Pub Date : 2022-01-15DOI: 10.28989/vortex.v3i1.1179
Dwi Anggawaty, S. Mulyani, F. Rahmawati
Aircfrat use nose wheel steering system when landing, take off and landing. In the research discuses the problem of nose wheel steering system B737 – 800 to minimize problems ini nose wheel steering system. The stage of this research are to study the work system of nose wheel steering. Then look for the cause of the problem using the FMEA analysis method. This research is based on data from AFML (aircraft Flight and Manual Log) of the B737 – 800 Aircraft from January 2020 to Junu 2021 at Lion Airline. The results showed that the problem of nose wheel steering system in the failure mode analysis process using FMEA method data in the highest RPN ( Risk priority Number) value is 175 with the case steering collar dan torQ link need lubrication and case Tire pressure that caused by the lack of lubrication on the component and different pressure in tire. Then it is necessary to do inspection before flight.
{"title":"ANALISIS KEGAGALAN NOSE WHEEL STEERING SYSTEM PADA PESAWAT BOEING DENGAN MENGGUNAKAN METODE FAILURE MODE AND EFFECT ANALISYS","authors":"Dwi Anggawaty, S. Mulyani, F. Rahmawati","doi":"10.28989/vortex.v3i1.1179","DOIUrl":"https://doi.org/10.28989/vortex.v3i1.1179","url":null,"abstract":"Aircfrat use nose wheel steering system when landing, take off and landing. In the research discuses the problem of nose wheel steering system B737 – 800 to minimize problems ini nose wheel steering system. The stage of this research are to study the work system of nose wheel steering. Then look for the cause of the problem using the FMEA analysis method. This research is based on data from AFML (aircraft Flight and Manual Log) of the B737 – 800 Aircraft from January 2020 to Junu 2021 at Lion Airline. The results showed that the problem of nose wheel steering system in the failure mode analysis process using FMEA method data in the highest RPN ( Risk priority Number) value is 175 with the case steering collar dan torQ link need lubrication and case Tire pressure that caused by the lack of lubrication on the component and different pressure in tire. Then it is necessary to do inspection before flight.","PeriodicalId":40576,"journal":{"name":"Revista Vortex-Vortex Music Journal","volume":"5 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-01-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87934120","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-01-15DOI: 10.28989/vortex.v3i1.1180
Charis Ira Sujana Ginting, Fajar Khanif Rahamawati, S. Mulyani
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.
本研究中使用的飞机是Grob G 120TP-A。本研究的目的是支持2020年期间的定期维护计划成本，并预测2021年期间PI-600飞行小时的维护成本，使飞机始终处于适航状态，以支持作为印度尼西亚空军训练飞机的作战活动的实施。格罗布G 120 TP-A飞机2020年定期检查600飞行小时的维护费用包括员工工资、备件、耗材和燃油费用。利用2016 - 2020年的维修成本数据，采用趋势指数法预测维修成本。600飞行小时定期检查维修费用的结果为Rp.476.527.879,92。使用趋势最小二乘法预测2021财年格罗布G 120 TP-A飞机定期检查600飞行小时的维护成本为408.667.919,9。
{"title":"MAINTENANCE COST TERJADWAL TINGKAT SEDANG PESAWAT GROB G 120 TP-A di SKADRON TEKNIK 043 ADISUTJIPTO YOGYAKARTA","authors":"Charis Ira Sujana Ginting, Fajar Khanif Rahamawati, S. Mulyani","doi":"10.28989/vortex.v3i1.1180","DOIUrl":"https://doi.org/10.28989/vortex.v3i1.1180","url":null,"abstract":"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.","PeriodicalId":40576,"journal":{"name":"Revista Vortex-Vortex Music Journal","volume":"430 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-01-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83600185","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-01-15DOI: 10.28989/vortex.v3i1.1178
Rika Raudhatul Hazhiyah, L. R. Pinandhita, Sri Mulyani
Maintenance is all activities undertaken to maintain the aircraft, its aircraft components and equipment in an air condition including inspection, repair, servicing, overhaul and part change. To be able to perform maintenance properly, every aircraft is required to have a maintenance program. . Batam Aero Technic (BAT) handles MRO work on Airbus A320-214 aircraft with registration number PK-LUM. By analyzing the results of the aircraft maintenance planning to find out the comparison of the results of the planning with the implementation of maintenance. This can maximize the implementation of future maintenance so as not to interfere with aircraft flight operations at Batam Aero Technic (BAT). Before carrying out the treatment process, you should do the planning in advance to ensure that the treatment process runs in accordance with the planning made. To find out the treatment process is running in accordance with its planning or not, it will be analyzed using a fiishbone diagram. Fishbone diagrams are generally used in the stage of identifying problems and determining the cause of the problem. This treatment planning analsis process includes analysis of C01 check care implementation, evaluation of the implementation of C01 check treatment program, treatment delay solution, and C01 check care planning. Then from the results of the analysis the author obtained the cause of delays that occur in the field that is difficult to control such as the problem of delays in the availability of materials / spare parts where ordering and delivery time is needed. Therefore the authors propose to multiply the estimated manhours by 2.5 as an alternative to the anticipation of delayed completion of treatment. This is done to minimize the occurrence of delays in manhours on the ground.
