Hawker 800XP Charter from Miami
A Hawker 800XP charter Miami quote is usually the cheapest way to put eight people in a cabin they can stand up in. The rate band is $5,200–$6,400 an hour, the bottom of the midsize class, and the cabin measures 69 in high by 72 in wide across 21.3 ft of length.
The catch is age and variability. Current-generation deliveries began in 1995, so these are mature airframes whose interiors, avionics and equipment differ sharply between registrations. Buy the tail number, not the type. Here is what to check and what the aircraft does well out of South Florida.
Where a Hawker 800XP charter in Miami earns its keep
Standing headroom is the whole argument. At 69 in the data sheet calls this a stand-up cabin, and it is — though if you are taller than about five foot nine you will still duck slightly in the aisle. The difference from a super light jet is nonetheless real: passengers get up, walk to the lavatory and stretch on a three-hour leg without asking anyone to move their knees.
The second thing you buy is width. 72 in across a genuine double club, 8 in a double club, 9 on airframes with a belted lav seat, means eight adults can work facing each other with laptops out. Combined with 21.3 ft of length, this is a working cabin in a way nothing below the midsize class is, and it explains why the type persists on corporate trip sheets despite its age.
Third is range at a low price: 2,540 nm, which covers every domestic corridor South Florida cares about and most of the Caribbean with the seats full. The published class figure notes Miami to Los Angeles, Seattle, Bermuda, Panama City and Bogota non-stop — for this particular airframe, treat the northern and Caribbean end of that as the reliable part and check the fuel plan on anything longer.
What you are not buying is a new aircraft. See the midsize class page for how it compares with newer types in the same bracket before you decide the saving is worth it.
Hawker 800XP specifications
Two figures deserve a second look. The certified ceiling of 41,000 ft is lower than every other aircraft on this batch of pages, which occasionally means routing through weather that a higher-flying jet would top. And 49 cu ft of baggage is small for an aircraft with a 21.3 ft cabin — less than a super light Citation carries. Neither is a reason to avoid the type; both are reasons to plan the trip properly.
| Specification | Figure |
|---|---|
| Manufacturer | Hawker Beechcraft |
| Current generation, first delivery | 1995 |
| Typical passengers | 8 — 8 in a double club, 9 on airframes with a belted lav seat |
| Range, 4 passengers, IFR reserves | 2,540 nm |
| Typical high-speed cruise | 448 kts (Mach 0.77) |
| Certified ceiling | 41,000 ft |
| Cabin height | 69 in |
| Cabin width | 72 in |
| Cabin length | 21.3 ft |
| Stand-up cabin | Yes, at the aisle |
| Baggage volume | 49 cu ft |
| Lavatory | Enclosed, externally serviced |
| Connectivity | Varies widely by tail; ask before booking a working flight |
| Typical market rate | $5,200–$6,400 per flight hour |
The cabin and the tail-number question
Layout, airstair door and the working flight
Boarding is through an airstair door rather than a separate set of steps, which on a rainy Miami afternoon is a small practical mercy. Inside, the double club is the standard arrangement, with a forward galley the crew can actually use and a lavatory that is enclosed, externally serviced. Nine passengers is possible on tails with a belted lavatory seat; eight is the comfortable number.
Connectivity is where the age of the fleet shows most: varies widely by tail; ask before booking a working flight. Two aircraft of the same type on the same ramp may have completely different equipment. If the flight is a working one, get the answer in writing before you accept the quote.
Why the specific registration matters
Interiors on this type range from tired to fully refurbished, and the difference is visible the moment you step aboard. Ask for photographs of the actual cabin taken recently, not marketing images of the type. Ask when the interior was last refitted. Ask which operator holds the certificate and what their recovery aircraft is if your tail goes technical the morning of the trip — on an older airframe that question is more than a formality.
None of this is a reason to distrust the aircraft. Part 135 maintenance requirements do not soften with age, and a well-kept 800XP is a comfortable, capable machine. It is a reason to buy a specific aircraft rather than a category.
Rates, positioning legs and what moves the number
The typical market range is $5,200–$6,400 per flight hour against a class band of $5,200–$7,200. That gap is the value proposition, and it is largely a function of age and fuel burn. Positioning legs are the other thing to watch: the fleet is scattered rather than concentrated in Florida, so the ferry to your departure field can be a meaningful share of the quote. Ranges here are typical market observations, not quotes, and the cost guide breaks the structure down further.
| Line item | Typical treatment | What to check |
|---|---|---|
| Flight hour | $5,200–$6,400 per flight hour | Lowest in the midsize class; older airframes sit at the bottom of the band |
| Positioning legs | Charged both ways when the tail is not based locally | Ask where the aircraft starts and ends the day |
| Daily minimum | Commonly 1.5–2.0 hours per day | Standard across the class |
| Federal excise tax | 7.5% plus per-segment fees, domestic legs | Statutory on the transportation charge |
| Ramp, landing and handling | Passed through at cost | Varies by FBO and by island destination |
| Catering | At cost through the FBO | The galley supports a real service on a longer leg |
| Crew | Two pilots; cabin attendant optional | A flight attendant occupies a seat and adds cost |
Routes where it does the job well
The northbound corridor is this aircraft's bread and butter, and Miami to New York at 950 nm is the archetype: a published 2h 20m block time, eight seats and a cabin people can stand in. The Caribbean side works too, within the baggage constraint. Our guide to choosing between a light jet and a midsize for island flights covers that trade in more detail.
