Professional Documents
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This paper was made to help the cadet to improve their basic knowledge to
follow studying airframe. This paper consist of basic principle about airframe and that
controlling devices. It is also contain of fundamentals and technical procedures to
practice the airframe in the airframe shop.
We hope this paper not just used by cadet, but also everyone that want two
know deeper about basic aircraft. We would appreciate having error brought to our
attention, as well as receiving for improving the usefulness of this paper.
Writer
GENERAL
The airframe of a fixed-wing aircraft is generally considered to consist of five
principal units, the fuselage, wings, stabilizers, flight control surfaces, and
landing gear. Helicopter airframes consist of the fuselage, main rotor and related
gearbox, tail rotor (on helicopters with a single main rotor), and the landing
gear.
Thee airframe components are constructed from a wide variety of materials
and are joined by rivets, bolts, screws, and welding or adhesives. The aircraft
components are composed of various parts called structural members ( stringers,
longerons, ribs, bulkheads, etc.). Aircraft structural members are designed to
carry a load or to resist stress. A single member of the structure may be
subjected to a combination of stresses. In most Cases the structural members are
designed to carry end loads rather than side loads: that is, to be subjected to
tension or compression rather than bending.
Strength may be the principal requirement in certain structures, while others
need entirely different qualities. For example, cowling, fairing, and similar parts
usually are not required to carry the stresses imposed by flight or the landing
loads. However, these parts must have such properties as neat appearance and
streamlined shapes.
In designing an aircraft, every square inch of wing and fuselage, every rib,
spar, and even each metal fitting must be considered in relation to the physical
characteristics of the metal of which it is made. Every part of the aircraft must be
planned to carry the load to be' imposed upon it. The determination of such loads
is called stress analysis. Although planning the design is not the function of the
aviation mechanic, it is, nevertheless, important that he understand and
appreciate the stresses involved in order to avoid changes in the original design
through improper repairs.
There are five major stresses to which all aircraft are subjected (figure 1-1):
(1)
Tension.
(2)
Compression.
(3)
Torsion.
(4)
Shear.
(5)
Bending.
The term stress is often used interchangeably with the word strain." Stress
is an internal force of a substance which opposes or resists deformation. "Strain
is the deformation of a material or substance. Stress, the internal force , can
cause strain.
Tension (figure l-la) is the stress that resists a force that tends to pull apart.
The engine pulls the aircraft forward, but air resistance tries to hold it back. The
result is tension, which tries to stretch the aircraft. The tensile strength of a
material is measured in p.s.i. (pounds per square inch) and is calculated by
dividing the load (in pounds) required to pull the material apart by its crosssectional area (in square inches).
Compression (figure 1-1b) is the stress that resists a crushing force. The
compressive strength of a material is also measured in p.s.i. Compression is the
stress that tends to shorten or squeeze aircraft parts.
Torsion is the stress that produces twisting (figure I-Ib). While moving the
aircraft forward, the engine also tends to twist it to one side, but other aircraft
components hold it on course. Thus, torsion is created. The torsional strength of
a material is its resistance to twisting or torque.
Shear is the stress that resists the force tending to cause one layer of a
material to slide over an adjacent layer. Two riveted plates in tension subject the
rivets to a shearing force. Usually, the shearing strength of a material is either
equal to or less than its tensile or compressive strength. Aircraft parts, especially
screws, bolts, and rivets, are often subject to a shearing force.
FIXED-WING AIRCRAFT
Truss Type
The truss type fuselage frame (figure 1-4) is usually constructed of steel tubing
welded together in such a manner that all members of the truss can carry both tension
and compression loads. In some aircraft, principally the light, single-engine models,
truss fuselage frames are constructed of aluminum alloy and may be riveted or bolted
into one piece, with cross-bracing achieved by using solid rods or tubes.
Monocoque Type
The monocoque (single shell) fuselage relies largely on the strength of the skin or
covering to carry the primary stresses. The design may be di vided into three
c18ll8ell: (1) Monocoque, (2) semi-monocoque, or (3) reinforced shell. The true
monocoque construction (figure 1-5) uses formers, frame assemblies, and bulkheads
to give shape to the fuselage, but the skin carries the primary stresses. Since no
bracing members are present, the skin must be strong enough to keep the fuselage
rigid. Thus, the biggest problem involved in monocoque construction is maintaining
enough strength while keeping the weight within allowable limits.
To overcome the strength/weight problem of monocoque construction, a
modification called semi-monocoque construction (figure 1-6) was developed.
In addition to formers, frame assemblies, and bulkheads, the semi-monocoque
construction has the skin reinforced by longitudinal members. The reinforced shell
has the skin reinforced by a complete framework of structural members. Different
portions of the same fuselage may belong to anyone of the three classes, but most
aircraft are considered to be of semi-monocoque type construction.
Semi-monocoque Type
The semi-monocoque fuselage is constructed primarily of the alloys of aluminum
and magnesium although steel and titanium are found in areas of high temperatures.
Primary bending loads are taken by the longerons, which usually extend across several points of support. The longerons are supplemented by other longitudinal
members, called stringers. Stringers are more numerous and lighter in weight than
longerons. The vertical structural members are referred to as bulkhead, frames, and
formers. The heaviest of these vertical members are located at intervals to carry
concentrated loads and at points where fittings are used to attach other units, such as
the wings, powerplants, and stabilizers. Figure 1-7 shows one form of the semimonocoque design now in use.
