Articles
<![CDATA[KAJIAN TINGKAT PELAYANAN PENUMPANG DI BANDARA ADISUTJIPTO YOGYAKARTA ]]>
<![CDATA[Sri Mulyani]]>;
<![CDATA[Dwi Hartini]]>
<![CDATA[ Angkasa: Jurnal Ilmiah Bidang Teknologi Vol 8, No 1 (2016): Mei ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/angkasa.v8i1.140
<![CDATA[Peak hours or peak hours and when there is an Air Force plane that doing regular exercise. Number apron at Yogyakarta Adisucipto international airport just 8 parking stand, while aircraft movement during peak hours reached 10 aircraft even more, so that the common line during the hours puncak. Untuk overcome this new airport Yogyakarta must be realized in order to fit with the capacity kebutuhannya.Kasus second, because the international airport Adisucipto a military-owned airports which are also used for commercial flights, then that becomes the top priority is owned aircraft Air Force. To and separate from military activities. So that flight activities more effective and can reduce the factor late arrival due to late landing. The technical problem is usually the plane will experience a delay can not predict how long the delay time and this factor also can not be in perediksi when it will be a problem with the engine, fuselage, landing gear, etc. So Line Maintenance personnel in the field should always be alert and responsive when things are going according to the maintenance manual. And always conduct appropriate inspection check list.]]>
<![CDATA[Three Dimensional Simulation of Changes in Air Flow on a Jet Engine Desktop Based ]]>
<![CDATA[Nurcahyani Dewi Retnowati]]>;
<![CDATA[Sri Mulyani]]>;
<![CDATA[Frencha Talantha]]>
<![CDATA[ Compiler Vol 8, No 1 (2019): Mei ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/compiler.v8i1.431
<![CDATA[Learning about changes in air flow on jet engines requires a clear understanding because there are parts of the jet engine that work according to their functions and are interconnected. People often have difficulty understanding learning about changes in air flow in the jet engine and also about the brayton cycle. This study aims to make a simulation that explains the changes in air flow in a jet engine with a three-dimensional animated form in order to improve understanding of learning about it. The process of making three-dimensional simulations uses animation modeling techniques, texturing, lighting, editing, and rendering. In modeling and texturing on jet engines following the Brayton cycle. The three-dimensional simulation results show that this simulation can be run by computers with Windows 7 and Windows 8 operating systems, and from the results of user test analysis 80.2% agree that this three-dimensional simulation can be understood and can explain changes in airflow in jet engines.]]>
<![CDATA[Reliability analysis of nose wheel assy ATR 72-500 ]]>
<![CDATA[Fajar Khanif Rahmawati]]>;
<![CDATA[Sri Mulyani]]>
<![CDATA[ SENATIK STT Adisutjipto Vol 6 (2020): Keselamatan Penerbangan di masa Pandemi Covid-19 [ISBN 978-602-52742-2-0] ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/senatik.v6i0.404
<![CDATA[Aircraft reliability is one aspect that needs to be considered in aircraft operation. The reliability program has been implemented in aircraft maintenance policies, especially for aircraft with high utilization. The reliability program could measure the level of reliability of a component. The nose wheel assy on the ATR 72-500 aircraft is one of the components that has repeated defects, so that a reliability analysis could be performed. The analysis is carried out with a Weibull distribution with data of failure time. From data processing, it was obtained the value of Beta (β) = 3.810138517 which means that the failure characteristic that occurs is early wear out. In addition, the reliability value of R (t) was also obtained for every failure time. The value and graphic shows that the trend is decrease with failure time of component .From the calculation with the Weibull[M1] distribution, it also showed the Mean Time to Failure (MTBF) reaches 454.0138741 hours.]]>
<![CDATA[Analisis kualitas sambungan Alumunium 2024 menggunakan metode Friction Stir Welding (FSW) dengan variasi Kekerasan Material Pin ]]>
<![CDATA[Istyawan Priyahapsara]]>;
<![CDATA[Sri Mulyani]]>
<![CDATA[ SENATIK STT Adisutjipto Vol 6 (2020): Keselamatan Penerbangan di masa Pandemi Covid-19 [ISBN 978-602-52742-2-0] ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/senatik.v6i0.400
