ANALISIS KEKUATAN STRUKTUR REPAIR DOUBLER PADA FUSELAGE SKIN DENGAN STATION NUMBER 847 – 867 STRINGER 23L - 25L PESAWAT BOEING 737-900ER

DWI ARDIANTI, ASTIKA (2022) ANALISIS KEKUATAN STRUKTUR REPAIR DOUBLER PADA FUSELAGE SKIN DENGAN STATION NUMBER 847 – 867 STRINGER 23L - 25L PESAWAT BOEING 737-900ER. Skripsi thesis, Institut Teknologi Dirgantara Adisutjipto.

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Abstract

Structure repair is one of the aircraft maintenance activities specifically dealing with damaged aircraft structures to maintain the strength of the structure, so it is necessary to repair the damage in accordance with the procedures established in SRM or manufacturing. Corrosion was found in the fuselage skin structure of the Boeing 737-900ER aircraft and the repair method was carried out a service request to the manufacturer because the repair process was not covered by the SRM guide document and the value of the strength of the repair structure was not known. The purpose of this study was to model, calculate the maximum stress and calculate the Margin of Safety value for the fuselage skin repair doubler on Boeing 737-900ER aircraft with station number 847-867 between stringers 23L- 25L on damaged structures and after repair of variations in simulation flight altitude. Modeling and analysis were carried out using CATIA V5R21 software based on the finite element method with the modeling stages, input material properties, load and restraint, meshing, computation, and results. Through the simulation, it is known that the maximum stress value in the critical area when a structure is given tension loading, so that the maximum stress can be used to determine the Margin of Safety of the analyzed structure. The highest Margin of Safety value for the damaged structure occurred at a flight altitude of 5000 feet at 4.76 and the lowest value at a flying altitude of 40000 feet at 0.19. Meanwhile, the highest Margin of Safety value in the repair structure occurs at a flight altitude of 5000 feet at 8.20 and the lowest value at a flying altitude of 40000 feet at 1. The Margin of Safety value obtained in variations in flight altitude tends to get smaller with increasing altitude.

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