Wednesday, 24 July 2013

Slick Aircraft Slick 360

Aero-Cam Pty Ltd is a South African firm manufacturing aircraft in composite materials. It was established by designer Francois Jordaan at Wonderboom Airport, Pretoria.
The AirCam is a twin-engine experimental home built aircraft that can fly 10 feet above the tree tops, then climb up and away on one engine if needed.

Such slow and low exploration can't be done in any other twin-engine GA plane, or any other Aircraft, with the same level of assurance.

Twin Engine Safety
Great Handling
Stunning slow-speed abilities
Take off under 100 feet
Land under 500 feet

AirCams can take off on one engine, and with both Rotax 912's turning, leap off terra firma in less than 200 feet and climb safely at impressive terrain and obstacle clearing angles. With an AirCam you can cruise whisper quiet, just off idle, at the fantastic low level sight seeing speed of only 55mph while burning as little as 3.5 gph. This is just a small piece of why we say that the AirCam from Lockwood Aircraft is simply the greatest flying experience in the world.

The Slick Aircraft Slick 360 is a South African aerobatics aircraft produced by the Slick Aircraft Company of Pretoria, South Africa. It is designed exclusively as an aerobatic competition aircraft, to compete in events such as the Advanced World Aerobatics Championships (AWAC).
The Slick 360 was designed to fill a gap in the light aerobatic aircraft segment, as the aircraft which dominate this segment, the Yak-55, Zlin Z-50 and Extra 230 have all ceased production, making them increasingly hard to obtain. While other Extras are still in production (260, 300, 300S, 300L and 330), they are fitted with six-cylinder (260/300 hp) engines and therefore not allowed to compete in the AWAC. New aircraft have been created in an attempt to replace these three, such as the One Design and the Cap 222, but they have failed to dominate, purportedly due to their excessively-high aileron roll rates, which, being faster than their flick roll rates, results in the flick roll scores being downgraded. In addition, their small size has made them difficult to judge. The result being that neither of the two new designs has yet managed to achieve better results than the older established designs, with the past five AWAC events being won by the Extra 230, Zlin Z-50 and Yak-55. This was borne out by the winner of 2003 AWAC, who was a French pilot who chose to fly an Extra 230 despite the fact that he had access to the French team's Cap 222.

Due to this, the Slick 360 was envisaged as a newer version of the Extra 230, using the same basic concept and design, but with as many upgrades and improvements as possible. To this end, the size, basic wing shape and control system of the Extra 230 were used as the basis for the new aircraft, but the flick roll characteristics were designed to be closer to that of the Laser, from which the Extra 230 was originally derived.
The aircraft's wings were made from a carbon-fibre composite material, and designed by François Jordaan, an aeronautical and structural engineer who had previously designed the wings of the Celstar aerobatic glider and the Ravin 500. In addition to the improvements made to the wing itself, the latest aileron designs were fitted, giving the aircraft a roll rate of around 400 degrees per second.
The aircraft is fitted with a Lycoming AEIO-360-A1B6 engine from AeroSport Power of Canada, which is a fully aerobatic-qualified engine with only one restriction due to the oil system: The pilot is restricted to 10 seconds of vertical flight or steep dives; inverted flight, steep dive; zero "g" manoeuvres and wing-down or knife-edge flights.

Operational history

The Slick 360 is in production and to date 9 have been sold.
However, the pre-production Slick 360 took part in the South African National Aerobatics Championships in June 2004, achieving the unusual distinction of winning the event in its first outing.


