Hawker 850XP to Hawaii?
03-29-2009, 07:58 AM
#11
Gets Weekends Off
Joined APC: Apr 2007
Position: F/O- G-V/550
Posts: 1,163
A mechanical issue at FL410, the QRH says to descend to a lower altitude, now you're s.o.l or maybe you start deviating around t-storms in the middle of the pacific.
taking a Hawker to Hawaii, not a good idea. You'll be a test pilot if something goes wrong
03-29-2009, 10:35 PM
#12
Gets Weekends Off
Joined APC: Jan 2008
Position: 320 F.O.
Posts: 1,386
I have a friend who operates a 800XP with AP winglets and his opinion is that other then when the winter winds are at there peak he has no wet foot print with MRY-PHOG which he does quite often. He also said the 850XP is a better long haul aircraft and should have even less of a problem with it. He said to make sure to get a good flight planning company ie universal, global data, etc. to do your flight planning.
03-29-2009, 11:00 PM
#13
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Joined APC: May 2008
Position: Gulfstream 4SP & 5
Posts: 116
Hawker Performance
Making a transcon east to west is doable with adverage winds less than 65 Knots. If your coming out of the NY area and you get held down in the lower altitudes for a while your chances get a lot smaller. Coming back east you will land with a comfortable 2000-2500 lbs reserve. Making it to hawaii is a different story. Theres alot of water out there and if you have a problem causing you to descend to 10-12000 ft. your going to get wet. The winglets give you about an extra 200nm and they say you can go straight to Fl390. Hope it works out goodluck.
03-31-2009, 09:00 AM
#15
Line Holder
Joined APC: Feb 2006
Position: TJ Capt
Posts: 33
C-680
C680 pilots, please chime in.
CC
03-31-2009, 08:30 PM
#16
On Reserve
Thread Starter
Joined APC: Dec 2008
Posts: 14
I really wouldn't want to do the flight but wanted to see what some of you thought. My flying would be mainland mostly. We all know how that goes though when the boss hears from the factory that it will make it they get all happy and start planning. It looks like we may be going the 850 way and not so interested in the 800xp with the winglets. There seems to be a better value there. The 680 would be a better option to me but way more money and no chance of a trade on a Premier. The 680's performance is much better and double club seating in the back is great.
04-01-2009, 07:10 PM
#17
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Joined APC: Apr 2006
Position: Sofa Stress Tester
Posts: 614
Have you considered a G150? My company takes them to HI all the time. And there reasonably economical too. It's cabin is slightly narrower than a Hawker, but has 5 sqft more baggage, and can easily cruise at .80M.
04-01-2009, 09:17 PM
#18
Nice lookin' tree, there!
Joined APC: Sep 2006
Position: Tool-Box, old man
Posts: 2,205
a little heads up
If you do it, make sure that you're burning Jet A1 as opposed to Jet A. Twice last week, with nominal wind components, we had to drop down to FL320-330 because the temp at FL380-370 was about -62 outside and the fuel began to gel. We burned a boat load more gas than planned.
fbh
fbh
04-06-2009, 12:34 PM
#19
Gets Weekends Off
Joined APC: Dec 2005
Position: Company Pilot
Posts: 110
Are you a C680 Sovereign operator? I looked at this aircraft for MRY-HNL (2087 nm) and it could make it with average winds, but as others have said, with a loss of cabin pressure, your options dwindle. Also, if you carry 8 pax and a ton of bags, you will not have max range (2750 nm?). If there are any CS or NJA
C680 pilots, please chime in.
CC
C680 pilots, please chime in.
CC
04-20-2009, 07:35 AM
#20
New Hire
Joined APC: Aug 2008
Position: Chief Pilot
Posts: 9
We were the 8th 800XP to add the API winglets, and have found them to be the best investment we ever made. We routinely climb to 390 nonstop in 22min avg at gross weight, and have yet to have to land for a fuel stop. Unless the winds are really terrible, either coast to coast is doable. Before getting them, I spoke to the operator of the first 800XP with API winglets, and he routinely made west coast to Hawaii with no sweat. The boss won't chance it, though I've been anxious to try it.
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