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How to Buy a Hawker 800 Series (800XP / 850XP): Buyer's Guide
A rugged, comfortable stand-up midsize jet with a long track record. Engine program status and avionics often swing value more than model year.
Updated October 2026 · Market data from 14 live fyiAero listings, the FAA registry and NTSB records
Overview
The Hawker 800 series traces its lineage to the de Havilland DH.125 of the early 1960s, which became the Hawker Siddeley 125 and then the British Aerospace 125. The 125-800 arrived in the early 1980s. Raytheon bought the line in the 1990s and rebranded it the Hawker 800. It then refined the design into the 800XP, 850XP, 900XP and 750 before Hawker Beechcraft stopped production in the early 2010s. Textron Aviation now supports the fleet. The result is a mature, well-understood midsize jet with a big support network, a stand-up cabin, and a reputation for being built like a tank.
What you will actually find for sale is mostly 800XPs. fyiAero currently shows 14 aircraft listed: 12 Hawker 800XPs and 2 850XPs. Asking prices run from $2,195,000 to $2,995,000, with a median of $2,522,500. The listed model years span 2001 to 2005, and the median airframe time across listings is 5,419 hours. The FAA registry shows 325 of the family on the U.S. register, so you have real choices. You also have plenty of tired airplanes to sort through.
Most buyers come to the Hawker for the cabin. It is roomier than light jets and comparable midsizes, with a true walk-around aisle, an enclosed lavatory and genuine coast-to-coast-with-a-stop capability. The tradeoffs are fuel burn, an aging avionics suite on most 800XPs, and maintenance events that can each cost a meaningful fraction of the purchase price. Buy the logbooks and the engine program first. Buy the paint and leather second.
Who it's for. The Hawker 800XP and 850XP suit owners, flight departments and charter operators who regularly move six to eight passengers 1,500 to 2,000-plus miles and want a cabin people can stand and move around in. This is not an owner-flown step-up airplane in the usual sense. It requires a type rating, and it is certified for two pilots, so plan on a professional captain and first officer or a well-trained owner-captain with a qualified copilot. Insurers will want type-specific simulator training at initial and recurrent intervals, and they will look closely at each pilot's jet and turbine time. Low-time owner-pilots should expect to fly with a mentor or contract captain, at least initially. Budget for crew salaries or day rates, training, and scheduling. Those costs are as real as fuel.
Generations and variants
| Version | Years | What changed |
|---|---|---|
| DH/HS/BAe 125 early models (series 1 through 700) | 1962-1983 | These are the ancestors of the 800 series, with earlier turbojet and then turbofan engines and older systems. They are a separate market with much lower values and different support considerations from the 800XP. |
| BAe 125-800 / Hawker 800 | 1983-1995 | This model introduced the redesigned wing, curved windshield, larger fuel capacity and Garrett TFE731-5 engines. It is generally cheaper than an XP, and value depends heavily on engine program status, avionics updates and whether the engines have been upgraded. |
| Hawker 800XP | 1995-2005 | The XP brought higher-thrust TFE731-5BR engines, better hot-and-high and climb performance, and higher weights, typically paired with Collins Pro Line 4 avionics. It is the bulk of today's market, and later, lower-time, well-upgraded examples bring the strongest prices. |
| Hawker 850XP | 2006-2008 | The 850XP added factory blended winglets, Collins Pro Line 21 avionics and interior refinements. Fewer exist and fewer come to market, so expect a premium over comparable 800XPs. |
| Hawker 900XP and 750 | 2007-2013 | The 900XP added Honeywell TFE731-50R engines for longer range and better hot-and-high performance. The 750 traded the ventral fuel tank for a large baggage pod. These are newer and generally priced above the 800XP and 850XP, and they are shopped as a step up. |
What a Hawker 800 Series (800XP / 850XP) costs to buy
4 priced listings on fyiAero right now ask between $2,195,000 and $2,995,000, with a median of $2,522,500 and a median of 5,419 hours total time. Against fyiEstimate, 3 are priced below estimate, 0 within range and 1 above.