| Route | Distance | Midsize block time | Typical one-way band |
|---|---|---|---|
| Miami to New York | 950 nm | 2h 20m | $17,500–$23,500 one way |
| Miami to Teterboro | 945 nm | 2h 20m | $17,500–$23,500 one way |
| Miami to Boston | 1,085 nm | 2h 40m | $19,000–$25,500 one way |
| Miami to Chicago | 1,030 nm | 2h 30m | $18,000–$24,500 one way |
| Miami to Dallas | 960 nm | 2h 20m | $17,500–$23,500 one way |
| Miami to Turks and Caicos | 505 nm | 1h 30m | $13,000–$17,500 one way |
| Miami to St. Barths | 1,075 nm | 2h 45m to SXM | $19,500–$26,000 one way to SXM |
Hawker 800XP versus the Citation Latitude
The Citation Latitude is the modern alternative in the same class, and the comparison is not close on paper: a flat floor, 72 in of cabin height, 127 cu ft of baggage against this aircraft's 49, and 160 nm more range. It costs $800–$800 an hour more at the ends of the two bands.
The Hawker's case is arithmetic. On a two-and-a-half-hour leg that hourly gap is real money, and if what you need is eight seats, a stand-up aisle and a proper lavatory, the older aircraft delivers all three. The Latitude is the better aircraft; the Hawker is frequently the better buy. Where the Hawker loses outright is luggage — the Latitude carries more than two and a half times as much.
| Hawker 800XP | Cessna Citation Latitude | |
|---|---|---|
| First delivery, current generation | 1995 | 2015 |
| Passengers | 8 | 9 |
| Cabin height | 69 in | 72 in |
| Cabin width | 72 in | 77 in |
| Baggage | 49 cu ft | 127 cu ft |
| Range | 2,540 nm | 2,700 nm |
| Certified ceiling | 41,000 ft | 45,000 ft |
| Typical market rate | $5,200–$6,400 per flight hour | $6,000–$7,200 per flight hour |
When a different aircraft is the right answer
The limits below are worth reading before you compare quotes, because two of them regularly turn a cheap booking into an expensive one. Send the trip details through request a quote and we will price this type alongside the newer alternatives so the comparison is honest.
- Heavy or bulky luggage. 49 cu ft is the smallest hold on this page. Golf, ski and dive trips belong on something else.
- Four passengers on a short hop. A light jet does Miami to Nassau in 35m for roughly $5,000–$7,000 one way, against $8,000–$10,500 one way for a midsize aircraft.
- Transcontinental legs. 2,540 nm of range does not cover 2,035 nm to Los Angeles with a cabin full.
- Special-qualification airports. Miami to Aspen needs approval this type may not hold. Confirm before booking.
- A guaranteed modern cabin. If the interior and the connectivity have to be current, price the Latitude instead and accept the higher hourly rate.
Frequently asked questions
How much does a Hawker 800XP charter cost from Miami?
The typical market range is $5,200–$6,400 per flight hour, the bottom of the $5,200–$7,200 midsize band. A one-way to the New York area runs about $17,500–$23,500 one way and Providenciales sits near $13,000–$17,500 one way. Positioning is the variable that moves the number most on this type, because the fleet is not concentrated in Florida. All figures are market ranges, not quotes.
Can you really stand up in the cabin?
Mostly. Cabin height is 69 in, which the data sheet counts as a stand-up cabin, and passengers up to roughly five foot nine walk the aisle without stooping. Taller passengers duck slightly. Against a super light jet, where nobody stands at all, the difference over a three-hour leg is significant, and it is the main reason buyers step up to this class.
Is an older aircraft a safety concern?
Age itself is not the risk factor; maintenance and operator standards are. Every charter flight is flown by an FAA Part 135 certificate holder under inspection requirements that do not relax with airframe age. What age does affect is cabin condition, avionics, connectivity and dispatch reliability. Ask about the operator's audit status, the interior refurbishment date and the recovery aircraft on your date.
How much baggage does it carry?
49 cu ft, which is modest for the cabin size and the smallest figure among the aircraft on this page. Eight passengers with soft bags and roll-aboards is manageable. Golf bags, hard ski cases or dive equipment for a group will not fit, and a Citation XLS+ at 90 cu ft or a Citation Latitude at 127 cu ft is the better tool for those trips.
Does it fly to the Bahamas and the Caribbean non-stop?
Yes. Range of 2,540 nm covers Nassau, the Exumas, Turks and Caicos and St. Maarten comfortably from South Florida — the published midsize block time to Providenciales is 1h 30m. Island legs need overwater equipment aboard, passports for every passenger and eAPIS filings both ways. Confirm the specific tail is equipped and the operator is approved for the destination.
What should I ask before accepting a Hawker quote?
Four things: the tail number, the date of the last interior refurbishment, the connectivity fitted to that specific aircraft, and where it starts the day so you can see the positioning assumption. On a type this variable, those answers separate a good booking from a disappointing one far more reliably than the hourly rate does.
Related pages
- Midsize Jet CharterThe parent class: 7–9 passengers, 5 ft 5 in – 5 ft 9 in of cabin height.
- Cessna Citation Latitude charterThe modern midsize alternative, with a flat floor and far more baggage.
- Cessna Citation XLS+ charterOne class down, cheaper, and better on luggage.
- Learjet 60XR charterThe faster super light option for four to six passengers.
Further reading from the blog
Sources and further reading
- Textron Aviation (Hawker support) — Manufacturer-side product support for the Hawker fleet, now held by Textron Aviation
- FAA — Regulator for Part 135 charter operations, maintenance requirements and aircraft registration
- NBAA — Business aviation association resources on operator standards and aircraft operations
Get a quote for your flight
Send us the route, the date and the number of passengers. You will get real options with all-in pricing, the operator's certificate and safety rating, and the aircraft's actual tail number — not a stock photo and a starting-from price.