Beech Jet 400

Exemplary overview of operational costs per year. Beechjet 400A 200 hour per year Beechjet 400A Personal Jet has a combined global operational spend of approximately $671,201 or $1,027,842 for 400 hour per year. Beechjet 400A's top velocity is 539 mbph, but at lower climbing, traveling and descent rates it is more likely to reach an average of 431 mbph, which corresponds to an avarage price per kilometer of about $7.78 at 200 hrs per year.

By flying 400 hrs per year, you can distribute the entire overhead charge over more flying time, which will reduce your per milage charge to $5.96. What does it take to buy a Beechcraft Corp.? Bechjet 400A? Check out our Jet Management Model Suggestion to see how much you can economize.

Beechcraft Beechjet 400A | Business Jet Travelers

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Bechjet 400A

Operating the approximately 600 Beechjet 400As and Hawker 400XPs in operation, they say that the 400A/400XP is one of the most maneuverable, convenient and economical lightweight jet ever made, a testament to the painstaking engineering work Mitsubishi Heavy Industries (MHI) did in the early 1970s to develop its forerunner, the Diamond I. They also say that the 400A/400XP has its flaws, particularly its high rolling controls and slow trajectory power.

Nextant Aerospace has more than 100 orders for its 3,030 pound Williams FJ44-3AP 400XT/XTi propelled 400XT. Owners also say that it is quick for a lightweight jet and has a good run in turbulent conditions due to its relatively high surface-load. Prospective clients said they wanted a better blend of cab interior comforts, cruising speeds and engine fuels than the Citation 500 and Learjet 20/30 airplanes developed a decade before.

With the help of the latest computer-aided engineering techniques and CFD (Computational fluid dynamics) techniques, they designed a 241 -square-meter hypercritical blade - one of the first in the sector - that would allow the plane to cross at Mach 0.73 to 0.76 effectively, while removing ballast from the canopy.

The Hawker Beechcraft Services Hawker 400 and Hawker 400 and Hawker FJ44-4, certificated in 2015 and featuring the 3,200 pound Williams thrust and fitted with a winglet, will be able to carry four 1,950 nm travellers. Loan: Textron AviationThe resulting Diamond I aircraft model of the early 1970' had a broader and higher cab than other lightweight aircraft in service at the time, and could cross at 425 knots in medium-weight.

In contrast to most other lightweight aircraft of the period, it had a shallow bottom and plenty of space for feet. When MHI met all new standards and received accreditation in November 1981, the Diamond I's overall mass had risen to 900 pounds, its take-off, landing, climbing and mileage suffering, and its load capacity declining.

The -5 also had the lower bias rate among the versions of the YT15D and generated the most fuss, while the 1985 Diamond II, a much more powerful plane than its forerunner, made it possible. The Beechjet 400A/Hawker 400XP is a powerful contender for conversion due to its fast, supercritical blade and 45,000-foot max operational height.

Loan: Textron AviationtBattle tired, MHI was building less than a dozen Diamond IIs. Luckily, Beech Aircraft Corp. has long wanted a lightweight jet to call its own, one that offers a leap up from its King Air turbo-prop line. At the beginning of 1986 Wichita purchased the Diamond I and II programmes from MHI, changed their name to Beechjet 400 and established its own manufacturing line at Beech Field in Wichita.

The beech immediately began to sharpen its new piece of jewellery in its raw state. Heritage of MHI, the 400 model's cover was restricted to 41.000 feet, its reach was too brief and its weight too low. Beech, however, designed a follow-up that eliminated many of the deficiencies of the 400s.

This resulted in the Beechjet 400A from 1990, an airplane with better passenger compartment utilisation, more cabins and more powerful electronics as well as a 4,000-foot cruise height, greater reach and higher operational mass. It was at this time that the Hawker 400XP was named and equipped with a Hawker 400XP steam circuit climate control system, additional interiors, complete with TCS II, BPWS and Dual-FMS.

