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<![CDATA[Pengenalan Program Perawatan Pesawat Terbang Bagi Siswa SMA IT Baitussalam Prambanan ]]>
<![CDATA[Rahmawati, Fajar Khanif]]>
<![CDATA[ KACANEGARA Jurnal Pengabdian pada Masyarakat Vol 2, No 1 (2019): Januari ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknologi Adisutjipto ]]>
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<![CDATA[Ilmu pengetahuan sejatinya adalah milik setiap orang untuk dapat memperolehnya. Batasan usia ataupun generasi tidak menjadi penghalang seseorang untuk berbagi ataupun memperoleh ilmu pengetahuan. Semakin dini seseorang mampu memperoleh sebuah pengetahuan maka akan semakin menambah wawasan dan tingkat kemampuan dari orang tersebut. Hal ini pun akan menjadi nilai lebih jika diterapkan pada siswa SMA yang mana mereka memerlukan sumbangan banyak ilmu pengetahuan yang dapat dijadikan bekal dalam setiap keputusan yang akan mereka ambil untuk menempuh tahapan pendidikan selanjutnya. Berbagi ilmu pengetahuan yang pada dasarnya diluar kurikulum yang dipelajari di bangku SMA akan sangat menambah wawasan baru bagi siswa. Pengetahuan tentang dunia penerbangan pada umumnya, dan peranan program perawatan pada khususnya merupakan pengetahuan yang tentunya belum diajarkan di bangku SMA. Tujuan dari pengabdian masyarakat yang dilakukan di SMA IT Baitussalam adalah untuk berbagi informasi dan pengetahuan mengenai dunia penerbangan pada umumya dan peranan perawatan pesawat terbang pada khususnya. Diharapakan melalui pelaksanaan kegiatan ini, dapat menambah pengetahuan dan wawasan siswa serta dapat dijadikan salah satu bekal atau referensi untuk melanjutkan ke jenjang pendidikan selanjutnya. ]]>
<![CDATA[Analysis Engine Performance PT6A-114A after Applying TBO Extension with the Manufacture Limitation ]]>
<![CDATA[Rahmawati, Fajar Khanif]]>
<![CDATA[ SENATIK STT Adisutjipto Vol 4 (2018): Transformasi Teknologi untuk Mendukung Ketahanan Nasional [ ISBN 978-602-52742-0-6 ] ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknologi Adisutjipto ]]>
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DOI: 10.28989/senatik.v4i0.254
<![CDATA[Engine PT6A-114A is used on Cessna Grand Caravan 208B which has basic TBO : 3.600FH. Through condition monitoring, manufacturers issued SB1703R9 regarding allowing extension TBOs with terms and conditions. The analysis is done by comparing the condition of the TBO engine : 3.600FH and the engine that has been extended to TBO : 5.600FH. From the data obtained by engine with TBO : 3.600FH and TBO : 5.600FH on the cruising phase, the ITT achieved at each altitude does not exceed the maximum limitation which is 740oC. . Whereas through analytic calculations, the parameters of engine performances are: fuel / air ratio, thrust specifications, specific fuel consumption, thermal efficiency, propulsive efficiency, overall efficiency, and specific power, match to the ideal conditions when compared to altitude. It can be concluded that parameters engine with TBO: 3.600FH or TBO : 5.600FH are still within the limits and engine parameters confirmed to ideal conditions.]]>
<![CDATA[Analysis Turn Around Time C03-Check Package on Airbus A320-200 ]]>
<![CDATA[Rahmawati, Fajar Khanif]]>;
<![CDATA[Prakoso, Suyudi Imam]]>
<![CDATA[ SENATIK STT Adisutjipto Vol 5 (2019): Peran Teknologi untuk Revitalisasi Bandara dan Transportasi Udara [ISBN XXX-XXX-XXXXX- ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknologi Adisutjipto ]]>
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DOI: 10.28989/senatik.v5i0.319
<![CDATA[Aircraft maintenance is one of the consequences due to aircraft utilization. C03-check package on an Airbus A320-200 aircraft is one of the scheduled maintenance with interval every 22,500 flight hours, or 15000 flight cycles, or 72 months whicever comes firts. As one of scheduled maintenance, the planning of maintenance activities must be planned as well as possible to make activities carried out efficiently and effectively in terms of time and resources. Preliminary data to make the planning is sourced from the MPD (maintenance planning document).The data included of the scope of work, manhours, and man power. The data obtained is processed using the CPM (Critical Path Method). The results of data processing, it is obtained that the C03-check package on the Airbus A320-200 aircraft takes 4 (four) days, with the critical path on the AD-D1-D2-D3-D4-D4-D5-D6-D7-G aircraft, in the area empenage access panel with the number of hours needed is 41.3 hours. ]]>
