FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1985
1985 - 0028.PDF
Guaranteed capabilities Cruise speed Range (with long-range fuel tank) At Mach 0-80 At long-range cruise Take-off runway length Landing runway length Conditions 465kt (861km/hr) ± 2-5 per cent at ISA, 35,000ft |10,667m) altitude and 16,0001b |7,258kg) weight 2,510 n.m. (4,723km) ± 5 per cent, with four passengers and two crew 3,110 n.m. (5,760km) ± 5 per ent, with four passengers and two crew [The above ranges allow for taxi, take-off, climb, cruise, descent and 45min reserve). 4,980ft (1,518m) ± 6 per cent (sea level, balanced field length as defined by FAR 25 at 22,700lb [10,297kg] TOGW) 2,645ft (806m) ± 6 per cent (sea level at 20,700lb [9,389kg] as defined by FAR 25) All guaranteed performance data is based upon ISA conditions. Runway parameters assume level, hard, dry surface, with no wind Performance summary Stall speed, landing configuration (flaps, slats, down) at MLW 92kt Stall speed, clean at MTOW 111 kt Max rate of climb at MTOW, ISA, s.l. twin-engine 3,560ft/min single-engine 1,10Oft/mi Single-engine service ceiling (take-off at MTOW, ISA, s.l.) 18,000ft Twin-engine service ceiling (take-off at MTOW, s.l.) 41,500ft Twin-engine service ceiling (take-off at 19,5001b, s.l.) 45,000ft Design speeds VM0 360kt from s.l. to 25,800ft MMO 0-85 above 25,800ft VD 450kt from s.l. to 17,500ft MD 0-90 above 17,500ft VBF 410kt from s.l. to 21,500ft Mw 0 90 above 21,500ft VFE 250kt for flaps from 0- to 20* 180kt for flaps 40° VSE 250kt for 25* slats extension (full travel) VLE 180kt Airbrakes operating or extended up to VDF Burbank in a Lockheed tunnel. Some 1,300 high-speed polars were plotted, as well as 2,600 low-speed polars. The one-sixth scale model used for low- speed work was even able to simulate application of reverse thrust while airborne. Structural philosophy As with aerodynamics, IAI was deter mined to get structural weight on target at the design stage, because it was forced to lay down the first batch of produc tion aircraft in parallel with the two test aircraft if it was to stand any chance of making the first half dozen available for customers soon after the expected September 1985 certification date. Every drawing was given a weight target, and any which looked likely to exceed that target were returned for redesign. The overall operating empty weight target of 12,6701b has been achieved, which was not much of a surprise to IAI because every single part; was weighed before assembly. Computer aided design and manu facture has been employed extensively, based upon seven years' experience within the company. This has enabled close liai son between engineering and manu facturing divisions. The first two test aircraft are regarded as pre-production models rather than as prototypes, and it has been possible with CAD/CAM to use tapes applicable to these aircraft to gener ate master manufacturing tapes for subsequent production models. The Astra's fuselage is of conventional structure, similar to that of the West- winds. The wing structure is entirely new, however, with single-piece tip-to-tip integrally milled skins which are shot peened to shape before being combined with numerically machined ribs. Lower skins are in 7475 aluminium alloy for damage tolerance. The company's experience of building aircraft for military purposes and condi tions is reflected in the use of precision 26 forgings, and in a particular concern for the adequacy of anti-corrosion measures. In addition to proper drainage, use of dissimilar metals is avoided, and corrosion-sensitive zones are chromated and coated with epoxy-based fluid-resistant primer before receiving their top coat of polyurethane paint (electrolyte resistant in the battery bay). Extensive use is made of composites (mainly Kevlar and Nomex) in secondary structures such as fairings, doors, and leading edges, as well as in the ailerons, which combine full-depth honeycomb-1 with carbonfibre skins. The windshield is claimed to be the first on a business jet to feature glass-faced FLIGHT International, 5 January 198S
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