General characteristics
Crew: 1
Length: 5.97 m (19 ft 7 in)
Wingspan: 7.30 m (23 ft 11 in)
Height: 2.16 m (7 ft 1 in)
Wing area: 8.686 m2 (93.50 sq ft)
Empty weight: 465 kg (1,025 lb)
Max takeoff weight: 645 kg (1,422 lb)
Powerplant: 1 × Lycoming AEIO-360-A1B6 air-cooled four-cylinder horizontally-opposed piston engine, 171.5 kW (230.0 hp)

Maximum speed: 418 km/h; 226 kn (260 mph)
Range: 796.6 km (495 mi; 430 nmi)
g limits: +10/-10 g (+100/-100 m/s²)
Power/mass: 0.33 kW/kg (0.20 hp/lb)

Aero-Cam, Aero-Cam Slick 360 Single-seat aerobatics aircraft, Aero Cam 360 is the latest website to be awarded with the 'Top Content' award: Airplane, airplane for sale, airplane video, first airplane, airplane history paper airplane, airplane lyrics,
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Cover for 'Pilot’s  Career  Guide'
By Shekhar Gupta
Rating: Not yet rated. 
Published: July 13, 2013 
Words: 26,240 (approximate)
Language: English
ISBN: 9781301650040

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Tuesday, 23 July 2013

The Let L-610

L 610G - Two 1305kW (1750shp) General Electric CT7D9D turboprops driving four blade constant speed Hamilton Standard HS14RF23 propellers.

L 610G - Max cruising speed 450km/h (243kt), long range cruising speed 282km/h (152kt). Initial rate of climb 1673ft/min. Service ceiling 23,620ft. Range with 40 passengers and reserves 1230km (615nm), range with max fuel 2420km (1306nm).

L 610G - Empty 8950kg (19,713lb), operating empty 9220kg (20,327lb), max takeoff 14,500kg (31,967lb).

Wing span 25.60m (84ft 0in), length 21.72m (71ft 3in), height 8.19m (26ft 11in). Wing area 56.0m2 (602.8sq ft).

Flightcrew of two. Standard seating for 40 passengers at three abreast and 76cm (30in) pitch. Combi mixed passenger/freight and all freight layouts available, the latter can carry six pallets.

Czech airline CSA is a provisional customer. Small numbers of L 610s were delivered to Aeroflot.

40 seat regional airliner

The Let L 610 is a stretched development of the earlier L 410, and although originally designed for a Soviet requirement, in its westernised form is now marketed worldwide.
The L 610 was conceived in the mid 1980s to meet a Soviet Union requirement for a new 40 seat turboprop airliner. A production run of 500 was envisaged for primary customer Aeroflot, and the L 610's design was optimised to suit that carrier's requirements (including operations from austere airfields). The basic L 610M for Aeroflot is a stretched 40 seat development of the L 410 powered by two 1358kW (1822shp) Motorlet M 602 turboprops. It first flew on December 28 1988, and a small number were delivered to Aeroflot during 1991 before Let suspended deliveries, stating that they would not resume unless western currency was used for payment.
As a result of the dissolution of the Soviet Union and the collapse of communism throughout eastern Europe, Let began development of a westernised version intended to significantly widen the type's sales appeal. Known as the L 610G, it is optimised for world markets and features General Electric CT7 turboprops, Collins Pro Line II digital EFIS avionics, Collins weather radar and autopilot.
First flight of the L 610G prototype occurred on December 18 1992 (four years after the L 610M), and, after some delays, US FAA certification is planned for 1999.
Let has high hopes that the L 610 will penetrate the very crowded, international market for 40 seat airliners and the Czech Republic's lower labour costs should see the aircraft priced competitively compared to its western competitors. No doubt, sales interest will increase once western certification is awarded, while new Let owner Ayres is keen to develop the L610 further and exploit its potential.
Copyright, some information Copyright Aerospace Publications.

