BAe 125, Britain’s Most Successful Jet

In monetary terms, the total income received from 125 sales has exceeded 1. 4 billion pounds (at 1985 values), of which 80%, worth 1. 1 billion pounds has come from export orders. On average, the 125 has sold at a rate of one every two weeks since the production launch over 20 years ago. To meet current demand the present production rate is running at 36 aircraft per year and the production cycle time for each aircraft is 15 weeks.

Australian Aviation was present at the ceremony to celebrate this notable milestone. Guests were taken by a special train to Chester to give them the opportunity to view the rolling green English countryside at a far lower level than that normally provided by British Aerospace’s usual mode of travel.

On view at Chester was an impressive lineup of virtually all marks of the 125 in a variety of colour schemes, civil and military for customers both in Britain and overseas. On the production line were several aircraft including the 601st for Carlton and United Breweries. Although basically “green” a series of blue and white stripes were temporarily placed around part of the fuselage in the familiar Fosters’ colour. This aircraft was due to be rolled out in October and to arrive in Australia the following month. The Chester plant is a hive of activity and apart from 125 production, it is engaged in several other programmes. Wings for the Airbus A300 and A31Oare produced here as are components for Hawk and Harrier. The machine shop has an extensive range of NC machines including the world’s largest router. Other tasks carried out also include the after-sales service for the 125 and the conversion and retrofit of Garrett TFE731-3 engines to early series 125 aircraft.

British Aerospace Managing Director Sir Raymond Lygo in his speech highlighted many of the accomplishments of the 125, particularly its universal acceptance and fine reputation and the hopes for the future. Some indication of the extremely high regard with which the 125 is held was forthcoming from the purchasers of aircraft Nos 600 and 601. Orders for both the 600 and 601st aircraft were in fact placed on the same day. However after an examination of the times the contracts were signed and had been carried out, it was established that the Gillett Group Inc of Nashville, Tennessee was customer 600 and CUB had just been pipped at the post for the honour. British Aerospace thought that the most sporting thing to do was to make a presentation to both customers, hence the appearance of senior executives from both Gillett and CUB at Chester for the ceremony.

The Gillett Group Inc is one of the USA’s 50 largest totally private corporations with an annual turnover of approximately US$700M. It has interests both in the media (TV, cable TV and radio) and other areas. Already the satisfied operator of a BAe 125 Series 700 bought in 1983, Gillett decided to acquire another aircraft to give the Chairman, Mr George N. Gillett Jnr exceptional mobility to visit his various companies located in different areas around the USA. Mr Gillett Jnr who is a pilot himself said he frequently used the existing 125 to fly his family when visiting his business interests. He said of the 125, “It is the truest safest most honest aircraft flying in the world today. We have never had to cancel a scheduled flight because of an equipment problem. We have other aircraft and we cannot say the same about the others. ”

Representing CUB was Mr Peter Sinclair. He said his company had looked at all competitive aircraft in an effort to find one that would be able to adequately serve 360 branches in Australia and 50 in New Zealand. It was most important for the aircraft to be able to operate off unimproved airstrips. Apart from CUB interests the aircraft would also visit parent Elders IXL branches as part of its role for management transport duties. The BAe 125 won out from the competition not only because of its ability to operate from unpaved airstrips but also because of its 3,000 nautical mile range which meant that any location in Australia could be easily reached in a single non-stop flight. Mr Sinclair also said, “The 125 is fully equipped, the latest technology is included and need not be added. ”

After speaking to various people who have been associated with the 125 over the years it becomes quite apparent that the 125 is widely perceived as the industry leader in its category. It sets a very high standard of ruggedness, reliability and general “airline standard” of performance in both equipment and comfort. Part of its success undoubtedly stems from the fact that it is the only business jet in the world designed and built by a manufacturer of civil airliners. This unique position enables British Aerospace to contribute its considerable expertise gained from current advanced airliner programmes. The other factors contributing to its basic soundness arose from sensible decisions made over 24 years ago.

Born originally as the de Havilland DH125 it was intended as a jet-engined replacement for the DH104 Dove executive aircraft. The 125 project was announced in February 1961 and an initial batch of 30 aircraft was laid down at Chester. Two prototypes were built at Hatfield and these were slightly shorter in length and span than the production aircraft. The cylindrical fuselage drew on the Dove and Heron experience and was one foot wider than the Dove and had the same headroom as the Heron. Although the aircraft was known for a while as the Jet Dragon this name was not kept.

