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Informasi Jadwal Lengkap Bus Damri Bandara Juanda Surabaya

Untuk Anda yang akan bepergian melalui Bandara Juanda Surabaya, berikut ini kami sampaikan informasi terkait Jadwal Bus Damri Bandara Juanda Surabaya. Bandara Juanda Surabaya adalah Bandara Internasional yang menjadi hub utama untuk penerbangan warga Jawa Timur.
Sebenarnya Bandara Juanda tidak berada di Kota Surabaya namun secara daerah administrasi masuk ke wilayah Kabupaten Sidoarjo. Namun karena tujuan utama penerbangan umumnya adalah untuk ke Surabaya, maka orang lebih mengenalnya sebagai Bandara Juanda Surabaya.

Sebagaimana di beberapa bandara utama lainnya di Indonesia, Perum Damri juga memberikan pelayanan bagi penumpang dari dan ke Bandara Juanda Surabaya. Adapun Bus Damri di Bandara Juanda Surabaya melayani rute sebagai berikut :
Jadwal Bus Damri di Bandara Juanda Surabaya

    Trayek : Bandara Juanda – Terminal Bis Bungurasih (Purabaya) PP.
    Tarif : Rp. 30.000,- (Bandara Juanda – Bungurasih) – Rp. 20.000,- (Bungurasih – Bandara Juanda)
    Waktu Tempuh : ± 30 – 45 menit (kondisi jalan lancar)
    Jadwal Operasional : 07.00 WIB – 21.00 WIB (Berangkat setiap 1 jam)

    Trayek : Bandara Juanda – Gresik PP.
    Tarif : Rp. 35.000,-
    Waktu Tempuh : ± 1 Jam (kondisi jalan lancar)
    Jadwal Operasional : 06.00 WIB – 18.00 WIB (Berangkat setiap 1 jam)

Jadwal Bus Damri (Juanda – Terminal Bunder)

  • Dari Juanda :
    • 07.00 WIB
    • 08.00 WIB
    • 09.00 WIB
    • 10.00 WIB
    • 11.00 WIB
    • 12.00 WIB
    • 13.00 WIB
    • 14.00 WIB
    • 15.00 WIB
    • 16.00 WIB
    • 17.00 WIB
    • 18.00 WIB

  • Dari Gresik :
    • 05.00 WIB
    • 06.00 WIB
    • 07.00 WIB
    • 08.00 WIB
    • 09.00 WIB
    • 10.00 WIB
    • 11.00 WIB
    • 12.00 WIB
    • 13.00 WIB
    • 14.00 WIB
    • 15.00 WIB
    • 16.00 WIB
    • 17.00 WIB

  1. Harga tiket Rp.30.000,-
  2. AC, Recleaning Seat
  3. Kapasitas 27 Penumpang
  4. TV Dan AUDIO
  5. Lama Perjalanan 90 Menit
  6. Bagasi Dalam

Tips Untuk Naik Damri di Bandara Juanda Surabaya

    Untuk diperhatikan bahwa tarif Bus Damri dari dan ke Terminal Juanda berbeda. Bila Anda naik Bus Damri dari Terminal Bungurasih ke Bandara Juanda lebih murah dari sebaliknya.
    Bandara Juanda terdiri dari 2 Terminal yaitu Terminal 1 (lama) dan Terminal 2 (Baru, Garuda Indonesia, AirAsia), di kedua Terminal tersebut terdapat loket Bus Damri ke jurusan yang sama. Namun sebaliknya bila Anda akan naik bus Damri ke Bandara Juanda sebaiknya ditanyakan apakah jurusan ke Terminal 1 atau Terminal 2, karena ada dua jurusan yang berbeda. Jarak antara Terminal 1 dan Terminal 2 cukup jauh dipisahkan landasan pesawat.

Demikian informasi terkait Jadwal Bus Damri Bandara Juanda Surabaya. Semoga dapat berguna untuk perjalanan Anda. Informasi yang ada dapat sewaktu-waktu berubah sesuai kondisi terbaru, dan akan kami update bila ada perubahan.

