IAI Astra Study Guide
IAI Astra Study Guide
IAI Astra Study Guide
htm
Astra Jet
First flight: Mar 19, 1984. 1 hour +35 minutes flight time.
Gear & Flaps cycled.
Certification
Israel - Aug 21, 1985
USA - Aug 29, 1985
First Airplanes
Serial No: 1 Flight Test
Serial No: 2 Flight Test
Serial No: 3 Structural Test
Serial No: 4 Demonstrator
Serial No: 11 Actually 5th with bogus SN
Serial No: 14 Actually 6th with bogus SN
Serial No: 24 Actually 7th with bogus SN
The when checking out in the airplane, I was told by the instructor that the purpose of the bogus serial
numbers was to deliver the 5th airplane to the first customer, who actually wanted the 11th one built. The 6th
and 7th aircraft, I am told were serial numbered 14 and 24 for similar reasons. As I understand it, one of the
companies was very angry about this, parked the airplane(s) they bought, and hung out a "For Sale" sign.
This was not a good thing for IAI in the beginning. Many thought what they did was very unethical.
Regardless of this, I have found the Astra to be a great airplane. It is hard to beat for going high and fast on
not a whole lot of fuel. It is a fairly reliable LAX - HNL airplane unless the wind is over about 60 knots.
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The Astra Jet is basically an 8 passenger plus 2 crew low wing twin engine jet. It has a maximum cruise
altitude of 45,000 feet. and a range of over 2,500 nautical miles. The Astra Jet is certified for flight into
known icing conditions. It cruises between 400 and 465 knots, depending on the desired range. It has two
over wing emergency exits, and a main cabin door.
The door is equipped with mechanical locks and a bleed air inflated seal. There is no weight limit on door
due to mechanical door rest. A gas assisted door cyl snubs the door, and aids in closing the door. The door
seal is inflated by the BSV's. The cabin door light goes out when pressure increases past 25 psi and goes on
when it decreases below 20 psi. It regulates to 30 psi & relieves at 38 psi. Two micro switches (one on the
door and one on the frame) verify door is locked. Max altitude is 41,000 ft with cabin door light on if the
door is verified locked.
The IA-1125 is 20 in longer & 8 in taller in cabin than it's ancestor the Westwind. The tail is basically the
same except it has 3 pitch trim motors. The nosewheel axle is slightly aft of the strut, making steering it on
the ground much easier. The Astra was equipped with solid glass & plastic heated windshields. The early
ones had delamination problems. I know of at least one lawsuit over this problem. Apparently they fixed the
problem. When you hand fly it, it seems like you are always on trimming, however, the same is true of a
P-51 Mustang. All things considered, if I were not so poor, I would buy and Astra if I were looking for an
airplane in it's class. The Citation III is a nicer flying airplane from a pilot standpoint, but it's systems are
unnecessarily complex, and it does not have as much range. The Astra has turned out to be a good airplane.
Weight Limitations
Max Ramp 24,800 Lbs
Max Takeoff 24,650 Lbs
Max Landing 20,700 Lbs
Max Zero Fuel 17,000 Lbs
Min Flight: 12,100 Lbs
Altitude Limitations
45,000
Max Certificated
ft
Cabin Door Light Illuminated 41,000 ft
Autopilot & Yaw Damper
31,000 ft
Inop
Flap and Gear Extended 20,000 ft
Take Off & Landing 14,000 ft
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Airspeed Limitations
Vmo / Mmo - Normal 363 kts / 0.855 Mach
Vmo / Mmo - Autopilot Off 363 kts / 0.820 Mach
Va - @ Gross Weight 236 kts
Va - @ 14,000 lbs 183 kts
Vfe - Slats & Flaps 12 deg 250 kts
Vfe -Flaps 20 deg 225 kts
Vfe - Flaps 40 deg 180 kts
Vlo / Vle 180 kts
Vmca 98 kts
Vmcg 89 kts
Miscellaneous Limitations
Temperature Limits -54 C to ISA +35 C
Runway Slope 2% Gradient
Max Tailwind T.O. / Land 10 kts
Load Factor / Flaps Retracted +2.85G to -1.0 G
Load Factor / Flaps Extended +2.00G to - 0.0 G
The 731 engine is now a fairly mature power plant. On a day to day basis, you should not have much
trouble with it. I would not, however, even think about operating one of these engines without MSP, as they
do just up and come apart now and then, and that can cost big bucks. I would recomend MSP Gold, as it is
worth the extra few bucks per hour not to get the shaft for engine removal and installation when something
does happen.
