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BANK-RUN SAND & GRAVEL (Pl<6)
Gambar A6 Pengaruh Material Base Coarse dan Pasir Terhadap Modulus Reaksi Subgrade (K) pada Perkerasan kaku
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Halaman 59 dari 116
APPENDIKS B
PERHITUNGAN EQUIVALENT ANNUAL DEPARTURES PESAWAT KRITIS B.l.
PESAWAT KRITIS
B.l.l Ketika pesawat yang beroperasi di suatu bandar udara terdiri dari
berbagai jenis pesawat dengan berbagai tipe roda pendaratan (landing gear) dan berbagai variasi beban, efek pesawat tersebut terhadap perkerasan dihitung berdasarkan pesawat terkritis atau dalam desain disebut pesawat desain.
B.1.2 Untuk mengkonversi semua pesawat ke dalam pesawat kritis, langkah pertama yang dilakukan adalah dengan mengkonversi landing gear semua pesawat yang beroperasi ke pesawat kritis. Adapun faktor konversi berbagai tipe landing gear seperti dalam Tabel Bl.
Tabel Bl Faktor Konversi Berbagai Konfigurasi Landing Gear Pesawat No
Konversi dari
Faktor
Konversi ke
1
Single wheel
0
Dual wheel
2
Single wheel
0
Dual Tandem
Konversi 0+0
0.8
0+0
0.5
0+0 3
Dual wheel
0+0
Dual Tandem
0+0
0.6
0+0 4
Double
dual
tandem 5
0+0 0+0
Dual Tandem
0+0
0+0 0+0
Dual tandem
0+0
1.0
0+0
Single wheel
0
2.0
0+0
1.7
0
1.3
0+0
1.7
0+0 6
Dual tandem
0+0
Dual wheel
0+0 7
Dual wheel
8
Double tandem
B.2
0+0
dual
0+0 0+0
Single wheel Dual wheel
0+0 0+0
EQUIVALENT ANNUAL DEPARTURES PESAWAT KRITIS
B.2.1 Untuk mendapatkan Equivalent Annual Departures pesawat kritis, dihitung dengan menggunakan persamaan berikut:
logf.l = logtf2x(^) Dimana,
1/2
Rl= Annual departures pesawat kritis/ pesawat desain R2= annual departures yang dinyatakan dalam landing gear pesawat
Wl= beban roda pesawat kritis/desain W2= beban roda pesawat yang dikonversi
Pedoman Perhitungan PCN Perkerasan Prasarana Bandar Udara
Halaman 60 dari 116
Tabel B2 Tabulasi Perhitungan Equivalent Annual Departures
NO
ANNUA
JENIS
KONFI
BEBAN
PESAWA
G.
PESAW
RODA
BEBAN
LOG
/w2\as
R2
AT
ANNUA
LO G
L
Ri
DEPAR T.
KRITIS
T.
6
5
EQUIV.
PESAW
RODA
DEPAR
T.
4
3
2
I
BEBAN
DUAL
GEAR
DEPAR
AT
RODA
T
L
EQUIV.
10
9
8
7
12
11
1 2 3 4
TOTAL
Keterangan tabel:
Kolom Kolom Kolom Kolom Kolom
6 : kolom 5 x faktor konversi roda (Paragraf B. 1.2) 7 : kolom 4 x 95% / jumlah roda pada main gear 8 : beban roda terbesar pada kolom 7 (pesawat kritis) 9 : log (kolom 6) 10: (kolom 7/kolom 8)05
Kolom 11: kolom 9 x kolom 10
Kolom 12: invers log (kolom 11) CONTOH PERHITUNGAN
Tentukan pesawat kritis dan equivalent annual departures pesawat yang beroperasi pada suatu bandar udara dengan data penerbangan sebagai berikut: No
Kedatangan
Jenis Pesawat
per
tahun 1
ATR 42-300
1.460
2
Boeing 737-800 NG
1.095
3
ATR 72-500
1.460
4
Boeing 737-900 ER
1.095
5
Airbus A 310-300
365
EQUIV. NO
JENIS PESAWAT
2
1 1
ATR 42-
2
300 B 737-800
KONF
BEBAN PESAWA
ANNUAL DEPART
DUAL GEAR
RODA
DEPART
RODA
T
3
4
5
6
7
D
36.861
1.460
1460
8.754
D
174.700
1.095
1.095
RODA
LOG
PESAWA
R2
T KRITIS
41.491
8 44.698 44.698
NG 3
ATR 72-
D
47.466
1.460
1.460
11.273
44.698
500 4
B 737-900
D
188.200
1.095
1.095
44.698
44.698
ER 5
A 310-300
DT
315.041
621
365
EQUIV.
