Raytheon Hawker 800XP vs Cessna Citation XLS: Mid-Size Jet Comparison

The Raytheon Hawker 800XP is a mid-size twin-engine business jet produced by Raytheon Aircraft between 1995 and 2002, certified under FAA Type Certificate A40NM. The type traces its lineage to the British Aerospace 125-800 program and was later absorbed into the Hawker product line when Raytheon acquired the business aviation assets. That long heritage gives the 800XP one of the most thoroughly tested mid-size airframes in service, with approximately 520 aircraft produced across the 800, 800A, and 800XP variants sharing a common type rating.

Power comes from a pair of Honeywell TFE731-5BR turbofans, each producing 4,660 lbf of thrust. That engine pairing pushes the 800XP to a maximum cruise speed of 465 KTAS and supports an NBAA IFR range of 3,060 nm -- a figure that comfortably covers domestic U.S. transcontinental routes and many transatlantic city pairs with a fuel stop. At long-range cruise settings the aircraft settles at 410 KTAS, slightly above the Citation XLS's 400 KTAS long-range pace. The 800XP carries 11,775 lbs of fuel and operates at a maximum takeoff weight of 27,730 lbs, the heaviest aircraft in this comparison by a margin of 7,730 lbs.

The 800XP's pressurization system operates at 9.0 psi differential, placing it among the higher-performing mid-size jets in this regard. At the aircraft's 43,000-foot service ceiling, the system maintains a cabin altitude of approximately 6,000 feet -- 500 feet lower than the Citation XLS under equivalent conditions. For long-duty flights where passenger fatigue matters, the lower cabin altitude is a meaningful advantage. The fuselage cross-section also supports a stand-up cabin height of exactly 6.0 feet, a practical threshold for average-height passengers to move through the cabin without stooping.

Avionics fit on the 800XP depends heavily on aircraft vintage and operator investment. The baseline configuration used the legacy EFIS85 suite, while many aircraft were subsequently upgraded to the Rockwell Collins Pro Line 21 glass cockpit during scheduled maintenance cycles. The type rating structure -- shared across the 800, 800A, and 800XP -- means qualified crews are relatively available in the operator community, but the avionics diversity across the fleet means buyers must inspect each aircraft individually rather than assuming a standard fit.

With over 450 aircraft still active worldwide, the Hawker 800XP maintains a global support footprint through 85-plus authorized service centers, concentrated primarily in North America and Europe. Engine hot-section overhaul intervals on the TFE731-5BR typically fall between 3,500 and 4,500 flight hours, a shorter interval than the PW545A powering the Citation XLS, which contributes to the Hawker's higher annual maintenance cost band of $15,000 to $22,000 per year for engines and airframe combined.

The Cessna Citation XLS is a mid-size twin-engine business jet produced by Textron Aviation between 2003 and 2009, certified under FAA Type Certificate A41NM. The XLS is a stretched derivative of the Citation Excel, with Cessna adding three feet to the fuselage to create a more competitive mid-size cabin while retaining the Excel's straight-wing aerodynamic philosophy. Approximately 350 aircraft were built, and the type carries a dedicated Citation XLS type rating that shares training pathways with the broader Citation CJ and S550 training ecosystem.

Two Pratt & Whitney PW545A turbofans, each rated at 3,460 lbf, power the XLS to a maximum cruise of 480 KTAS -- 15 knots faster than the Hawker 800XP at maximum cruise settings. At long-range cruise, however, the XLS paces at 400 KTAS, 10 knots behind the Hawker. Range on NBAA IFR rules reaches 2,700 nm, sufficient for most domestic U.S. city pairs and shorter transatlantic routes with a stop. The aircraft's 20,000-lb maximum takeoff weight reflects a lighter, more efficient airframe than the Hawker's heavier structure.

Fuel efficiency is one of the XLS's defining competitive characteristics. At cruise, the PW545A engines burn 165 to 185 gallons per hour -- compared to 210 to 240 gallons per hour for the Hawker's TFE731-5BRs. That translates to a 25-to-55-gallon-per-hour advantage for the XLS, which over a 2,000-nm sector at 400 KTAS (roughly five hours) reduces fuel consumption by 125 to 275 gallons. At current jet-A prices, the per-trip fuel savings are material for high-utilization operators, particularly charter companies flying 400 to 1,000 hours annually.