When you start these engines, be sure to verify N1 rotation before advancing the power lever to idle. The
Fan is most likely to stick if the engine has been shut down for more than a few minutes, but less than a
couple of hours.
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Max
100.0% 100.0% 885 C 30 Minutes
Continuous
101.5% to
103.0% to
103.0% 1 minute
Max Overspeed 105.0% ------------
103.0% to 5 Seconds
105.0%
105.0%
Note: Allow engine to idle below 38% N1 for 3 minutes before shutdown. This is to let the internal engine
temperatures stabilize.
Note: "Oil Pressure Warning lights come on at and below 25 psi. The warning lights and gauges have
separate sensors. Both pressure and temperature are measured downstream of the fuel / oil heat exchanger.
Fuel Heat:
If fuel from the engine driven boost pump is <
50 F, the anti-ice valve modulates and return fuel passes through the fuel heater then back
to the filter to anti-ice it. Fully open at
32 F. Above 50 F, all bypass goes to high- pressure engine driven pump inlet.
Fuel Computers:
Powered by the Main Busses. No go items.
Ignition:
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The Thrust Reversers are Hydraulically operated and Electrically controlled. (The left from No.1
Distribution Bus, right from No. 2 Distr. Bus.) They are held open by hydraulic pressure from the Aux
Hydraulic System, they are held stowed by over center linkage. A thrust reverser accumulator can provide 1
thrust reverser deployment if necessary. The accumulator is not large enough to stow the reversers after
extending them.
"PRESS-TO-TEST":
The following lights should come on, each indicating the following:
"BLEED AIR LEAK" should illuminate on panel
"FIRE/OVERHEAT" switch lights indicate validity
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of detector elements
"ARM/EMPTY" switch lights indicate validity of
electrical circuitry.
"PRESS-TO-TEST" Four bulbs indicate validity
of electrical circuits for extinguisher
discharge head detonators.
Note: bulbs are tested with IND TEST.
Battery:
Two 24 Volt Ni-Cads (installed rear), 24 or 36 amp hour.
Auto Load Reduct: Window heat, baggage heat, galley power.
To read volts, place switch in Bat or Gen and push button for volts. Battery or Gen need not be on.
Three Bat switches: 2 Bat Disconnect, and 1 Master
Battery (with Load Reduct Override).
Do not takeoff with Bat temp 140 or higher.
Generators:
Two Generators: 30 volts, 300 amps (regulated to 28.5v). 300 Amps max continuous ground & flight.
Auto Parallel and Load Equalization. Generator field weakening to limit battery charging rate after start, etc.
(ground only). First two minutes of generator operation in limited to 26.5v by GCU. Protection includes:
field weakening, normal GCU functions, and anti-runaway protection for sheared shafts on engine start.
Generator reset resets the field. Overheat light comes on, (330 deg F) must manually disconnect generator.
External Power::
28VDC / 1000 amps. 250 amp fuse in line.
Over voltage protection disconnects both batteries. at 29.5 volts. EPU switch on, both generators are
disconnected or inhibited from being connected. Check EPU volts with Bat position = volts and push button.
Busses:
Hot Battery: Bat 2, Pressure refueling, Bat 1, step, baggage, and entrance lighting.
Battery busses: power Main busses. Flap and slat motors with 150 Amp current limiter. NEVER run
together. BTC opens at 200 Amps to disconnect respective bat from its main bus. Acts like current limiters.
Main busses power: Distribution busses and:
standby fuel pumps, inverters, fuel computers,
auto load shed circuits (window heat, baggage
heat, galley power), communication and access busses, horizontal stab trim heater (left bus), and auxiliary
hydraulic pump (rt bus).
Circuit protection: Inverters 75 Amps Windshields 70 Amps
Fuel Pumps 25 Amps
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Galley 50 Amps
Note: 75 Amps @ 28.5 Volts = 2.865 Horsepower. The above mentioned items draw lots of power.
Distribution busses: both supply power to Priority bus. Distribution Bus Tie Circuit Breaker connects
left and right sides when one side dead; all three feeder circuit breakers out.
Busses:
Priority bus: powers Flight Director and Auto Pilot enunciators, ADC 1, A/S & mach co-pilot DC,
com 2 & 3, Audio 2, and... customer options.
