Update – BAe 125-800

The 800 is an impressive aircraft and it is obvious the design team has deliberately embarked on a project to completely eradicate any wrinkles the previous models may have suffered from. Ironically, the primary problem was that by modern standards the airframe was simply not slippery enough. As the basic design dated back to the late fifties there remained a series of bumps, fairings and aerials which have been totally eliminated from this latest marque of one of the longest established and most respected of corporate jets.

The latter-day British have always built excellent airframes, dating from the painful lessons from the early Comets, and the 125 is no exception. Qantas, to date, still has the record for the highest-time aircraft with nearly 54,000 cycles logged in less than 14,000 hours. To date more than 550 125s have been sold in 33 countries, including 330 in the aggressive North American market. Additionally, the aircraft is used by the air forces and governments of seven countries.

How does the 800 differ from the 700?

Primarily the most visually obvious change is the new Falcon like profile. BAe has eliminated the dated-looking small windscreen in favour of a large format steeply raked screen which not only allows increased pilot visibility but also vastly improves the airflow around the cockpit of the aircraft. Drag reduction was a primary aim of the 800 programmes and so the dorsal fin has been slimmed down, the vertical tail enlarged slightly to eliminate the profusion of radio aerials present on earlier models and to reduce the forward protrusion of the horizontal tailplane at the junction of the leading edge of the vertical tail. The characteristic 125 ventral strake has gone to make way for an enlarged fuel tank as has the large wing fences. The prototype pictured with this article temporarily flies with the strakes but these will most definitely go with production airframe No. 1. The wing has been re-designed with an outer panel extension increasing span from 47′ to 51’6″ allowing a better climb rate and operation at higher altitudes. BAe has called upon their wealth of Airbus and 146 wing design technology in developing new wing which generally is regarded as the most significant single improvement to the basic design. The aircraft also now looks tidier with the installation of synchronised undercarriage doors which improve stability in a crosswind and help reduce foreign object damage when operating from unpaved strips. On this last count, the 125-800 is fully cleared for operation from dirt strips and is the only business jet to come standard with an APU, allowing on-tarmac comfort and efficiency to remain intact regardless of the prevailing weather conditions.

Power is supplied by twin Garrett TFE731-5A-1H turbofans rated at 4300 lb thrust at sea level. This represents a 16% increase in thrust over the 3700 lb units fitted to the 700 and along with the wing re-design help the 800 to cruise at up to 43,000 ft carrying 500 lb additional payload an extra 350 nautical miles. An increase in fuel capacity and the more fuel-efficient engines which allow an increase in cruise speed and at higher operating altitudes all contribute to the 800 now being capable of sectors out to3000 nm under NBAA rules (VFA and 30 min hold at 5000 ft with nil reserves to) and 2400 nm under the more stringent but realistic Australian rules (IFA 45 min hold at altitude with 15% fuel remaining post-hold at ISA +10). In other words irrespective of conditions the 800 can fly the benchmark Sydney/Perth sector non-stop. Other interesting 800 sectors (with six passengers and baggage) are Melbourne/Port Moresby, Darwin/Kuala Lumpur and Sydney/Darwin.

The 800 has a high-speed cruise capability of some 460 kts at 31,000 ft though few operators would use this ‘dash’ profile when one can save in the order of 35% fuel burnt per hour by adopting long-range cruise techniques which still see the aircraft cruising at just over 400 kts at 43,000 ft. The latter profile also results in longer engine life, a quieter cabin environment, an extended range profile and a smoother ride above the tropopause.

So much for performance. When buying a corporate jet it is inevitable that probably the most important person to ‘sell’ is the Chairman of the Board. In this regard, British Aerospace have always won with their 125 cabins. We have flown in many corporate aircraft over the years but the 125 cabin has always exuded a very ‘British’ feel about it. Timber instead of veneer, soft and pleasantly tailored suede and leather, a real toilet, a true airliner-style galley, and so the list goes on. BAe have always been up to speed in this department and the new 800 carries the standard of excellence one step further.

The cabin has been redesigned in a most effective manner. Around the fuselage frames, the cabin walls have been sculptured to allow an extra five inches cabin width which imparts an aura of increased spaciousness that is most effective. The cabin ceiling has also been redesigned to remove much of the oxygen/ ventilation protrusions which in all allows an extra inch of height providing a full 5′ 9″ headroom. A new galley has been installed and a three-inch fuselage plug has been inserted just forward of the door to provide a slightly deeper flight deck. British Aerospace are also quick to point out that while the 125-800 is not cheap, at $A8. 5 million, the aircraft does come one hundred per cent complete with a comprehensive avionics suite, APU and complete interior.

Once the company accountant is satisfied with the DOCs and the Chairman is pleased with the ergonomics it comes the time for the pilots to have their say. BAe, like most manufacturers, are going the way of the CRT and the 800 is so equipped with a comprehensive Collins EFIS (Electronic Flight Instrumentation System) that would do justice to the twins from Seattle and Toulouse. The EFIS system offers many improvements and advantages over conventional electro-mechanical instruments. The CRT displays integrate more navigation, control and weather data than was available on conventional instruments. The pilot has a consolidated picture of the information when and where he wants to see it. In addition to the pilot having more flight data available, it is presented in an easy-to-understand format. The EFIS system has the capability to automatically eliminate excess display data as the flight profile changes, and the pilot has total control over the system to either select or de-select information to be displayed.

British Aerospace engineers are pleased with the cockpit re-design. The primary instruments have all been aligned to a single plane in addition to the coaming being squared off with the horizon to assist in eliminating disorientation. Similarly, the traditional 125’rams-horn control columns allow full visibility of the lower of the five CRTS, something that is not possible on all aircraft. These little points, but typical of the efforts that have been put into making this latest 125 the best of the breed.