The stringers are smaller and lighter than longerons and serve as fill-ins. They
have some rigidity, but are chiefly used for giving shape and for attachment of the
skin. The strong, heavy longerons hold the bulkheads and formers, and these, in
turn, hold the stringers. All of these joined together form a rigid fuselage
framework.
There is often little difference between some rings, frames, and formers. One
manufacturer may call a brace a former, whereas another may call the same type
of brace a ring or frame. Manufacturers' instructions and specifications for a
specific aircraft are the best guides.
Stringers and longerons prevent tension and compression from bending the
fuselage. Stringers are usually of a one piece aluminum alloy construction, and
are manufactured in a variety of shapes by casting, extrusion, or forming.
Longerons, like stringers, are usually made of aluminum alloy; however, they may
be of either a one-piece or a built-up construction.
By themselves, the structural members discussed do not give strength to a fuselage.
They must first be joined together by such connective devices as gussets, rivets, nuts
and bolts, or metal screws. A gusset (figure 1-7) is a type of connecting bracket. The
bracing between longerons is often referred to as web members. They may be
installed vertically or diagonally.
The metal skin or covering is riveted to the longerons, bulkheads, and other
structural members and carries part of the load. The fuselage skin thickness will vary
with the load carried and the stresses sustained at a particular location.
There are a number of advantages in the use of the semi-monocoque fuselage. The
bulkheads, frames, stringers, and longerons, facilitate the design and construction of a
streamlined fuselage, and add to the strength and rigidity of the structure. The main
advantage, however, lies in the fact that it does not depend on a few members for
strength and rigidity. This means that a semi-monocoque fuselage, because of its
stressed-skin construction, may withstand considerable damage and still be, strong
enough to hold together.
Fuselages are generally constructed in two or more sections. On small aircraft, they
are generally made in two or three "sections, while larger aircraft may be made up of
as many as six sections.
Quick access to the accessories and other equipment carried in the fuselage is
provided for by numerous access doors, inspection plates, landing wheel wells, and
other openings. Servicing diagrams showing the arrangement of equipment and
location of access doors are supplied by the manufacturer in the aircraft maintenance
manual.
WING STRUCTURE
The wings of an aircraft are surfaces which are designed to produce lift when
moved rapidly through the air. The particular design for any given aircraft depends on
a number of factors, such as size, weight, use of the aircraft, desired speed in flight
and at landing, and desired rate of climb. The wings of fixed-wing aircraft are
designated left and right, corresponding to the left and right sides of the operator
when seated in the cockpit.
The wings of some aircraft are of cantilever design; that is, they are built so that
no external racing is needed. The skin is part of the Wing structure and carries part of
the wing stresses. Other aircraft wings use external bracings (struts, wires, etc.) to
assist in supporting the wing and carrying the aerodynamic and landing loads. Both
aluminum alloy and magnesium alloy are used in wing construction. The internal
structure is made up of spars and stringers running spanwise, and rib and formers
running chordwise. (leading edge to trailing edge). The spars are the principal
structural members of the wing. The skin is attached to the internal members and
may carry part of the wing stresses. During flight, applied loads which are
imposed on the wing structure are primarily on the skin. From the skin they are
transmitted to the ribs and from the ribs to the spars. The spars support all
distributed loads as well as concentrated weights, such as fuselage, landing gear,
and, on multi-engine aircraft, the nacelles or pylons.
The wing, like the fuselage, may be constructed in sections. One commonly
used type is made up of a center section with outer panels and wing tips. Another
arrangement may have wing stubs as an integral part of the fuselage in place of
the center section.
Inspection openings and access doors are provided, usually on the lower
surfaces of the wing. Drain holes are also placed in the lower surface to provide
9
Wing Configurations
Depending on the desired flight characteristics, wings are built in many shapes and
sizes. Figure 1-9 shows a number of typical wing leading and trailing edge shapes.
In addition to the particular configuration of the leading and trailing edges, wings
are also designed to provide certain desirable flight characteristics, such as greater lift,
balance, or stability. Figure 1-10 shows some common wing forms.
Features of the wing will cause other variations in its design. The wing tip may be
square, rounded, or even pointed. Both the leading edge and the trailing edge of the
10
wing may be straight or curved, or one edge may be straight and the other curved. In
addition, one or both edges may be tapered so that the wing is narrower at the tip than
at the root where it joins the fuselage. Many types of modern aircraft employ
sweptback wings (figure 1-9).
Wing Spars
The main structural parts of a wing are the spars, the ribs or bulkheads, and the
stringers or stiffeners, as shown in figure I-11.
Spars are the principal structural members of the wing. They correspond to the
longerons of the fuselage. They run parallel to the lateral axis, or toward the tip of the
wing, and are usually attached to the fuselage by wing fittings, plain beams, or a truss
system.
Wooden spars can be generally classified into four different types by their cross
sectional configuration. As shown in figure 1-12, they may be partly hollow, in the
shape of a box, solid or laminated, rectangular in shape, or in the form of an I-beam.
Spars may be made of metal or wood depending on the design criteria of a specific
aircraft. Most aircraft recently manufactured use spars of solid extruded aluminum or
short aluminum extrusions riveted together to form a spar.
11
2. Registration Marks
: PK-ANY
5. A d r e s s
5982234.
