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[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.]]>
<![CDATA[Manufacturing Engine Test Bed Dle-55cc Single Cylinder Petrol ]]>
<![CDATA[Siti Iin Infitah Hilmiah]]>;
<![CDATA[Sri Mulyani]]>;
<![CDATA[Lazuardy Rahendra P]]>
<![CDATA[ Vortex Vol 2, No 2 (2021) ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/vortex.v2i2.1007
<![CDATA[The engine test bed is a tool used for testing in the development of new aircraft when it is installed into the aircraft to determine the capabilities of each engine. This engine test bed research aims to meet the needs of the learning process in supporting the practicum. By determining the geometry, modeling, material selection, manufacture, and testing of the engine test bed it will be known that the engine performance is good before use. The method used is a practical and analytical method to analyze the data that has been obtained from the test. The object of research used in this study is a dle-55cc engine. based on the results of testing the results of the thrust that compares with the static value of the thrust calculator, the average difference is obtained. From the results of the comparison of errors on the test equipment, the 22×8 propeller (4.5cm chord) obtained an average error of 4.178%. While the propeller 22×8 (chord 5cm) the error generated is 3.719% and from the value of fuel consumption obtained it produces 588,600-20,708 (N/kW.hr) this shows a good level of decline, so the engine used is more efficient in its use. From the test results, it can be said that the engine test bed has accuracy and can produce good engine performance to be used as a testing and other learning tool.]]>
<![CDATA[Green Concept of Kulon Progo Airport Development using UMI Simulation ]]>
<![CDATA[Sri Mulyani]]>;
<![CDATA[Rianto Rianto]]>;
<![CDATA[Bangga Dirgantara Adiputra]]>
<![CDATA[ Compiler Vol 12, No 1 (2023): May ]]>
Publisher : <![CDATA[Institut Teknologi Dirgantara Adisutjipto ]]>
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DOI: 10.28989/compiler.v12i1.1654
<![CDATA[High energy consumption on the airport becomes a very crucial issue nowadays. Uninterruptable energy supply is required to support airline’s activity and keep the passenger convenience. Regarding the mentioned problem, there is a need to enhance the current plan of the airport with green airport concept. Green airport concept also known as eco-airport is an airport that adopted green and sustainable ecosystem concept to integrate community and environment that lead to reduction of energy consumption. The blueprint of Kulon Progo airport with green concept located in D.I. Yogyakarta, Indonesia has been made and the construction started in the mid of 2016. The airport has a FAR of 0.16 with 637 hectares land area. This study is simulating the plan to assess the energy consumption and CO2 emission in each part of the building in Kulon Progo Airport using Urban Modeling Interface simulator. From the results, it can be seen that the passenger terminal building is responsible for the highest share with 1,351,861.01 Kwh while second floor of ATC building has the highest CO2 emission 2,679.77 kgCO2/m]]>