{"title":"ANALYSIS OF MAINTENANCE PLANNING C01 CHECK IN AIRBUS A320-214 PK-LUM AT BATAM AERO TECHNIC (BAT)","authors":"Rika Raudhatul Hazhiyah, L. R. Pinandhita, Sri Mulyani","doi":"10.28989/vortex.v3i1.1178","DOIUrl":"https://doi.org/10.28989/vortex.v3i1.1178","url":null,"abstract":"Maintenance is all activities undertaken to maintain the aircraft, its aircraft components and equipment in an air condition including inspection, repair, servicing, overhaul and part change. To be able to perform maintenance properly, every aircraft is required to have a maintenance program. . Batam Aero Technic (BAT) handles MRO work on Airbus A320-214 aircraft with registration number PK-LUM. By analyzing the results of the aircraft maintenance planning to find out the comparison of the results of the planning with the implementation of maintenance. This can maximize the implementation of future maintenance so as not to interfere with aircraft flight operations at Batam Aero Technic (BAT). Before carrying out the treatment process, you should do the planning in advance to ensure that the treatment process runs in accordance with the planning made. To find out the treatment process is running in accordance with its planning or not, it will be analyzed using a fiishbone diagram. Fishbone diagrams are generally used in the stage of identifying problems and determining the cause of the problem. This treatment planning analsis process includes analysis of C01 check care implementation, evaluation of the implementation of C01 check treatment program, treatment delay solution, and C01 check care planning. Then from the results of the analysis the author obtained the cause of delays that occur in the field that is difficult to control such as the problem of delays in the availability of materials / spare parts where ordering and delivery time is needed. Therefore the authors propose to multiply the estimated manhours by 2.5 as an alternative to the anticipation of delayed completion of treatment. This is done to minimize the occurrence of delays in manhours on the ground. ","PeriodicalId":40576,"journal":{"name":"Revista Vortex-Vortex Music Journal","volume":"25 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2022-01-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"88917113","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-06-30DOI: 10.28989/vortex.v2i2.1010
Fandi Syafri Pratama
The analysis process using software aims to determine whether an object or material is suitable for use or not before carrying out the manufacturing process. To find out whether the material is strong or not when applied to the aircraft, an analysis is carried out using the ABAQUS CAE 6.14 software. This software will show the stress value that occurs in the sandwich composite structure when it receives the load experienced by the aircraft.