Every Citation XLS was delivered with the Garmin G5000 integrated flight deck as standard equipment. The G5000 provides dual flight management systems, synthetic vision technology, TAWS, and TCAS II through a unified touchscreen interface that Garmin has since proliferated across the business aviation market. That standardization across the fleet means pilots transitioning between Citation XLS aircraft encounter consistent cockpit layouts, and the G5000 training ecosystem is well-supported at Garmin and Textron training centers. The contrast with the Hawker's variable avionics fit is significant for fleet operators.

The Citation XLS benefits from a larger authorized service network than the Hawker 800XP: 150-plus service centers worldwide versus 85-plus for the Hawker. Engine hot-section overhaul on the PW545A is typically required between 4,500 and 5,500 flight hours, a longer interval than the TFE731-5BR, which reduces time out of service and lowers maintenance cost per hour. Annual maintenance costs for the XLS range from $12,000 to $18,000 for engines and airframe, below the Hawker's $15,000 to $22,000 band. Those lower maintenance costs, combined with higher charter utilization rates, contribute to the XLS commanding a $1.7M to $3.3M price premium over comparable Hawker vintages in the pre-owned market.

On NBAA IFR range, the Hawker 800XP holds a clear 360-nm advantage over the Citation XLS: 3,060 nm versus 2,700 nm. That margin is almost entirely explained by the Hawker's substantially larger fuel load -- 11,775 lbs compared to the XLS's 6,669 lbs, a difference of 5,106 lbs. The heavier fuel load is one reason the Hawker's MTOW is 27,730 lbs while the XLS checks in at 20,000 lbs. For operators flying transcontinental U.S. routes nonstop, or city pairs in the 2,700-to-3,000-nm band, the Hawker's range advantage meaningfully expands mission capability.

At maximum cruise, the Citation XLS is the faster aircraft: 480 KTAS versus 465 KTAS for the Hawker. The 15-knot difference equates to roughly 8 minutes saved on a 1,000-nm trip. At long-range cruise -- the more fuel-efficient setting most operators use on longer sectors -- the Hawker reverses the gap at 410 KTAS versus 400 KTAS for the XLS. Neither difference is operationally significant on typical trip lengths, but the reversal at long-range cruise matters for mission planning on extended routes where fuel optimization is a priority.

Both aircraft share a 43,000-foot service ceiling, placing them both above most commercial traffic and allowing effective use of favorable winds at altitude. The Hawker's 4,850-foot sea-level takeoff distance at MTOW compares to 4,400 feet for the XLS -- a 450-foot advantage for the XLS that becomes meaningful at high-altitude or hot-and-high airports. The XLS's lighter airframe and lower MTOW produce better runway performance per unit of thrust, which matters for operations into shorter strips or airports at significant elevation.

Takeoff distance figures are published under identical conditions: sea level, MTOW, ISA plus 15 degrees Celsius, with both aircraft meeting FAR Part 25 transport category runway requirements. Operators planning departures from high-elevation or hot-and-high airports should evaluate aircraft-specific performance charts -- the XLS's lighter airframe generally provides greater margin in those scenarios.

The cabin dimension difference between these two aircraft is the most consequential factor for many buyers. The Hawker 800XP's cabin measures 24.5 feet in length, 6.25 feet wide, and 6.0 feet tall, yielding a total volume of 920 cubic feet. The Citation XLS measures 21.2 feet long, 5.25 feet wide, and 5.95 feet tall, for a volume of 655 cubic feet. The Hawker's cabin is 265 cubic feet larger -- a 40 percent volume advantage -- and 3.3 feet longer. That is not a minor distinction. On flights exceeding two hours, passengers will feel the difference in lateral elbow room and the ability to fully stand and move through the cabin.

Seating capacity reflects the cabin size gap. The Hawker 800XP typically seats eight passengers with comfortable single-club and double-club configurations, and can be certified for up to ten in a denser layout. The Citation XLS typically seats seven, with a maximum certified configuration of eight. For group travel of seven or more passengers with full baggage, the Hawker 800XP offers meaningful configurational flexibility that the XLS cannot match.