400XP, with s.n. RK-0354 to RK-0604, was constructed from 2003 to 2010. Finally, 180 T-1A planes were supplied to the U.S. Air Force and another 13 to Japan. Managers say cabins are what give this plane lasting value. They are relatively small by-pass ratios, turbo fans with a low overall compression ratios, which are taken out of service when the FL 300 is climbed through and are much thirtier than more advanced engines in the 3,000 to 4,000 pound thrust range.

Humans who are flying the 400A/400XP are also worried about their ageing Pro Line 4 aviation package. The Nextant Aerospace and Textron's Hawker Beechcraft Service Units believe that 400A/400XP planes will have a second life when equipped with new technologies from the Williams International FJ44 engines, among them modification such as low -profile screen electronics and new interior spaces.

The question we asked was whether they preferred to keep their planes in their natural state or whether they considered modernization a cost-effective option for extending their useful life. In the USA, most 400 series planes are licensed by individual airlines, which make up the bulk of the population. Travel Management Co. and Flight Options are the biggest carriers.

Nettjets Europe has sold its Hawker 400XP family. Brazil has the third highest number, but a large proportion of these planes are for sales when airlines switch to newer planes such as the Embraer Phenom 300. Saudia Private Aviation is the Middle East's biggest carrier with six 400XPs, but all of its five-year-old low-time planes are for purchase.

Remaining aircrafts are spread over Asia, Australia and America as well as Europe, the Middle East and Africa. USAF has 178 Beechjet 400T T-1A Jayhawks, which can also be retrofitted with FJ44 turbo fans, significantly prolonging their life. It would be much cheaper to upgrade these planes than to replace them with new lightweight planes.

Loan: Textron AviationMost Corporates operates its planes no more than 300 to 400 hours per year. Charters and fractionated carriers are on aggregate nearer to 800 to 900 hours per year or more. Classical 400A/400XP plane deployments are 1. The majority of pilot of JT15D-5/-5R-powered airplanes say that they have it convenient to use the jet for 3+00 hours.

Beechcraft said for our 2010 Purchasing Planning Handbook that the plane could carry four 1,351 nm spacecraft that would cross at Mach 0.71 to 0.73 and end up with 100 nm NBAA IFR stock. According to the operator, the average consumption of JT15D-5 powered aeroplanes in the first hours is 1,500 pounds. In the second lesson the rate of delivery decreases to 1,100 to 1,200 lb per lesson, dependent on airplane mass, height and travel time.

The next 400XT operator will be reporting far more scarce flow of fuels. In the first hours, propellant consumption averages 1,200 pounds, mainly due to the aircraft's capacity to quickly cross over FL 300 and cross at Mach 0.75 to 0.78 at FL 430 to FL 450. In the second half of the journey, consumption is reduced to between 850 and 900 lb/h for high-speed journeys.

Decelerate it to Mach 0. 73 to expand the area and the petrol rate will drop to 750 to 875 lb/h. dependent on aircraft mass and cruising level. The majority of 400A/400XP servers are reporting base operational densities in the 11,000 to 11,100 lb region, compared to the 10,985-lb. BOW Hawker Beechcraft announced for our May 2010 Purchasing Planning Guide.

The Nextant 400XT operator reports similar 11,000 to 11,100 pounds of bow, although the Nextant says average bow is 10,600 pounds. For the 400XT and 10,800 pounds. For the 400XT power generator, the 400XTi power-generator. While Hawker Beechcraft Services estimated that BOW will be 10,900 pounds for its forthcoming 400XPr, no manufacturing jet has yet left the workshop to check this requirement.

Loan: Textron AviationThus, the traditional tank filling - the useful capacity for all three aircraft during normal service is under 500 to 600 lb. But in daily service the mean passengers capacity is three persons, say the operator. Every extra traveller on board the 400A/400XP will reduce the cruising distance by approximately 80 miles and 110 miles on board the 400XT.

In other words, 400A/400XP model airplanes can carry six people around 1,100 nm, while the 400XT can carry them around more than 1,500 nm. According to Brian Howell, Hawker Beechcraft Services VP of Corporate Client Services, the 400XPr should perform at or above the 400XT. 400A/400XP jet owners are generally pleased with the jets' abilities, but not thrilled.