{"title":"STRUCTURE POWER AIRCRAFT FUSELAGE 5774 TRAINER","authors":"Fandi Syafri Pratama","doi":"10.28989/vortex.v2i2.1010","DOIUrl":"https://doi.org/10.28989/vortex.v2i2.1010","url":null,"abstract":"The analysis process using software aims to determine whether an object or material is suitable for use or not before carrying out the manufacturing process. To find out whether the material is strong or not when applied to the aircraft, an analysis is carried out using the ABAQUS CAE 6.14 software. This software will show the stress value that occurs in the sandwich composite structure when it receives the load experienced by the aircraft.","PeriodicalId":40576,"journal":{"name":"Revista Vortex-Vortex Music Journal","volume":"5 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78175199","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-06-30DOI: 10.28989/vortex.v2i2.1005
Fajar Harry Kurniawan
Perhitungan weight and balance sebuah pesawat yang dilakukan secara akurat sesuai standar yang ditetapkan oleh IATA (International Air Transport Association) merupakan prioritas utama terhadap keamanan pesawat dan keselamatan penumpang serta pesawat itu sendiri selama melakukan penerbangan. Oleh karena itu seorang Flight Operation Officer (FOO) harus terlebih dahulu mengetahui dan menyiapkan kondisi pesawat tersebut, antara lain berat maximum yang mampu diangkat oleh pesawat dan keakuratanya terhadap Center Of Gravity (CG) pada pesawat tersebut. Pesawat dalam keadaan tidak seimbang sangat berbahaya, karena dapat menjadi tidak stabil dalam proses manuver lepas landas.. Kondisi ini benar-benar dialami oleh penerbangan teramat singkat maskapai Air Midwest nomor penerbangan 5481 penerbangan berjadwal dari Charllote Douglas International Airport, Charllote, North Carolina ke Greenville Spartanburg International Airport, Greer, South Carolina. Kejadian yang terjadi pada tanggal 8 Januari 2003 tersebut, di awali ketika pesawat ini baru saja lepas landas dan masih berada diketinggian yang sangat rendah, ketika pesawat melakukan pergerakan arah heading (hidung pesawat) yang terus mendongak ke atas tanpa dapat dikendalikan. Peringatan stall pesawat berbunyi terus tanpa dapat di atasi. Tindakan itu disebut sebagai Loss of Picth Control During Take-off. Terhitung, 35 detik setelah waktu lepas landas, tanpa dapat dikendalikan lagi, pesawat itu menukik dan jatuh di atas bangunan hanggar. Setelah badan penyelidik kecelakaan nasional Amerika (NTSB) bersama otoritas penerbangan federal (FAA), melakukan penyelidikan atas jatuhnya pesawat tersebut, ditemukanlah faktor utama penyebabnya, yaitu hilangnya kendali pitch pesawat saat lepas landas.
{"title":"DETERMINATION OF WEIGHT AND BALANCE ON THE BOEING 737-800 NG AND AIRBUS A320","authors":"Fajar Harry Kurniawan","doi":"10.28989/vortex.v2i2.1005","DOIUrl":"https://doi.org/10.28989/vortex.v2i2.1005","url":null,"abstract":"Perhitungan weight and balance sebuah pesawat yang dilakukan secara akurat sesuai standar yang ditetapkan oleh IATA (International Air Transport Association) merupakan prioritas utama terhadap keamanan pesawat dan keselamatan penumpang serta pesawat itu sendiri selama melakukan penerbangan. Oleh karena itu seorang Flight Operation Officer (FOO) harus terlebih dahulu mengetahui dan menyiapkan kondisi pesawat tersebut, antara lain berat maximum yang mampu diangkat oleh pesawat dan keakuratanya terhadap Center Of Gravity (CG) pada pesawat tersebut. Pesawat dalam keadaan tidak seimbang sangat berbahaya, karena dapat menjadi tidak stabil dalam proses manuver lepas landas.. Kondisi ini benar-benar dialami oleh penerbangan teramat singkat maskapai Air Midwest nomor penerbangan 5481 penerbangan berjadwal dari Charllote Douglas International Airport, Charllote, North Carolina ke Greenville Spartanburg International Airport, Greer, South Carolina. Kejadian yang terjadi pada tanggal 8 Januari 2003 tersebut, di awali ketika pesawat ini baru saja lepas landas dan masih berada diketinggian yang sangat rendah, ketika pesawat melakukan pergerakan arah heading (hidung pesawat) yang terus mendongak ke atas tanpa dapat dikendalikan. Peringatan stall pesawat berbunyi terus tanpa dapat di atasi. Tindakan itu disebut sebagai Loss of Picth Control During Take-off. Terhitung, 35 detik setelah waktu lepas landas, tanpa dapat dikendalikan lagi, pesawat itu menukik dan jatuh di atas bangunan hanggar. Setelah badan penyelidik kecelakaan nasional Amerika (NTSB) bersama otoritas penerbangan federal (FAA), melakukan penyelidikan atas jatuhnya pesawat tersebut, ditemukanlah faktor utama penyebabnya, yaitu hilangnya kendali pitch pesawat saat lepas landas.","PeriodicalId":40576,"journal":{"name":"Revista Vortex-Vortex Music Journal","volume":"5 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86932676","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-06-30DOI: 10.28989/vortex.v2i2.1003
Rianto Rianto, S. NandaTriAini
Air transportation is a necessity for regional economic activities, where passengers will have an important role for the survival of the aviation world. Knowing what factors are the most influential in the movement of prospective passengers is important to know the future of the aviation world, especially for the Special Region of Yogyakarta. So in this study designed a system that can be used to solve these problems. Where this system uses eight variables, namely the number of passengers, the number of residents, the number of hotels, the number of universities, the number of students, the number of hospitals, the number of workers, and the number of companies.
