Analisis Risiko Operasional Wind Component Limit Menggunakan Flysmart+ pada Bandara Pesisir (Coastal) dan Pegunungan (Terrain) di Indonesia
DOI:
https://doi.org/10.58192/profit.v5i3.4489Keywords:
Airbus A320, Density Altitude, Operation Management, Safe Margin, WindeffectAbstract
Historical data in aircraft performance evaluation often encounters data sparsity under extreme conditions. This study aims to symmetrically map the operational envelope of the CFM56-5B-powered Airbus A320-214 using a Full Factorial Design approach. A total of 3,960 deterministic scenarios were executed via Flysmart+ v4.1 certification software, exploring interactions among airport typologies (Coastal vs. Terrain), operational phases (Take-off/Landing), runway conditions (Dry/Wet), aircraft weights (Heavy/Medium/Light), and wind components. Simulated data were cross-validated using actual outputs from aircraft registration PK-GLL and analyzed via Univariate Analysis of Variance (ANOVA). The ANOVA results (R2=0.734) demonstrated that the wind component acts as a significant covariate (p<0.001), while the operational phase serves as the most dominant independent determinant of the safety margin (F=816.275,p=0.000). Critical findings revealed that the two-way interaction between Typology and Weight (Typology X Weight) is highly significant (p=0.000); heavy aircraft operations at terrain airports experience a radical degradation of safety margins due to the high density altitude phenomenon, dropping into the UNACCEPTABLE (UNSAFE) zone (<0%) under marginal weather. Conversely, the Typology X RWYCond interaction was non-significant (p=0.704), confirming that wet runway contamination reduces the safety margin at a constant severity rate across both typologies. As a mitigation strategy, this study formulates a dynamic Payload Restriction Rule for Flight Operation Officers (FOO) and recommends a Strict No-Tailwind Landing policy at Indonesian mountainous airports to prevent runway excursion accidents.
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