The beechcraft Sundowner C.23 a four place all-metal, low~ wing, single
engine monoplane powered by a Lycoming 0-360-A4G,four cylinder, horizontal
opposed engine, rated at 180 horse power at 2700 rpm. The engine drives a two-blade,
76 inch diameter, fixed pitch propeller.
FLIGHT CONTROLS
The flight control surfaces are of the conventional three control type operated
by the rudder pedals and control column combination
STABILATOR TRIM CONTROL
Stabilator trim is controlled by a handwheel located between the front seats. A
stabilator tab indicator is located by the trim control handwheel.
12
13
PROPELLER
Sensenich M76EMMS-O-60 fixed pitch, two blade propeller.Static rpm at
maximum permissible throttle settings: Not over 2350 rpm and not under 2250 rpm.
No additional tolerance permitted.
ENGINE INSTRUMENT MARKINGS
Oil Temperature;
Caut ion (Yellow band) .................................................... 60 to 120 F
Operating range (Green band) ..................................................120 to 245 F
Maximum (Red line)..245 F
Oil Pressure;
Minimum pressure (Red line) ...,............................................... 25 psi
Caution range (Yellow band) .................................................... 25 to 50 psi
Operating range (Green band) ................................................... 60 to 90 psi
Maximum pressure (Red line) .................................................. 100 psi
Tachometer ;
Engine warm-up. 1000 to 1200 rpm
Restricted operation for 0-350-A2G engine onIy (Red band) ....2150 to 2350 rpm
Normal operating range all engines (Green band) ......................1800 to 2700 rpm
Maximum RPM (Red line) .........................................................2700 rpm
Fuel Pressure ;
Operating range (Green band) ........... 0.5 to 6.0 psi
Fuel Quantity (On M-1517 and after) ;
Yellow arc E to 3/8 Full
AIRSPEED LIMITATIONS
Never exceed (Glide or Dive,Smooth air) (Red line) ..................175 mph/152 kts
14
ENTRY
SPEED
Chandelle ......................................133 mph/116 kts
Steep turn ..................................................................................133 mph/116 kts
Lazy eight ................................................................................. 133 mph/116 kts
Stall (Except whip) ................................................................... Slow deceleration
FLIGHT LOAD FACTORS
Normal category (2450 lbs)
Flight maneuvering load factor
Flaps
up
+3.8, -1.9
Flight maneuvering load factor
Flaps
down +1.9
Utility category (2030 lbs)
Flight maneuvering load factor
Flaps
up
+4.4, -2.2
Flight maneuvering load factor
Flaps
down +2.2
CATEGORY
This airplane is approved for 4 place in the Normal category and for 2 place in the
Utility category.
15
WEIGHT
Gross weight - Normal category.............................................. 2450 lbs
Gross weight - Utility category.... 2030 lbs
DIMENSIONS
Wing span ........................................ 32 ft 9 in.
Length .............................................. 25 ft 9 in.
Height to top of fin ............................8 ft 3 in.
CABIN DIMENSIONS
Lenght ..95.0 in.
Width....44.0 in.
Height ..............................................48.5 in.
Entrance doors ............................... 36 in. x 38 in.
Baggage door size ...........................18.5 in. x 23.6 in.
OIL CAPACITY .8.0 quarts
CENTER OF GRAVITY
Normal Category
Forward: 107.8 in. aft of datum to 1800 lbs. with straight line variation to 114.5 in. aft
datum at 2450 lbs.
Aft: 118.3 in. aft of datum at all weights.
Utility Category
Forward: 107.8 in. aft of datum to 1800 lbs. with straight line variation to 110.2 in. aft
of datum at 2030 lbs.
Aft: 114.0 in. aft of datum at all weights.
16
B. REFERENCES
This Maintenance Specification has been prepared using the following
references:
- Beechcraft Sundowner C.23 Shop Manual.
- Beechcraft Sundowner C.23 Illustrated Part Catalog.
- Beechcraft Sundowner C.23 Pilot's Operating Manual.
-Beechcraft SundownerC.23 Service Bulletin, Service Letter, Service
Instructio.
17
AIRCRAFT RIGGING
phuses up the riser, which phuses the cable at right angles to the two clamping points
under the anvils. The force that is required to do this is indicated by the dial pointer.
Different numbered riser are used with different size cable. Each riser has an
identifying number and is easily inserted into the tensiometer.
In addition each tensiometer has a calibration table which is used to convert
the dial reading to pounds. The dial reading is converted to pounds of tension as
follows. Using a No. 2 riser to measure the tension. When taking a reading, it may be
difficult to see the dial. Therefore, a pointer lock is present on the tensiometer. Push it
in to lock pointer. Then remove the tensiometer from the cable and observe the
reading. After observe the reading, pull the lock out and the pointer will return to zero.
2. Surface Travel Measurement
The tools for measuring surface travel primarily include protractors, rigging
fixtures, contour templates and rulers. These tools are used when rigging flight control
system to assure that the desired travel has been obtained. Protractor are tolls for
measuring the angle in degrees. Various type of protractors are used to determine the
travel of flight control surface. One protractor that can be used to measure aileron,
elevator or wing flap travel is the universal propeller protractor. Notice that this
protractor is made up of a frame, a disk, a ring, and two spirit levels. The disk and the
ring turn independently of each other and of the frame
TOWING
Instruksi yang menyeluruh tentang towing dan batasan secara garis besar tentang
panduan perawatan pesawat model 737(D6-12001).
perencanaan
dan
pengawasan
muatan
yang
tepat,dapat
PEMBATASAN BERAT
23
DEFINISI
Pembatasan berat diadakan (beberapa oleh pabrikan atau operator) untuk
alasan keselamatan,jadi harus tidak melebihi batas berat maksimum,oleh
karena keselamatan adalah faktor yang krusial.Untuk mencegah pesawat
dari kerusakan yang disebabkan oleh kelebihan muatan.