DATE         : 19950922
PAGE         : 76
IMAGES       : 
Let L-610G (ld)                 @JAWA/LD1721.PCX  |
Let L-610G                      @JAWA/4217.PCX  |
Let L-610M                      @JAWA/3378.PCX
TITLE        : LET L-610
TYPE: Twin-turboprop regional transport.
PROGRAMME: First flight (OK-130) 28 December 1988; seven development
aircraft include one (No. 4) for static test; contract 18 January 1991
for General Electric to provide CT7-9D turboprops for L-610G (first
two engines delivered shortly afterward); first flight of this version
(No. 7/OK-136) 18 December 1992. Certification to FAR Pt 25 expected
in 1996; meanwhile, protocol signed late 1994 with Russian Smolensk
factory under which L-610 could also be built there and its M 602
engines at Salyut plant in Moscow; since aircraft was designed
originally to meet Soviet/Russian airworthiness requirements, this
could lead to certification of L-610M version before end of 1995.
Consideration also being given to PT6 turboprops as alternative power
VARIANTS: L-610M: With 1,358 kW (1,822 shp) Walter M 602 engines and
five-blade propellers; weight and performance data not yet finalised.
Three prototypes (OK-130/132/134).
    L-610G: Version with General Electric CT7-9D turboprops,
four-blade propellers and Collins digital avionics including EFIS,
weather radar and autopilot. First prototype undergoing certification
testing; at least four more under construction, including one
designated L-610GE. Detailed description applies to L-610G except
where indicated.
CUSTOMERS: Options received for 16 L-610Gs by January 1994.
DESIGN FEATURES: Intended to meet FAR Pt 25 (L-610G) or Russian
ENLG-S (L-610M) civil airworthiness requirements; wing sections
MS(1)-0318D at root, MS(1)-0312 at tip; thickness/chord ratios 18.29
(root) and 12 per cent (tip); dihedral 2?; incidence 3? 8' 38" at
root, 0? at tip; quarter-chord sweepback 1?.
FLYING CONTROLS: Ailerons, elevators and rudder actuated
mechanically; rudder and both aileron trim tabs actuated by
electromechanical strut. Elevator trim tabs actuated mechanically by
screw-nut mechanism. Automatic spring tab in rudder. Ailerons are
horn-balanced. Electrohydraulically actuated single-slotted Fowler
flaps. Ground spoilers. Lateral control spoilers deflected
proportionately to aileron deflection. Electrically actuated gust lock.
STRUCTURE: All-metal, fail-safe stressed skin structure;
circular-section fuselage between flight deck and tail; wing contains
high grade aluminium and high strength steel; honeycomb spoiler panels.
LANDING GEAR: Retractable tricycle type, with single wheel on each
unit. Hydraulic actuation, mainwheels retracting inward to lie flat in
fairing each side of fuselage, nosewheel retracting forward.
Oleo-pneumatic shock-absorber in each unit. Mainwheels are type XK
34-3000.00, with 1,050 x 390 x 480 mm tyres; type XR 25-1000.00
nosewheel has a 720 x 310 x 254 mm tyre. Hydraulic disc brakes and
electronically controlled anti-skid units. Minimum ground turning
radius 18.33 m (60 ft 1{3/4} in).
POWER PLANT: Two 1,305 kW (1,750 shp) General Electric CT7-9D
turboprops in L-610G, each driving a Hamilton Standard HS-14RF-23
four-blade fully feathering metal propeller with reversible pitch.
Fuel in two integral wing tanks, combined usable capacity 3,500 litres
(925 US gallons; 770 Imp gallons). Pressure refuelling point in
fuselage, gravity points in wings. Oil capacity 30 litres (7.9 US
gallons; 6.6 Imp gallons).
ACCOMMODATION: Crew of two on flight deck, plus one cabin attendant.
Standard accommodation for 40 passengers, four-abreast at seat pitch
of 76 cm (30 in). Galley, two wardrobes, toilet, freight and baggage
compartment, all located at rear of cabin. Alternative mixed
(passenger/cargo) and all-cargo layouts available. Passenger door at
rear of fuselage, freight door at front, both opening outward on port
side. Outward-opening service door on starboard side, opposite
passenger door, serving also as emergency exit; outward-opening
emergency exit beneath wing on each side. Entire accommodation
pressurised and air conditioned.
SYSTEMS: Dual Hamilton Standard R 79-3W engine bleed air air
conditioning systems in L-610G. Nord Micro digital, fully automatic
pressurisation system gives 0.36 bar (5.22 lb/sq in) differential at
flight level of 7,200 m (23,625 ft) and a cabin altitude of 2,400 m
(7,875 ft). Duplicated hydraulic systems (one main and one standby),
operating at pressure of 210 bars (3,045 lb/sq in). APU in tailcone,
for engine starting and auxiliary on-ground and in-flight power.
Electrical system powered by two 115/200 V 25 kVA variable frequency
AC generators, plus a third 8 kVA 115/200 V three-phase AC generator
driven by APU. System also includes two 115 V 400 Hz inverters (each
1.5 kVA), two 27 V DC transformer-rectifiers (each 4.5 kW), and a
25 Ah Ni/Cd battery for APU starting and auxiliary power supply.
Gumotex Breclav or Goodrich pneumatic de-icing boots on wing and tail
unit leading-edges; ACT electrical anti-icing system for engine
inlets; electric de-icing of propeller blade roots, windscreen, pitot
static system and horn balances. Oxygen system for crew and four
AVIONICS: Collins Pro Line II and EFIS-86 standard for L-610G.
    Comms: Dual 760-channel VHF; single HF (optional); ATC
transponder; intercom/PA system; cockpit voice recorder.
    Radar: Collins WXR-350 weather radar.
    Flight: Collins APS-65 autopilot; Collins AHS-85 AHRS; dual ILS
with two LOC/glide slope receivers and two marker beacon receivers;
single or dual ADF; dual compasses; single or dual radio altimeters;
navigation computer; flight data recorder; Cat. II approach aids.
    Instrumentation: Collins five-tube EFIS-86 with EADI and HSI for
each crew member and central MFD; weather radar data can be displayed
on HSI and/or MFD.