<![CDATA[INVENTORY PLANNING MANAGEMENT OF LOW PRESSURE FILTER WEB (LPFW) ON KT1-BEE AIRCRAFT BASED ON RELIABILITY COMPONENT IN SKATEK 043 ]]>
<![CDATA[Rahmawati, Fajar Khanif]]>
<![CDATA[ Angkasa: Jurnal Ilmiah Bidang Teknologi Vol 11, No 2 (2019): November ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknologi Adisutjipto ]]>
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DOI: 10.28989/angkasa.v11i2.441
<![CDATA[Low pressure filter web (LPFW) is one of the components on KT1-Bee aircraft that has been damaged 18 times during March 2016 to April 2017. The LPFW damage that occurred must be anticipated by planning the inventory of components, so when the same damage happens, it can be replaced immediately. Life limit of LPFW by manufacturer is 375FH. However, from the calculation with the weibull method it showed the Mean Time Between Failure (MTBF) only reaches 347,248FH. MTBF values that are smaller than the life limit component require early inventory planning. Through the Poisson method with a confidence level of 70%, the value of x = 5 is obtained. Then if the value is calculated in the recommendation based on the passion distribution with x-1, it will reach 4. From these results, the recommendation of the number of LPFW spare parts that must be prepared to avoid unserviceable aircraft is 4ea. ]]>
<![CDATA[INVENTORY PLANNING MANAGEMENT OF LOW PRESSURE FILTER WEB (LPFW) ON KT1-BEE AIRCRAFT BASED ON RELIABILITY COMPONENT IN SKATEK 043 ]]>
<![CDATA[Fajar Khanif Rahmawati]]>
<![CDATA[ Angkasa: Jurnal Ilmiah Bidang Teknologi Vol 11, No 2 (2019): November ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/angkasa.v11i2.441
<![CDATA[Low pressure filter web (LPFW) is one of the components on KT1-Bee aircraft that has been damaged 18 times during March 2016 to April 2017. The LPFW damage that occurred must be anticipated by planning the inventory of components, so when the same damage happens, it can be replaced immediately. Life limit of LPFW by manufacturer is 375FH. However, from the calculation with the weibull method it showed the Mean Time Between Failure (MTBF) only reaches 347,248FH. MTBF values that are smaller than the life limit component require early inventory planning. Through the Poisson method with a confidence level of 70%, the value of x = 5 is obtained. Then if the value is calculated in the recommendation based on the passion distribution with x-1, it will reach 4. From these results, the recommendation of the number of LPFW spare parts that must be prepared to avoid unserviceable aircraft is 4ea. ]]>
<![CDATA[Pengenalan Program Perawatan Pesawat Terbang Bagi Siswa SMA IT Baitussalam Prambanan ]]>
<![CDATA[Fajar Khanif Rahmawati]]>
<![CDATA[ KACANEGARA Jurnal Pengabdian pada Masyarakat Vol 2, No 1 (2019): Januari ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/kacanegara.v2i1.401
<![CDATA[Ilmu pengetahuan sejatinya adalah milik setiap orang untuk dapat memperolehnya. Batasan usia ataupun generasi tidak menjadi penghalang seseorang untuk berbagi ataupun memperoleh ilmu pengetahuan. Semakin dini seseorang mampu memperoleh sebuah pengetahuan maka akan semakin menambah wawasan dan tingkat kemampuan dari orang tersebut. Hal ini pun akan menjadi nilai lebih jika diterapkan pada siswa SMA yang mana mereka memerlukan sumbangan banyak ilmu pengetahuan yang dapat dijadikan bekal dalam setiap keputusan yang akan mereka ambil untuk menempuh tahapan pendidikan selanjutnya. Berbagi ilmu pengetahuan yang pada dasarnya diluar kurikulum yang dipelajari di bangku SMA akan sangat menambah wawasan baru bagi siswa. Pengetahuan tentang dunia penerbangan pada umumnya, dan peranan program perawatan pada khususnya merupakan pengetahuan yang tentunya belum diajarkan di bangku SMA. Tujuan dari pengabdian masyarakat yang dilakukan di SMA IT Baitussalam adalah untuk berbagi informasi dan pengetahuan mengenai dunia penerbangan pada umumya dan peranan perawatan pesawat terbang pada khususnya. Diharapakan melalui pelaksanaan kegiatan ini, dapat menambah pengetahuan dan wawasan siswa serta dapat dijadikan salah satu bekal atau referensi untuk melanjutkan ke jenjang pendidikan selanjutnya. ]]>
