Arifanto, Firman (2018) Perancangan Kesesuaian Kelandaian Holding Position dan Exit Taxiway Terhadap Kemungkinan Terjadinya Sliding dan Bertambahnya Konsumsi Bahan Bakar Pesawat. Undergraduate thesis, Institut Teknologi Sepuluh Nopember.
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Abstract
Salah satu hal yang menjadi fokus dalam perencanaan suatu bandara adalah perencanaan fasilitas sisi udara. Sering kali dalam perencanaan fasilitas sisi udara dijumpai masalah sulitnya dilakukan perencanaan akibat adanya kondisi topografi yang mempengaruhi perencanaan fasilitas sisi udara. Kemungkinan yang ada adalah adanya perbedaan tinggi antara apron dan runway. Aturan kemiringan secara longitudinal sudah diatur pada dokumen ICAO maupun FAA, akan tetapi untuk perbedaan tinggi antara apron dan runway belum ditetapkan, artinya akan ada kemiringan pada exit taxiway dan holding position. Kondisi ini mengharuskan dilakukan rekayasa pada bagian taxiway dengan tetap mempertimbangkan tingkat keselamatan. Untuk itu dibutuhkanlah perancangan kemiringan Holding taxiway agar posisi pesawat yang sedang Holding sebelum memasuki Runway tidak tergelincir dan memasuki Runway.
Di sisi lain perlu dipertimbangkan nilai avtur yang harus bertambah apabila pesawat keluar runway menuju apron karena ada perubahan elevasi. Perancangan kemiringan exit taxiway ini dilakukan dengan menganalisa distribusi beban pesawat ke roda yang kemudian disimulasikan dalam suatu bidang miring dengan persentase kemiringan tertentu hingga didapatkan kemiringan yang paling sesuai. Diasumsikan kekesatan permukaan perkerasan adalah mengikuti perkerasan baru. Simulasi yang dilakukan adalah terhadap semua tipe pesawat. Diharapkan diperoleh kemiringan yang aman dan penggunaan bahan bakar yang minimal untuk beda tinggi per satuan meter.
Dari hasil analisa, diperoleh kemiringan Holding Position yang paling kritis adalah 18°. Dengan kata lain, apabila desain kemiringan akibat perbedaan tinggi antara apron dan runway sama dengan atau dibawah 18° maka aman terhadap sliding. Maka untuk perancangan gradien holding position dapat mengikuti peraturan gradien memanjang taxiway. Untuk kemiringan 2 derajat, semua tipe pesawat sudah mampu mencapai batas kecepatan pesawat dalam keadaan taxiing yaitu 10-20 knot. Untuk itu dalam perancangan exit taxiway, gradien maximum yang dapat digunakan agar semua pesawat dapat berjalan adalah 2 derajat. Dalam perancangan exit taxiway, gradien sangat berpengaruh besar terhadap biaya operasional akibat dari pertambahan konsumsi bahan bakar dari pesawat. Misalnya saja untuk gradien 2° pesawat Boeing 737-900ER, pertambahan biaya operasional pesawat dapat mencapai angka Rp 197.548,- untuk melewati exit taxiway. Sedangkan untuk pesawat besar seperti Boeing 747-8 pertambahan biaya operasional mencapai angka Rp 736.709,-.
========================================================================================One of the things that became the focus in planning an airport was the planning of air side facilities. Often in air side facility planning it is difficult to do planning due to topography conditions that affect air side facility planning. The possibility exists that there is a high difference between apron and runway. Longitudinal slope rules are set in both ICAO and FAA documents, but for the height difference between apron and runway has not been established, it means there will be a slope on the exit taxiway and holding position. This condition requires engineering on the taxiway section while maintaining safety levels. Therefore it is necessary to design the slope of Holding taxiway so that the position of the aircraft being Holding before entering Runway does not slip and enter Runway.
On the other hand it is necessary to consider the aviation value that must increase if the plane runs out of the runway towards the apron due to an elevation change. The design of the exit taxiway slope is done by analyzing the distribution of aircraft loads to the wheels which are then simulated in a sloping plane with a certain percentage of slope to obtain the most appropriate slope. It is assumed that the pavement surface agitation is following a new pavement. The simulation is carried out on all types of aircraft. It is expected to obtain a safe slope and minimum fuel usage for a height difference on meter unit.
From the analysis results, the most critical holding position of the Holding Position to be used is 18 °. In other words, if the slope design due to the high difference between apron and runway is equal to or below 18 ° then it is safe against sliding. So, for holding position gradient design can follow the regulation of gradient lengthwise taxiway. For a 2° slope, all types of aircraft have been able to reach the aircraft speed limit in the taxiing state of 10-20 knots. For that in the design of exit taxiways, the maximum gradient can be used for all aircraft can run is 2°. In the exit taxiway design, the gradient is very influential to the operational cost cause increases air fuel consumption of the aircraft. For example, for a 2° gradient Boeing 737-900ER aircraft, the increase of aircraft operating costs can reach Rp 197,548, - to pass the exit taxiway. And for large aircraft such as Boeing 747-8 increases operational cost reaches Rp 736,709, -.
| Item Type: | Thesis (Undergraduate) |
|---|---|
| Uncontrolled Keywords: | Holding, Exit Taxiway, Beda Tinggi, Konsumsi Bahan Bakar |
| Subjects: | T Technology > TE Highway engineering. Roads and pavements > TE175 Road and highway design T Technology > TE Highway engineering. Roads and pavements > TE7 Transportation--Planning T Technology > TJ Mechanical engineering and machinery > TJ324.5 Fuel systems T Technology > TL Motor vehicles. Aeronautics. Astronautics > TL521 Aerodynamics, Hypersonic. |
| Divisions: | Faculty of Civil, Environmental, and Geo Engineering > Civil Engineering > 22201-(S1) Undergraduate Theses |
| Depositing User: | Firman Arifanto |
| Date Deposited: | 07 May 2020 04:21 |
| Last Modified: | 07 May 2020 04:21 |
| URI: | http://repository.its.ac.id/id/eprint/56321 |
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