- Use the fyiAero numbers as your anchor. Asking prices run $2,195,000 to $2,995,000 with a $2,522,500 median, and listings here currently cover model years 2001 to 2005.
- Model year matters, but less than you think. Single listings on fyiAero show a 2001 asking $2,195,000 and a 2003 asking $2,595,000, while two 2005s average $2,722,500. Equipment and engine program status can easily outweigh a year or two.
- Airframe time on these jets is typically substantial. The median across fyiAero listings is 5,419 hours, and the two listings reported in the 5,000-plus hour band have a median ask of $2,522,500. High hours alone are not disqualifying on a Hawker, but the maintenance history behind those hours is everything.
- Engine program enrollment (Honeywell MSP or JSSI) is one of the biggest value drivers. An airplane with engines on a program in good standing can be worth far more than one with engines off program and approaching a major periodic or core zone inspection.
- Pin down where the airplane sits in its heavy inspection cycle, landing gear overhaul and APU status before negotiating. A jet coming due for a major calendar inspection should be priced accordingly, and the delta can run well into six figures.
- Check avionics mandate compliance: ADS-B Out, RVSM currency, TCAS version, and whether you need FANS/CPDLC and LPV for your routes. An 800XP that still needs these upgrades should trade at a clear discount.
Average asking price by model year
Pre-buy inspection checklist
Have a shop that knows the type do the pre-buy, and ask them to research every applicable AD and service bulletin. Pay particular attention to:
- Engine records, trend data and program status. The TFE731 engines drive value, so verify program enrollment and coverage terms, time and cycles to the next major periodic and core zone inspections, and any borescope findings.
- Wing structure and corrosion inspection. The one-piece wing runs under the fuselage. Have the shop inspect spar areas, lower skins, attach fittings and wheel wells for corrosion, especially on aircraft based in coastal or humid regions.
- Fuel system leaks, including wing and ventral tanks. Integral tank sealant ages and leaks are common on older Hawkers, and resealing is labor-intensive and costly.
- Wing leading-edge fluid ice protection system. The fluid-based anti-ice panels and pumps need to be functional and unclogged, and damaged or blocked panels are expensive to replace.
- Landing gear, brakes and overhaul status. Gear overhauls are calendar and cycle driven and costly, so confirm when the next one is due and inspect actuators, trunnions and brake wear.
- Thrust reversers, airbrakes and lift dump. These systems see heavy use on short runways and should be checked for proper operation, rigging, leaks and actuator condition.
- APU condition and program coverage. Many 800XPs carry an APU, and an off-program unit nearing overhaul or with a hot-section issue can be a nasty surprise.
- Windshields, pressurization and environmental system. Check heated windshields for delamination, arcing or heat faults, and run a pressurization and air-conditioning check at altitude during the demo flight.
- Avionics health and compliance. Pro Line 4 CRT displays and older components are aging and increasingly expensive to repair, so verify RVSM, ADS-B, TCAS and any FANS installation paperwork.
- Complete logbooks, damage history and AD/SB research. Have a Hawker-experienced shop research all applicable ADs and service bulletins, confirm compliance, and review any damage repairs for proper approved data.
Popular upgrades
- Avionics retrofit (Pro Line 21 or Garmin G5000). Replacing the original Pro Line 4 removes obsolescence risk and often bundles in WAAS/LPV, ADS-B and modern displays. It is a large investment but strongly supports resale.
- Aftermarket blended winglets on the 800XP. Winglets improve climb, fuel burn and range and give the 800XP an 850XP look. They typically add value, though not always dollar-for-dollar.
- FANS/CPDLC and datalink equipment. This matters for oceanic and some high-altitude routes. Airplanes already equipped are more marketable to international operators.
- Cabin connectivity. Air-to-ground or satellite Wi-Fi is increasingly expected by charter and corporate users, and its absence can lengthen time on market.
