Israel Aircraft Industries and Astra Jet ... - Omni Jet Trading

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Israel Aircraft Industries and Astra Jet Corporation are
strengthening their place in the business jet arena with the
comparatively low-priced, high-performance Astra.
By ROBERT L. PARRISH
For a business jet that traces its origins
back nearly 30 years, the Israel
Aircraft Industries Model 1125 Astra
is an airplane that reflects the future,
in the opinion of many of its operators.
And the backlog of new orders
c held by IAI for the rugged, econom­
~ical, long-range speedster indicates
~ that belief is gaining ground.
~ Actually, the Astra, with its low-
50 Business & Commercial Aviation.August 1991
wing design, bears little resemblance
to the 1963-vintage Rockwell Jet
Commander and the later IAI Westwind
from which it is descended. In
terms of performance, it is even further
removed.
While the Astra is the lowest-cost
mid-size business jet in the world
market, it offers speed, range and
climb capabilities, operational effi-
ciency, flexibility and high-tech features
superior to some aircraft models
priced well beyond its cost. At least,
that's what the majority of its operators
told us. A mystery to them is that
more 1125s are not included in corporate
transportation fleets.
Since certification of the Astra in
August 1985, only 45 civil units had
been delivered as ofJune. Of those, 36

are flown by 34 U.S. corporate and
charter operations. Astra Jet Corporation
in Princeton, New Jersey, the
U.S. subsidiary of IAI charged with
responsibility for worldwide marketing
and product support, claims the
Model 1125 sales backlog extends
through 1992, if IAl's production rate
of one Astra per month remains
unchanged.
Powered by two 3,700-pound-thrust
Garrett TFE731-3A-200G turbofans,
the six- to nine-passenger Astra carries
a 1991 B/CA-equipped price of
$7,140,593. Its 23,650-pound max
ramp weight (24,650 pounds with a
modification) incorporates 9,365
U.S. operators (where an even 80 percent
of the worldwide Astra fleet presently
is based), B/CA found some distinct
departures from user surveys of
the past.
For example, the Astra was the first
aircraft acquired by a number of companies.
Among long-term users,
where brand loyalty has been a prominent
factor in previous surveys, only
about 25 percent of those contacted
had progressed from IAl's 1124/24A
Westwind series. For a significant
number of companies, the Astra represented
a full commitment. That is,
it was not introduced on a tentative
basis, but was an immediate replace-
Features named as best-liked include the Astra's general performance, comfort
levels in both cockpit and passenger compartments, and its soft ride.
/,.,.~ ~
pounds of fuel, which gives the aircraft
an NBAA IFR max-fuel range of
more than 2,700 nm under ISA nowind
conditions.
At the same time, note its users, the
airplane's operational flexibility,
short-field capabilities with relatively
high useful loads, climb characteristics
and Mach 0.80 to Mach 0.82
speeds make it a unique member of
the corporate aircraft fleet. Coupled
with that, most U.S. firms employing
the Astra feel that both Astra Jet and
its parent IAI have been extraordinarily
responsive to their suggestions,
complaints and needs.
DEPARTURES FROM THE PAST
In this survey of Astra users that
encompassed nearly 80 percent of
ment for an aircraft with less range,
speed and capacity.
Delivery dates of units included in
the survey ranged from late 1986
through January 1991, and total
flight hours accumulated spanned
from a low of about 150 up to nearly
1,900. As a group, the aircraft are
flown an average of507 hours annually,
from a low of250 to a high of more
than 700, over average stage lengths
of 695 nm. Positioning flights of 10 to
50 nm and mission stage lengths from
75 nm to more than 2,600 nm were
reported. Passenger number per trip
ranged from 1.2 to six, with an average
of 4.8 in surroundings most
commonly configured for seven
occupants.
Because of the Astra's reportedly
superior climb performance, most
operators said they are able to achieve
initial cruise altitudes at near-gross
of FL 370 to FL 390 without stepclimbing,
ATC permitting. Ultimate
cruise altitudes ofFL 410 to FL 430with
an occasional FL 450 certificated
ceiling reached-were achieved most
commonly on legs of more than 1,000
nm.
Remarkable uniformity in cruise
speeds of Mach 0.80 to 0.82 was
apparent for most trips of 350 nm or
more, including transcontinental
flights. Several operators note,d,however,
that at near gross under ISA­
plus conditions, steppin Ina¥---Qerequired
to achieve an altitude a1>o~e
FL 350, and speeds ay be limited to
Mach 0.76 to 0.78/until a substantial
amount of fuel has been burned.
Average fuel flo~s also were found
to be quite consistent.~F'irst-hour consumption
was calculated at 2,000
pounds. Reported second-hour rate
was 1,650 to 1,800 pounds, and thirdhour
burn was 1,400 to 1,600 pounds,
with about 100 pounds less used for
each subsequent hour. Two chief pilots
computed fuel consumption on
the basis of overall hours flown. They
put their burn rates at 1,700 and
1,550 pounds per hour, respectively.