BEBAN BEBAN
37.411
44.698
a
LOG
Ri
ANNUAL DEPART
9
10
11
12
3,1
0,44
1,4
25
6
3
0
3,0
0,96
2,9
4
3
3
3,1
0,50
1,5
6
2
9
3,0
1,00
3,0
4
0
4
2,7
0,91
2,5
9
5
5
TOTAL
1.
Pesawat kritis
2.
Equivalent Annual Departures
848 39
1.095 359
2.366
: B 737-900 ER
: 2.366
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Halaman 61 dari 116
APPENDIKS C
PERHITUNGAN TEBAL EQUIVALENT PERKERASAN
CI.
NOMENKLATUR LAPISAN PERKERASAN SISTEM FAA
C.1.1 Nomen klatur lapisan perkerasan sistem FAA adalah sebagai berikut: P- 501 P-401 P-403 P- 306
P-304
Econocrete Subbase Course (ESC) Cement Trated base Course (CTBC)
P- 212
Shell base Course
P- 213
Sand-Clay Base Course
P-220
Caliche Base Course
P- 209
Crushed Aggregate Base Course Aggregate Base Course
P- 208
P- 154
Lime Rock Base Course Soil-Cement Base Course Subbase Course
P-501
Portland Cement Concrete (PCC)
P- 211 P- 301
C.2
Portland Cement Concrete (PCC) Plant Mix Bituminous Pavements (HMA) Plant Mix Bituminous Pavements (HMA)
TATA CARA PERHITUNGAN TEBAL EKUIVALEN PERKERASAN
C.2.1 Tebal ekuivalen perkerasan digunakan dalam perhitungan PCN metode klasik perkerasan lentur. Langkah perhitungan tebal ekuivalen perkerasan adalah sebagai berikut: (i)
Menentukan tebal minimum lapisan aus (material P-401 dan P403).
No
Bagian Perkerasan
Pesawat Single
10.0 cm (4 in)
Pesawat B 747, B 777, DC 10, L 101 atau pesawat sejenis 12.7 cm (5 in)
7.6 cm (3 in)
10.0 cm (4 in)
Wheel dan Dual Wheel 1
2
Area Kritis (Jalur Roda) Area diluar jalur roda
(ii)
Menentukan tebal minimum lapisan base dengan menggunakan kurva dalam Gambar C. 1.
Pedoman Perhitungan PCN Perkerasan Prasarana Bandar Udara
Halaman 62 dari 116
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MINIMUM 8ASE COURSE THICKNESS, IN.
Gambar C1 Kebutuhan Tebal Minimum Lapisan Base
(iii) Menghitung tebal konversi lapisan perkerasan dengan faktor konversi seperti ditampilkan dalam Tabel 6, Gambar C2, Gambar C3 dan Gambar C6
Pedoman Perhitungan PCN Perkerasan Prasarana Bandar Udara
Halaman 63 dari 116
328.
STABILIZED BASE AND SUBBASE. Stabilized base and subbase courses are necessary for new pavements
designed to accommodate jet aircraft weighing 100.000 pounds (45 350 kg) or more These stabilized courses maybe substituted for granular courses using the equivalency factors discussed in paragraph 322 These equivalency factors are based on research studies which measured pavement perfoimance See FAA Report No FAA-RD-73-198. Volumes I.
II, andIII Comparative Performance of Structural Layers in Pavement Systems See Appendix 3 A range of equivalency factors is given because the factor is sensitive to a number of variables such as layer thickness, stabilizing agent type and quantity, location of stabilized layer m the pavement structure, etc Exceptions to the policy requirmg stabilized base and subbase may be made on the basisof superior materials beingavailable, such as 100percent crushed, hard, closely graded stone These materials should exhibit a remolded soaked CBR minimum of 100 for base and 35 for subbase In areas subject to frost penetrauon, thematerials should meet permeability andnonfrost susceptibility tests in addition to the CBR requirements Other exceptions to the policy requiring stabilized base and subbase should be based on proven performance of a granular material such as lime rock ui the State of Florida Proven performance in this instance means a history of satisfactory airport pavements using the materials This history of satisfactory performance should be under aircraft loadings and climatic conditions comparable to those anticipated.
321.
SUBBASE AND BASE EQUIVALENCY FACTORS. It is sometimes advantageous to substitute higher quality materials for subbase andbase course than the standard FAA subbase andbase material. Thestructural benefits of using a higherquality material is expressed in the form of equivalency factors. Equivalency factors indicate the substitution thickness ratios applicable to various higher quality layers. Stabilized subbase and base courses are designed
in this way Note that substitution of lesser quality materials for higher quality materials, regardless of thickness, is not permitted. The designer is reminded that even though structural considerations for flexible pavements with high quality subbase and base may result m tlnnnei flexible pavements fiost effects must still be considered and could require thicknesses greater than the thickness for stnicniral considerations. a.