Design and development-
In the late 1970s, after the success of the LET L-410 twin engine turboprop, the Soviet airline Aeroflot requested that LET design a replacement for the Antonov An-24 aircraft.
LET's L-610 was designed as a twin engined turboprop aircraft powered by the new Czech engine, Motorlet M 602, with a seating capacity of 40. Flight testing was delayed by engine development taking longer than airframe development. Eventually the 1,358 kW (1,822 shp) Motorlet M 602 turboprop engines were finished and the aircraft first flew on 28 December 1988. No aircraft was ever delivered to any commercial customer, although one aircraft was shown in Aeroflot markings during the Paris Air Show in the 1990s. One Let 610 M was delivered to the Czech Air Force,[1] to support manufacturer's certification and test flights process.
After the Soviet collapse LET tried to westernize the plane in order to widen the aircraft's sales appeal. The result was a new model, known as the L-610G, which had General Electric CT7 engines, Collins Pro Line II digital EFIS avionics, Collins weather radar and autopilot. The L-610G prototype flew its maiden flight on 18 December 1992; four years after the L-610M.
During the time that the now-defunct Ayres Corp. owned LET, the aircraft was also known as the Ayres L-610, and for a time was marketed as the Ayres 7000. The customer for the Ayres 7000 was to have been City Connexion Airlines before bankruptcy problems sidelined the program.


Basic variant with M602 engines.
Variant with General Electric XT7-9D engines.
Specifications (L-610)[edit]

Data from Brassey's World Aircraft & Systems Directory[2]
General characteristics
Crew: 2 (pilot, co-pilot)
Capacity: 40 passengers
Length: 21.72 m (72 ft 3 in)
Wingspan: 25.60 m (84 ft)
Height: 8.19 m (27 ft 10 in)
Wing area: 56 m² (603 ft²)
Empty weight: 8,950 kg (19,730 lb)
Max. takeoff weight: 14,500 kg (32,000 lb)
Powerplant: 2 × General Electric CT7-9D turboprop engines, 1,305 kW (1,750 hp) each
Maximum speed: 490 km/h [3] (265 knots, 305 mph)
Cruise speed: 438 km/h (236 knots, 272 mph)
Range: 2,420 km (1,305 nm, 1,503 mi)
Service ceiling: 10,250 m[3] (33,700 ft)
Rate of climb: 8.5 m/s (1,673 ft/min)
List of prototype aircraft[edit]