Baggage capacity follows the same pattern. The Hawker 800XP provides 75 cubic feet of baggage space versus 50 cubic feet in the Citation XLS. The Hawker's rear-loaded fuselage design allows an aft baggage and avionics compartment that keeps bags accessible and does not compete with passenger seating for space. For multi-day trips with full groups, the 25-cubic-foot difference in baggage capacity is practically significant -- particularly when a seven- or eight-person group is traveling with golf bags, ski equipment, or luggage for extended stays.

Pressurization quality diverges by 0.35 psi in favor of the Hawker: 9.0 psi versus 8.65 psi for the XLS. Both figures are strong for mid-size jets, but the Hawker's higher differential results in a cabin altitude of approximately 6,000 feet at FL430, compared to 6,500 feet for the XLS at the same altitude. For passengers flying long-range routes -- where the Hawker's 360-nm range advantage is most relevant -- the lower cabin altitude supports better oxygenation and reduced fatigue. The cabin heights are effectively equal at 6.0 feet (Hawker) and 5.95 feet (XLS), with both aircraft qualifying as stand-up cabins for passengers of average height.

Interior finish on both aircraft reflects their production eras. The Hawker 800XP was delivered with traditional executive configurations: leather seating, wood trim panels, and galley options that include a microwave oven. The cabin layout supports reclining divans and workstation configurations suited to long-range executive travel. The Citation XLS offers a more contemporary aesthetic with composite panels, available mood lighting, and modern upholstery, though the smaller footprint constrains the range of possible configurations. Both aircraft support optional satellite connectivity -- INMARSAT or Iridium on the Hawker, Gogo AVANCE L3 or equivalent satellite uplink on the XLS.

The Citation XLS's most straightforward advantage over the Hawker 800XP is avionics standardization. Every XLS was delivered with the Garmin G5000 integrated flight deck, which provides dual FMS, TAWS, TCAS II, synthetic vision, and a unified touchscreen interface across a consistent architecture. Pilots trained on the G5000 in any XLS can step into another aircraft of the same type and find the same layout. The G5000 also uses the same underlying Garmin ecosystem found on newer Citation models, which simplifies mixed-fleet training for operators running multiple Citation variants.

The Hawker 800XP's cockpit situation is more variable. Production aircraft were delivered with the legacy Honeywell/Collins EFIS85 system, an older analog-influenced design that predates modern glass cockpit integration. Many aircraft have since been retrofitted with the Rockwell Collins Pro Line 21 suite -- a credible upgrade that adds full glass displays, TAWS, and TCAS II -- but the retrofit is not universal, and buyers must verify the specific avionics fit of each aircraft. An 800XP with Pro Line 21 already installed is a meaningfully different proposition from one still running legacy EFIS85.

Both aircraft support TCAS II and TAWS as standard or widely adopted equipment, and both carry digital autopilots capable of coupled approaches to CAT I ILS minimums. The operational difference lies in integration quality and user interface generation. The G5000's touchscreen FMS integration and synthetic vision are designed as an integrated system; the Pro Line 21 retrofit on the Hawker adds modern capability but was designed as an upgrade to an existing architecture rather than a clean-sheet implementation.

For charter operators managing crew training costs, the XLS's standard Garmin platform reduces the avionics familiarization burden relative to a heterogeneous Hawker fleet. For owner-operators flying with dedicated crews, the avionics variable is manageable with a qualified Hawker-type pilot who knows the specific aircraft. The Hawker 800/800A/800XP shared type rating provides a wider pool of type-current pilots, though the avionics diversity within that pool requires aircraft-specific training on initial assignment.

All-in operating costs -- covering crew, fuel, maintenance, and reserves -- run $3,200 to $4,100 per flight hour for the Hawker 800XP versus $3,100 to $3,900 per flight hour for the Citation XLS, according to Conklin & de Decker's aircraft operating cost database. At the midpoints of those ranges ($3,650 versus $3,500), the XLS runs approximately $150 per hour cheaper. Across 500 annual hours, that gap produces roughly $75,000 in annual savings -- not inconsequential, but not the primary economic driver for most buyers choosing between these aircraft.