Not surprisingly, the highest firsthour
and overall fuel burn levels were
reported by operators based in or near
Northeast Corridor airspace control
areas.
What came as a mild surprise was
that, even though the perfoqnance
profile of the Astra reportedly was
conceived to enhance its value in international
use, missions performed
by U.S. operators have been predominantly
domestic, as illustrated by the
average trip lengths. Just a few operators
acknowledged that transoceanic
travel needs were factors in their
selection of the Astra. One disclosed
that some 25 percent of his airplane's
450 hours per year are accumulated
during transcontinental trips. For
others, international travel accounted
for less than 10 percent of total flight
time.
From the standpoint of economy,
inflated fuel prices in some areas were
blamed for direct operating costs being
on average somewhat higher than
projected or than IAI estimates. It was
stressed by several of our contacts,
however, that the aircraft operating
manual itself is extremely accurate
with regard to performance parameters.
DOCs were not reported by all
respondents, but those that were
ranged from a low of $700 per hour to
Business & Commercial Aviotion.August 1991Sl

a high of $855 per hour, with an average
of $789.57. (Excluded from this
are the DOCs for four Astras employed
in FAR Part 135 service, and
one for which the chief pilot revealed
data only on total operating cost. Figures
for these few aircraft were between
$1,200 and $1,500 per flight
hour.)
FROM THE FIELD
Statistical compilations do not disclose
the worth placed on a business
tool by its users, and several operators
stressed that their Astra is highly
regarded as such by company management.
An aircraft's ability to perform
required transportation missions
safely, with high reliability,
perhaps is paramount. Of significance
S2 Business& Commercial Aviation.August 1991
to several operators in this respect
was that they've never had to cancel a
mission because the Astra was down
or considered unsafe to perform a
trip.
As one flight department manager
noted, every aircraft ever produced
reflects compromises made in order to
maximize particular features. "We
find the Astra to be the best compromise
in performing everything our executives
want it to," he said.
Nearly every pilot and maintenance
technician interviewed expressed
similar sentiments, even
though each also was able to point out
what they believe to be design or operational
shortcomings of the Astra.
The most significant of those either
have been or are being addressed by
Astra Jet reports that several
improvements have been made in
windshield design and fabrication.
Astra Jet and IAI through ongoing
product improvement efforts, an Astra
Jet spokesman indicated.
Without attempting to qualify the
perceived shortcomings in terms of
frequency or apparent magnitude to
operators, presented below are summations
of Astra operator comments
with regard to best-liked and leastliked
features and problems experienced,
as well as a brief view at what
Astra Jet and IAI have done to' enhance
the product.
Features named as best-liked include
the Astra's general performance-climb
capability, quietness,
balanced field lengths, speed and
range-the EFIS, comfort levels in
both cockpit and passenger compartments,
structural ruggedness, soft
ride (achieved with the aid of the airplane's
flexing wing), baggage and
fuel capacity, reliability, maintainability
and product support.
Items on the least-liked side were
windshield delamination, malfunctioning
seat mechanisms, the comparative
narrowness of the passenger
compartment, the height of the aft
baggage area from the ground and its
lack of pressurization, and uneven
ECU distribution. A ramp "sitting
posture" at lighter weights that necessitates
the use of "Astra bricks"
beneath the air stair door also was
listed here, as were location, shape
and sensitivity of rudder and aileron
trim tab controls in the cockpit.
Other perceived problems were
water in the nose avionics bay; flap/
slat system malfunctions; main doorclosing
and sealing characteristics;
nosewheel steering and braking deficiencies;
noisy bleed-air cabin inlet
valves; parts catalog errors; corrosion
and arcing of electrical components,
which are attributed to the use of aluminum
buss bars; fuel leaks and erroneous
fuel system readings; slow
rate and noisiness of refueling; the
step-down aisle, which was "fixed" by
one operator via construction of an onboard
aisle ramp; VREF speeds; inspection
panel fastener disposal rates
and replacement costs; air-cycle machine
failures; the quality of interior
outfitting and external paint; and
replacement parts prices, a problem
which depended upon the source
used.
Three cautions must be appended to
this listing of least-liked features.
One is that many of the grievances

have been resolved via service bulletins
or improvements in subsequent
production units, though memory of
problemspast apparently lingers on.
Secondis that many of the issues were
mentioned by only one or a few of
thoseinterviewed. In some cases, we
sensed that interviewees felt some
sortof negative comment was obligatoryto
temper their own bias in favor
ofthe Astra. Third, the vast majority
of respondents emphasized their beliefthat
the "plusses" of the Astra far
exceedthe minor annoyances or dissatisfactions
cited.
That is not to imply that problems
experienced by operators have been
taken lightly by IAI. By far the most
serious and apparently widespread
complaintdealt with the windshield's
tendency to delaminate or lose the
abilityto bleed off P-static discharge.