BERAT
Berat-berat (tahanan) yang ikut harus diamati selama proses pengawasan
muatan (load control).
BERAT DASAR
Berat pesawat termasuk peralatan yang ada pada pesawat tersebut.
OPERATING WEIGHT
Yaitu berat dasar ditambah crew ditambah pantry dan take-off fuel
CATATAN: Take-off fuel adalah jumlah bahan bakar yang diperlukan untuk
penerbangan,jumlah yang termasuk didalamnya tidak hanya bahan bakar
yang cukup untuk menuju tempat tujuan tetapi juga untuk menuju bandara
pengganti pada kasus pengalihan penerbangan.Jumlah bahan bakar yang
digunakan oleh pesawat untuk menuju runway (landasan pacu) dinamakan
TAXI FUEL.
Bagian-bagian dari berat yang telah disebutkan menunjukan bahasa pesawat
tersusun atas 3 berat operasi utama.
24
Ini merupakan batasan structural utama, yaitu berat pesawat tanpa bahan bakar
yang terbuat dari 2 jenis:
-dry operating weight (DOW) atau berat pelayanan.
-traffic load.
Keduanya terdiri dari penumpang dan bagasinya,surat,cargo, dan barang.
Jika terlalu banyak beban yang ada pada rangka pesawat diwaktu yang sama,
ada atau tidak adanya bahan bakar pada sayap tidak perlu panik dan stress
yang akan membuat rangka pesawat jatuh dan rangkaiannya rusak.Karena
batasan dalam MZFW dan ketidakmampuan untuk mengurangi pelayanan
pada berat (bahan bakar ini termasuk kedalamnya) faktor yang dapat diawasi
hanya traffic load.
Dibawah ini contoh dari pembatasan ZERO FUEL WEIGHT
Gambar diatas menunjukan:
-
Oleh karena itu berat pada bagian tengah mesti dibatasi , inilah
yang disebut dengan Zero Fuel Weight Limitation.
Basic utama berat yaitu berat kru ditambah lemari makanan ditambah
bagasi,tambah cargo,tambah surat dan bahan bakar pesawat udara.
26
yana diperlukan dan oleh karena itu berat hanya akan dipengaruhi oleh
lalu lintas barang/traffic load.
2. LOAD SHEET
DEFINISI
Loadsheet adalah sebuah dokumen total berat dari pesawat sesuai data yang
tercatat . Loadsheet juga termasuk kedalam penggunaan peta yang sesuai
atau tepat .Menurut hokum pada bagian seksi dari loadsheet.
Loadsheet harus lengkap dan akurat menurut pedoman airline , Jadi pesawat
harus sesuai dengan struktur dan operasional yang dibatasi.
Dokumen tersebut mempunyai 2 tujuan yang tersedia atas 3 fungsi dasar:
-
worksheet
loadsheet
loadmessage.
27
28
29
Berat atau beban dasar pada pesawat terbang yang mengapit lengan yang
membujur , dua beban mengarah lain yaitu , cabang samping dan vartikal ,
kadang kadang dipertimbangkan , tetapi hanya beban yang membujur pada
muatan yang penting.
6.11 C of G titik awal
Merupakan titik khusus atau ruang tertutup pada pesawat dari sebuah
pengukuran
secara
langsung
untuk
tujuan
kalkulasi
berat
dan
ukuran dari jarak dalam feet atau inci yang digunakan pada berat pesawat dan
keseimbangan pengukuran umumnya hanya lengan muatan longitudinal dari
pentingnya pelaksanaan.
Berat diatas untuk pesawat khusus yang dapat disetujui dari ringkasan lembar
berat yang dapat dipakai.
KESEIMBANGAN
6.19 Pusat gravitasi (CG) adalah titik pada badan yang mana resultan dari
berat dari semua bagian dilewati.Badan tergantung dari titik ini akan
mencapai keadaan keseimbangn keadaan sederhana ini adalah titik dari
keseimbangan.
6.20 Titik referensi adalah garis vertical yang imajiner pada pesawat atau
pada hidung pesawat dari semua jarak horizontal diukur dari tujuan
keseimbangan . Diagram dari tiap pesawat ditunjukan data ini sebagai
STATION ZERO.
6.21 Lengan adalah jarak horizontal dalam inci dari data referensi pada CG
dari barang dari muatan atau peralatan di pesawat.
6.22 Rata-rata lengan adalah lengan dihasilkan oleh penambah berat dan
momen dari jumlah barang dan dibagi jumlah berat . Jarak dari rata-rata
lengan adalah jarak dari titik referensi dari pusat gravitasi dari kumpulan
barang mempertimbangkan keseimbangan.
6.23 CG optimum adalah kelebihan atau keperluan posisi CG.
6.24 Momen adalah perkalian berat dengan lengan . Momen berputar atau
memutari sebuah benda pada sebuah titik . Momen ditunjukan dalam inci
atau pon.
