Article Per Year (5 Year)
p-Index From 2020 - 2025
6.543
P-Index
This Author published in this journals
All Journal Jurnal Teknologi Kedirgantaraan (JTK) Bubungan Tinggi: Jurnal Pengabdian Masyarakat Jurnal ComunitA Servizio Jurnal Mahasiswa Dirgantara Jurnal TNI Angkatan Udara Jurnal Bakti Dirgantara
muftiarifin
Universitas Dirgantara Marsekal Suryadarma
Aerospace Engineering Humanities Control & Systems Engineering Earth & Planetary Sciences Electrical & Electronics Engineering Engineering Environmental Science Library & Information Science Materials Science & Nanotechnology Mechanical Engineering Nursing Social Sciences Transportation Other

Published : 55 Documents Claim Missing Document
Claim Missing Document
Check
Articles

Found 32 Documents
Search
Journal : Jurnal Teknologi Kedirgantaraan (JTK)

 1   2   3   4 
Analisis Dimensi Propeler Untuk Kebutuhan Desain Konseptual Pesawat Piston Rosalie, Rhea Anggun; Alimin, Edy Karyadi; Arifin, Mufti
Jurnal Teknologi Kedirgantaraan Vol 7 No 2 (2022): Jurnal Teknologi Kedirgantaraan
Publisher : FTK UNSURYA

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35894/jtk.v7i2.62

Abstract

This research conducted a comparative analysis of propeller dimensions for the conceptual design of a piston aircraft. The method used is statistical linear regression by comparing some variables related to propellers from 27 piston aircraft data. Based on comparison results obtained 6 strong relationships, namely aircraft speed and engine power, aircraft weight and engine power, aircraft weight and propeller weight, aircraft weight and the number of propellers blades, engine power and propeller weight, and propeller weight and the number of propellers blades so that it can be used for conceptual design reference. The propeller diameter and engine speed variables do not have a strong relationship in regression but form a cluster so that it can be used as a conceptual design reference. The conceptual design simulation with an aircraft weight of 3500 lb produces a propeller with a diameter of 80 inches, the engine power of 325.51 hp, propeller weight of 86.13 pounds, engine speed of 2500 rpm, and 3 blade propellers with a thrust of 1340.05 lbf.
ANALISIS PERFORMA PESAWAT ATR 72-500 SEBAGAI PESAWAT CHARTER RUTE BANDARA HALIM PERDANAKUSUMA-MATAK DAN HALIM PERDANAKUSUMA- BADAK BONTANG FORTUNE JR OMBUH; Mufti Arifin; Endah Yuniarti
Jurnal Teknologi Kedirgantaraan Vol 8 No 1 (2023): Jurnal Teknologi Kedirgantaraan
Publisher : FTK UNSURYA

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35894/jtk.v8i1.81

Abstract

With the area and geography of Indonesia consisting of small islands, causing the difficulty of exploration efforts of Natural Resources (SDA) in these small islands. Companies that carry out these exploration activities must build supporting facilities to facilitate the exploration process in the area. The airport is one of the supporting facilities built by the company for exploration activities. The airport built by the company to support this air transportation, must be built according to the land and needs of the company, one of which is the runway. With limited runways, many companies use ATR 72-500 aircraft as charter aircraft to support exploration activities in areas far from commercial airports. Therefore, an analysis of the performance of the ATR 72-500 aircraft as a charter aircraft with the Route Halim Perdanakusuma Airport (HLP) -Matak (MWK) and Halim Perdanakusuma Airport - Badak Bontang (BXT) to determine operational costs. The performance of the ATR72-500 aircraft is seen from the take-off performance needed, range, fuel consumption, and payload. On the route HLP-MWK with 68 passengers traveled with a distance of 577 NM requires fuel as much as 2,456 kg with TOW 22,342 kg, while for take-off requires runway length of 1056 m, operating costs of Rp. 235.535.469, 92 and the cost per passenger is Rp. 3.463.756,91. For the route HLP-BXT with 68 passengers traveled with a distance of 742 NM requires fuel as much as 2.584, 862 kg with TOW 22.471 kg, while for take-off requires runway length of 1068 m, operational costs of Rp. 247.891.620, 16 and the cost per passenger is Rp. 3.645.465.
ANALISIS KORELASI USIA PESAWAT AIRBUS A320-200 TERHADAP JUMLAH KOROSI YANG TIMBUL MENGGUNAKAN METODE KORELASI PEARSON PRODUCT MOMENT Reynaldo Mulya Tedja; Mufti Arifin; Erna Shevilia Agustian
Jurnal Teknologi Kedirgantaraan Vol 8 No 2 (2023): Jurnal Teknologi Kedirgantaraan
Publisher : FTK UNSURYA