Between L & R Distribution busses. Powered thru diodes to prevent priority bus from powering either
Dist bus.
AC SYSTEM
Inverters: 2 115 VAC & 26 VAC, 1000VA, 400 hz solid state inverters (installed aft). These
inverters power the following busses, each having 115 v and 26 v busses for each pilot.
Service busses
Avionics busses
DC Communications and Accessory busses
AC Control Switches:
'NORM' - no. 1 inverter powers left service busses, no. 2 inverter powers right service busses
'ALT' - opposite inverter powers selected service busses
Note: If both switches are in 'alt' there are no inverters operating at all, no AC.
'off' - inverters operate but no AC available
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Fuel Usage
Engines receive fuel from collector boxes only. The collector boxes are just big sumps that are kept full
by the central tank lower and the wings. Starting with full fuel tanks, the fuel taken from the collector boxes
by the engines is replaced with fuel from the central tank lower. The central tank upper fuel gravity flows
into central tank lower, keeping it full until the central tank upper reaches the standpipe level, about half it's
capacity. The central tank lower fuel is consumed, and that tank becomes empty. With the fuel transfer
switch in "Auto", a float switch then causes, the left and right fuel transfer valves open, allowing the
remaining fuel in the central tank upper to gravity flow into the wings. The wings keep the collector boxes
full, until they themselves are empty! At that time, there is only about 9 gallons, or about 3 minutes of fuel
remaining.
Refueling:
Fuel transfer switch must be placed to "Open" prior to turning off the battery switch. This opens the
transfer valves so normal fueling is possible. The fuel (Single Point) goes through Central Tank Upper
through Transfer Valves (Must open these) to Left and Right Wings
and Collector Boxes. When these are full, the Central Tank Upper fills to Standpipe overflows into and fills
the Central Tank Lower. When the Central Tank Lower is full, the Central Tank Upper fills the Extension
Tanks. Over wing and gravity fueling total yields 13.2 gallons less usable fuel.
Valves:
Fire Shutoff Valves: in line from tank to engine.
Transfer Valves: 'open' - manual
'close' - manual
'auto' - arms transfer valves to float switch
in Central Tank Lower; 60 seconds after
empty transfer valves open connecting
Cent Tank Up (below Standpipe) to wings.
"Fuel Xfer" light comes on if 'auto' not selected and fuel level down to appropriate level
for valves to be open.
Interconnect Valves: for lateral fuel balance only.
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Surface De Ice
Boots are pneumatically operated and electrically controlled. The air source is the LP compressor off both
engines. Air is regulated to 8 psi, relief at 21 psi.
'Norm': operates wing and slat for 6 sec's, horizontal for 4 sec's, dwell off for 50 sec's, repeated till
switched off.
'Alt': identical to 'Norm', use for 'Norm' failure.
"WING/TAIL" light on at 13 psi inflation pressure.
Push to Test "WING/TAIL": Tail on, drain heating
element op (heated during test).
"SURFACE DEICE" light on indicates pressure regulator failed of jet pump suction low.
Surface De-ice must be off for Takeoff and Landing.
Nacelle Anti-Ice
The Nacelles are anti-iced by hot air from the HP
compressor which goes directly to an electropneu-
matic valve (no manifold). The valve is elec-
trically controlled and fail-safe open. Powered by
its associated Distribution Bus.
"ENG PROBE & NACELLE" switch light, push for ON.
"GRD" indicates normal ground anti-icing pressure
(low).
"FLT" indicates normal flight anti-icing pressure,
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Pitot Static
2 pitot tubes (L & R), 4 static ports/side. 3 are heated, small one is unheated (pressurization).
Pitot: 2 pitot tubes, heated 28 vdc when nose wheel is airborne. AOA heated 350 deg F in air & 95
deg ground. Case is also heated on ground through a resistor as not to overheat,
called 'preheat'. "Auto" position:
Ground: Pitot, Static, SAT/TAS inop; AOA in
preheat, if right Avionics Bus on.
Flight: Everything on (AOA has another heater for probe.)
"Override" position turns everything on. Max 30 seconds on the ground.
"PITOT HT", "SAT/TAS", "AOA HT" enunciators on if
reduced flow or loss of power. "PITOT HT"
light also comes on for static failure.
"AOA PREHT" indicates preheat failure.