- Interior and paint refurbishment. Fresh interiors and paint help a sale but rarely recover their full cost. Buyers should pay for condition, not just new leather.
Ownership costs
fyiAero's operating cost estimate puts the variable cost at about $2,046 per flight hour. An annual budget of roughly $899,648 assumes 246 hours, built around a 447-knot cruise and 2,590 nm range, for about $4.58 per nautical mile. The same estimate pegs the average pre-owned value near $2,146,852. Variable cost covers fuel, maintenance reserves, and engine and APU program rates. Fixed costs cover crew, hangar, insurance, training, subscriptions and management, and on a two-pilot jet these add up quickly. The biggest swing factors are engine program status, upcoming heavy inspections and gear overhaul, and whether the avionics still need mandated upgrades. Any one of these can rival a year of fuel. Before you buy, get a written maintenance forecast for the next 24 to 36 months.
Safety record
NTSB records show no accidents, no fatal accidents and no destroyed aircraft in the last 10 years for this family. Against a U.S. fleet of 325 registered aircraft, that works out to 0.0 accidents per 1,000 aircraft. That is an excellent record. It also partly reflects the type's typical operation by trained two-pilot crews under structured programs. It does not mean the airplane is immune to the risks common to midsize jets. Watch for runway excursions on wet or contaminated runways, unstabilized approaches, and fatigue on long duty days. Icing operations demand proper use and servicing of the fluid ice protection system. Insist on recurrent simulator training, standard operating procedures and realistic runway performance planning, and the Hawker rewards you with a predictable, forgiving airplane.
Alternatives to consider
- Cessna Citation Excel / XLS. It offers lower operating costs and strong shorter-field performance, plus a stand-up cabin, but the cabin is shorter and narrower and range is less than a Hawker 800XP.
- Learjet 60 / 60XR. It is faster and climbs well, but the cabin is narrower and lower, and some buyers have support and parts concerns since production ended.
- Cessna Citation Sovereign. It has newer avionics, excellent field performance and lower fuel burn, but it is typically priced higher and the cabin is slightly narrower than the Hawker's.
- Gulfstream G150 / Astra SPX. It is faster with good range, but the cabin is narrower, the fleet is smaller and the support network is less extensive.
- Hawker 900XP. It has the same cabin with more range, newer engines and better hot-and-high performance, but you pay a meaningful premium for a later airframe.
Frequently asked questions
How much does a Hawker 800XP cost?
On fyiAero, current asking prices for the 800XP and 850XP run from $2,195,000 to $2,995,000, with a median of $2,522,500. Engine program status, avionics and upcoming inspections drive where an airplane falls in that range.
What is the difference between the Hawker 800XP and 850XP?
The 850XP added factory blended winglets, Collins Pro Line 21 avionics and interior refinements to the 800XP platform. It is scarcer, with only 2 of the 14 aircraft currently listed on fyiAero, and usually brings a premium.
Can a Hawker 800XP be flown single-pilot?
No. The type is certified for a two-pilot crew and requires a type rating, so plan on a captain and first officer, and expect insurers to require simulator-based training.
What does it cost per hour to operate a Hawker 800XP?
fyiAero's operating estimate puts variable cost at about $2,046 per flight hour, with an annual budget of roughly $899,648 at 246 hours. Crew and other fixed costs make up a large share of that total.
How many hours do Hawker 800XPs on the market typically have?
The median airframe time across current fyiAero listings is 5,419 hours. Thorough maintenance records and program enrollment matter more than the raw number on this type.
Is the Hawker 800 series a safe airplane?
NTSB records show zero accidents in the last 10 years across the 325 U.S.-registered aircraft in the family. Good training, solid SOPs and careful runway planning keep it that way.
Hawker 800 Series (800XP / 850XP) for sale
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Prices, fleet and safety figures update automatically from fyiAero listings, the FAA aircraft registry and NTSB data. The editorial was written by fyiAero with AI assistance from that data and general type knowledge. It is not a substitute for a pre-buy inspection, title search or professional advice.