6.25 Momen sederhana adalah momen (m/Lbs) yang mana telah dibagi
dengan konstanta untuk mengurangi jumlah dari digit . Konstanta yang
paling sering digunakan 1000 dan 10000.
Batas CG CG yang extrim mungkin bergerak tanpa membuat pesawat tidak
aman.
31
6.26 Station pesawat sejajar yang vertical untuk titik referensi , dikenal
dengan jumlah yang mana menandakan jarak dalam dari titik titik referensi
contohnya:station 560 adalah titik 560 inci dari titik referensi.
6.27 Centroid adalah mengambil point keseimbangan untuk memberi ruang
atau daerah (biasanya pusat longitudinal dari compartment) . ketika jelas
dalam inci dari referensi data ini digunakan saat lengan menjumlahkan atau
mengkalkulasi ruang atau daerah.
6.28 Chord adalah garis lurus seperti dari leading edge sampai triling edge di
atau pada sayap.
6.29 Mean Aerodinamic Chord (MAC)pernyataan sederhana , MAC
mewakili rata-rata lebar dri sayap aerodynamic . Sebenarnya panjang dari
MAC diartikan 100% MAC leading edge dari MAC menandakan 0% MAC.
6.30 Lemac adalah istilah yang dipakai untuk menggambarkan jarak (inci)
dari referensi data ke leading edge di dalam perlenganan tali aerodynamic.
7. KESEIMBANGAN
SEDERHANA
DAN
TEORI
PENERBANGAN
7.1.PENGANTAR
Pesawat apa saja dalam penerbangan dapat diperhatikan muatannya
bahwa seimbang diudara dan dibantu oleh tenaga pengangkat yang
diberikan oleh sayap-sayapnya selama dilintasannya diudara pesawat
bersayap tetap memerlukan pergerakan badannya diudara untuk
mendapatkan pergerakan yang dibutuhkan oleh sayapnya pada pesawat
sayap berputar , baling-baling bergerak untuk mendapatkan aliran udara
tersendiri pada pergerakan badan pesawat.
Hal ini terjadi oleh 2 faktor yang sangat penting yang mempengaruhi
keselamatan dan efisiensi dari semua pesawat , yaitu a) all up weight yaitu
total berat dari pesawat beserta awaknya dan muatannya dan b) the point
on the aircraft yang mana beratnya dapat dikatakan sebagai pusat gravitasi
dari pesawat bermuatan . Pernyataan ini berlaku bagi seluruh pesawat
32
tanpa memperhatikan tipe, ukuran ,sayap, struktur, sayap tetap atau sayap
putar.
Kesalahan pada muatan pesawat dapat menimbulkan kondisi yang tidak
ideal atau hingga terjadinya keadaan darurat dan efisiensi operasional
yang sangat menurun , jika terdapat kesalahan besar pada muatan atau jika
kondisi darurat didapati yang mana disebabkan oleh kesalahan pada
muatan , pesawat mungkin tidak dapat untuk tetap diudara , atau bahkan
mengudara , dengan kemungkinan kehilangan nyawa dan kerusakan
barang berharga.
Tiga kondisi utama dari kesalahan muat barang:
7.2.PUSAT
GRAVITASI
MELEBIHI
BATAS
MISALNYA
Peningkatan pengwasan
7.3.PUSAT
GRAVITASI
MELEBIHI
BATAS,
PESAWAT
Titik berat ini menyangkut pesawat terbang yang hanya dihitung sepanjang poros yang
membujur. Momenlateral dan vertical ditimbulkan oleh muatan pesawat yang terlalu kecil
34
dikarenakan adanya kerelatifan dari bagian kecil yang menyilang. Kondisi dari
ketidakseimbangan ini mengganti kerugian dari penggunaan label keseimbangan.
8. LOODSHEET
8.1.INTRODUCTION
Transimile air mempergunakan suatu bentuk standart loodsheet.Data dasar
untuk menyiapkan loodsheet didapati dari atau dalam instruksi arus pemuatan
seperti yang dikeluarkan oleh pengelola atau pemimpin armada atau ketua pilot
untuk setiap tipe pesawat udara yang terkait.
TUJUAN DARI LOODSHEET ADALAH:
-
8.2.PERSIAPAN LOODSHEET
Loadsheet akan disiapkan oleh personil station atau anggota crew yang
merupakan kebijaksaan dari pilot in command dan dicek , disetujui dan
didesain oleh pilot in command
Pilot in command akan diberikan loodsheet berupa tabel keseimbangan
dalam penerbangannya dan akan mengecek:
-
nomer penerbangan
37
muatan
dalam
TR(Transit),
B(Bagasi),
A. DISASSEMBLY
NO
DESCRIPTION
QTY
Condition
P/N
TOOLS
DATE
Done
By
39
Sign
1.
4.
8 pcs
Good
1 pcs
Good
1 Pcs
17Pcs
Lost
5 good
fuselage screw
/13lost
1 pcs
17pcs
fuselage screw
/ 6lost
1 pcs
59 pcs /
fuselage screw
13lost
1 pcs
34pcs /
(RH)
2loss
Phillips SD
29-05-07
STRO
Phillips
29-05-07
STRO
Phillips SD
29-05-07
STRO
-Phillips
29-05-07
Ahmad
SD
Good
11 good
Good
46 good/ bad
Good
32 good
DK76XZ8-6
SD
1 Pc
Not good
169-110000-286
-Phillips
1 pc
34Pcs /
(LH)
2loss
1 Pc
Bad
Good
Dorlan
SD
DK76XZ8-6
Bad
wing (LH)
6.