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35894/jtk.v8i2.83

Abstract

Corrosion is the destruction of materials caused by the environment, where metals separate from their metal atoms and form compounds from water or gas, resulting in oxidation until the metal atoms disappear. Corrosion can also be referred to as material that is damaged by the environment and is mostly caused by natural impacts that increase as the age of the aircraft increases. Failure to maintain the strength of the main structure is caused by excessive stress that occurs in the corrosion area resulting in cracks in the structure. Due to the frequent occurrence of corrosion in the aircraft, observations, data analysis and further literature studies were carried out. This study aims to determine the relationship between aircraft aging and the amount of corrosion found during periodic "c-check" servicing of Airbus A320-200 aircraft at the study site. The research method that used in the discussion of this thesis is to use pearson product moment correlation analysis on age data and the amount of corrosion that occurs on each aircraft. The conclusion of the results is analysis using the Pearson product moment method on 30 sample aircraft, the correlation 0.922 is categorized as having a very strong relationship. Each aircraft section does not have a strong correlation between corrosion and age, but as a whole has a strong correlation with age. From the results of the analysis using the linear regression equation, it can be identified and estimated the amount of corrosion that occurs at a certain age on the Airbus A320-200 aircraft. The results of the linear regression equation show that the aircraft is 23 years old, the amount of corrosion that will arise is estimated at 39 points, it can be concluded that aircraft with XU-029 registration are known to have a total corrosion rate of 42 points with poor corrosion conditions, then when compared to aircraft with registration XU-030 which is 23 years old is also known to have a corrosion rate of 30, so it can be concluded that the corrosion conditions on this aircraft are better than expected.
ANALISIS KEANDALAN SKIN AIR OUTLET VALVE 22HQ PADA PESAWAT AIRBUS 320 DI MASKAPAI BBB Harun Alrasid; Mufti Arifin; Aprilia Sakti
Jurnal Teknologi Kedirgantaraan Vol 8 No 2 (2023): Jurnal Teknologi Kedirgantaraan
Publisher : FTK UNSURYA

