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

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