X01 OK-130, first flight 28 December 1988 Frant. Srnec, Stanislav Sklenár
from 3 June 1989 OK-TZB, OLZ nu. 4307, Paris Airshow 293
from June 1989 again OK-130
last flight OK-130 26 May 1993 15:12 UTC at LKKU Kunovice with crew Stanislav Sklenár, Ing.Jirí Necas
X02 prototype for structural tests
X03 OK-132, first flight 8 September 1989 Stanislav Sklenár, Ing.Miroslav Srnec
last flight at LKKU Kunovice OK-UZB 23 October 1997 Stanislav Sklenár, Miloslav Tošovský 08:15 UTC
X04 prototype for tests
X05 OK-134, first flight 8 March 1990 Ing.Miroslav Srnec, Miloslav Tošovský
from August 1992 OK-VZC Air Show Moskva
from June 1993 with examination number 0005 for Kbely – army test
last flight 0005 LKKB Kbely – LKKU Kunovice with army number 4202, Old. Pelcák, Mikšík
910101 OK-136 first flight Ing.Vladimír Vlk, Stanislav Sklenár
Collins navigation, sklenená (glass in the Czech language)
from 11 June 1991 OK-WZA
last flight 28 June 1991 OK-136 LKKU Kunovice – LKKB Kbely – LKKU Kunovice landing at 13:04 UTC with Jaromír Novák, Ing.Miroslav Srnec
920102 OK-136, first flight 18 December 1992 Ing.Vladimír Vlk, Ing.Miroslav Srnec
from 8 June 1993 OK-XZA
last landing OK-XZA at LKKU Kunovice at 18 December 1997 with Stanislav Sklenár, Miloslav Tošovský
970301 OK-CZD, first flight 13 May 1997 Stanislav Sklenár, Jaromír Novák
last flight 24 June 2000 Miami-Tamiami (KTMB) – Albany (KABY)

Studies began in 1983 of a 40-seat pressurised development of the L-410 feederliner powered by two newly developed Walter M-602 turboprop engines driving five-bladed 'quiet' propellers. Prototype construction of this L-610 began early in 1988 and the first of three flying prototypes was rolled out in November. The first flight took place on 28 December 1988, and the type was exhibited at the Paris air show in June 1989. The first of 600 aircraft for Aeroflot was shown at the Paris air show in June 1991, and others are on order for CSA. Current activities centre around the completion of the flight test programme and achieving certification. To improve sales prospects to the West, one of the prototypes (re-designated L-610G) is being re-engined with 1305kW General Electric CT7-9Ds, and was due to fly before the end of 1991, with certification and first deliveries targetted for the end of 1992. Let has also announced plans to stretch the L-610 into a 50-55 seater, probably using GE CT7 or PW100 engines.

 ENGINE 2 x Walter M-602 turboprops, 1358kW
    Take-off weight 14500 kg 31967 lb
    Wingspan 25.6 m 84 ft 0 in
    Length 21.41 m 70 ft 3 in
    Height 7.6 m 25 ft 11 in
    Wing area 56.0 m2 602.78 sq ft
    Max. speed 490 km/h 304 mph
    Cruise speed 408 km/h 254 mph
    Ceiling 10250 m 33650 ft
    Range w/max.payload 870 km 541 

Mirgaya Thakur[MBA HR]
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Page: 105 like this

Cover for 'Pilot’s  Career  Guide'
By Shekhar Gupta
Rating: Not yet rated. 
Published: July 13, 2013 
Words: 26,240 (approximate)
Language: English
ISBN: 9781301650040

Howker 800

Over more than two decades we have built up an outstanding reputation for responsiveness, efficiency, professionalism, safety and service.

Offering you a personalised service...
Your dedicated account manager will arrange every aspect of your executive travel and can source a wide variety of aircraft including... Helicopters • light aircraft • Business & VIP jets • Narrow and Wide Body Airliners 

Howker 800 discription-


Capable of 10,000 lbs total thrust, flat rated to 9,320 lbs propelling a more aerodynamic wing with less induced drag. Hawker 800XPR can rotate sooner, climb faster and with greater payload.

