inspection issue, and charter company operations issues.
On 6 April 2016 a U-125 of the 's crashed in, Japan, after taking off from the 's. It had been on a mission to check the base's air navigation aid system when it crashed into nearby Mt Takakuma with the loss of all six crew. Aircraft on display United Kingdom. G-ARYB, Series 1 second prototype is on display at the,. G-ARYC, Series 1 third prototype and first production aircraft is on display at the, England.
G-ASSM, a Series 1/522 is on display in the flight gallery at the, England. XS709, a Dominie T.1 is on display at the, England. XS726, a Hawker Siddeley Dominie T1 is on display at the, England. United States.
N600MK, a Series 125/600A is sunk at the Athens Scuba Park in for scuba divers to explore. Specifications (HS 125 Series 600). Barrie, Douglas; Pite, Jenny (24–30 August 1994). Flight International. Vol. 146 no. 4435. Burden, Rodney A.; Draper, Michael I.; Rough, Douglas A.; Smith, Colin R.; Wilton, David (1986). Falklands: The Air War.
British Aviation Research Group. Donald, D.; Lake, J., eds. Encyclopedia of world military aircraft. AIRtime Publishing. Ellis, Ken (2012). Wrecks & Relics, 23rd Edition.
Manchester, England: Crecy Publishing. Flight International, 6 December 1962. Hatch, Paul (3 December 1988). Flight International. Vol. 134 no. 4142.
Jackson, A. British Civil Aircraft since 1919: Volume Two (Second ed.). London: Putnam. Jackson, A. De Havilland Aircraft since 1909 (Third ed.). London: Putnam. Jane's All The World's Aircraft 1965-66.
Aircraft Flight Manual
London: Sampson Low, Marston & Company. Jane's All The World's Aircraft 1976–77. London: Jane's Yearbooks. Wheeler, Barry C. (1 August 1981). Vol. 120 no. 3769.
Cessna 172 Flight Manual
Winn, Allan. Flight International, 7 October 1989. External links Wikimedia Commons has media related to. pp52–53 tells the history of the 125. a 1961 Flight article.
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