Fully half the survey sample complained
of having to replace one or
both windshield panels, and there
wasgeneral concern that the problem
stillmay not be fully resolved.
Astra Jet says several improvementshave
been made in windshield
design and fabrication. For P-static
bleed-off,the vendor is now applying
a modified tin oxide coating to the
outersurface, and metal tape is being
placedunder the windshield frame to
inhibit formation of moisture, which
wasblamed for causing delamination.
Windshields incorporating those
changeshave shown very satisfactory
service,it was claimed. However, to
further ensure customer satisfaction,
the new aircraft warranty was doubled
to two years, and the cost of
windshields found to be defective
beyondthat time has been reduced by
34 percent, reportedly to about
$37,000per panel.
In response to complaints about
nose-steering control, the original
straight nose gear lower strut assembly
was replaced with one that providesa
two-inch trailing caster. The
controlsystem also was redesigned to
desensitize input signals. Astra Jet
claims that nose-steering problems
have been fully resolved. Indeed, a
fewoperators commented that the Astra's
steering qualities were among
the best to which they have been
exposed.
Hydraulic system problems that
plagued several early production
units, affecting bleed-air functions
andbraking sensitivity, stimulated at
least three modifications on the production
line. These reportedly have
been retrofitted to most units in the
field,according to Astra Jet, dimin-
As a group, the
aircraft are flown
an average of 507
hours annually.
ishing instances of "duck-walking," a
reaction caused by the tendency of
some pilots to apply more pressure to
one side than the other, particularly
when landing short.
With regard to the cabin airstair
door's heaviness and broken springs,
operators' 'comments indicated that a
substantial measure of dissatisfaction
still exists. Astra Jet said continuing
design changes and modifications
have resulted in a need for less lifting
force to get the door off the ramp, as
well as affording improved reliability
of internal door axle components. The
issue is addressed fully in a service
bulletin that was due to be published
in June or July.
A major cause for incidents of flap/
slat malfunctions or locking up on
early Astras was reported to be a rigging
situation that developed into a
nagging situation because appropriate
test equipment did not exist.
An Astra Jet tech rep is credited with
having devised equipment to overcome
that dilemma, but improvements
made to actuators by the flap/
slat vendor were provided to operators
at no cost. Astra Jet claims system
integrity and reliability now fully
meet MTBF expectations.
The company also says measures
have been taken to overcome water
intrusion into the 1125's nose avionics
bay. Among them are improvements
in quality control procedures to
ensure a tight fit and finish to nose
canopy installation, plus a redesign of
nose ventilation to deter the formation
of condensation during fast descents
into humid conditions.
Fixes are in the works for fuel system
problems, but some entail costs
that are unacceptable to several of the
operators interviewed. And although
the Astra was designed and tested to
FAR Part 25 fatigue and damage
tolerance criteria, which require no
demating or x-ray inspection for the
20,000-hour airframe life, fatigue
cracking has been found in the horizontal
stabilizer aft spar center splice
on some aircraft.
An AD therefore was issued in 1990
requiring repetitive visual inspec-
tions of the suspect portion each 200
flight hours. IAI engineers reportedly
are evaluating a new component that
could obviate the requirement.
To many of those participating in
B/CA's survey, Astra Jet's active
quest over the past six months or so to
ferret out problems or annoyances regarding
operation of the IAI machine
was ample cause to rate product support
as one of the best-liked features.
While certainly not unanimous, the
opinions belied contentions made
elsewhere that IAI aircraft have suffered
from lack of support.
BEHIND THE SCENES
Technically, marketing and product
support for the Astra were vested in
IAI's newly formed subsidiary in January
1988. The operation at that time
apparently consisted of Astra Jet
President RoyBergstrom working out
of an office in the basement of his
home. On January 1, 1991, Astra Jet
formally took over from Atlantic Aviation
full responsibility for Model
1125 spares provision and distribution.
Today Astra Jet boasts a staff of
55, including 10 tech reps, and is
reported to be in the process of expanding
and refining a U.S. authorized
service center network that in
June included about a dozen of the
most reputable maintenance facilities
in the country.
Every pilot and maintenance chief
taking part in our survey spoke highly
of the capabilities and helpfulness
of their assigned tech reps. Even most
of those who were critical of factors
like parts a vailabili ty and cost
acknowledged that they believe Astra
Jet is making extraordinary efforts to
establish IAI as the most product-supportive
manufacturer in the
business.
Said one flight department manager,
"The thing that impresses me
most about Astra Jet is that its people
appear to be listeniJ,lgto their customers
and acting on complaints or suggestions.
Problems are not necessarily
resolved immediately, but they let
us know that it's being worked on."
The maintenance chief in another
department echoed that opinion. "I
serve on the maintenance advisory
board for the Astra, as well as that of
another major manufacturer," he disclosed,
"and the difference in reception
of ideas and suggestions is that
between night and day. I can only say
Astra's product support program is
good and getting better." And that is
how good business aviation markets
are developed. SICA
Business& Commercial Aviation.August 1991S3