Outstanding TO field length
Outstanding operational flexibility
Increased range and faster missions
Non-stop, continent-to-continent
Multi-stop mission capability


Hawker Beechcraft builds the 400-series aircraft and owns the type certificate. Why wouldn’t you trust the OEM with an 80-year history of building the best aircraft in the world?

Preliminary engineering performance evaluations show the 400XPR to be best-in-class in many performance areas: time to climb, range, hot and high, fuel burn, and more.

Lower direct operating costs means more value for operators.

As the original aircraft manufacturer, Hawker Beechcraft not only designs and builds the Hawker 400XPR, it also supports it through one of the world’s largest networks of factory and authorized service centers around the globe.

The 400XPR comes with the peace-of-mind operators need when making important transportation decisions. 5-year Williams International engine warranty; 3-year paint warranty; and 2-year warranties on avionics, interiors, and winglets are the reason choosing Hawker Beechcraft is the right choice.


Hawker DNA is deeply embedded in every 400XPR upgrade. Based on next generation Hawker studies and legendary model 4000 engineering, you can be assured that quality, reliability and safety are built-in.

Hawker Beechcraft has the technical support, publications, service centers and parts infrastructure in place and operating today to support 400XPR upgraded aircraft throughout the world.

In addition to greatly improved aircraft performance, 400XPR upgraded aircraft enjoy reduced specific fuel consumption, reduced trip cost and reduced engine repair and overhaul cost.

History has demonstrated that OEM engineered and supported performance upgrades hold their value longer than non-upgraded or non-OEM modified aircraft.

Howker 800-

Role Mid-size business jet
Manufacturer Hawker Beechcraft (since 2007)
Raytheon (1993-2007)
British Aerospace (1977-1993)
First flight 26 June 1983
Status Out of production, in active service
Primary users Japan Air Self-Defense Force
Republic of Korea Air Force
Brazilian Air Force
Produced 1983-Present
Number built 650
Developed from British Aerospace BAe 125

The Hawker 800 is a mid-size twin-engine corporate aircraft. It is a development of the British Aerospace BAe 125, and is currently assembled by Hawker Beechcraft.

In April 1981, the British Aerospace Board sanctioned the programme to improve the BAe 125-700 series. By May 1983 the new aircraft was ready for its first test flight.
The 800 series has a number of modifications and changes over the 700, the most noticeable being the redesigned cockpit windscreen. Accompanying this are a modified rear fuselage fairing, as well as a glass cockpit and uprated (from 3,700 to 4,300 lb) Garrett TFE731-5R-1H engines. British Aerospace also improved the wing by incorporating new outer wing sections. This helped to reduce drag and improve aerodynamic efficiency.
The 800 series would become a sales success. From the first BAe 125 flight in August 1961 it took nineteen years until the 500th airframe was sold. In a little over five years British Aerospace were registering the 200th sale of the 800 series.
In 1994 Beech Aircraft (which was also controlled by Raytheon) merged with Raytheon Corporate Jets to form Raytheon Aircraft. In March 2007, Raytheon Aircraft Company was sold to Hawker Beechcraft Corp., a company formed and controlled by GS Capital Partners (an affiliate of Goldman Sachs) and Onex Partners of Canada.
The current version is identified as the Hawker 850XP and was certified for operation in March 2006. The 850XP is identical to the 800XP except that it includes winglets, which have extended its operating range by 100 nautical miles (190 km). This version also incorporates upgraded avionics and a redesigned interior. The Hawker 850XP essentially fills the gap left behind by the Hawker 1000 when production of that aircraft ceased.
Two new variants were announced in October 2006 for future deliveries:
The Hawker 750, in which the ventral fuel tank is replaced by an externally-accessed baggage pannier, which reduces range slightly.
The Hawker 900XP, using new Honeywell TFE731-50BR engines for increased range
After the bankruptcy of Hawker Beechcraft the production of Business Jets ceased