Perubahan Maskapai di Terminal 2 Juanda Surabaya Per 14 Pebruari 2014

Mulain tanggal 14 Pebruari 2014 besok insyaalloh Terminal 2 (T2) Bandara Juanda Surabaya mulai dioperasikan. Terminal 2 atau T2 Juanda adalah terminal lama Bandara Juanda yang telah direnovasi. T2 Bandara Juanda nantinya dipakai untuk semua penerbangan internasional dan sebagian domestik yaitu untuk maskapai Garuda Indonesia, AirAsia dan Mandala Tiger.

Untuk lebih detilnya berikut ini letak dari beberapa maskapai penerbangan yang menempati T2 Juanda :

T2 Internasional

    Lion Air (Singapore)
    China Airlines
    Singapore Airlines
    Eva Air
    Cathay Pasific
    Jetstar / Value Air
    Garuda Indonesia

T2 Domestik

    Garuda Indonesia
    Mandala Tiger

Sedangkan maskapai penerbangan yang masih menempati Terminal 1 atau T1 Bandara Juanda adalah :

    Citilink Domestik
    Sriwijaya Domestik
    Batik Air Domestik
    Lion Air Domestik

Bagi para penumpang pesawat di Bandara Juanda mulai tanggal 14 Pebruari 2014, mohon diperiksa kembali penerbangan anda dan pastikan dari Terimnal mana pesawat anda berangkat atau mendarat di Bandara Juanda. Jangan sampai salah pesawat di Terminal 2 anda menungu di Terminal 1 atau sebaliknya. Semoga dengan dioperasikannya Terminal 2 atau T2 Bandara Juanda maka pelayanan lebih prima.

Boeing 757-300

The 757-300, the stretched version of the aircraft, entered service with Condor in 1999. With an overall length of 178.7 feet (54.5 m), the type is the longest single-aisle twinjet ever built. Designed to serve the charter airline market and provide a low-cost replacement for the 767-200, the 757-300 shares the basic design of the original 757, while extending the fuselage before and after the wings.[65] Eight standard cabin doors, plus a pair of over-the-wing emergency exits on each side,[28] enable the 757-300 to have a maximum certified capacity of 289 passengers. A higher MTOW of 272,500 pounds (124,000 kg) is specified, while fuel capacity remains unchanged; as a result, the stretched variant offers a maximum range of 3,395 nautical miles (6,290 km). Engines used on the type include the RB211-535E4B from Rolls-Royce and the PW2043 from Pratt & Whitney. Due to its greater length, the 757-300 features a retractable tailskid on its aft fuselage.

Condor ordered the stretched 757 to replace its McDonnell Douglas DC-10s and serve as low-cost, high-density transportation to holiday destinations such as the Canary Islands. Because tests showed that boarding the 757-300 could take up to eight minutes longer than the 757-200, Boeing and Condor developed zone-based boarding procedures to expedite loading and unloading times for the lengthened aircraft.[122] The 757-300 has been operated by mainline carriers Continental Airlines (now part of United Airlines), Northwest Airlines (now part of Delta Air Lines), and Icelandair; other operators have included American Trans Air (the first North American operator), Arkia Israel Airlines, along with charter carriers Condor and Thomas Cook Airlines. Production for the 757-300 totaled 55 aircraft,[44] of which 55 were in service in July 2014.

Boeing 757-200SF

The 757-200SF, a conversion of passenger 757-200s for cargo use, entered service with DHL Aviation in 2001. Modifications by Boeing Wichita in Kansas included the removal of passenger amenities, main deck structural reinforcement, and the installation of a 757-200PF forward fuselage section with a port-side cargo door. The forward two entry doors are retained, resulting in a main deck cargo capacity of 14 pallets, which is one less than the 757-200PF. Environmental controls can be fitted for animal cargo, and rear exits and window pairs are retained on some aircraft. Besides Boeing, Israel Aerospace Industries, Precision Conversions, and ST Aerospace Services have also handled 757-200SF conversions. In September 2006, FedEx Express announced a US$2.6 billion plan to acquire over 80 converted 757 freighters to replace its 727 fleet. In July 2011, 70 converted 757-200SFs were in service