Windshield
Anti-icing: Electric heating elements imbedded in the glass. Only used when actually needed. Powered by
the
Main Busses with Auto Load Shed protection.
"WINDSHIELD HT FAIL" indicates a malfunction in
either the left or right system.
"WINDSHIELD HT CONT TEST" turns on "WINDSHIELD HT
FAIL" light and "LH" and "RH" lights if system
tests are fault free.
Rain Removal: Windshield wipers, speed controls both sides, sides separate. Pilot's powered by Dist
No.1, Co-pilot's off Dist No.2.
Baggage Compartment Heat: Four heating elements, each with own thermal switch set at 45 F, overheat at
150. Two heaters off Main Bus 1, 2 off Main Bus 2 (Auto Load Shed Item). Must be removed if using
extension tanks.
Limitations:
Anti-ice ON for all ground and flight if icing exists or is anticipated.
Turn on Ignition before anti-ice on.
"ENG PROBE & NACELLE" anti-ice push buttons must be
activated for ice removal. "FLT" light should
be on.
Limit Anti-ice operation to 10 seconds per engine
for ground checks when 10 C or higher, and when icing does not exist.
Activate Windshield Heat only after recognition of
ice buildup.
Do not operate Surface De-ice below -40 C.
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Air Sources
'Normal': Manifold interconnecting left and right
engines pressurized by LP and HP air.
'Ground': Supplied from HP compressor of right engine.
'Emergency': Supplied from LP compressor of right engine.
'Emergency Ventilating': Ambient air from flush scoop
(upper right of fuselage).
Bleed Switching Valves:
The Bleed Switching Valves (one each engine) control the normal source of air to the manifold.
Electrically controlled and pneumatically operated,
they are fail-safe open. When LP air < 18 psi, HP
supplies. As engine power increases and LP air
reaches 19 psi, LP & HP mix maintaining a pressure
of 18 - 20 psi.
Refrigeration
Standard ACM with two heat exchangers, pressure
relief at 60 psi. Ram Air Inlet for H.E. cooling.
Water Separator sprays over second H.E. to cool.
Water Separator Anti-icing is by warm bleed air
muff which has a bypass for condenser sock in case anti-ice inop.
Blowout Discs: (HP co-axial ducting) in underside of pylons.
Wire Detector: in LP ducting.
"BLEED AIR LEAK": bleed leakage detected by wire.
"BLEED PRESSURE HI": Senses temperature &/or pressure limits in bleed line from manifold to
distribution system.
"DUCT TEMP HI": Sensor downstream of mixing plenum
in distribution duct plenum. Drives valve toward cold till duct temp is in normal range.
Refrigeration (Con't):
Manual Temp Controller: No 2 right Distribution Bus
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Normal Air Source: Simultaneous Left and Right compressors through common manifold. (Both LP &
HP.) Emergency Air: LP compressor off right engine.
Auto: Electropneumatic
Manual: Pneumatic
Cabin Air Selector:
B, set Baro
A, set landing field elevation
R, set rate of cabin climb/descent (PIP = 600 fpm up, 360 fpm down. Range = 2500 up, 1500 down)
Auto Controller: Auto schedule of cabin t aircraft altitude (ie. DC-9).
Bite: Self-test at power up; fault light on 2 - 3 sec's,
then out for good test. Bite also monitors system
continuously.
"FAULT": light on indicates test in progress (2 - 3 sec's) or if on continuously, a fault in the system.
Normal Max Diff Press: is 8.77 psi.
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Main System:
Two Engine driven hydraulic pumps (each 6.5 gpm) run the Main system. Main Reservoir: sight gauge
on left aft fuselage, aft of baggage, must be above 1/2. Pressurized and regulated to 30 psi, 38 psi positive
pressure relief, 2 psi neg relief. Two electrically operated shut-off valves (on res) - "Fire/Overheat". Case
drain cooling. (95cc for neg "g".)
Filters: one each downstream of pump, pop-out indicator at 80 psi, non bypass. One each on
return line, pop-out at 60 psi, bypass at 70. System: runs at 3000 psi, relief at 3650 psi.
"Hyd Pump" (amber annunciaor) off at 1500 psi each side.
"Hyd Level" reservoir level down to .11 gal (300 cc), turns on light and Aux pump.
"Hyd Tank Press" comes on when tank pressure down to 8.5 -10.5
Aux System:
One electric hydraulic pump (2 gpm) to run the Auxiliary system.System: pressure 3000 - 3300 psi, relief
at 3650.
