HS 125-700A N241FB, photographed in 2011. · Photo: Tomás Del Coro via Wikimedia Commons, CC BY-SA 2.0
Hawker Siddeley / BAe · Midsize Jet
HS 125-700 (Hawker 700)
Fourth major 125 version: the first with fan engines, bridging the turbojet 600 and the Hawker 800.
The Hawker 700 offers the largest cabin in its group at a very low price, but it is slow, needs long runways and carries the inspection bills of a 40-year-old jet. Buy only an example with strong engines and fresh major inspections.
Buy it if
You want an eight-seat cabin with an enclosed lavatory for US trips under about 1,900 nm, you have experienced pilots, and you can budget for big calendar inspections on top of the purchase price.
Skip it if
You need short-runway access, faster cruise, nonstop coast-to-coast range, or predictable maintenance spending. A single major inspection can cost as much as the aircraft is worth.
Biggest compromise
The airframe and engines cost what a jet costs, while the aircraft is valued like a project. A 12-year structural inspection near $400,000 or a $250,000 engine overhaul can wipe out the low purchase price, so engine status and inspection history decide whether a 700 is a bargain or a liability.
The numbers that matter
Purchase price
$400K–$642K
guide value (AircraftCostCalculator and PlanePhD)
What it costs per year
$1.82M
at 300 hrs · two professional pilots
How far it flies
2,170 nm
1,800–1,950 nm with passengers
How fast
430 kt
high-speed cruise
Seats
8
8 typical (certified for up to 15)
Pilots needed
2
Always certified for two pilots; there is no single-pilot option.
Price
What one costs to buy
Guide value
$400K–$642K
Other sites
Priced vs call
with a price / call for price
Only one of six aircraft on the market shows a price, $450,000. Published value estimates run about $400,000–$642,000, depending on engines and inspections.
Price vs its family and alternatives
Scroll to explore · select a jet for details
HS 125-700 (Hawker 700) · This aircraft
$400K–$642K guide
Guide value, not a listed asking price.
The least expensive here; next up is the HS-125-400.
For sale now
None listed right now
Cost to own
What it costs per year to run
300hours / year
Per year
Per flight hour
Estimate — your operator will quote actual numbers.
Fuel, maintenance and engine reserves and staff technician, upgrades and office rise as you fly more. Two pilots, recurrent pilot training, hangar and office, hull and liability insurance and maintenance tracking, databases and services stay the same however much you fly.
Where the money goes
- Two pilots$345,05019%
- Recurrent pilot training$53,8573%
- Hangar and office$57,8223%
- Hull and liability insurance$35,9192%
- Maintenance tracking, databases and services$96,8345%
- Fuel$597,46533%
- Maintenance and engine reserves$512,70028%
- Staff technician, upgrades and office$122,7347%
Fuel is the biggest single cost at 33% of the total.
The JetGrade
68 out of 100 — Below its class average
Peer group: Citation III (650), Learjet 55, Westwind II (1124A), Sabreliner 65
Seven categories at a glance
- - - 70 = typical— This aircraft
Strongest on cabin & passenger comfort, weakest on reliability & support.
Grades are editorial opinions about the model, not any specific aircraft. Sponsors and affiliates have no input. Reviewed 2026-10-28.
Where it flies
Sample trips and reach
Typical trips on a map
Nonstop
Depends on weight or weather
Fuel stop likely
Out of reach
5 of 8 sample trips are comfortable nonstops.
Sample flight times
- 1.0 hr
Carlsbad → Las Vegas
205 nm · Short hop; light fuel suits Carlsbad's runway
- 2.0 hr
Carlsbad → Aspen
625 nm · Hot-and-high; depends on weight and weather
- 2.4 hr
Santa Ana → San José del Cabo
765 nm · John Wayne's short runway limits takeoff weight
- 2.7 hr
Teterboro → West Palm Beach
900 nm
- 3.4 hr
Dallas → Teterboro
1,190 nm
- 3.9 hr
Teterboro → San Juan
1,410 nm · Over water; plan alternates with care
- 5.8 hr
Carlsbad → Teterboro
2,100 nm · Needs one stop, typically mid-continent
Los Angeles → Honolulu
2,215 nm · Beyond range, with no stop possible en route
Lineage
What came before and after
1977–1984
Hawker 700
First fan-engined 125; much longer range on the same fuel.
What changed from the HS 125-600
- Garrett TFE731-3 turbofans replaced Rolls-Royce Viper turbojets, cutting fuel burn sharply.
- About 50% more range on the same fuel, reaching roughly 2,170 nm.
- Reshaped rear fuselage to cut drag, a larger fin and new nosewheel doors.
- Ventral and dorsal tanks bring total fuel to about 1,418 US gallons.
- Much quieter; the fan engines meet today's Stage 3 noise rules.
