Hawker 800xp Honeywell v. Proline21

[flyingduck]

Besides avionics are there any differences between the Hawker 800xp Honeywell and Hawker 800xp Proline 21? Thanks

 

[pilot error]

nope.

 

[jet2work]

nope.

Yep!

I don't remember all the differences, but there are some Limitation and Memory Items differences. Somewhere I have a couple of cheat sheets for the two airplanes I could dig up for you if you want.

IMHO the Collins Pro Line 21 was a great improvement to a wonderful old airplane.

Both aircraft flew the same, but SA in the Proline XP was about twice as good.

You do not need any formal training as far as the FAA is concerned to go from a Honeywell XP to a Collins XP (unlike Falcon EASY etc.), but you would be wise to have someone with Pro Line experience show you around the box.

If you are looking at purchasing a Collins XP vs a Honeywell XP, I would pay a realistic premium for the Collins equipped airplane. The safety enhancement that you get from the ProLine 21 and the convenience of datalink and performance planning through the FMS should not be underestimated. In good times you would pay more than $1M to upgrade an airplane to this capability. Also, some Proline 21 XP's (technically an XPi?) have chart servers installed. Originally a single server installation was over $300,000 on a new airplane. They also have LED Cabin lighting (power supplies and tubes in the older XP were a frequent failure item, and removing the headliner is a PITA).

The newer Collins XP also had the Airshow 4000, which was really nice for the pax. That may have been installed on some of the later Honeywell XP's, I don't know.

PM me if you need any addn'l info.

 

[pilot error]

Yep!

I don't remember all the differences, but there are some Limitation and Memory Items differences. Somewhere I have a couple of cheat sheets for the two airplanes I could dig up for you if you want.

ok, i'll rephrase that. nope, except for some limitation and memory items that are directly related to having different avionics.

 

[jet2work]

Thought of a few more minor things.

The Collins XP only had 2 Stall Channells for the SSU whereas the Honeywell had 3. On the overhead panel, the freq. meter for the alternators was removed. On the Collins XP you could use the APU while airborne (don't remember if you could on the Honeywell XP, I know you couldn't on the straight 800).

Our Collins XP had the LoPresti HID landing lights. For us they were an option, but installed by Raytheon. If you are familiar with the Hawker, you know how easy it is to melt the lens with the landing lights on high. You also know how poorly the taxi lights illuminated the taxiways. The HIDs definitely solve both problems, the only caveat is that you have to "warm them up" first. When you first turn them on they are bluish / purple. It takes them about minute to get to the proper temp. and color. You can then leave them on while taxiing around the ramp without any worry of melting the lens. You might however blind some line guys, so be courteous. I actually know of one corporate flight department that had them removed and went back to the old lights because they didn't like the purple color (I asked them if the ever let them warm up and they looked at me kind of puzzled, so I'm guessing no).

The only other thing that was different operationally was the availability of APU air. Having the ability to take off with the APU running to provide air and pressurization was a nice improvement.

 

[pilot error]

Thought of a few more minor things.

The Collins XP only had 2 Stall Channells for the SSU whereas the Honeywell had 3. On the overhead panel, the freq. meter for the alternators was removed. On the Collins XP you could use the APU while airborne (don't remember if you could on the Honeywell XP, I know you couldn't on the straight 800).

Our Collins XP had the LoPresti HID landing lights. For us they were an option, but installed by Raytheon. If you are familiar with the Hawker, you know how easy it is to melt the lens with the landing lights on high. You also know how poorly the taxi lights illuminated the taxiways. The HIDs definitely solve both problems, the only caveat is that you have to "warm them up" first. When you first turn them on they are bluish / purple. It takes them about minute to get to the proper temp. and color. You can then leave them on while taxiing around the ramp without any worry of melting the lens. You might however blind some line guys, so be courteous. I actually know of one corporate flight department that had them removed and went back to the old lights because they didn't like the purple color (I asked them if the ever let them warm up and they looked at me kind of puzzled, so I'm guessing no).

The only other thing that was different operationally was the availability of APU air. Having the ability to take off with the APU running to provide air and pressurization was a nice improvement.

you got me on the stall channels. now that i'm thinking about it, i think after the first whatever serial numbers the collins also did away with the standby inverter.

every honeywell xp i've been around you could use the apu airborne. most of the 800a models that i've flown had the turbomach apu and couldn't be used airborne, though i heard of some that had garrett that could.

 

[AV8R N8]

Anyone out there have the Proline 21 manual on pdf? or Flight Safety manual for the 800XP Proline 21? I currently fly the honeywell, but wanted to get some info for the proline.

 

[400A]

In the most recent versions they have also removed the standby inverter. Per the MEL, both are required for flight.

W have proline with dual IFIS, so we are certified paperless. We love ours.

While the feds do not require differences, some insurance companies do.

 

[400A]

Anyone out there have the Proline 21 manual on pdf? or Flight Safety manual for the 800XP Proline 21? I currently fly the honeywell, but wanted to get some info for the proline.

Most Avionics shops can get you a training CD.