Reservoir located on right side aft of baggage. Sight gauge 1/2. Pressurized to 30 psi, bleed
air tapped from main res press system. Relief of 38 psi. Case drain cooling.
Pump power from 28 vdc No 2 Main bus, 100 amp remote c/b. Control power off No 2 Dist Bus.
Filters: One downstream of pump, 70 psi pop-out, no
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bypass. One return line filter, 60 psi pop- out, 70 psi bypass.
Accumulator: pressure for T/R's and Emergency/
Parking Brake. Good for one T/R deploy -OR-
10 emergency brakes. Nitrogen precharge 1500
psi. Can be read right aft fuselage at fueling panel. Push release valve button to release hyd press, now
gauge reads accumulator press.
Aux Pump: 'Auto'
1) Aircraft on the ground (t.o and landing).
2) Complete loss of pressure in main system/both pumps out.
3) Low fluid level in main res.
4) Loss of aux system accumulator pressure.
5) Mechanical failure or low hydraulic press in either aileron actuator, "Aileron Fail" it will also
come on.
Note: The pump will go off when the condition is fixed, except Aileron failure.
'Override': pump operates continuously.
"Aux Hyd Off" light on when pressure above 2100
psi then below 1800, or Aileron < 900 psi for
2 1/2 seconds.
"Aux Hyd Level" light on when level down to .045 gal (53 cc).
Type fluid: Skydrol LD IV or:
Skydrol 500 B
Chevron W
Aero Safe 2300 W
Chevron Hyjet III
Gear Horn: Gear not down and locked with one or both throttles in idle and airspeed < 156 kts. Also if
gear not down and locked and flaps 40 (no silence).
Struts: Nose 2" chromed piston visible, main 1.6".
Held up by two uplock springs on each main gear door and one on the nose, and hydraulic pressure. If
pressure lost, springs hold up.
Brakes applied after gear up to stop wheels.
Return pressure from retract cycle used. Emergency Extension: Blow down with nitrogen press.
Handle located in pilot's pedestal, left side.
Normal indication in cockpit, pin extends in nose wheel well to indicate blow down. Hyd fluid returns to
reservoir, bypasses main selector. Do not attempt to retract gear. Nitrogen pressure is 3000 psi, precharge
1500. Check gauge in fueling panel, right aft fuse.
Nosewheel Steering:
Power: Hydraulically powered, mechanically controlled. Squat switch disables when
airborne and centers Nose wheel for retraction
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Emergency Lights:
power: entrance light, doorstep lights, cockpit
step light, emergency exit lights, and the light forward of the wing. (Evacuation!)
come on: with DC failure, if switch in 'Armed' position.
charging: two battery packs (6vdc, 1-2 AH) are
continuously charged when DC is powered,
and the switch is in 'armed' or 'off'
(not 'On') position. (Either the
Master Battery and one bat switch on, or
the generators on line, or EPU on line.)
Here are some basic flight profiles that I have used over the years. They are not the only way to fly the
airplane, but have worked for me since I started giving training and checkrides in biz jets little over 20 years
ago. In the event of a difference between this and the Aircraft Flight Manual, the flight manual is the
document to follow.
Steep Turns
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No Flap Approach
Note: See the abnormal procedures checklist for appropriate speeds with slats retracted. If slats will not
extend, you are limited to 20 deg of trailing edge flaps. Also, pay close attention to airspeed on final, as the
stall characteristics of the Astra are quite different without the slats deployed. I have had more than one
student find theirself upside down shortly after their first stall with the slats locked out.
Note: Due to the engines being mounted far above the center of gravity of the airplane, a substantial nose
down pitch moment will be encountered when go around thrust is applied in landing configuration. Be
prepared, as it will result in a 15 deg nose down attitude if the appropriate back pressure and elevator trim are
not applied.
Takeoff
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Rejected Takeoff
1. Proceed as in normal takeoff until malfunction dictates that the takeoff be rejected.
2. Capt. calls "Abort" (Co-Pilot may call Abort if Capt elects to delegate that authority).
3. Thrust levers to idle
4. Speedbrakes extend.
5. Wheel brakes as necessary.
6. Thrust Reverse deploy.
7. If another takeoff is contemplated consider brake energy & appropriate turnaround time.
Emergency Descent
Back to:
Back to:
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