Size and cabin
How big it is, inside and out
Outside
Silhouette · scaled to length
Length
Wingspan
Height
Inside the cabin
Cabin length
Width
Height
Compare
How it stacks up
This aircraft
HS 125-700 (Hawker 700)
- JetGrade
- 68
- Price
- $400K–$642K guide
- Cost per year
- $1.82M
- Range
- 2,170 nm
- Speed
- 430 kt
- Seats
- 8
- Cabin length
- 21′ 4″
- Pilots
- 2
- Years built
- 1977–1984
← Before
- JetGrade
- 43
- Cost per year
- $1.34M
- Range
- 1,650 nm
- Speed
- 454 kt
- Seats
- 8
- Cabin length
- 21′ 4″
- Pilots
- 2
- Years built
- 1971–1977
After →
- JetGrade
- 74
- Price
- $1.27M
- Cost per year
- $1.65M
- Range
- 2,555 nm
- Speed
- 442 kt
- Seats
- 8
- Cabin length
- 21′ 4″
- Pilots
- 2
- Years built
- 1984–1995
Alternative
- JetGrade
- Not yet graded
- Range
- 1,900 nm
- Speed
- 450 kt
- Seats
- 8
- Years built
- 1983–1992
Alternative
- JetGrade
- 65
- Price
- $649K
- Cost per year
- $1.93M
- Range
- 2,244 nm
- Speed
- 458 kt
- Seats
- 7
- Cabin length
- 13′ 7″
- Pilots
- 2
- Years built
- 1981–1986
- Hawker 800 (800A / 800B) instead: Same cabin with a longer wing, more fuel, stronger TFE731-5R engines and glass instruments; more range and climb for a higher price.
- Citation III (650) instead: About 40 kt faster with a shorter takeoff run and broad Citation support, but a narrower, shorter cabin.
- Learjet 55 instead: Faster and certified to fly higher with similar range, in a smaller cabin; a fit when speed matters more than space.
Gold marks the best figure in each row.
Owning one
What to know before you buy
Engines & inspections
2 × Honeywell (Garrett) TFE731-3R-1H · 3,700 lbf each
Engine hours until overhaul
- Engine midlife inspection · 1,400 hr
- Engine overhaul · 4,200 hr
- 12-month E check every 12 months
- 24-month F check every 24 months
- 48-month G inspection every 48 months
- 12-year structural inspection every 144 months
- Landing gear overhaul every 144 months
Engines on a pay-per-hour program hold most of the aircraft's value; confirm coverage level, transfer fees and any buy-in before purchase.
Known issues
Airframe corrosion
Wing skin fasteners, the center wheel well and control cables corrode on poorly kept aircraft; wing repairs are costly and can cause fuel leaks.
Heavy calendar inspections
The 48-month and 12-year structural inspections and 12-year gear overhaul can each cost a large share of the aircraft's value.
Stall test after maintenance
In January 2026 the NTSB urged training and experience standards for crews flying the stall check after heavy Hawker maintenance.
Pre-buy checklist
0 of 10 checked
Textron Aviation holds the type certificate and still sells Hawker 700 parts. TFE731 engine shops are widespread, and specialist Hawker shops such as Duncan, Elliott and Clay Lacy handle airframe inspections.
Review
The full review
Strengths
- Cabin about 21 ft long, 6 ft wide and 5 ft 9 in tall, larger than the Citation III or Learjet 55.
- Fully enclosed aft lavatory and an in-cabin baggage area you can reach during flight.
- Carries about 1,350 lb with full fuel, so four passengers and bags rarely limit range.
Limitations
- Cruises at about 420–430 kt, roughly 40 kt slower than the Citation III or Learjet 55.
- Needs about 5,800–6,000 ft of runway at maximum weight, limiting short and hot-and-high airports.
- Major inspections, such as a 12-year structural check near $400,000, can exceed the aircraft's value.
The Hawker 700 is the 1970s British business jet that turned the de Havilland-designed 125 into a modern midsize. It kept the 600's long cabin and swapped thirsty turbojets for Garrett TFE731 turbofans, which added about half again as much range on the same fuel. About 215 were built between 1977 and 1984, and the same fuselage and wing carried straight into the Hawker 800 that followed.
Pilot's take
The 700 flies like a heavy, honest airplane. It is stable on approach, the controls are firm, and the cockpit is roomy by midsize standards. It is not quick, and the long takeoff roll at high weights means runway planning matters more than in a Citation or Learjet. Crews used to modern glass need time with the original analog panels unless the aircraft has been upgraded. We would insist on a crew trained in the type's stall behavior and on a qualified test pilot for any stall check after heavy maintenance.
Who this is for
Experienced owners or operators who want an eight-seat midsize cabin for regional and mid-continent trips, have long-runway home airports, and can manage an older jet's inspections with a specialist shop.
Ask about this aircraft
Answers come only from our research file on the BAe / HS 125-700 (Hawker 700).
Your earlier questionsOwners
Private to verified ownersOwn a Hawker Siddeley / BAe HS 125-700 (Hawker 700)? Verify with its FAA registration to join the owners' thread and the real-cost poll.