PILOT REPORT

pdate:
U The Improved
Hawker 1000
Raytheon Aircraft Company’s largest business jet
offers more room, better airport performance
and increased flexibility.

By FRED GEORGE
March 1995, Document No. 3300 (7 pages)

What a difference a few months has made in the life of space. However, BAe had rushed the Hawker 1000 to
the Hawker 1000. Raytheon Aircraft Company “tem- market in time for the 1991 NBAA Convention, causing
porarily suspended” the production of the aircraft in its engineers to leave a fat margin of conservatism in
September 1994 to soak up extra inventory while it the Approved Flight Manual (AFM) runway numbers.
was repositioning the aircraft in the market. The news Subse- quent testing shaved the surplus padding, result-
had fueled speculation in the business aircraft communi- ing in appreciably shorter published runway distances
ty that Raytheon had really canceled the program, opt- and lower V-speeds compared to the corresponding
ing to couch the notice in tactful prose as the company data in the 1991 AFM. Raytheon will make these
had done earlier when winding down the Starship pro- improvements available this year—and they are
gram. (See sidebar.) retroactive to previously delivered aircraft.
But Raytheon actually was being entirely candid. The
company needed a respite during which it could finish HOT/HIGH AIRPORT PERFORMANCE
work on an optional, more spacious interior, fine-tune The Hawker 1000’s hot-and-high takeoff-performance
the 1000’s runway performance numbers, and certify numbers, however, still imposed some maximum allow-
an optional “bump thrust” takeoff power setting to able takeoff weight limitations that could be a problem
endow the aircraft with more robust hot-and-high take- for some operators. As a result, Raytheon elected to work
off performance. with Pratt & Whitney Canada (P&WC) to certify an elec-
Most of the improved operational performance had tronic “throttle push” in the full authority digital engine
been built into the aircraft originally by British Aero- controls (FADECs) for better density altitude performance.

COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED

 Pilot
Report

As delivered, the Hawker 1000’s PW305 turbofans storage space for business materials and personal
originally were rated at 5,225 pounds-thrust on a sea- items.
level/standard day—leaving no nominal flat-rating A new center-club interior design will have much larg-
reserve for warmer days. The PW305 is capable of er work tables. Passengers in the fore and aft facing
maintaining takeoff rated thrust to a modest 21°C seats outside of the club section will have more usable
(70°F) only when the Automatic Performance Reserve legroom and individual worktables.
(APR) function is triggered, such as in the event of a sin- Double-club seating and club-and-three-quarters con-
gle-engine failure on departure. figurations also will be available, in addition to the cen-
Hawker 1000 operators can now elect to push the ter-club floor plan shown in our illustration.
thrust levers to the APR detent to recover more of the
5,225 pounds rated thrust. This technique lets the aircraft PRODUCT SUPPORT
depart at a higher weight for a given runway length Six out of 10 Hawker aircraft are sold in North Ameri-
under hot/high conditions. The price for using “bump ca, but when Raytheon purchased the program from
thrust” APR for such hot/high takeoffs is more costly BAe, most of the product support was concentrated out-
engine reserve expense. (See the PW305B sidebar.) To side of the United States.
qualify for this special mode of operation, the aircraft Raytheon took several steps to improve the situation.
must be equipped with P&WC’s Engine Diagnostic Sys- The firm doubled the size of the U.S. spares inventory
tem (EDS), a box that automatically and electronically and moved it from Dallas to Beech’s facility in Indi-
logs APR takeoffs, among its other functions. The EDS is anapolis, a city that is a Federal Express hub. Orders
being retrofitted to existing Hawker 1000 aircraft free of now can be shipped up until 2200 hours local time.
charge, and it comes with all new aircraft. The prices of spares have been “rationalized” (equal-
These changes have impressive effects on the Hawker ized) between the United States and the United King-
1000’s range/payload performance, adding between dom. Raytheon is looking at ways to reduce the cost of
2,000 and 2,500 pounds to the maximum allowable parts and maintenance labor, with the goal of cutting
takeoff weight when departing from hot/high airports. maintenance costs by 30 percent.
Four field representatives and four resident service
BETTER CABIN SPACE UTILIZATION reps were added to the staff. Raytheon now offers 24-
Following the pattern Beech set when it transformed the hour, toll-free spare parts and technical assistance tele-
Mitsubishi Diamond II into the Beechjet 400, Raytheon phone service split between U.S. and U.K. service
now has reconfigured the Hawker 1000 passenger centers according to time zones. In addition, United
cabin to increase usable space. After May of this year, Beechcraft in Tampa now is a Hawker service center.
the 1000 will be offered with a “biomorphically” (simi-
lar to ergo-nomically) designed interior, with fluid con- PRICE AND VALUE
tours and better space utilization. The interior will be Raytheon is holding the price on the Hawker 1000 at
fabricated at Raytheon’s Little Rock facility and shipped $12.995 million—virtually unchanged from 1992.
to Beech in Wichita for installation in Hawker aircraft. There are plenty of features to distinguish the improved
The price will be approximately the same as that of the Hawker 1000 from the Hawker 800 until Raytheon
more traditional interiors. introduces a successor to its largest business jet. The
The aisle will be two inches wider, and the interior optional redesigned interior gives the 1000 a largess of
shell will be moved outboard to enlarge the cabin cross usable cabin space that is matched by few mid-size
section, thereby providing up to 1.75 inches more competitors.
head- and shoulder-room for each passenger. In addi- Better published runway numbers make the 1000
tion, the seats will be reshaped to increase the open more competitive with other mid-size business jets. The
space in the cabin, with no sacrifice in usable chair “bump thrust” APR takeoff power setting additionally
room. Even the lavatory cabinets and fixtures will be provides operators with much-improved range/payload
recontoured to provide more legroom. flexibility. The Hawker 1000, admittedly, still isn’t the
Look closely at the accompanying illustrations, and class leader in runway performance or cruise speed.
you’ll see that an eighth cabin window has been added However, it will arrive within seven minutes of any mid-
to the fuselage of the new model. The cabin’s forward size jet, excluding the Citation X, on a 1,000-mile trip.
storage cabinets will be reconfigured to use their inter- Since its introduction in 1991, the Hawker 1000 has
nal space more efficiently, and the extra window on scored high marks for its battleship-solid reliability,
each side will add light to the new interior. For the pas- according to operators with whom we spoke. Its docile
sengers, up to 22 inches more usable length will be handling and exceptional stability win high praise from
provided, which will be particularly useful as carryon flightcrews. Raytheon’s executive team intends to push

COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED

 Pilot
Report

P lans For The Hawker 1000

Roy Norris, Raytheon Aircraft Company president, is anxious to clear up rumors about the firm’s
commitment to the Hawker 1000’s future. He admits that the production interruption announcement in 1994 bore
an uncanny resemblance to the Starship I announcement.
A comparison between the two events was unavoidable. Norris elaborated, “Unfortunately, [when we] said
that we were interrupting production, I think a lot of folks read into it that we meant we were canceling produc-
tion. That was a speculation, and it was an inaccurate one.” Norris claims that Raytheon intends to manufacture
the 1000 through 1997, the year in which manufacturing facilities are slated to be moved to the United States
from the United Kingdom.
To assure potential customers, Norris offered, “We’d be happy to take them to the plant and show them the
production line fully running. We discuss our production rate plans with the customer.”
This represents an upswing in the short and stormy his-
tory of the Hawker program at Raytheon. Less than two
“We don’t have any plans years ago, the firm bought both the 800 and 1000 pro-
grams from British Aerospace, a strategic acquisition
for any extreme measures some industry observers questioned because the 1000
was setting no sales records. Potential customers espe-
... or gigantic slashes in cially balked at paying an extra $3 million for the
Hawker 1000, viewing it as a slightly larger version of
prices,” Norris said. the Hawker 800. Many saw little difference between
the two aircraft, other than price, parts vendors and
poorer airport performance.
The sales pulse of the 1000 sagged to a perilously low level, resulting in Raytheon’s interrupting its production
in late summer 1994. Sales of most new business jets, including both Hawkers, started to soar later in the year,
however, as a result of the overall economic recovery. Norris commented that December “was the strongest
month in the history of the company, both in traditional Beech products and the Hawkers.” The lift also revived
the 1000 from its torpor, buoying prospects for its future.
“In fact, we have even increased the production build quantities,” Norris asserted, but he declined to reveal
actual numbers. Late in 1994, however, a Raytheon official told B/CA that six Hawker 1000s were scheduled to
be built this year, and that production build rates or 1996 and beyond hadn’t been finalized.
Raytheon clearly has made a major commitment to making a success of its two Hawker programs—the 800
and the 1000—beyond its initial $372-million investment in mid 1993. Almost immediately after acquiring Cor-
porate Jets from British Aerospace, the firm streamlined production at the Hatfield, England facility, substantially
reducing assembly time and cost.
Deliveries of the 1000 are much improved, but some industry observers believe that Raytheon still is deeply dis-
counting its price to move inventory. Not so, says Norris. “We’re actively selling the airplane. EJA [Executive Jet
Aviation] has options on nine more, and they tell us they will take every one of those and they want more.
“We don’t have any plans for any extreme measures . . . or gigantic slashes in prices,” he said. “We just
don’t see that as necessary. We have the EJA orders, and we have a very significant activity level at our
advertised prices.”
Is Raytheon serious about the future of the 1000? Norris allowed, “We have a very active program for major
enhancements in the 1000. We’re not ready at this point to go into details on that, but I will tell you that it is a
major program of activity within the company right now. We have some improvements that are coming along
while we’re in production, but they’re more of an evolutionary nature.”
A Raytheon official told B/CA that the firm is studying a short-term development “X” airplane that would have
PW306 engines for better hot/high performance as well as higher cruise speed. A long-term development “Y”
model with more radical changes—such as a fuselage stretch, a new wing and new engines—also is being stud-
ied, although the Raytheon board has not decided on either growth version.

COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED

 P
ilot
Report

the company into the leadership position among mid-

size aircraft manufacturers. The improved Hawker
1000, with its new interior and more sprightly perfor-
mance, indicates that Raytheon most assuredly is mov-
H awker 1000 Avionics
Step into the Hawker 1000 cockpit, and
you’ll find a mix of British tradition and modern tech-
nology. The aircraft’s overhead, instrument and con-
ing in the right direction. B/CA sole panels are populated by rocker switches,
toggles and push buttons that provide manual con-
trol for dozens of functions. For example, the cabin
HAWKER 1000 NEW HAWKER 1000
pressurization controller is a well-proven analog
Wider Headliner
design.
0.5" Increase in Height
The Hawker 1000 is equipped with an impressive
1.5" Increase complement of avionics equipment centered around
in Seated
Headroom Honeywell’s SPZ-8000 dual-channel, fail-operational
digital flight control system.
Housed in the instrument panel are five Honeywell
five- by six-inch display tubes that offer some inte-
grated display tube technology, while relying on
5.9' (1.8 m) round dial altimeters. The left- and right-side Primus II
5.7' (1.7 m)
Overall Width
Overall Width
(2.0" Increase)
comm/nav/ident radio systems are controlled by
1.4'
(0.4 m) two full-color radio management units. Dual Laseref
1.3'
(0.4 m)
Aisle
Aisle
(1.5" II inertial reference systems provide attitude and
Increase)
position change information. Left- and right-side NZ-
910 FMSes with multiple waypoint vertical naviga-
tion handle virtually all navigation chores during the
terminal area and en-route phases of flight.
In addition, 1000’s the avionics suite comes with
Honeywell’s Primus 870 Doppler turbulence detec-
tion radar, the LSZ-850 lightning sensor system and
a radio altimeter.