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35894/jtk.v8i2.85

Abstract

Setiap komponen elektronik yang terpasang pada pesawat menghasilkan panas yang harus dikontrol agar setiap komponen elektronik dapat berkerja dengan baik dan menghindari terjadinya panas yang berlebih. Panas yang dihasilkan oleh komponen elektronik pada pesawat Airbus 320 didinginkan oleh sistem Avionic Equipment Ventilation (AEV). Salah satu komponen AEV ialah Skin Air Outlet Valve yang merupakan katup pembuangan udara panas, katup ini harus tertutup ketika terbang dan terbuka ketika pesawat di darat (suhu skin lebih dari 12 derajat celcius). Jika terjadinya kegagalan pada katup utama dan terbuka ketika pesawat terbang, maka sistem pressurization akan terganggu dan menyebabkan operational interruption seperti Rejected Take-Off (RTO), In-Flight Turn Back (IFTB), Return To Apron (RTA) dan bahkan Aircraft On Ground (AOG).  Perlunya analisis keandalan serta menentukan langkah-langkah yang tepat agar operational interruption dapat diminimalisir. Dengan menggunakan metode perhitungan Alert Level, MTBUR, serta metode Root Cause Analysis (RCA), didapatkan hasil grafik CURR yang melebihi batas AL pada bulan Mei 2022 dan nilai tertinggi MTBUR adalah 9935,63 FH dan nilai terendahnya adalah 5672,26 FH. Terlihat MTBUR dari SAOV maskapai BBB berada dibawah dari MTBUR worldwide dan guarantine MTBUR. Hasil dari perbandingan ini memperlihatkan keandalan dari komponen SAOV yang buruk. Faktor utama penyebab gagalnya Skin Air Outlet Valve (SAOV) menutup saat penerbangan berlangsung diketahui adanya beberapa kesalahan yang disebabkan oleh faktor kelalaian dan prosedur yang kurang detail. Adapun tindakan korektif yang dilakukan seperti penambahan prosedur pemeriksaan dan catatan pada dokumen MEL, merekomendasikan overhaul setiap 7000 FH dan rekomendasi untuk setiap engineer yang melakukan perawatan supaya mengikuti langkah-langkah pada AMM. 
ANALISIS PERFORMA TAKEOFF PADA PESAWAT ATR 72 DALAM PENGARUH TAILWIND Dwiki Fahreza Andreanto; Mufti Arifin; Freddy Franciscus; Evi Endarti
Jurnal Teknologi Kedirgantaraan Vol 8 No 2 (2023): Jurnal Teknologi Kedirgantaraan
Publisher : FTK UNSURYA

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35894/jtk.v8i2.86

Abstract

Information on weather conditions is needed to support flight safety, especially in the process take-off. One of the required weather information is wind data, wind direction and wind speed. One of the wind components is the tailwind(wind from behind). In the small airports it can only be visited by aircraft such as ATR72 and its kind, due to the limited availability of runways and currently many of these airports are still using landing and take-off in the direction of thewind. This can result in a lack of lift during take-off during the tailwind conditions. To prevent this from happening, there is a reduction in the capacity of the aircraft. The purpose of this study was to analyze the performance of the ATR72 aircraft during take-off with tailwind conditions. By calculating the takeoff under normal conditions on the ATR72 aircraft then varying the tailwind speed. The results obtained are the value of the ground roll distance  (????????) and the reduction in aircraft weight (????) at the time of tailwind. a speed tailwind of 0 or normal, obtained a distance of ground roll 849 m, take-off weight of 20948 kg, reduction in aircraft weight of 0. Speed tailwind of 5 kts, distance of ground roll 773 m, take-off weight of 20333 kg, reduction in aircraft weight of 615 kg, while speed of tailwind 10 kts obtained distance of ground roll 697 m, take-off weight of 19308 kg, reduction in aircraft weight of 1640 kg, and speedtailwind of 15 kts, distance of ground roll 621 m, take-off weight of 18225 kg, was obtained. reduction in aircraft weight by 2723 kg.
Analisis Tingkat Kebisingan Pesawat Saat Take-Off Berdasarkan Variasi Tinggi Lintasan di Bandara Halim Perdanakusuma Arindho Andrifa Faturrohman; Mufti Arifin; Ericko Chandra Utama
Jurnal Teknologi Kedirgantaraan Vol 9 No 1 (2024): Jurnal Teknologi Kedirgantaraan
Publisher : FTK UNSURYA