Byhand
Ahmad
Phillips SD
29-05-07
169-110000-285
Dorlan
1 pc
Bad
in left wingtip
- Loosen bracket screw
4 pcs
Good
- Remove bracket RH
1 pc
Good
169-130005-7
* inboard bolt
1 pc
Good
AN 4 5 A
- 7/16
* Outboard bolt
1 pc
Good
AN 4 6A
Open
* Remove bushing
2 pcs
Good
169-110000-347
1 pc
4pcs/ 2
Good
Good
169-130005-2
-Phillips
Ahmad
SD
7.
1 pc
spanner
Ahmad
SD
Good
169-130005-7
8.
Fajri
-Phillips
loss
- Remove bracket (LH)
30-05-07
- 7/16
* inboard bolt
1 pc
Good
AN 4 5 A
Open
* Outboard bolt
1 pc
Good
AN 4 6 A
spanner
* Remove bushing
2 pcs
Good
169-110000-347
1 pc
Good
169-130005-1
1 pc
Good
30-05-07
Fajri
-7/16
40
Open
1 pc
Good
Spanner
8 pcs
1 pc
Good
Good
- 7/16
30-05-07
Dorlan
30-05-07
Ahmad
30-05-07
Ari
(RH)
9.
Open
1 pc
Good
Spanner
8 pcs
Good
1 pc
Good
-Special
- Remove nut
1 pc
Good
tool
- Remove bolt
1 pc
Good
- 3/8 Open
- Remove washer
1 pc
Good
spanner
- Remove nut
2 pcs
Good
- 7/16
30-05-07
Fajri
- Remove bolt
2 pcs
Good
Open
30-05-07
Fajri
- Remove washer
Stabilator Assy
4 pcs
Good
Spanner
- Open
- Remove bolt
2 pcs
Good
Spanner
30-05-07
Rizal
- Remove nut
2 pcs
Good
13.
2 pcs
Good
Phillips SD
30-05-07
Muh.
14.
3 bolt
Good
- special
3 nut
Good
tool
3cotterpin
Good
- 7/16
(LH)
- Remove washer in hinge
10.
11.
12.
15
nugraha
open
- Remove rudder
Spanner
1 pc
4 pcs
Good
Good
- diagonal
cutter
compatrmet
- special
tool
- Phillips
SD
30-05-07
Rahmat
Satriyo
- Remove bellcrank
pulleys
16.
- Remove cable
INTERIOR CABIN
a. Seat
-4 pcs / 1
3 Bad
41
loss
b. Cabin Floor Screw
9 pcs
Good
-26Screw
Good
-2 bolt
-30 pcs
Good
(screw)
- 4 pcs
Good
Ahmad
7/16
Rahmat
O.Spanner
30-05-07
Muh
3/8 Open
Nugrah
Spanner
- 4 bolt &
17
Phillips SD
Good
Nut
cabin ( screw)
NOSE LANDING GEAR
17 Screw
- Disconnect Shimmy
- Bolt 1pc
- 3/8 open
- washer
Spanner
steering
3 pcs
- castle
Good
Satriyo
Good
nut 1 pc
- Special
tools
- Cotter
31-05-07
ARI
pin 1 pc
- Cutting locking wire at
Good
adapter
- Remove adapter
- diagonal
cutter
- 6 bolt /
Good
1loss
- 3/8 open
spanner
-2 bolt, 1
Good
screw
- Remove collar
1 pcs
Good
1 pcs
Good
1 pcs
Good
4 screw
Good
- 9/16open
Spanner
bearing
MAIN LANDING GEAR
- Remove main landing
gear cover
- Phillips
SD
1 bolt and
landing gear
nut
Good
- 9/16 ring
Ahmad
31-05-07
Rizal
spanner
42
CLEANING
NO.
DESCRIPTION
QUANTITY
DONE
CLEANER
DATE
BY
1.
Engine Cowling
Rizal
Fuel
6 juni 07
2.
Engine Nacelle
Nugraha
Fuel
6 juni 07
3.
Whindsield
Nugraha
Water
6 juni 07
4.
Window
Nugraha
Water
6 juni 07
5.
Door
Nugraha
Fuel
6 juni 07
43
6.
R/H Aileron
Nugraha
Fuel
7 juni 07
7.
L/H Aileron
Rizal
Fuel
7 juni 07
8.
R/H Flap
Rizal
Fuel
7 juni 07
9.
L/H Flap
Rizal
Fuel
7 juni 07
10.
Rudder
Rizal
Fuel
8 juni 07
11.
Stabilator
Rizal
Fuel
8 juni 07
12.
Fajri
Fuel
8 juni 07
13.
Fajri
Fuel
8 juni 07
14.
Vertical Stabilizer
Fajri
Fuel
8 juni 07
15.
Exterior Fuselage
Fajri
Fuel
9 juni 07
16.
Interior Fuselage
Fajri
Air
9 juni 07
17.
R/H Wing
Satriyo
Fuel
9 juni 07
18.
L/H Wing
Satriyo
Fuel
9 juni 07
19.