{"title":"ANALYSIS DESIGN SYSTEM FOR PROSPECTIVE AIRCRAFT PASSENGERS IN NYIA AIRPORT","authors":"Rianto Rianto, S. NandaTriAini","doi":"10.28989/vortex.v2i2.1003","DOIUrl":"https://doi.org/10.28989/vortex.v2i2.1003","url":null,"abstract":"Air transportation is a necessity for regional economic activities, where passengers will have an important role for the survival of the aviation world. Knowing what factors are the most influential in the movement of prospective passengers is important to know the future of the aviation world, especially for the Special Region of Yogyakarta. So in this study designed a system that can be used to solve these problems. Where this system uses eight variables, namely the number of passengers, the number of residents, the number of hotels, the number of universities, the number of students, the number of hospitals, the number of workers, and the number of companies.","PeriodicalId":40576,"journal":{"name":"Revista Vortex-Vortex Music Journal","volume":"5 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"72736372","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-06-30DOI: 10.28989/vortex.v2i2.1012
Muhammad Fachnoor Latuconsina, Istyawan Priyahapsara
The development of composite fibers has developed very much, and to reduce the environmental impact, composite fibers use natural fiber alternatives. The development of composite fibers has developed very much, and to reduce the environmental impact, composite fibers use natural fiber alternatives. One of the natural fibers that are commonly used is natural fiber from pineapple leaves, where natural fiber from ananas leaves is still very minimal in its commercial use and is only considered as waste
{"title":"BENDING STRENGTH OF HYBRID COMPOSITE OF GLASS AND NATURAL FIBER PHINEAGE LEAVES","authors":"Muhammad Fachnoor Latuconsina, Istyawan Priyahapsara","doi":"10.28989/vortex.v2i2.1012","DOIUrl":"https://doi.org/10.28989/vortex.v2i2.1012","url":null,"abstract":"The development of composite fibers has developed very much, and to reduce the environmental impact, composite fibers use natural fiber alternatives. The development of composite fibers has developed very much, and to reduce the environmental impact, composite fibers use natural fiber alternatives. One of the natural fibers that are commonly used is natural fiber from pineapple leaves, where natural fiber from ananas leaves is still very minimal in its commercial use and is only considered as waste","PeriodicalId":40576,"journal":{"name":"Revista Vortex-Vortex Music Journal","volume":"32 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74689677","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-06-30DOI: 10.28989/vortex.v2i2.1009
Ravenskya Hana Hardiyantie, P. LazuardyRahendra
Aluminum and composite materials are the types of materials that are used to construct structures on aircraft airframes. It is not uncommon for both types of materials to be used together with the joining method. In the process of connecting between two types of material in the aircraft structure, it is mostly carried out by the riveting method. This process is carried out by making a hole in the two materials according to the rivet diameter and then the hole diameter is then filled with rivets and the riveting process is carried out. The process uses rivets so that it will relatively increase the weight of the structure because there is additional rivet material. In this study, the objectives are to determine the mechanical strength of the joint between the composite and aluminum sheet metal using the mechanical clinching and riveting processes. The method used is an experimental method, namely by making test specimens with composite and aluminum, solid rivet type fasteners and punches to determine the connection of the riveting, the drilling process is carried out with a hole diameter of 3.5 mm, for the clinching method with variations in the diameter of the punch 3.5 mm, 4.0 mm. , and 4.5 mm. Then the tensile test, macro photo test were carried out. The results obtained from this research are that the maximum load increase in the specimen tested by clinching is because the damage length (gap) value is obtained at the joint boundary between the rivet and the test material.