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35894/jtk.v9i1.97

Abstract

An increase in flight frequency can have a negative impact on the surrounding environment, one of which is high noise levels. Noise can come from full activity, runway stay, movement towards the runway, or aircraft engine testing. Airplane noise during take-off is one of the environmental problems that need attention at airports. The height of the aircraft's trajectory during take-off can affect the noise level generated by the aircraft, but not much research has been conducted to measure the impact of variations in the height of the disturbance on the noise level of aircraft at Halim Perdanakusuma Airport. This study aims to measure the noise level of aircraft during take-off with variations in track height at Halim Perdanakusuma Airport. The method used in this study is to observe 4 aircraft taking off at Halim Perdanakusuma Airport with a research time of 3 days, and the measuring instrument used is a sound level meter. Sound level meters measure noise in dBA units between 30 and 130 dB at a frequency of 20 to 20.000 Hz. Based on the calculation and measurement results obtained, it is known that the maximum height when the measurement is on the second day is at point A of 277 meters, while at point B is 299 meters. While the highestnoise measurement at point A is 93,1 dB while at point B it is 91,5 dB. The measured noise value based on calculations is estimated at 66,2 dB and is still below the Airbus A320 aircraft noise certification for flyover takeoff of 73,7 dB.
Analisis Kapasitas Belly Cargo pada Penerbangan Berjadwal Domestik Indonesia Mufti Arifin
Jurnal Teknologi Kedirgantaraan Vol 1 No 1 (2016): Jurnal Teknologi Kedirgantaraan
Publisher : FTK UNSURYA

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35894/jtk.v1i1.197

Abstract

Domestic air cargo using narrow body passenger (pax) aircraft belly has limited capacity as remaining from maximum payload minus pax payload. The ratio of revenue cargo and revenue pax from schedule domestic airlines production data from 2004-2014 rely at 9 kg/pax and highest at 14 kg/pax. This study compares belly cargo capacity from ten aircraft types that operates in Indonesia’s domestic route to air cargo demand estimation based on ratio data. All types at load factor 0.8 have belly cargo capacity larger than demand estimation. At full pax condition, ATR42-500, ATR72-500, ATR72-600, B737-300, B737-800, B737-900ER, and CRJ1000 still have belly cargo capacity larger than demand estimation. Smaller belly cargo capacity than demand only at A320, B737-400, and B737-500 with ratio 14 kg/pax, and only at A320 with ratio 9 kg/pax.
Analisis Linear Statik Pada Vertical Tail dengan Variasi Defleksi Rudder Syarifah Fairuza; Mufti Arifin; Bismil Rabeta
Jurnal Teknologi Kedirgantaraan Vol 2 No 2 (2017): Jurnal Teknologi Kedirgantaraan
Publisher : FTK UNSURYA

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35894/jtk.v2i2.206

Abstract

Desain ekor vertikal pada pesawat sangat beragam bentuknya, bergantung pada karakteristik dan fungsinya. Pada ekor vertikal tersambung rudder yang merupakan control surface pada sumbu vertikal dengan gerakan menggeleng (yaw). Penulisan tugas akhir ini bertujuan untuk menganalisa beban aerodinamis pada ekor vertikal dengan defleksi rudder yang berbeda. Material yang digunakan pada pemodelan adalah aluminium alloy 7075-T6, merupakan paduan dari zinc dan copper. Pemodelan ekor vertikal dan analisa perhitungan dilakukan menggunakan pendekatan elemen hingga dengan bantuan software solidworks 2016. Dengan menggunakan menu flow simulation dan simulation pada solidworks, dapat diketahui output berupa stress, strain, displacement, dan safety factor. Dari hasil yang didapat distribusi stress dan strain memiliki nilai maksimal pada daerah hinge dan  nilai minimal  terjadi pada root leading edge dari ekor vertikal. Nilai stress maksimal pada pemodelan semakin meningkat seiring bertambah besarnya defleksi rudder yang diberikan, tetapi tidak melebihi yield strength dari material yang digunakan.   The design of vertical tail on the aircraft is very diverse of its shape, depending on the characteristics and functions. On the vertical tail connected with rudder which is the surface control on the vertical axis with a yaw motion. The aim of this thesis is to analyze the aerodynamic load on the vertical tail with different rudder deflection. The material used is aluminum alloy which modeling on 7075-T6, it is an alloy of zinc and copper. The calculation and analysis of the vertical tail modeling is done by using finite element approach with the help of solidworks software 2016. By using flow simulation and stress simulation in solidworks, we know the output in the form of stress, strain, displacement, and the safety factor. The results obtained the distribution of stress and strain has a maximum value on the hinge area and the minimal value occurs at the root leading edge of  vertical tail. The value of maximum stress in the modeling increased as long as the increasing of rudder deflection, but it does not exceed the yield strength of the material used.
Analisis Beban Struktur Pada Elevator Pesawat ATR 72-600 Pada Kasus Pitch Disconnect Aircraft Load Bismil Rabeta; Mufti Arifin; Miranda Saputra
Jurnal Teknologi Kedirgantaraan Vol 3 No 1 (2018): Jurnal Teknologi Kedirgantaraan
Publisher : FTK UNSURYA