HAWKER 1000

13.6' (4.1 m)

NEW HAWKER 1000

15.4' (4.7 m)
17.8' (5.4 m)

COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED

 Pilot
Report

F lying Impressions
Pilots will find plenty to do prior to starting the engines of the Hawker 1000.
The performance section of the flight manual provides very precise numbers for hot, high and heavy conditions,
but only after as many as seven iterations of cross-checking the very traditionally British formatted charts and at
least 30 minutes of work. Raytheon Aircraft Company President Roy Norris admitted, “I guess it’s like English liter-
ature; it’s unique in the world. Certainly, the British approach to the flight charts is different from what you or I
have been more comfortable with over the years. It’s an area that needed improvement and, yes, it is an active
project that is under way.”
The aircraft would benefit from a laptop computer performance program. Fortunately, the pocket checklist’s tab-
ular performance data can be used to look up most airport performance data. However, the paper stock of the
checklist—lacking a protective plastic coating—quickly can become dog-eared.
Once belted into the left seat, though, we found the Hawker’s traditional and distinctive “ram’s horns” yoke
comfortable to the touch, foretelling much about decades of Hawker refinements. That trait is appreciated at high
speed, because the Hawker 1000’s roll-control forces are substantial, but not onerous. At low airspeeds, a gentle
nudge is ample for roll control.
The docile and stable Hawker 1000 has more gentle pitch force at rotation than does the Hawker 800, but it
retains the hefty stick-force gradient associated with airspeed changes. The FADEC-equipped PW305B engines
take most of the work out of thrust management.
Except for hot, high or heavyweight takeoffs, the Hawker 1000 displays sprightly departure and climb perfor-
mance, but in a refined, British manner that’s soothing to passengers. However, during takeoff the engine bleed
air to the air cycle machine must be shut off, resulting in no air conditioning, heating or pressurization until the
aircraft is established in the final climb segment. The standard Solar APU is not certified for inflight use except for
emergencies. Takeoff data with the engine bleeds turned on should be published this year. (An optional
AlliedSignal GTC36-150W, available for an additional $150,000, is certified for ground and inflight
operations.)
If an engine were to fail during takeoff, a bleed-air powered, rudder-boost system would take most of the work
out of directional control, and there is ample reserve thrust for one-engine inoperative (OEI) climb out. Because of
the aircraft’s tame handling characteristics, returning to the airport for an OEI landing should not pose a
challenge.
Our initial rate of climb with both engines was in excess of 3,500 fpm at a takeoff weight of 28,000 pounds
en route from Little Rock, Arkansas to White Plains, New York. Leveling at FL 330 at ISA+7°C, our initial cruise
speed was 0.78 IMN at 27,400 pounds at maximum cruise thrust. We later climbed to FL 370 at 0.72 IMN, at
a rate of 400 to 500 fpm, after the aircraft burned off enough fuel to weigh 27,000 pounds. We accelerated to
0.76 IMN at ISA+6°C after level-off. Hawker 1000 operators told us that such performance is nominal for the
aircraft.
Subjectively, cabin sound levels were comfortable, although we didn’t take measurements.
Descending for approach, we found that using the speed brakes produces virtually no pitch change because
they have upper and lower wing-surface panels. Extending the flaps, however, produces a noticeable increase in
lift, or “ballooning.” This tendency can be minimized by slowing the aircraft prior to extending the flaps.
On final, the Hawker 1000 displays rock-solid stability. Flaring for the touchdown, we found plenty of ground-
effect cushion, but little tendency to float. It’s difficult to make a bad landing in a Hawker.
Actuating the lift dump system simultaneously lowers the wing flaps to 75 degrees and extends the speed
brakes. As a result, the effectiveness of the wheel brakes, especially on contaminated runways, is impressive.
Standard thrust reversers save brake wear and enhance deceleration on slippery runways.
Ground handling of the Hawker 1000 is easy. The nosewheel steering tiller, though, has a slow steering ratio
that requires a healthy amount of rotation to turn the nosewheel.
The newest Hawker fits as well as your favorite pair of blue jeans, feeling comfortable from any seat in the
cockpit or cabin. Now, if only there were an electronic flight engineer to work through those onerous perfor-
mance calculations.

COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED

 TIME AND FUEL VERSUS DISTANCE Hawker 1000
3,500
3,157 nm These graphs present range, fuel and pay-
10,196 lbs load information that is designed to show the
3,000 capabilities of the Hawker 1000. Do not use
2,642 nm these data for flight planning.
10,566 lbs 2,757 nm
2,500 Conditions: 1,200-lb 8,803 lbs
2,195 nm Time and Fuel Versus Distance—This
payload; NBAA IFR
8,813 lbs 2,357 nm graph shows the plot of two missions: the first
reserves; zero wind;
7,462 lbs
2,000 ISA 1,752 nm flown at maximum-speed cruise and the sec-
7,046 lbs 1,957 nm ond at long-range cruise. The numbers at the
Distance (nm)

6,150 lbs
hour lines indicate cumulative miles and fuel
1,500 1,308 nm burned for each of the two profiles. The inter-
5,291 lbs 1,560 nm
4,883 lbs mediate points on these lines are accurate
859 nm 1,160 nm only for the full trip; however, they can pro-
1,000 3,519 lbs 3,800 lbs vide the user with a rough idea of the time
405 nm 760 nm and fuel required for trips of intermediate
1,746 lbs Maximum-Speed Cruise
500 2,489 lbs length.
364 nm Long-Range Cruise
1,338 lbs Specific Range—The specific range of an
0 aircraft, the ratio of nautical miles flown to
0 1 2 3 4 5 6 7 8 pounds of fuel burned (nm/lb), is a measure
Source: Raytheon Aircraft Company Time (hrs) of its fuel efficiency. This graph shows specif-
ic range values at four altitudes at an inter-
mediate 24,000-pound cruise weight. For
SPECIFIC RANGE example, the specific range at high-speed
cruise while flying at FL 410 is 0.308 nm/lb.
0.34
Notably, the chart also shows that climbing
to FL 430 at this weight hurts its specific
FL
41 range.
Intermediate

0
FL
43
0.33 0 Range/Payload Profile—The purpose of
Specific Range (nm/lb)

this graph is to provide rough simulations of

trips under a variety of payload and airport
FL
density altitude conditions, with the goal of
FL

37
0
39

flying the longest distance. For the Hawker

0

0.32 1000, we have used a constant 0.70 Mach

Long Range

cruise speed for all weights. The payload

M

lines, which are intended for gross simulation

ax
im

Conditions: purposes only, are each generated from sev-

um

24,000 lbs; eral points. Time and fuel burns, shown at

Sp

0.31
ee

zero wind; ISA the top of the chart, are plotted only for the
d

longest mission. For example, payloads up to

1,200 pounds have relatively little impact on
the Hawker 1000’s maximum range. Hot-
0.30 and-high airport conditions, however, may
390 400 410 420 430 440 450 limit its maximum takeoff weight—unless the
Source: Raytheon Aircraft Company Speed (KTAS) bump-thrust power setting is used.