{"title":"ANALYSIS OF MECHANICAL STRENGTH OF CONNECTION BETWEEN COMPOSITE AND ALUMINUM SHEET METAL USING HOLE CLINCHING PROCESS","authors":"Ravenskya Hana Hardiyantie, P. LazuardyRahendra","doi":"10.28989/vortex.v2i2.1009","DOIUrl":"https://doi.org/10.28989/vortex.v2i2.1009","url":null,"abstract":"Aluminum and composite materials are the types of materials that are used to construct structures on aircraft airframes. It is not uncommon for both types of materials to be used together with the joining method. In the process of connecting between two types of material in the aircraft structure, it is mostly carried out by the riveting method. This process is carried out by making a hole in the two materials according to the rivet diameter and then the hole diameter is then filled with rivets and the riveting process is carried out. The process uses rivets so that it will relatively increase the weight of the structure because there is additional rivet material. In this study, the objectives are to determine the mechanical strength of the joint between the composite and aluminum sheet metal using the mechanical clinching and riveting processes. The method used is an experimental method, namely by making test specimens with composite and aluminum, solid rivet type fasteners and punches to determine the connection of the riveting, the drilling process is carried out with a hole diameter of 3.5 mm, for the clinching method with variations in the diameter of the punch 3.5 mm, 4.0 mm. , and 4.5 mm. Then the tensile test, macro photo test were carried out. The results obtained from this research are that the maximum load increase in the specimen tested by clinching is because the damage length (gap) value is obtained at the joint boundary between the rivet and the test material.","PeriodicalId":40576,"journal":{"name":"Revista Vortex-Vortex Music Journal","volume":"1 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83140599","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-06-30DOI: 10.28989/vortex.v2i2.1006
N. Ihsan, Denny Dermawan, P. LazuardyRahendra
The sensor system is a system that functions to detect signals that come from changes in energy such as electrical energy, physical energy, chemical energy, biological energy, mechanical energy, and so on. The propeller test bench is an propeller performance testing platform prior to propeller installation on an aircraft to ensure engine suitability. The purpose of this design is to test the performance capability of the engine with the right sensor system measurement tool so that it can generate the value of thrust, rpm speed, and the temperature of an engine which will be designed to be used in the learning process to support propulsion practicum activities. The method used in this research is an experimental method of sensor system design. The design of the sensor system consists of a tachometer as a rpm measurement sensor, a thermostat as a sensor to measure the temperature of the propeller spool and temperature of the engine fin, and also a load cell as a sensor to measure the thrust value.The sensor system test results were then validated using the measurement results by the sensor manufacturer. The test was carried out on a wood-type propeller measuring 22 x 8 chords 4,5 cm and 5 cm. Based on the test results, it is known that the chord wood type propeller is 4,5 cm, at the maximum rpm is 7021.7, the resulting thrust value is 6.75. In testing the 5cm chord wood type propeller shows the maximum speed of 6977.5 produces a thrust of 6.95. Validation was carried out on the measurement results of rpm and thrust, the average error factor obtained for 4,5 cm chord wood type propeller was 0.783%, while for 5 cm chord wood type propeller the average error factor obtained was 1.0582%. From the resulting average error, it can be concluded that the measuring instrument for this sensor system has good accuracy
传感器系统是对电能、物理能、化学能、生物能、机械能等能量变化所产生的信号进行检测的系统。螺旋桨试验台是螺旋桨安装在飞机上之前的一个性能测试平台，以确保发动机的适用性。本次设计的目的是使用合适的传感器系统测量工具来测试发动机的性能，从而产生发动机的推力、转速和温度的值，这些值将被设计用于学习过程中，以支持推进实践活动。本研究采用的方法是一种传感器系统设计的实验方法。传感器系统的设计由转速计作为转速测量传感器，温控器作为测量螺旋桨轴和发动机鳍温度的传感器，以及称重传感器作为测量推力值的传感器组成。然后使用传感器制造商的测量结果验证传感器系统测试结果。试验是在一个尺寸为22 x 8弦4、5厘米和5厘米的木制螺旋桨上进行的。根据试验结果可知，弦木型螺旋桨长4,5 cm，最大转速为7021.7，所得推力值为6.75。在测试中，5cm弦木型螺旋桨显示6977.5的最大速度产生6.95的推力。对转速和推力的测量结果进行了验证，4,5 cm弦型螺旋桨的平均误差系数为0.783%，而5 cm弦型螺旋桨的平均误差系数为1.0582%。从测量结果的平均误差可以看出，该传感器系统的测量仪器具有良好的精度