<![CDATA[Friction Stir Welding (FSW) sudah menjadi salah satu pilihan muthakir dalam penyambungan struktur pesawat terbang berbahan paduan alumunium 2024 T3. Salah satu parameter penting dalam kualitas pengelasan FSW adalah material pin dengan kekerasan berbeda-beda.. Tujuan penelitian ini adalah untuk mengetahui pengaruh kekerasan material pin terhadap kualitas sambungan secara visual dan kekuatan mekanis sambungan FSW. Tiga jenis material logam digunakan dalam penelitian ini baja ST60, baja ST60 yang dikeraskan, dan baja stainless steel (SS). Material yang disambung alumunium paduan 2024 yang merupakan material untuk struktur skin pesawat terbang. Penyambungan menggunakan mesin mill dengan putaran spindle 1800 rpm, dengan sudut kemiringan pin 3o. Pengujian kekerasan pin, pencatatan temperatur pengelasan, pengamatan visual hasil pengelasan, pengujian tarik dilakukan secara berurutan. Pengujian tarik dilakukan dengan standar ASTM E8, dengan menggunakan mesin Go Tech berkapastas 30 T. Secara visual, ketiganya memperlihatkan topografi pengelasan yang cukup baik dengan rigi-rigi yang rapat. Hasil pengujian kekerasan didapatkan logam SS menghasilkan kekerasan tertinggi dengan nilai 1519.67 HV, diikuti ST60 hardened sebesar 1055.73 HV, dan paling kecil adalah ST60 sebesar 820.81 HV. Kekuatan tarik terbesar diperoleh pada sambungan menggunakan material ST60 hardened dengan nilai 294 MPa, diikuti SS sebesar 259 MPa dan paling kecil adalah ST60 dengan nilai 232 MPa]]>
<![CDATA[Application development to measure PKP-PK readiness in aviation operations ]]>
<![CDATA[Sri Mulyani]]>;
<![CDATA[Rianto Rianto]]>
<![CDATA[ Compiler Vol 11, No 1 (2022): May ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/compiler.v11i1.1254
<![CDATA[PKP-PK (Pertolongan Kecelakaan Penerbangan dan Pemadam Kebakaran) is the most important thing in preventing aviation accidents, with the aim of preventing or reducing losses to fatalities. Based on General Air Transportation Regulation KP Number 14 of 2015, every airport is required to provide and provide PKP-PK services in accordance with the required airport PKP-PK categories. Thus the feasibility of airport operations is an important factor in an airport, measuring readiness for airport operational feasibility is important in order to meet general air transportation regulations KP No. 14 of 2015. With an application that can be used to measure airport operational readiness, it is increasingly providing convenience to airport managers for airport operational readiness.]]>
<![CDATA[Sistem Identifikasi Kerusakan Mesin Pada Pesawat Bravo AS202 Menggunakan Backward Chaining ]]>
<![CDATA[Astika Ayuningtyas]]>;
<![CDATA[Sri Mulyani]]>;
<![CDATA[Erni Jumiyanti]]>
<![CDATA[ Prosiding Seminar Nasional Sains Teknologi dan Inovasi Indonesia (SENASTINDO) Vol 1 (2019): Prosiding Seminar Nasional Sains Teknologi dan Inovasi Indonesia (Senastindo) ]]>
Publisher : <![CDATA[Akademi Angkatan Udara ]]>
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<![CDATA[Kecelakaan pesawat komersil ataupun militer banyak mengakibatkan banyak korban, selain itu memberikan banyak kerugian bagi semua pihak. Kecelakaan pesawat militer yang telah terjadi selama ini selalu dikaitkan dengan banyak faktor seperti: human error, climate, maupun kerusakan engine. Dalam mengurangi resiko kerusakan pesawat militer maka dibutuhkan perawatan pada pesawat. Pada penelitian ini membahas tentang perancangan dan penerapan perangkat lunak berbasis Website pada sebuah mesin pesawat militer latih yaitu Pesawat Bravo dengan seri AS202. Adanya sistem ini mampu digunakan untuk mengetahui gejala kerusakan dalam mesin pesawat di luar perawatan (Inspection) menggunakan pendekatan Backward Chaining, untuk menentukan sebuah fakta yang mendukung hipotesa-hipotesa tersebut, dengan pendekatan yang ada diharapkan mampu untuk mengidentifikasi adanya kerusakan pada mesin Pesawat Bravo AS202. Hasilnya adalah sebuah aplikasi berbasis Website yang berfungsi sebagai sistem identifikasi kerusakan mesin yang mempermudah teknisi dalam mencari informasi kerusakan pada mesin Pesawat Bravo AS202.]]>
<![CDATA[Analisis Performa Take Off Engine CFM56-7B Pada Thrust Tipe 26300 Lb ]]>
<![CDATA[Sri Mulyani]]>;
<![CDATA[Rudi Setiawan]]>
<![CDATA[ Prosiding Seminar Nasional Sains Teknologi dan Inovasi Indonesia (SENASTINDO) Vol 3 (2021): Prosiding Seminar Nasional Sains Teknologi dan Inovasi Indonesia (Senastindo) ]]>
Publisher : <![CDATA[Akademi Angkatan Udara ]]>
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DOI: 10.54706/senastindo.v3.2021.134