Boeing 757-200M

The 757-200M, a convertible version capable of carrying cargo and passengers on its main deck, entered service with Royal Nepal Airlines in 1988. Also known as the 757-200 Combi, the type retains the passenger windows and cabin doors of the 757-200, while adding a forward port-side cargo door in the manner of the 757-200PF. Kathmandu-based Royal Nepal Airlines, later renamed Nepal Airlines, included the convertible model as part of an order for two 757s in 1986.
Nepal Airlines ordered the 757-200M to fulfill a requirement for an aircraft that could carry mixed passenger and freight loads, and operate out of Tribhuvan International Airport in the foothills of the Himalayas. Patterned after convertible variants of the 737 and 747, the 757-200M can carry two to four cargo pallets on its main deck, along with 123 to 148 passengers in the remaining cabin space. Nepal Airlines' 757-200M, which features Rolls-Royce RB211-535E4 engines and an increased MTOW of 240,000 pounds (109,000 kg), was the only production example ever ordered.
In October 2010, Pemco World Air Services and Precision Conversions launched aftermarket conversion programs to modify 757-200s into 757 Combi aircraft. Vision Technologies Systems launched a similar program in December 2011. All three aftermarket conversions modify the forward portion of the aircraft to provide room for up to ten cargo pallets, while leaving the remaining space to fit around 45 to 58 passenger seats. This configuration is targeted at commercial charter flights which transport heavy equipment and personnel simultaneously. Customers for converted 757 Combi aircraft include the Air Transport Services Group, National Airlines, and North American Airlines

Boeing 757-200PF

The 757-200PF, the production cargo version of the 757-200, entered service with UPS Airlines in 1987. Targeted at the overnight package delivery market, the freighter can carry up to 15 containers or pallets on its main deck, for a volume of up to 6,600 cubic feet (187 m3), while its two lower holds can carry up to 1,830 cubic feet (51.8 m3) of bulk cargo. The maximum revenue payload capability is 87,700 pounds (39,800 kg) including container weight. The 757-200PF is specified with a MTOW of 255,000 pounds (116,000 kg) for maximal range performance; when fully loaded, the aircraft can fly up to 3,150 nautical miles (5,830 km). Because the freighter does not carry any passengers, it can operate transatlantic flights free of ETOPS restrictions. Power is provided by RB211-535E4B engines from Rolls-Royce, or PW2037 and PW2040 engines from Pratt & Whitney.
The freighter features a large, upward-opening main deck cargo door on its forward port-side fuselage. Adjacent to the large cargo door is a standard exit door used by the pilots. All other emergency exits are omitted, and cabin windows and passenger amenities are not available. The main deck cargo hold has a smooth fiberglass lining, and a fixed rigid barrier with a sliding access door serves as a restraint wall next to the flight deck. Both lower holds can be equipped with a telescoping baggage system to load custom-fitted cargo modules. When equipped for extended-range transatlantic operations, UPS 757-200PFs feature an upgraded auxiliary power unit, additional cargo bay fire suppression equipment, enhanced avionics, and an optional supplemental fuel tank in the aft lower hold. Total production for the 757-200PF totaled 80 aircraft. In July 2014, 78 of these were in service.

