PERANCANGAN HOUSING ANTENA AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST MODEL MIKROSTRIP BLADE PADA PESAWAT PIPER WARRIOR-III

Transformasi kemajuan teknologi informasi dan perkembangan telekomunikasi telah mendorong modernisasi di sektor penerbangan secara masif. Sistem pemantauan lalu lintas udara yang semula sangat bergantung pada teknologi radar konvensional kini mulai beralih pada sistem yang lebih presisi dan kontinu. Sistem radar memiliki keterbatasan inheren, seperti penurunan kualitas deteksi akibat kondisi cuaca, kendala geografis, atau keberadaan pesawat pada lokasi blind spot di ruang udara. Untuk mengatasi keterbatasan ini, dikembangkanlah teknologi Automatic Dependent Surveillance–Broadcast (ADS-B). Teknologi pengawasan mandiri ini bekerja dengan memancarkan data navigasi pesawat seperti posisi, ketinggian, dan kecepatan secara otomatis ke stasiun penerima di darat (ground station) maupun pesawat lain di sekitarnya. Penggunaan ADS-B tidak hanya memberikan akurasi data yang jauh lebih tinggi bagi Air Traffic Controller (ATC), melainkan juga menjadi standar keselamatan navigasi udara modern. Pada skala nasional dan khususnya di lingkungan institusi pendidikan penerbangan, urgensi pemenuhan sistem pendukung ADS-B sangat relevan bagi armada pesawat latih. Pesawat Piper Warrior-III yang dioperasikan oleh Politeknik Penerbangan Indonesia (PPI) Curug saat ini belum dilengkapi dengan antena ADS-B, sehingga dibutuhkan suatu solusi instalasi yang komprehensif. Solusi instalasi ini tidak sebatas pada penempatan antena, melainkan mencakup perancangan housing (pelindung) antena yang mampu memberikan perlindungan mekanik dari tekanan lingkungan penerbangan seperti perubahan temperatur, erosi aliran udara, hujan, dan getaran mesin tanpa menyebabkan degradasi terhadap pancaran gelombang elektromagnetik pada frekuensi operasional 1090 MHz. Selain itu, penambahan profil housing di luar penampang badan pesawat akan menimbulkan gaya hambat aerodinamis (drag), sehingga rancangan harus memperhitungkan bentuk yang paling streamline. Penelitian ini bertujuan untuk menentukan lokasi pemasangan housing antena ADS-B yang paling optimal berdasarkan struktur airframe dan pedoman kelaikan instalasi, merancang geometri desain housing tipe blade yang sesuai untuk antena mikrostrip, serta mengevaluasi kelayakan aerodinamis dari rancangan tersebut. Penelitian ini menggunakan metode Research and Development (R&D) berbasis model pengembangan ADDIE (Analysis, Design, Development, Implementation, dan Evaluation). Penentuan lokasi instalasi menggunakan pendekatan kualitatif dengan teknik triangulasi yang memadukan kajian pedoman instalasi resmi dari Avidyne, observasi fisik secara langsung terhadap struktur perut pesawat (belly fuselage), dan proses validasi melalui wawancara dengan para ahli avionik di PPI Curug. Sementara itu, pendekatan kuantitatif diterapkan melalui metode simulasi numerik Computational Fluid Dynamics (CFD) menggunakan perangkat lunak ANSYS Fluent untuk menganalisis performa aerodinamika (gaya hambat dan tegangan geser permukaan) pada dua variasi desain sudut sapuan depan (swept angle). Hasil penelitian berdasarkan triangulasi kualitatif menetapkan bahwa lokasi instalasi paling ideal adalah pada area perut pesawat (belly fuselage) yang diposisikan sedekat mungkin dengan sumbu simetri (centerline). Lokasi ini dipilih karena mampu menjaga kontinuitas bidang pantul (ground plane) antena, tidak menghalangi pintu akses atau ruang roda pendarat, dan menekan potensi interferensi dengan sistem navigasi lain seperti COMM, ADF, maupun DME. Pada tahap pengembangan desain (Development), housing dirancang menggunakan profil dasar airfoil simetris NACA 0018 yang dimodifikasi menjadi dua variasi swept angle, yaitu 30° dan 45°. Material yang digunakan pada rancangan ini adalah komposit Glass Fiber Reinforced Polymer (GFRP) tipe Eglass epoxy, mengingat karakteristik rasio kekuatan mekanik terhadap bobotnya yang sangat baik serta nilai konstanta dielektrik yang rendah sehingga bersifat transparan terhadap gelombang radio frekuensi tinggi. Pengujian implementasi (Implementation) menunjukkan bahwa kedua variasi desain memiliki kelayakan teknis, namun memberikan respons aerodinamika yang berbeda. Hasil simulasi CFD pada kecepatan aliran 68,333 m/s (sesuai kecepatan maksimum pesawat) menunjukkan bahwa varian dengan swept angle 45° menghasilkan gaya hambat (drag force) sebesar 0,9189 N atau sekitar 1,61% lebih rendah dibandingkan varian 30° (0,9339 N), dengan drag coefficient 1,5002 berbanding 1,5247. Varian 45° juga mencatatkan tegangan geser permukaan (wall shear stress) rata-rata 10,2089 Pa dan skin friction coefficient 16,6676, keduanya sekitar 7,37% lebih rendah daripada varian 30° (11,0215 Pa dan 17,9944), serta tekanan maksimum permukaan yang lebih rendah, yaitu 1.307,83 Pa berbanding 1.584,31 Pa, yang menunjukkan interaksi aliran udara yang lebih halus tanpa indikasi terjadinya separasi aliran secara masif. Keunggulan tersebut tetap tercapai meskipun panjang dasar varian 45° lebih besar, yaitu 236,00 mm berbanding 180,00 mm. Berdasarkan evaluasi akhir, rancangan housing antena ADS-B dengan sudut sapuan 45° ditetapkan sebagai desain yang paling direkomendasikan karena terbukti efisien secara aerodinamis dan layak diaplikasikan. Penelitian ini diharapkan dapat menjadi rujukan teknis (technical reference) dalam pengembangan fasilitas instalasi avionik modern pada pesawat latih, serta mendukung peningkatan kesiapan operasional armada Piper Warrior-III di lingkungan PPI Curug.