<![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[Analysis Turn Around Time C03-Check Package on Airbus A320-200 ]]>
<![CDATA[Fajar Khanif Rahmawati]]>;
<![CDATA[Suyudi Imam Prakoso]]>
<![CDATA[ SENATIK STT Adisutjipto Vol 5 (2019): Peran Teknologi untuk Revitalisasi Bandara dan Transportasi Udara [ISBN 978-602-52742- ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/senatik.v5i0.319
<![CDATA[Aircraft maintenance is one of the consequences due to aircraft utilization. C03-check package on an Airbus A320-200 aircraft is one of the scheduled maintenance with interval every 22,500 flight hours, or 15000 flight cycles, or 72 months whicever comes firts. As one of scheduled maintenance, the planning of maintenance activities must be planned as well as possible to make activities carried out efficiently and effectively in terms of time and resources. Preliminary data to make the planning is sourced from the MPD (maintenance planning document).The data included of the scope of work, manhours, and man power. The data obtained is processed using the CPM (Critical Path Method). The results of data processing, it is obtained that the C03-check package on the Airbus A320-200 aircraft takes 4 (four) days, with the critical path on the AD-D1-D2-D3-D4-D4-D5-D6-D7-G aircraft, in the area empenage access panel with the number of hours needed is 41.3 hours. ]]>
<![CDATA[RELIABILITY ANALYSIS OF HELICOPTER BLADE ROTOR PLAY BELL 412 USING NORMAL DISTRIBUTION METHOD ]]>
<![CDATA[Rastra Arif Pradana]]>;
<![CDATA[Kris Hariyanto]]>;
<![CDATA[Fajar Khanif Rahmawati]]>
<![CDATA[ Vortex Vol 1, No 2 (2020) ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/vortex.v1i2.897
<![CDATA[At the beginning of operation, a main rotor blade on helicopter is certainly in the best condition. When it gets older, the main rotor blade condition will decrease because of the presence of bent, material fatigue and human error during operation. Based on the background, it is necessary to identify the level of reliability of main rotor blade on the Bell 412 helicopter using the normal distribution method. The research data were the age of components of main rotor blade on Bell 412 helicopter during 27 years.Based on the analysis of calculation of the reliability level, employing the normal distribution method and using Microsoft Excel, the reliability value (R) of all serial numbers of Bell 412 helicopter main rotor blade was 99%, which indicates the reliability of the Bell 412 helicopter main rotor blade is very good.]]>
<![CDATA[Advantages and Losses Analysis on Burning Hours by The Production Planning Control in Determining Time Implementation of Maintenance Activities ]]>
<![CDATA[Fajar Khanif Rahmawati]]>;
<![CDATA[Humaid Iswahyu Hafizh Rakha]]>
<![CDATA[ Vortex Vol 2, No 2 (2021) ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/vortex.v2i2.981
<![CDATA[Burning Hours is the one of policy in scheduling aircraft maintenance. With the burning hours the operator could performed aircraft maintenance before the due time. Burning Hours is indeed beneficial for flight operators to maintain the stability of the safety of the aircraft operation. Using the quantitative analysis method with the sample data’s from two aircraft, found that the burning hours affects to Burning Hours Cost loss for every aircraft meintenance activity. The value of Burning Hours Cost Loss and Potential Lost per Day needs to be considered by operators in scheduling maintenance activities, because it is possible that Burning Hours cannot be avoided in aircraft operation. Based on the data processing, the value of burning hours cost lost is not more than limit of potential lost per day. However it should also be considered if burning hours applied continuously will increase maintenance cost. Therefore, between maintenance planning department and the operation department should keep good coordination to minimize the burning hours cost loss. Keywords: Planning, Maintenance, Burning Hours]]>