Raytheon Hawker 800A
The Hawker 800 is similar to most modern airframes in requiring sub-assemblies to be constructed away from the final point of manufacture. The fuselage sections, wings and control surfaces are manufactured and assembled in the United Kingdom in a combination of Hawker Beechcraft's own facility and those owned by Airbus UK, which inherited much of BAE Systems's civil aircraft manufacturing capacity. These sections are partially fitted out and installed with control surfacing and major systems before being shipped to Hawker Beechcraft's main manufacturing site in Wichita, Kansas for final assembly, fitting out and testing.
Military variants[edit|edit source]
A military version of the Hawker 800 is in use by South Korea for tactical reconnaissance, surveillance and SIGINT (SIGnals INTelligence) tasks, and 8 specially-equipped aircraft were delivered in 2000. The Republic of Korea Air Force calls them RC-800s, and they are based at Seongnam.[2]
Japan uses a maritime search and rescue variant of the Hawker 800. It is designated U-125A in Japan Air Self-Defense Force service. This variant has large observation windows, a flare and marker-buoy dispenser system, life-raft and emergency equipment dropping system and enhanced salt water corrosion prevention. The aircraft also has a Toshiba 360-degree search radar, melco thermal imaging equipment and other military communications equipment for its mission.[3]

A Hawker 850XP takes off,
A Hawker 800SP,
Hawker 900XP of Ministry of Health (Turkey)
Hawker 750,
Hawker 800,
Hawker 800XP,
Hawker 800XP Pro Line,
Hawker 800XPi,
Hawker 850XP,
Hawker 900XP,

Civil operators
The aircraft is operated by private individuals, companies and executive charter operators, and in fractional ownership programs.
Military operators
U-125A(Japan Air Self-Defense Force)
Japan Air Self-Defense Force
 Republic of Korea
Republic of Korea Air Force: First delivery in 2001
Brazilian Air Force
Pakistan Air Force
Pakistan Naval Air Arm

Notable accidents and incidents-
A Hawker 800 crashed on July 31, 2008, while preparing to land at the regional airport in Owatonna, Minnesota. The crash killed eight people, including casino and construction executives.
A Hawker 850XP crashed on February 4, 2011, while taking off at the regional airport in Sulaimaniyah, Iraq. The crash killed seven people, including VIP working for QTEL/Asiacell.
A Hawker 800XP which has not released the nose landing gear made an emergency landing on February 11, 2011 on Vnukovo airport in Russia. The plane sat on the "belly", without any injuries.
Specifications (Hawker 850XP)

General characteristics-
Crew: 2 pilots
Capacity: 8 passengers typical, 13 maximum
Length: 51 ft 2 in (15.6 m)
Wingspan: 54 ft 4 in (16.5 m)
Height: 18 ft 1 in (5.5 m)
Empty weight: 15,670 lb (7,108 kg)
Max. takeoff weight: 28,000 lb (12,701 kg)
Powerplant: 2 × Honeywell TFE731-5BR turbofan, 4660 lbf (20,700 N) each

Never exceed speed: Mach 0.80
Maximum speed: 448 kts (514 mph) 830 km/h
Cruise speed: 402 kts (463 mph) 745 km/h
Stall speed: 170 km/h ()
Range: 2,642 nm (4,893 km) 3040 mi
Service ceiling: 41,000 ft (12,497 m)
Rate of climb: 9.9 m/s (1948.8 ft/min)

Hawker 800 Aircraft For Sale
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Hawker 800-
Related books-
Hawker 800 specs - Sterling Aviation : Air Charter and ... Hawker 800 specs - Sterling Aviation : Air Charter and ...

Mirgaya Thakur[MBA HR]
Management Trainee

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Y! Messenger :
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MSN : is the latest website to be awarded with the 'Top Content' award: Airplane, airplane for sale, airplane video, first airplane, airplane history paper airplane, airplane lyrics,
Page: 105 like this

Cover for 'Pilot’s  Career  Guide'
By Shekhar Gupta
Rating: Not yet rated. 
Published: July 13, 2013 
Words: 26,240 (approximate)
Language: English
ISBN: 9781301650040