Boeing 757-200

The 757-200, the original version of the aircraft, entered service with Eastern Air Lines in 1983. The type was produced with two different door configurations, both with three standard cabin doors per side: the baseline version has a fourth, smaller cabin door on each side aft of the wings, and is certified for a maximum capacity of 239, while the alternate version has a pair of over-the-wing emergency exits on each side, and can seat a maximum of 224. The 757-200 was offered with a MTOW of up to 255,000 pounds (116,000 kg); some airlines and publications have referred to higher gross weight versions with ETOPS certification as "757-200ERs", but this designation is not used by the manufacturer. The first engine to power the 757-200, the Rolls-Royce RB211-535C, was succeeded by the upgraded RB211-535E4 in October 1984. Other engines used include the RB211-535E4B, along with the PW2037 and PW2040 from Pratt & Whitney. The latest version is sometimes called 757-200W – W for the added winglets. Its range with full payload is 3,850 nautical miles.
Although designed for short and medium length routes, the 757-200 has since been used in a variety of roles ranging from high-frequency shuttle services to transatlantic routes. In 1992, after gaining ETOPS approval, American Trans Air launched 757-200 transpacific services between Tucson and Honolulu. Since the turn of the century, mainline U.S. carriers have increasingly deployed the type on transatlantic routes to Europe, and particularly to smaller cities where passenger volumes are unable to support wide-body aircraft. Production for the 757-200 totaled 913 aircraft, making the type by far the most popular 757 model. In July 2014, 756 of different 757-200 versions were in service. As of February 2015, the longest commercial route served by a 757 is United Airlines' New York to Berlin flight at just over 4,000 nautical miles; the aircraft assigned to this route cannot fly with a full payload. United's 757s assigned to transatlantic routes are fitted with 169 seats.

Two 166.4kN (37,400lb) RollsRoyce RB211-535C turbofans, or 178.8kN (40,200lb) RB211-535E4s, or 193.5kN (43,500lb) RB211-535E4-Bs, or 162.8kN (36,600lb) Pratt & Whitney PW2037s, or two 178.4kN (40,100lb) PW2040s, or 189.5kN (42,600lb) PW2043s.

Max cruising speed 914km/h (493kt), economical cruising speed 850km/h (460kt). Range with P&W engines and 186 passengers 5053km (2728nm), with RR engines 4758km (2569nm). Range at optional max takeoff weight with P&W engines 7277km (3929nm), with RR engines 6888km (3719nm). 757-200PF - Speeds same. Range with 22,680kg payload and P&W engines 7195km (3885nm), with RR engines 6857km (3700nm).

Operating empty with P&W engines 57,840kg (127,520lb), with RB211s 57,975kg (127,810lb). Basic max takeoff 99,790kg (220,000lb), medium range MTOW 108,860kg (240,000lb), extended range MTOW 115,665kg (255,000lb) or 115,895kg (255,550lb).

Wing span 38.05m (124ft 10in), length 47.32m (155ft 3in), height 13.56m (44ft 6in). Wing area 185.3m2 (1994sq ft).

Flightcrew of two. 757-200 - Typical passenger arrangements vary from 178 two class (16 first & 162 economy), or 202 (12 first & 190 economy) or 208 (12 first and 196 economy) or 214 to 239 in all economy class. 757-200PF - Maximum of 15 standard 2.24 x 2.74m (88 x 108in) freight pallets on main deck.

987 757-200s had been ordered by late 2002, of which over 983 had been delivered.

Medium range narrowbody airliner


After a slow sales start, the medium range single aisle 757 has become yet another sales success story for Boeing.
Boeing considered a number of proposals for a successor to the 727 tri-jet during the 1970s, with many of these designs featuring the nose and T-tail of the earlier jet. It was not until later in that decade however that Boeing settled on a more conventional design featuring the same cross section as the 727 (not to mention the 737, 707 and 720) but with the fuselage considerably longer in length, an all new wing, nose and flightdeck and fuel efficient high bypass turbofan engines.
Boeing launched development of the 757 in March 1979 following orders from British Airways and Eastern. Developed in tandem with the larger widebody 767 the two types share a number of systems and technologies, including a common early generation EFIS flightdeck.
First flight was on February 19 1982 and the 757 entered service in January the following year. Subsequent versions to appear are the 757-200PF Package Freighter, a pure freighter, and the 757-200M Combi (only one has been built). The standard passenger aircraft is designated the 757-200, there being no -100. The stretched 757-300 is described separately.
Initial sales of the 757 were fairly slow, however orders picked up significantly in the mid to late 1980s as traffic on routes previously served by smaller 727s and 737s grew to require the 757's extra capacity. Today 757 sales comfortably exceed those of the 767, a position that was reversed until the late 1980s.
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