Satriyo
Fuel
9 juni 07
20.
Assy.
Satriyo
Fuel
9 juni 07
21.
Satriyo
Fuel
9 juni 07
DATE
REMARK
12 juni
Good
PAINT REMOVER
NO.
FESCRIPTION
QUANTITY
DONE
BY
1.
2.
L/H Aileron
-
L/H Hinge
R/H Hinge
Dorlan
07
R/H Aileron
-
L/H Hinge
Dorlan
12 juni
Good
44
3.
4.
5.
R/H Hinge
07
L/H Flap
-
Actuator
Hinge
Dorlan
12 juni
Good
07
R/H Flap
-
Actuator
Hinge
Dorlan
13 juni
Good
07
Stabilator
-
Hinge
Dorlan
13 juni
Good
07
6.
Rudder
-
Hinge
Rizal
13 juni
Good
07
7.
8.
9.
Fork
Housing
Rizal
13 juni
Good
07
Fork
Housing
Rizal
13 juni
Good
07
Nose L/G
-
Fork
Housing
Rizal
13 juni
Good
07
45
DYE CHECK
NO.
FESCRIPTION
QUANTITY
DONE
DATE
REMARK
14 juni
Good
BY
1.
2.
3.
L/H Aileron
-
L/H Hinge
R/H Hinge
Ari
07
R/H Aileron
-
L/H Hinge
R/H Hinge
Ari
14 juni
Good
07
L/H Flap
46
4.
5.
Actuator
Hinge
Ari
14 juni
Good
07
R/H Flap
-
Actuator
Hinge
Ari
14 juni
Good
07
Stabilator
-
Hinge
Fajri
14 juni
Good
07
6.
Rudder
-
Hinge
Fajri
14 juni
Good
07
7.
8.
9.
Fork
Housing
Fajri
14 juni
Good
07
Fork
Housing
Fajri
14 juni
Good
07
Nose L/G
-
Fork
Housing
Fajri
14 juni
Good
07
47
PAINTING
NO.
FESCRIPTION
QUANTITY
DONE
DATE
REMARK
15 juni
Good
BY
1.
2.
3.
4.
L/H Aileron
-
L/H Hinge
R/H Hinge
Nugraha
07
R/H Aileron
-
L/H Hinge
R/H Hinge
Nugraha
15 juni
Good
07
L/H Flap
-
Actuator
Hinge
Nugraha
15 juni
Good
07
R/H Flap
-
Actuator
Nugraha
15 juni
Good
48
5.
Hinge
07
Stabilator
-
Hinge
Nugraha
15 juni
Good
07
6.
Rudder
-
Hinge
Ahmad
15 juni
Good
07
7.
8.
9.
Fork
Housing
Ahmad
15 juni
Good
07
Fork
Housing
Ahmad
15 juni
Good
07
Nose L/G
-
Fork
Housing
Ahmad
15 juni
Good
07
49
B. ASSEMBLY
NO
DESCRIPTION
QTY
Condition
P/N
TOOLS
DATE
Done
Phillips SD
29-05-07
Satriyo
Phillips
29-05-07
Satriyo
Phillips SD
29-05-07
Satriyo
-Phillips
29-05-07
Ahmad
By
1.
4.
8 pcs
Good
1 pcs
Good
1 Pcs
17Pcs
Lost
5 good
fuselage screw
/13lost
1 pcs
17pcs
fuselage screw
/ 6lost
1 pcs
59 pcs /
fuselage screw
13lost
1 pcs
34pcs /
(RH)
2loss
SD
Good
11 good
Good
46 good/ bad
Good
32 good
DK76XZ8-6
SD
1 Pc
Not good
169-110000-286
Byhand
-Phillips
1 pc
34Pcs /
Bad
Good
Dorlan
SD
DK76XZ8-6
Ahmad
50
Sign
(LH)
2loss
1 Pc
Bad
wing (LH)
6.
Phillips SD
29-05-07
169-110000-285
Dorlan
1 pc
Bad
in left wingtip
- Loosen bracket screw
4 pcs
Good
- Remove bracket RH
1 pc
Good
169-130005-7
* inboard bolt
1 pc
Good
AN 4 5 A
- 7/16
* Outboard bolt
1 pc
Good
AN 4 6A
Open
* Remove bushing
2 pcs
Good
169-110000-347
1 pc
4pcs/ 2
Good
Good
169-130005-2
-Phillips
Ahmad
SD
7.
1 pc
spanner
Good
169-130005-7
- 7/16
* inboard bolt
1 pc
Good
AN 4 5 A
Open
* Outboard bolt
1 pc
Good
AN 4 6 A
spanner
* Remove bushing
2 pcs
Good
169-110000-347
1 pc
Good
169-130005-1
1 pc
Good
Ahmad
SD
8.
Fajri
-Phillips
loss
- Remove bracket (LH)
30-05-07
30-05-07
Fajri
-7/16
Open
1 pc
Good
Spanner
8 pcs
1 pc
Good
Good
- 7/16
30-05-07
Dorlan
30-05-07
Ahmad
30-05-07
ARI
(RH)
9.
Open
1 pc
Good
Spanner
8 pcs
Good
1 pc
Good
-Special
- Remove nut
1 pc
Good
tool
- Remove bolt
1 pc
Good
- 3/8 Open
- Remove washer
1 pc
Good
spanner
- Remove nut
2 pcs
Good
- 7/16
30-05-07
Fajri
- Remove bolt
2 pcs
Good
Open
30-05-07
Fajri
- Remove washer
4 pcs
Good
Spanner
(LH)
- Remove washer in hinge
10.