<![CDATA[In some cases, if the engine performance descended, it could not be mantained as the standard perfomance requirements. According to CFM's engine manual, this case might be solved by down grading the engine configuration (TR) so that the engine still could be operated however it's performance was lower than earlier configuration. In this Final Assignment, the author discussed about comparison Take-Off performance of CFM56-7B engine between Thrust Rating configuration 26300 lbs. The performance calculation could be known by processing Test Cell Result data by the formula of Engine Shop Manual - 003. The purposes are to find the verification of both thrust rating configuration. The calculation of the take-off performance of the CFM56-7B engine with a 26300 lb thrust rating configuration based on the formula from the Engine Shop Manual-003 Engine Acceptance Test is a 26300 lb thrust rating configuration producing a thrust of 26920 lb. The SFC value obtained for the thrust rating is 0.3885 with an SFC margin of -5.3% and 0.382. The EGT generated by the engine is 905.9 C with an EGT margin of 17.1]]>
<![CDATA[MAINTENANCE COST TERJADWAL TINGKAT SEDANG PESAWAT GROB G 120 TP-A di SKADRON TEKNIK 043 ADISUTJIPTO YOGYAKARTA ]]>
<![CDATA[Charis Ira Sujana Ginting]]>;
<![CDATA[Fajar Khanif Rahamawati]]>;
<![CDATA[Sri Mulyani]]>
<![CDATA[ Vortex Vol 3, No 1 (2022) ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/vortex.v3i1.1180
<![CDATA[The aircraft that used in this research is Grob G 120TP-A. Purpose of this research is support planning costs for scheduled maintenance in the period of 2020 and forecast the maintenance costs on the PI-600 flight hours for the period 2021, so that the aircraft is always in a state of airworthiness in order to support the implementation of operational activities as a training aircraft for the Indonesian Air Force. Maintenance costs on Periodic Inspection 600 flight hours of Grob G 120 TP-A aircraft in 2020 include employee salaries, spare parts, consumable materials, and fuel costs. Forecasting maintenance costs using the trend exponential method which uses maintenance cost data from 2016 to 2020. The results of the 600 flight hours of periodic inspection maintenance costs are Rp.476.527.879,92.and the results of forecasting maintenance costs for the Periodic Inspection 600 Flying Hours of the Grob G 120 TP-A aircraft using the trend least square method for the 2021 fiscal year is Rp. 408.667.919,9.]]>
<![CDATA[PRELIMINARY DESIGN OF UNMANNED AIRLAND (PUNA) ]]>
<![CDATA[Istyawan Priyahapsara]]>;
<![CDATA[Sri Mulyani]]>
<![CDATA[ Vortex Vol 3, No 1 (2022) ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/vortex.v3i1.1186
<![CDATA[The development of the number of vehicles exceeding the capacity of highways in urban areas causes frequent traffic jams and increases the risk of accidents. This often happens during year-end holidays and Eid holidays. So it is very necessary to monitor traffic density during the annual holiday period to reduce the number of fatalities due to traffic accidents. Monitoring traffic density using helicopters is expensive because of the high fuel consumption and maintenance. So we need a new alternative, namely using Unmanned Aircraft (PUNA) because it is easy to operate and cheap to maintain. So it is very necessary to design PUNA for traffic density monitoring missions. Aircraft for this purpose are classified as small because the payload, namely the camera, only weighs 2 kg. Study obtained the following results: fuselas/body length 1.94 m, wingspan 1.46 m, airfoil NACA 2412. engine OS MAX-40FX, engine located in the nose, take-off Gross Weight 6.11 kg, material weight 321.09 grams, use an Oblique Camera type camera, the camera weight is 2 kg, and the camera position is 3 ft from the nose.]]>
<![CDATA[RELIABILITY LEVEL ON AFCS ACTUATOR COMPONENT OF THE SIKORSKY S-76 HELICOPTER ]]>
<![CDATA[Aryanti Dwi Puspita]]>;
<![CDATA[Sri Mulyani]]>;
<![CDATA[Karseno KS]]>
<![CDATA[ Vortex Vol 1, No 1 (2020) ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/vortex.v1i1.716
<![CDATA[The use of helicopters is very useful for Indonesia's natural conditions which is in the form of islands. In order to support the helicopter's capabilities, an AFCS actuator or automatic flight control system actuator is needed to make the flight automatically. Therefore, the author tries to conduct a reliability analysis to determine the level of reliability of the AFCS Actuator component in S-76 helicopter. The method used to conduct the analysis is the Weibull distribution method, which is one of several methods that are often used. The main objective is to determine the level of reliability and characteristics of the failure modes that often occur in these components. By analyzing at the results of calculations and types of failures, it can be seen the types of effective treatments to be applied to the AFCS Actuator component.]]>