{"title":"SENSOR SYSTEM DESIGN FOR PROPELLER TEST BENCH","authors":"N. Ihsan, Denny Dermawan, P. LazuardyRahendra","doi":"10.28989/vortex.v2i2.1006","DOIUrl":"https://doi.org/10.28989/vortex.v2i2.1006","url":null,"abstract":"The sensor system is a system that functions to detect signals that come from changes in energy such as electrical energy, physical energy, chemical energy, biological energy, mechanical energy, and so on. The propeller test bench is an propeller performance testing platform prior to propeller installation on an aircraft to ensure engine suitability. The purpose of this design is to test the performance capability of the engine with the right sensor system measurement tool so that it can generate the value of thrust, rpm speed, and the temperature of an engine which will be designed to be used in the learning process to support propulsion practicum activities. The method used in this research is an experimental method of sensor system design. The design of the sensor system consists of a tachometer as a rpm measurement sensor, a thermostat as a sensor to measure the temperature of the propeller spool and temperature of the engine fin, and also a load cell as a sensor to measure the thrust value.The sensor system test results were then validated using the measurement results by the sensor manufacturer. The test was carried out on a wood-type propeller measuring 22 x 8 chords 4,5 cm and 5 cm. Based on the test results, it is known that the chord wood type propeller is 4,5 cm, at the maximum rpm is 7021.7, the resulting thrust value is 6.75. In testing the 5cm chord wood type propeller shows the maximum speed of 6977.5 produces a thrust of 6.95. Validation was carried out on the measurement results of rpm and thrust, the average error factor obtained for 4,5 cm chord wood type propeller was 0.783%, while for 5 cm chord wood type propeller the average error factor obtained was 1.0582%. From the resulting average error, it can be concluded that the measuring instrument for this sensor system has good accuracy","PeriodicalId":40576,"journal":{"name":"Revista Vortex-Vortex Music Journal","volume":"12 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78258754","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-06-30DOI: 10.28989/vortex.v2i2.1004
R AldrianNasaifal
The large number of Acehnese people who are outside Aceh with various needs, such as doing business, working or studying. The optimal transportation to use to the destination quickly in a short time, namely air transportation. North Aceh Malikussaleh Airport is the second busiest airport in Aceh Province.The analysis in this study used PKP-PK analysis, analysis of the feasibility of Boeing 737-500 aircraft using the FPPM method, and analysis of the load capacity of Boeing 737-500 aircraft.From the calculation results, the Boeing 737-500 aircraft is not suitable to be flown at the Malikussaleh Airport in North Aceh due to the limitations of the PKP-PK category level and the strength of the Malikussleh Airport runway. Therefore, North Aceh Malikussaleh Airport must be upgraded
{"title":"THE FEASIBILITY ANALYSIS OF BOEING 737-500 OPERATION AT NORTH ACEH MALIKUSSALEH AIRPORT","authors":"R AldrianNasaifal","doi":"10.28989/vortex.v2i2.1004","DOIUrl":"https://doi.org/10.28989/vortex.v2i2.1004","url":null,"abstract":"The large number of Acehnese people who are outside Aceh with various needs, such as doing business, working or studying. The optimal transportation to use to the destination quickly in a short time, namely air transportation. North Aceh Malikussaleh Airport is the second busiest airport in Aceh Province.The analysis in this study used PKP-PK analysis, analysis of the feasibility of Boeing 737-500 aircraft using the FPPM method, and analysis of the load capacity of Boeing 737-500 aircraft.From the calculation results, the Boeing 737-500 aircraft is not suitable to be flown at the Malikussaleh Airport in North Aceh due to the limitations of the PKP-PK category level and the strength of the Malikussleh Airport runway. Therefore, North Aceh Malikussaleh Airport must be upgraded","PeriodicalId":40576,"journal":{"name":"Revista Vortex-Vortex Music Journal","volume":"23 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87300208","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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