Fuel burn is where the per-hour economics diverge most visibly. The Hawker's TFE731-5BR engines consume 210 to 240 gallons per hour at cruise; the XLS's PW545A engines burn 165 to 185 gallons per hour. The midpoint advantage for the XLS is approximately 50 gallons per hour. At $6.50 per gallon for Jet-A (a plausible reference price for planning purposes), that translates to $325 per flight hour in fuel savings. Over 500 annual hours, the fuel component alone favors the XLS by approximately $162,500 annually. Charter operators at 800 hours per year see proportionally larger savings.

Maintenance cost differentials stem from two primary factors: engine overhaul intervals and the age of the respective fleets. The TFE731-5BR powering the Hawker requires hot-section overhaul at 3,500 to 4,500 hours; the PW545A in the XLS goes 4,500 to 5,500 hours between hot-section intervals. The longer interval reduces the frequency of major engine events, lowering annualized engine reserve costs. Compounding this, the XLS fleet is younger -- average age of 15 to 21 years versus 22 to 29 years for the Hawker -- which means fewer compounding airframe aging issues and a more active parts supply chain.

Purchase price runs the opposite direction. Hawker 800XP pre-owned pricing ranges from $2.5M to $5.2M depending on vintage, avionics fit, and maintenance status. The Citation XLS commands $4.2M to $8.5M for comparable pre-owned examples -- a premium of $1.7M to $3.3M over the Hawker. For buyers with capital cost sensitivity, the Hawker offers significantly lower entry cost for a larger cabin. For operators who model total cost of ownership over a 10-year horizon, the XLS's lower operating costs can offset a portion of its acquisition premium, but the break-even depends heavily on utilization rate.

Resale dynamics differ sharply between the two types. The Citation XLS typically sells within two to four weeks in active markets; the Hawker 800XP takes six to twelve weeks on average. Charter operators who need to exit a position quickly, or those who anticipate fleet changes within the ownership period, face meaningfully better liquidity with the XLS. The Hawker retains strong loyalty among existing operators -- particularly in Africa and the Middle East where legacy equipment remains accepted -- but the overall fleet is contracting as aircraft age, which puts modest pressure on resale values over time.

The Hawker 800XP is the right choice when cabin size is the primary requirement. At 920 cubic feet of cabin volume -- 265 cubic feet more than the Citation XLS -- the Hawker accommodates eight to ten passengers with room to work, recline, and move. Groups traveling four hours or more appreciate the larger cross-section and the 9.0-psi pressurization system that keeps cabin altitude 500 feet lower than the XLS under the same conditions. The Hawker also carries 25 cubic feet more baggage and offers 360 nm more range, covering city pairs the XLS cannot reach nonstop.

The Citation XLS wins when operating efficiency is the priority. Its 25-to-55-gph fuel burn advantage, longer engine overhaul intervals, lower annual maintenance costs, and standardized Garmin G5000 avionics make it more cost-effective to operate at high utilization rates. Charter operators maximizing revenue hours will find the XLS generates better margins per trip on typical domestic routes under 2,500 nm. The stronger resale market and shorter time-to-sell also matter to fleet operators who rotate aircraft on capital cycles.

For owner-operators flying primarily domestic routes with groups of six or fewer, the Citation XLS is easier to manage: consistent avionics across the fleet, a deeper service network, and lower maintenance bills. For those whose typical mission involves larger groups or routes stretching toward 3,000 nm, the Hawker 800XP's range and cabin volume become the differentiating factors that justify its higher operating costs and lower acquisition premium.

Avionics generation is a secondary but real consideration. Buyers who want a modern, touch-driven cockpit environment without retrofit investment should lean toward the XLS and its factory-standard G5000. Buyers acquiring a Hawker should budget for Pro Line 21 verification or upgrade during due diligence if they expect a modern glass cockpit experience. An 800XP with Pro Line 21 already installed narrows the avionics gap considerably.

Neither aircraft is a poor choice within its use case. The Hawker 800XP represents 30-plus years of operational refinement and sits at the top of its generation for cabin comfort and range. The Citation XLS offers a more modern engineering baseline with better fuel economics and standardized avionics, at the cost of cabin volume. Define the mission first -- group size, typical route length, utilization intensity -- and one aircraft will differentiate itself clearly.