Minimum Total Pavement Thickness. The minimum total pavement thickness calculated, after all
substitutions and equivalencies have been made, should not beless than the total pavement thickness required bya 20 CBR subgrade on the appropriate design curve b.
Granular Subbase. The FAA standard for granular subbase is Item P-154. Subbase Course In some
instances it may be advantageous to utilize nonstabilized granular material of higher quality than P-154 as subbase course. Since these materials possess higher strength than P-154. equivalency factor ranges are established whereby a lesser thicknessof high quality granular may be used in lieu of the required thicknessof P-154 In developing the
equivalency factors the standard granular subbase course. P-154. was used as the basis. Thicknesses computed from the
design curves assume P-154 will be used as the subbase If a granular material of higher quality is substituted for Item P154. the thickness of the higher quality layer should be less than P-154. The lesserthickness is computed by dividing the required thickness of granular subbase, P-154, by the appropriate equivalency factor. In establishing the equivalency factors the CBR of the standard granular subbase. P-154, was assumed to be 20 The equivalency factor ranges are given below in Table 3-6:
TABLE 3-6. RECOMMENDED EQUIVALENCY FACTOR RANGES FOR HIGH QUALITY GRANULAR SUBBASE
Material
Equivalency Factor Range
P-208. Aggregate Base Course P-209. Crushed Aggregate Base Course
1.0-1.5 1-2-1.8
P-211.Lime Rock Base Course
1.0- 1 5
(a)
Pedoman Periiitungan PCN Peri<erasan Prasarana Bandar Udara
Halaman 64 dari 116
C. Stabilized Subbase. Stabilized subbases also offer considerably higher strength to the pavement than P-154. Recommended equivalency factors associated with stabilized subbase ate presented in Table 3-7. TABLE 3-7. RECOMMENDED EQUWALENCY FACTOR RANGES FOR STABILIZED SUBBASE
Material
d.
Equivalency Factor Range
P-301. Soil Cement Base Course
10-15
P-304. Cement Treated Base Course
1.6 - 2.3
P-306, Econocrete Subbase Course P-401. Plant Mix Bituminous Pavements
1.6 - 2.3 1.7 - 2.3
Gi.iiiul.ii Base. The FAA standard foi granulai base is Item P-209. Crushed Aggregate Base Course
In some instances it may be advantageous to utilize other uonstabilized granular material as base course Other materials acceptable for use as granular base course are as follows
TABLE 3-8. RECOMMENDED EQUIVALENCY FACTOR RANGES FOR GRANULAR BASE
Material
Equivalency Factor Range
P-208. Aggregate Base Course
10
P-21 1. Lime Rock Base Course
10
Substimtion of P-208 for P-209 is permissible only if the gross weight of the design aircraft is 60.000 lbs (27 000 kg) or less. In addition, if P-208 is
substituted for P-209. the required thickness of hoi mix asphalt surfacing shown on the design curves should be increased 1 inch (25 mm).
t.
Stabilized Base. Stabilized base courses offer structural benefits to a flexible pavement ui much the
same manner as stabilized subbase The benefits are expressed as equivalency factors similar to those shown for
stabilized subbase In developing the equivalency factors Item P-209. Crashed Aggregate Base Course, with an assumed
CBR of 80was used as the basis for comparison. The thickness of stabilized base is computed by dividing the granular base course thickness requirement by theappropriate equivalency factor. Theequivalency factor ranges are given below in Table 3-9. Ranges of equivalency factors are shown rather than smgle values since variations m thequality of materials, construction techniques, and control can influence the equivalency factor. In the selection of equivalency factors, consideration should be given to the tiaffic using the pavement, total pavement thickness, and the thickness of the uidiMdu.il layer. Forexample, a thin layer in a pavement structure subjected to heavy loads spread over large areas will result m an equivalency factoi ueai the low endof the range Conversely, light loads on thick layers will callfot equivalency factors near the upper end of the ranges
TABLE 3-9. RECOMMENDED EQUIVALENCY FACTOR RANGES FOR STABILIZED BASE
Material
Eauivalencv Factor Ranee
P-304. Cement Treated Base Course
1.2-1.6
P-306, Econocrete Subbase Course
1.2-1.6
P-401. Plant Mix Bituminous Pavements
1.2-1.6
Note: Reflection cracking may be encountered when P-304 or P-306 is used as
base for a flexible pavement. The thickness of the hot mix asphalt surfacing course should be at least 4 inches (100 mm) to muiimize reflection cracking in these instances,
f. Example. Asan example of the use of equivalency factors, assume a flexible pavement is required to serve a design aircraft weighing 300.000 pounds (91 000kg) with a dual tandem gear. The equivalent annual departures are 15,000. The design CBR for the subgrade is 7 Item P-401 will be used for the base course and the subbase course.
(b)
Gambar C2 Tebal Ekuivalen Lapisan Stabilized Base
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