The prototypes were powered by the Bristol Siddeley Viper 20 of 3,000 lb s. t. , the span was 44′, length 43′ 6″, height 14′, wing area 342 sq ft and gross weight was 19,000 lb. The first aircraft G-ARYA was flown initially at Hatfield on 13 August 1962, followed some months later by aircraft number two G-ARYB on 12 December. Both aircraft were employed in the certification trials together with the first production aircraft G-ARYC which was fitted with the Viper 520 engine. The first production aircraft was the Series 1 o. f which nine were built. The span was increased to 47′, length to 47′ 5″, height to 16′ 6″, wing area to 353 sq ft and gross weight to 20. 000 lb. Powered by the 3,000 lb Viper 520 the DH125 Series 1 had a maximum cruising speed of 485 mph, an economical cruising speed of 420 mph and a range of 2,000 miles. These early aircraft incorporated many sound design features which were to endear them so much to operators in the years ahead. In particular, the single wing member passing beneath the cabin floor, a cabin cross-section that permitted stand-up headroom and a simple reliable airframe with high structural integrity to keep maintenance costs to a minimum were popular attributes.

A steady stream of improvements were introduced during the 1960s on the Series 1-400 to further increase the aircraft’s attractiveness to potential operators. These included integral steps on the entrance door, flight deck improvements, flush aerials to improve external appearance and the gradual lift in engine performance to extend the range. Many of these changes were inspired by customers across the Atlantic in the steadily growing North American market. Aircraft for customers in that area we. re flown across the Atlantic with green primer finish and they were then painted and furnished to comply with the customers requirements.

In these early days two interesting Series 1 B aircraft were purchased by Qantas for crew training purposes. These 125s registered VH-ECE and VH-ECF were fitted with Boeing layouts in the cockpits and were built specially for Qantas during 1965. Both aircraft were subsequently modified in Australia to Series 3B standard. One of them, VE-ECF was sold abroad during November 1972 to McAlpine Ltd and became G-BAXL. The remaining aircraft VH-ECE continued to fly with Qantas and by 1980 had accumulated 13,000 hours flying time and 50. 000 landings, more than any other 125 in service. Following that milestone, clearance was obtained for operation up to 70. 000 landings and VH-ECE continued in Qantas service until withdrawn from use in May 1981. By then the final tally was 13,926 hours and 53,882 landings, impressive statistics (particularly the latter one) which certainly confirm the durability of the aircraft.

The Series 600 introduced during 1971 had a fuselage stretch of two feet to enable passenger capacity to be increased from 6 8 to 8/10. The onset of the oil crisis coupled with environmental complaints provided a further stimulus to improve the type. This led to the extremely popular Series 700 powered by the Garrett TFE731-3 turbofan. The benefits from the re-engining were quite substantial with the range being increased by approximately 50% for the same fuel capacity. In addition, the external noise level was reduced to comply with internationally accepted levels. Earlier 125 operators have been offered the opportunity by BAe to have their aircraft re-engined to obtain these benefits and by the end of 1984 nearly 90 of these retrofits had been carried out by BAe at Chester or by Garrett Air Research in the U. S. A.

British Aerospace’s constant striving to improve the product is reflected in the newest version, the 125-800. Drawing on their involvement in airliner development and including much modern technology, the 125-800 can claim to be an airliner in miniature. The attractively appointed cabin which has five inches more width at shoulder height and one inch more height than the Series 700 provides comfort and speed comparable with contemporary airliners. Using experience gained from 146 and Airbus wing design, BAe had designed a new wing with an advanced aerodynamic profile which improves performance and increases fuel capacity. The high aspect ratio improves performance without sacrificing low-speed capability.