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35894/jtk.v3i1.213

Abstract

Horizontal stabilizer berperan untuk menyeimbangkan lift yang terjadi pada sayap dengan memanfaatkan defleksi elevator. Untuk pesawat ATR 72, sistem elevator terbagi menjadi dua bagian, yaitu elevator kiri dan kanan. Pada keadaan normalnya, satu gerakan saja dari salah satu column control di cockpit mampu untuk menggerakan kedua elevator tersebut secara bersamaan karena keduanya saling terhubung. Namun dalam kondisi tertentu, antara sistem elevator kiri dengan yang kanan bisa terputus karena kegagalan sistem ataupun human eror sehingga menyebabkan aktifnya mekanisme pitch uncoupling. Dari kejadian tersebut, maka menimbulkan perbedaan gaya input antara elevator kiri dengan yang kanan, tentu hal ini berpengaruh langsung pada beban horizontal stabilizer yang sedang beroperasi. Untuk menentukan perbedaan beban yang diterima penulis membuat lima kasus perbedaan kondisi untuk mendapatkan perbedaan yang terjadi. Berdasarkan hasil yang diperoleh dari simulasi dengan menggunakan solidworks software didapatkan stress terbesar terdapat pada hinge kasus 23 degree deflection elevator yaitu sebesar 1,400e+008 N/m2, perbedaan stress terbesar pada saat normal 13 degree deflection elevator dengan 13 degree deflection pitch disconnect elevator sebesar 1.746e+007 N/m2, perbedaan stress terbesar pada saat normal 23 degree deflection elevator dengan 23 degree deflection pitch disconnect elevator sebesar 8,880e+007 N/m2, dan kasus pitch disconnect tidak mempengaruhi struktur horizontal stabilizer jika masih mengikuti prosedur (procedures following failures).   Horizontal stabilizer acts to balance the elevator that occurs on the wing by utilizing the elevator deflection. For the ATR 72 aircraft, the elevator system is divided into two parts, namely the left and right elevators. Normaly, one movement of the control columns in the cockpit is able to move both elevators simultaneously as they are connected together. But under certain conditions, between the left and the right elevator system can be disconnected due to system failure or human error causing the active mechanism of pitch uncoupling. From the incident, it causes the difference of input force between left and right elevator, of course it has direct effect on the horizontal load of the stabilizer being operated. To determine the difference in load received, the authors made five different case conditions to get the difference. Based on the results obtained from the simulation using solidworks software obtained the greatest stress found in hinge case 23 degree deflection elevator that is equal to 1,400e+008 N/m2, biggest difference of stress at normal 13 degree deflection elevator with 13 degree deflection pitch disconnect elevator 1,746e+007 N/m2, the largest difference in stress at normal 23 degree deflection elevators with 23 degree deflection pitch disconnect elevators of 8.880e+007 N/m2, and the pitch disconnect case did not affect the horizontal stabilizer structure if still following the procedures.  
Simulasi Monitoring Next Engine Shop Visit Life Limited Part CFM-56 Pada Pesawat Narrow Body Mufti Arifin; Endah Yuniarti; Borris Y Maningka
Jurnal Teknologi Kedirgantaraan Vol 3 No 1 (2018): Jurnal Teknologi Kedirgantaraan
Publisher : FTK UNSURYA