The rapid advancement of information technology and telecommunications has massively driven modernization in the aviation sector. Air traffic monitoring systems, which originally relied heavily on conventional radar technology, are now shifting towards more precise and continuous systems. Radar systems have inherent limitations, such as a decrease in detection quality due to weather conditions, geographical constraints, or aircraft being in blind spots within the airspace. To overcome these limitations, the Automatic Dependent Surveillance–Broadcast (ADS-B) technology was developed. This independent surveillance technology works by automatically broadcasting aircraft navigation data such as position, altitude, and speed to ground receiving stations as well as surrounding aircraft. The implementation of ADS-B not only provides significantly higher data accuracy for Air Traffic Controllers (ATC) but also becomes the standard for modern air navigation safety. On a national scale, and particularly within aviation education institutions, the urgency of fulfilling ADS-B support systems is highly relevant for training aircraft fleets. The Piper Warrior-III aircraft operated by the Indonesian Aviation Polytechnic (PPI) Curug is not yet equipped with an ADS-B antenna, thus requiring a comprehensive installation solution. This installation solution is not limited to antenna placement but includes the design of an antenna housing capable of providing mechanical protection from aviation environmental pressures such as temperature changes, airflow erosion, rain, and engine vibrations without causing degradation to the electromagnetic wave emission at the 1090 MHz operational frequency. Furthermore, the addition of a housing profile outside the aircraft fuselage cross-section will induce aerodynamic drag, so the design must account for the most streamlined shape. This study aims to determine the most optimal installation location for the ADS-B antenna housing based on the airframe structure and installation airworthiness guidelines, to design the geometry of a blade-type housing suitable for a microstrip antenna, and to evaluate the aerodynamic feasibility of the design. This research employs the Research and Development (R&D) method based on the ADDIE (Analysis, Design, Development, Implementation, and Evaluation) development model. The determination of the installation location uses a qualitative approach with a triangulation technique combining the study of official installation guidelines from Avidyne, direct physical observation of the belly fuselage structure, and a validation process through interviews with avionics experts at PPI Curug. Meanwhile, a quantitative approach is applied through the Computational Fluid Dynamics (CFD) numerical simulation method using ANSYS Fluent software to analyze aerodynamic performance (drag force and wall shear stress) on two variations of leading swept angle designs. The research results based on qualitative triangulation established that the most ideal installation location is on the belly fuselage area positioned as close as possible to the centerline. This location was selected because it maintains the continuity of the antenna's ground plane, does not obstruct access doors or landing gear bays, and minimizes potential interference with other navigation systems such as COMM, ADF, and DME. In the design development stage, the housing was designed using the basic symmetrical NACA 0018 airfoil profile modified into two swept angle variations, namely 30° and 45°. The material used in this design is a Glass Fiber Reinforced Polymer (GFRP) composite of the E-glass epoxy type, considering its excellent mechanical strength-to-weight ratio and low dielectric constant value, making it transparent to high-frequency radio waves. The implementation testing showed that both design variations possess technical feasibility but yield different aerodynamic responses. CFD simulation results at a flow velocity of 68.333 m/s (corresponding to the aircraft maximum speed) revealed that the variant with a 45° swept angle generated a drag force of 0.9189 N, which is approximately 1.61% lower compared to the 30° variant (0.9339 N), with a drag coefficient of 1.5002 against 1.5247. The 45° variant also recorded an average wall shear stress of 10.2089 Pa and a skin friction coefficient of 16.6676, both approximately 7.37% lower than the 30° variant (11.0215 Pa and 17.9944), as well as a lower maximum surface pressure of 1,307.83 Pa compared with 1,584.31 Pa, indicating a smoother airflow interaction without any indication of massive flow separation. These advantages were achieved even though the base length of the 45° variant is larger, namely 236.00 mm compared with 180.00 mm. Based on the final evaluation, the ADS-B antenna housing design with a 45° swept angle is established as the most recommended design as it has proven to be aerodynamically efficient and feasible to apply. This research is expected to serve as a technical reference in the development of modern avionics installation facilities on training aircraft, as well as to support the enhancement of the operational readiness of the Piper Warrior-III fleet in the PPI Curug environment.