The rear fuselage has been reshaped to reduce drag and provide more fuel capacity in a ventral tank. Other changes include sequenced nosewheel doors and increased fin area including a suppressed HF aerial. The span compared with the Series 700 aircraft has been increased by 4′ 6″ to 51′ 5″ with a wing area increased to 374 sq ft and an aspect ratio increase from 6. 26 to 7. 09. The wing changes have been considerable and BAe has totally redesigned the outer 1o· using modern manufacturing techniques coupled with a most advanced aerofoil section and the inner wing has been redesigned for additional strength. The more powerful Garrett TFE731-5 used in the Series 800 has several advances over the TFE731-3 installed in the Series 700. Take-off power has been increased by 600 lb s. 1. to 4,300 lb s. 1. for an increase in engine weight of 80 lb. Improved materials have been used in the new and larger fan and by-pass ratio is up from 2. 6:1 to 3. 48:1.

Numerous benefits arise from the use of acrylic in the new curved front windshields. Apart from the increase in windscreen area, windscreen wipers are unnecessary as rain droplets run off the surface of this material. The central spine between the two main windows has an electrically powered air-blowing system to clear the windscreens prior to taxying. Aerodynamic noise on the flight deck has been reduced and drag has decreased by 3. 5% over the 125-700 because of the new profile. The cockpit also gains from an extra three inches in internal length which provides more space to enhance crew comfort during the longer flights the Series 800 is capable of carrying out.

On the performance side the maximum speed has been increased to Mach 0. 8 from Mach 0. 78, the maximum cruise speed to 463 kt indicated from 435 kt and the maximum altitude from 41,000 ft to 43,000 ft. Fuel capacity is up from 9. 450 lb to 10. 000 lb (1,250 Imperial gallons), gross weight from 25,500 lb to 27. 400 lb and maximum payload from 1,900 lb to 2. 400 lb. This gives the 125-800 exceptionally good range characteristics. It can carry six passengers with luggage or a 1,200 lb payload at long-range cruise at Mach 0. 7 over a 3,000 nm range. If the high-speed cruise of Mach 0. 8 was employed a similar payload could be carried over 1,900 nm.

In Australia, the 125 has been in service for 20 years and has been used by a variety of operators over that period including the DCA (now DofA), Qantas and more recently the Queensland Government. When aircraft number 601 is delivered to Carlton and United Breweries in November another aircraft that will become a familiar sight across Australia tor many years will further embellish the reputation of this fine aircraft in our region.

During my visit I had the pleasure of having a chat with the distinguished retired Chief Test Pilot John Cunningham. who for so many years was closely identified with the aircraft of de Havilland and Hawker Siddeley. I asked him what he thought of the 125 and he made the following observations.

“The 125 made its first flight in the same year as the Tridetlt (profiled in our September issue). I did the initial flying on the Trident and I decided a year or so before that I would not be able to concentrate on the two aircraft as the Trident would be a demanding and fairly high pressure programme. Chris Capper who was the Chief Pilot at Chester was the man I chose to do the initial development work on the 125. It was not until two or three years later that I could take some time off from the Trident and become involved with the 125.

The 125 was a very well developed and reliable aircraft that I enjoyed flying to many parts of the world. We went to the U. S. A and South America on demonstrations and returned to Hatfield after three weeks with no qualms, upsets or worries. It was superbly equipped and the later version, which had a very long range, still retained the ability to go in and out of small grass strips or airfields and yet fly long distances with all the modern aids and equipment to enable us to fly in great comfort. It has had enormous use in the U. S. A. and its general reliability has been quite outstanding. It has set a standard which people have enjoyed. The aircraft has been very well supported also by product support, the organisation which despatches any spare parts anywhere in the world at 24 hours notice so that if anything did let you down, you could get a spare or replacement extremely quickly. With its uprating and the development of the engines with which it is now fitted it looks to have a long time of useful work ahead of it. ”

The series 800 is an extremely well appointed comfortable aircraft. It combines sophistication with simplicity of handling and maintenance. The cockpit employs the most modern second-generation EFIS system with five cathode ray tubes jointly developed by British Aerospace with Collins. The crew benefit from a combination of state-of-the-art technology and improved comfort whilst the passengers enjoy a standard of accommodation of a very high order. As at the time of writing the number of 125s sold stood at 614 aircraft. Significantly over 350 of these had been sold in the fiercely competitive North American market. The sales breakdown by the principal model is: Series 1-400 286. Series 600 72, Series 700 215 and the Series 800 to date 41.

Given British Aerospace’s continuous commitment to maintaining their market leadership there seems no doubt that this most desirable, reliable and rugged aircraft will be in production and use for many years to come.