11.
51
12.
Stabilator Assy
- Open
- Remove bolt
2 pcs
Good
- Remove nut
2 pcs
Good
13.
2 pcs
14.
15
Spanner
30-05-07
Rizal
Good
Phillips SD
30-05-07
Muh
3 bolt
Good
- special
3 nut
Good
tool
3cotterpin
Good
- 7/16
nugraha
open
- Remove rudder
Spanner
1 pc
4 pcs
Good
Good
- diagonal
cutter
compatrmet
- special
tool
- Phillips
SD
30-05-07
Rahmat
Satriyo
- Remove bellcrank
pulleys
- Remove cable
52
QUAN
O DESCRIPTION
TITY
CONDITIO
P/N
INSTALLER
TOOL
DATE
LEFT L/G
27 juni 2007
2. Install housing
assy L/G
3. Install break
GOOD
169-8100
GOOD
1
assy
4. Install main
GOOD
bearing to A/C
5. Install left &
right L/G
GOOD
1
GOOD
8
26 juni 2007
GOOD
absorber to rod
(give powder)
8.Install disk
GOOD
Ahmad
GOOD
shock absorber to
Ahmad
GOOD
9.Insttall pin
GOOD
Satriyo
10.Install pin +
washer to lock &
split pin
53
NOSE L/G
27 juni 2007
1.Install bearing
169-
81006-3
Satriyo
engine mount
2.Install collar
Satriyo
Spanner 9/16
centering cable+
spacer
Spanner 9/16
4.Give space
between stop assy
and bolt 9/16 is
Spanner 9/16
3,23 cm
5.Tighten bolt
Satriyo
locking centering
cable (9/16) &
tighten screw into
collar (9/16)
6.install centering
cable with spring
7.Install adapter
Spanner 3/8
1 lost &
locking wire
9.Install shimmy
damper to adapter
bolt 3/8 & locking
with split pin
10.Install arm assy
nose wheel
54
steering to adapter
3
RIGHT L/G
27 juni 2007
GOOD
2. Install housing
GOOD
GOOD
169-8100
assy L/G
3. Install break
assy
GOOD
4. Install main
bearing to A/C
GOOD
GOOD
26 juni 2007
8
GOOD
Fajri
1
GOOD
Ahmad
8.Install disk
shock absorber to
Ahmad
GOOD
9.Insttall pin
GOOD
Satriyo
10.Install pin +
washer to lock &
split pin
55
INTERIOR
28 juni 2007
1.Install inspection
7 (17
screw)
2.Install cover
15 screw
GOOD
GOOD
2 screw
3.Door handle
(R/H) with screw
cabin door (L/H)
15 screw
GOOD
2 screw
with screw
5.Install Door
Philips screw
Rahmat
driver
Nugraha &
Philips screw
Rahmat
driver
Nugraha &
GOOD
4.Install cover
Nugraha &
Rahmat
Philips screw
Nugraha &
driver
Rahmat
Philips screw
Nugraha &
driver
Rahmat
Philips screw
GOOD
driver
26 screw
Nugraha &
2 bolt
Rahmat
GOOD
Nugraha &
Rahmat
GOOD
Nugraha &
6. Install skin
1 lost, 3 bad
cover cabin
Rahmat
Nugraha
(4
& Rahmat
bolt &
nut)
7.Install cabin
floor with screw
16 juni 2007
Philips screw
driver
Spanner 7/16
Philips screw
Nugraha &
driver
Rahmat
Philips screw
driver
8.Install sit
Spanner 3/8
56
9.Install fuel
selector valve with
screw
10.Install safety
belt with bolt &
nut
RIGGING TEST
1. STABILATOR
Temp.
83 F
Tension
30 lbs
Netral
Pull Up
Pull Up
Pull
Pull Down
Limit
Down
Limit
Remark
14
15 2
2 +2 /- 1
Good
Netral
Pull Up
Pull Up
Pull
Pull Down
Remark
Limit
Down
Limit
1 +1 /- 0.5
14
10 +2/- 1
2. TRIM TAB
Temp.
83 F
Tension
10 lbs
1,5
Good
57
3. R/H FLAP
Temp.
83 F
Tension
Netral
Pull Up
Pull Up
Pull
Pull Down
Limit
Down
Limit
Remark
22,5
35
35 1
Good
Netral
Pull Up
Pull Up
Pull
Pull Down
Remark
Limit
Down
Limit
35
35 1
Good
Pull Up
Pull Up
Pull
Pull Down
Remark
Limit
Down
Limit
19,5
20 2
10 2
Good
Pull Up
Pull Up
Pull
Pull Down
Remark
Limit
Down
Limit
20 2
10 2
4. L/H FLAP
Temp.
83 F
Tension
22,5
5. R/H AILERON
Temp.
83 F
Tension
22 lbs
Netral
18
6. L/H AILERON
Temp.
83 F
Tension
22 lbs
Netral
18
22,5
Good
58
7. RUDDER
Temp.
83 F
Tension
30 lbs
Netral
Pull Up
25
Pull Up
Pull
Pull Down
Limit
Down
Limit
25 2
25
25 2
Remark
Good
59