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35894/jtk.v3i1.214

Abstract

Batas umur pemakaian setiap komponen life limited part (LLP) engine pesawat terbang bervariasi. Maka dari itu perlu adanya suatu monitoring untuk mengetahui sisa umur komponen agar tidak terlewat atau melebihi batas umur pemakaian yang telah ditentukan oleh pabrik. Jika suatu komponen sudah mendekati batas umur yang telah ditentukan, maka komponen tersebut wajib untuk diganti dengan yang baru, walaupun secara visual kondisi komponen tersebut terlihat masih bagus atau layak. Untuk mempermudah monitoring, maka perlu dibuat ilustrasi engine dan tiga warna dengan menggunakan rumusan microsoft excel serta ditambahkan minimum remaining agar jarak pada shop visit tidak terlalu dekat, sehingga bisa meminimalisir waktu dari sebuah perencanaan shop visit. Kelebihan dari program ini adalah dapat memantau next engine shop visit dari banyak engine secara cepat, program ini perlu diuji pada kondisi operasional maintenance. Berdasarkan hasil analisis, rumusan microsoft excel dengan ilustrasi engine dan tiga warna serta minimum remainning dapat mempermudah monitoring LLP.   Life limit in every aircraft engine life limited part (LLP) component is varyated. Therefore, a monitoring is needed to determine life status of component in order to monitor life limit of component so they not exceed limit specified by manufacturer. If a component almost reach specified life limit, so that component must be replaced with new component, although visually that component still in good condition. In order to make monitoring easier engine illustration with 3 color created using Microsoft excel formula and minimum remaining added to make time between shop visit not too close, so time for shop visit planning can be minimalize. Advantage of this program is monitoring on remaining (cycle) category on specified date, and disadvantage of this program is needed to be tested in maintenance operational. According to analysis, microsoft excel formula with engine illustration with 3 color and minimum remaining can be examined in order to make monitoring easier.
Co-Authors AA Sudharmawan, AA Adam Wahyu Saputra Adam Ade Julizar Ade Julizar Adri, Raiztama Afid Nurul Anwar Afifah, Atik Ahmad Akmal Said Ahmad Al Muhraj Ahmad Buana Syamra Pratama Rahman Al Farabi, Awfa Azka Alimin, Edy Karyadi amat chaeroni Ananda Rafi Rijalul Awwal Aprila Sakti K Arindho Andrifa Faturrohman Ayu Martina Bayu Wicaksono Belnov, Syaddad Husaini Borris Y Maningka Budi Aji Warsiyanto Chintya Rahmawati Cynthia Rahmawati Daniel Frederick Romulus Ginting Dwiki Fahreza Andreanto Endah Yuniarti, Endah Erna Shevilia Erna Shevilia Agustian Evi Endarti Fadli Hidirsyah fahmins Fairuza, Syarifah Fara Vania Utami FORTUNE JR OMBUH Freddy, Franciscus Gunawan, Gia Aviani Hardanny, Danny Husaini, Fahdli Zulfikar Imron Rosadi Israq Mifan Junaidi K, Aprilia Sakti Kanda Anantariyanto Alam Tasti Madjid, Aldien Galistia Maharani Miranda Saputra Muchammad Furqon Muchaddats Muhamad Jayadi Muhammad Hadi Widanto Muhammad Umar Abdulloh NUR HIDAYAH NINGSIH, Nur Hidayah Ningsih Paramaharta, Izhar Rabeta, Bismil Rafika Arum Sari Raihan Maulana Yahya Reynaldo Mulya Tedja Riskha Agustianingsih Rizwan Maulana Rosalie, Rhea Anggun Said, Ahmad Akmal Saiful Latif, Saiful Sari, Rafika Arum sausan, Misk Sausan Ghina Septian, Diaz Shevillia Agustian, Erna Simon Sindhu H Sofyan, Mohamad Fauzan Somadi, Ridho Misbahudin surya wijaya, Andi Suwardi, Arie Prasetya Syaiful Rifki T. Dikatama Utama, Ericko Chandra venza, Venza Fawwaz Tsulatsa Victory Rumagit, Jodia Vita Kartika Wicaksono , Paulus Hilman