RANGE/PAYLOAD PROFILE
Balanced Field Length Fuel
Gross Burn
SL 5,000 ft Takeoff (lbs) 1,338
ISA ISA+20°C Weight (lbs) 2,489 3,800 4,883 6,150 7,462 8,803 10,196
Time
(hrs) 1 2 3 4 5 6 7 8
5,950 — 31,000

5,105 10,014 29,000 2,300-lb Payload

1,660-lb Payload
1,200-lb Payload
4,595 7,225 27,000 800-lb Payload
Zero Payload
4,385 6,120 25,000

4,185 5,225 23,000 Conditions: NBAA IFR

reserves; zero wind;
4,100 4,500 21,000 0.70 Mach cruise

0
0 500 1,000 1,500 2,000 2,500 3,000 3,500
Source: Raytheon Aircraft Company Range (nm)

COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED

 Pilot
Report

T he P&WC PW305B Turbofans

bofan engine.
The Hawker 1000 program was the launch customer for Pratt & Whitney Canada’s new PW300 tur-

In 1990, the engine received initial certification in Canada, and the intervening years have given it time to
mature. It has a 4.3:1 bypass ratio—unprecedented in 5,000-pounds-thrust class engines—for much-improved
fuel economy.
This is the first engine in this size range to be fitted with a dual-channel, fail-operational full authority digital
engine control (FADEC) that helps boost fuel economy another three percent as well as improve throttle response,
stall resistance and internal component durability.
Among its features, the engine has an overall pressure ratio of 24:1, thereby allowing it to squeeze more ener-
gy out of each pound of fuel. Its cruise-thrust specific fuel consumption (uninstalled) is 0.675 at 0.8 Mach at FL
400—12- to 15-percent better than that of existing engines when the PW300 program was initiated.
As configured for the Hawker 1000, however, the PW305B produces all of its available 5,225 pounds of
thrust for sea-level/standard day takeoffs, leaving no margin for hot and high conditions. For normal takeoffs, as
soon as the temperature increases above 15°C or the elevation increases above sea level, normal takeoff thrust
drops off. According to a P&WC program-briefing handout, the normal takeoff thrust at an ambient temperature
of 24°C is 4,750 pounds. P&WC claims the engine can be grown to a 5,485-pounds-thrust rating, with only a
throttle push and without compromising durability.
The maximum cruise thrust at FL 400 (0.8 Mach uninstalled) is 1,132 pounds—about the same as the newest
and most fuel-efficient version of the AlliedSignal TFE731, the -60. The Hawker 1000, as a result, has a maxi-
mum high-altitude, weight-to-thrust ratio of 13:1—better than that of the Hawker 800—but not as good as some
mid-size competitors’ numbers.
To improve takeoff thrust output under hot and high conditions, an operator now can choose to use an option-
al, “bump thrust” takeoff power setting. In essence, that setting allows the use of the warm-day temperature mar-
gin built into the engines’ Automatic Performance Reserve (APR) feature.
APR normally would be activated only during a one-engine inoperative takeoff, but the “bump thrust” setting
allows its use for normal takeoffs.
To use the bump-thrust setting, the aircraft must be equipped with P&WC’s Engine Diagnostic System (EDS),
now standard on all production Hawker 1000 aircraft.
The EDS logs such unusual events as OEI, as well as other unforeseen malfunctions.
Using bump thrust for takeoff also costs the operator one full hour of P&WC Eagle Service Plan engine reserve.
This year’s rate for ESP is $143.75 per hour for North American operators who average at least 84-minute stage
lengths. Thus, the cost for using bump thrust is an extra $287.50 for each use in addition to the normal ESP cost.
The initial hot-section inspection and overhaul periods are 1,250 and 2,500 hours, respectively. P&WC
expects to stretch those intervals to 2,250 and 4,500 hours as the engine reaches full maturity.
The PW305 should be one of the easiest to maintain turbofan engines that has ever been installed on a busi-
ness aircraft. Mechanics are sure to appreciate its modular design, quick disconnect fittings and many inspection
plates for borescope analysis.

COPYRIGHT 1995 THE MCGRAW-HILL COMPANIES, INC. ALL RIGHTS RESERVED