You like their gentle turbulent cruising, their rather rampy character and their relatively high cruising speeds in comparison to other lightweight jetliners, as well as their comfortable cockpits and cabins and easy handling set-up. Humans flying the 400XT have a clearer perspective. Power from high, hard and high airports is slightly better than the real one.

At the departure of a 5,000 foot high aerodrome at the MTOW with 10 degrees liftgates, the OAT for 400A/400XP planes is 21C. On 400XT planes, the OAT for these requirements is 25C per year. On the other hand, Hawker Beechcraft Services is projecting a 39C OAT for its 400XPr when it leaves a 5,000-foot MTOW with 10 -degree shutters.

Owners of all three types are not afraid to discuss the aircraft's defects. Nextant and Hawker Beechcraft both provide Rockwell Collins Pro Line 21 retrofit options for aviation electronics. It is difficult to be slippery when decelerating the aeroplane with the wheel slide protection system in use. The brake effect seems to be less problematic for 400XT users, although the FJ44-3AP turboprop fans do not have reverse thrusters.

Fuelling the plane is awkward as there are three fill openings, one in each of the wings and one in the upper right side of the body to fill the eight and abdominal shells. Beech investigated the viability of the installation of a single-point pressurized fuelling connection similar to the system on board the 400T Jayhawk a few years ago, but never finished the 400A/400XP series.

Today's lightweight airplanes have 45 to 71-foot copper luggage holds. Even the owners do not like the rear toilets which are maintained in-house. A lot of people said that the plane needs an external system for collecting and handling garbage. Airframe owners say that fundamental load cells, such as metalwork, cladding, door panels and foils, are doing well. MHI' s MAC510 Super Critical Blade allows the airplane to fly at Mach 0.73 efficiency.

This plane can fly as high as Mach 0. 78, his Mmo red line. JT15D-5 powered planes reduce cruising ranges by 6%. FJ44 powered helicopters loose 10+% reach at max cruising speeds. With 305 cu.-ft. passengers staterooms, the 400A/400XP/400XT offers an internal space that few other lighter jet planes of this class can match. In the first Beechjet 400 generations, cab space was wasted due to the right hand side escape position, an after market petrol filler that reduced the available cab length by several inches and a front washbasin opposite the entrance doors occupying premium properties in the cab.

The Garmin 400 -series 400 glider flying decks worth $425,000 include synthetics visibility, Doppler meteorology and a new auto-pilot, as well as ADS-B, CPDLC and RNP navigation capability. The 400XP was the last lightweight jet to be equipped with YT15D power plants when it went out of service in 2010.

FJ44-3 and -4 are good substitutes for the initial 400A/400XP engine types 15D-5/-5R. Nextant Aerospace was the first company to receive an upgrade kit for FJ44-3AP 3,050 pound thrust FTC in October 2011. The Nextant 400XT and newer 400XTi modifications program also includes completing large inspection, reconditioning or replacement of several life-long parts, installing Rockwell Collins Pro Line 21 electronics, new paints and interiors, and several other up-grades.

Nextant will have 50 modified versions by the end of 2014. 400XT carriers say, however, that Nextant's ability to succeed will impact their own supportive and educational capabilities. Technological assistance is good from plant agents and authorised servicing equipment, but some folks think they are given less importance than Flight Options, the biggest 400XT carrier currently and a Nextant affiliate.

Each 400XT aircraft at CAE operates at maximum capability due to the flight option requirements. The Beechjet 400A and Hawker 400XP have 305 cu.-ft. passengers staterooms with shallow bottoms and square elliptical cross-sections that offer more useful space for heads and shoulders than lightweight aircraft with round hulls and low corridors.

By mid-2015, Credit:Textron AviationHawker Beechcraft Services anticipates an upgrade between now and mid-2015 of the aircraft's FJ44-4A-32 engine with 3,200 pounds of thrust, which will convert the plane into a Hawker 400XPr. The 400 series all have 28 VDCs, instead of splitter buses in newer transportation categories.

Electric power is generally dependable, but owners say starter-generators rarely manage up to 1,000 planned overhauls without service. The next 400XT operator will also say that Enersys Hawker's 43 amp-hour rechargeable battery option is not as dependable as the 28 amp-hour rechargeable battery. To replace them, most of the passenger compartment must be removed.

The next 400XT operator also says that the cell's oil filter has been taken off as part of the power plant modernization programme, so any deposits from the tank must be enclosed by the engine's oil filter. Aeroplane owners using only recirculating engines for cab chilling say that the chilling capacity is anaemic.

It is unpleasantly hot for travellers during the summers until the plane reaches cruising level. Airplanes that are also equipped with steam recirculation engines ensure better air conditioning, but the air conditioning performance is not the same as that of newer lightweight jetliners. It is said that one- or two-day repair of MSG 3-compliant airplanes becomes one- or two-week repair of 400-series airplanes.

Servicing cost only increases with the age of the airplane. Nextant Aerospace, such as Flight Options, a Kenn Ricci's Directional Aviation Capital affiliate, is the first company to provide an FJ44 re-engineering suite for the Beechjet. Ricci's primary goal was to find a way to make the ageing Beechjet 400A and Hawker 400XP fleets of flight options younger and longer lasting.

The Nextant bundle therefore encompasses much more than just new power plants and new Rockwell Collins Pro Line 21 airframes; it also features a new wire loom, the conclusion of large service inspection work, and new paintwork and interiors. Nextant will have 50 XT/XTi planes ready by the end of 2014 and almost 30 of the 40 planes ordered have been handed back to the flying options family.

Travel Management Co. in October 2013 signed a contract to upgrade all 50 of its Hawker 400XP planes to the Nextant 400XTi version, increasing Nextant's overall order backlog to more than 100 vehicles. The next 400XT carriers are generally giving their planes good grades for climbing power, Pro Line 21 electronics, propellant economy and lower running costs.

"It is our aim to satisfy or surpass our customers' expectations," says Sean McGeough, Nextant Aerospace Group' president and chief executive officer. Working in close collaboration with Mark Huffstutler's Sierra Industries, Hawker Beechcraft Services anticipates that an Hawker 400XPr will have an available surface treatment center by the first or second quarters of 2015. Because Beechcraft holds the certification, technical specifications and tools even though the plane is no longer in operation, HBS thinks there is a better re-engineering option.

It is HBS's belief that the full OEM endorsement of the 400XPr, encompassing design and parts endorsement, will give it a distinct edge over Nextant. Approximately 400A/400XP owners say they are more optimistic that Textron Aviation will be able to help the plane in the long run than the old Beechcraft Corp. with its scarce funding available.

According to Penton's Aircraft Bluebook Price Digest, the Beechjet 400A's retail value ranges from about $500,000 for mid-1990 model aircraft to $1.3 million for 2003 model aircraft. One 2004 Hawker 400XP is commanding about $1. 5 million and asking for the last 2010 model is $2. 5 million or more.

First overhauled and overhauled Nextant 400XT plane in 2011 sells for about $4.2 million and the later 2013 400XTi plane sells for nearly $5 million. 400A/400XP carriers are planning to maintain their airplanes for a few more years and are likely to equip them with new power plants, aviation and passengers equipment.

They' re in no rush, though, because their planes have half-time thrusters. They will hold back to opt for the Nextant 400XTi or Hawker 400Xpr until they see HBS figures finally validated by early to mid 2015. Embraer Phenom 300 is the next rival of the modification on the second-hand commercial jet scene, offering approximately the same cruising distance, a longer cab and a bigger outside luggage area.

CJ4s planes go for $6. 7 million for 2010 model resellers on the U.S. dollar to more than $9 million for 2014 model. Learjet 40XR is another rival because of its cost, reach and cabins. However, its mass, take-off and landing power and propellant burn resulted in a drawback in comparison to a 400A/400XP powered airplane.

All in all, it is likely that up to one third of the 400A/400XP aircraft will be upgraded with Williams FJ44-3 or -4 turbo fans. Its drastically enhanced reach, velocity and refuelling efficiencies will ensure its appeal in the retail markets, allowing it to stay in commercial operation for another two or three years, not unlike the mid-size Falcon 20 jet powered by TFE731.

They will be added in the long run to the list of other decommissioned lightweight planes currently in production at 15D.