AC NO: 150/5320-5B
DA TE: 111110
ADVISORY
CIRCULAR
DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
SUBJECT: AIRPORT DRAINAGE
1. PURPOSE.
This circular prO\·ides gnidnnce for engi-
neers, airport managers, and the public in the
design and maintenance of airport drainage
systems.
2. CANCELLATION.
This publication cancels "Airport Drainage,"
AC l50/53:20-5A, dated 1965.
3. REFERENCES.
The publications listed in the Bibliography,
page 79, prO\·ide further guidance and technical
information as may be required.
4. EXPLANATION OF REVISIONS.
In addition to minor changes in the text and
figures, this adYisory circular includes:
a. Reference to more detailed rainfall fre-
quency charts now being published by the
,veather Bureau for eleYen "'estern States.
b. Addition of other fundamentals for use
of W'eather Bureau Technical Paper Ko. 40
and other technical papers and charts.
c. Emphasis on designing for direct runoff.
d. Information on grates and frames yersns
aircraft types, weights, and tire pressures.
e. A new section on flow in open channels.
f. Consideration of low head situations for
grates in aprons.
g. A new section on cuh-erts.
h. New recommendations for loads on struc-
tures in Yiew of rnry heayy aircraft.
i. Additional emphasis on erosion control.
j. Information on permeabilit.r factoi·s · in
subsurface drainage.
· k. Addition of information on use of plastic
filter cloths in subsurface drainage.
1. Some corrections to sample drainage sys-
tem design data and to computations for pond-
ing examples.
m. Re,·ision of minimum pipe coyer table in-
cluding addition of corrugated aluminum alloy
pipe.
n. Mention of need for pollution control.
o. Addition of a bibliography of reference
material.
 I
•

•
AC 150/5320-58 Page I

•
• CONTENTS
Paragraph Page

• Chapter 1. INTRODUCTION
1. Characteristics of Airport Drainage --------------------------------------- 1
2. Purpose of Airport Drainage --------------------------------------------- 1

I
Chapter 2. HYDROLOGY
3. Rainfall------------------------------------------------------------------ 3
Figures 1 through 5 Rainfall Frequenc~· liaps --------------------------- 6
Figure 6 Intensltr Cur,es for Storms in ''lcinlty of Example Site ________ 8

Chapter 3. COMPUTATION, COLLECTION, AND DISPOSITION OF RUNOFF

4. Runoff------------------------------------------------------------------- 9
5. Runoff Coefficient _______ ------------------------------------ _____________ _ 10
Table I ,·alue of Factor "C" ------------------------------------------- 10
6. Time of Concentration---------------------------------------------------- 10
Figure 7 Surface Flow Time Curves ------------------------------------- 11
7. Collection and Disposal of Runoff ----------------------------------------- 12
Figure 8 Suggested Grading for Small Ponding Areas on Continuous Line
of Inlets------------------------------------------------------------- 13
8. Flon· in Conduits -------------- ------------------------------------------ 14
Table II Coefficient of Roughness --------------------------------------- 16
Figure 9 Xomograph for Computing Required Size of Circular Drain for
n 0.012 or 0.013 ------------------------------------------------------ 17
Figure 10 Xomograph for Computing Required Size of Circular Drain for
n 0.021 or 0.024 ------------------------------------------------------ 18
Figure 11 Nomograph for Computing Required Size of Circular Drain for
n 0.023 or 0.027 ------------------------------------------------------ 19
Figure 12 Nomograph for Computing Required Size of Circular Drain for
n 0.031 --------------------------------------------------------------- 20
9. Flo"· in Open Channels -------------------------------------------------- 21
Figure 13 Solution of the llanning 1-'ormula ----------------------------- 22
Figure 14 Dimensions of Trapezoidal Channels with 21h to 1 Side Slopes --- 23
Figure 15 Dimensions of Trapezoidal Channels with 3 to 1 Side Slopes ___ _ 24
Figure 16 Dimensions of Trapezoidal Channels with 4 to 1 Side Slopes ___ _ 25
Figure 17 Dimensions of Triangular Channels --------------------------- 26
Figure 18 Dimensions of Parabolic Channels -----------------------------
Figure 19 Solution for Dimensions of Parabolic Channels ----------------- 28
Figure 20 Retardance Coefficients for Flow in Turfed Channels ------------ 29
10. Structures---------------------------------------------------------------- 30
Figure 21 Examples of Typical Inlet Grates ----------------------------- 31
Figure 22 Examples of Inlet Design ------------------------------------ 32
Figure 23 Suggested Types of Headwalls -------------------------------- 33
Figure 24 Suggested lllanhole Design ------------------------------------ 34
Figure 25 Determination of Typical Inlet Grating Discharge Cur,e ______ _ 35
11. Cul,erts ----------------------------------------------------------------- 37
Page Ii AC 150/5320-SB

Paragraph Page

Chapter 4. GRADING CRITERIA

12. Selecti,e Grading --------------------------------------------------------- ;m
13. Soil Conditions ---------------------------------------------------------- 39
Figure 2G Example of Widened Subbase Sections for Extreme Snow Con-
ditions--------------------------------------------------------------- 40
14. Loads on Conduits ------------------------------------------------------- 41
Table III Minimum Depth of Co,er in Feet for Pipe Under Flexible and
Rigid Pa,ement ------------------------------------------------------ 42
Figure 27 Trenc-h and Projecting Conduits ------------------------------ 45
15. Loads on Structures------------------------------------------------------ 47
IG. Erosion Control ---------------------------------------------------------- 48
Figure 28 Types of Surface and Interceptor Ditches ---------------------- 50
Figure 29 Typical Embankment Protection Structures ------------------- 51

Chapter 5. THE DRAINAGE SYSTEM

17. Basic Information Required ---------------------------------------------- 53
18. Drainage Layout--------------------------------------------------------- 54
Figure 30 Topographic- )lap--------------------------------------------- 55
Figure 31 Runwa~- Safety Area and Runway Drainage ------------------ 56
Figure 32 Plan and Profilt> of Drainage Pipe ---------------------------- 57
19. Surface Drainage--------------------------------------------------------- 58
Figure 33 Portion of Airport Showing Drainage Design ------------------ 6(l
Table IY Design Data for Drainage Example in Table Y ----------------- 61
Table Y Drainagt> Sy!'.'tem Design Data ---------------------------------- 62
20. Ponding------------------------------------------------------------------ 63
Figure 34 Exampl(' of Pro,iding for Ponding Area ---------------------- 64
Table YI Computations for Ponding Example in Figures 34 and 35 ________ 65
Figure 35 Cumulati\·e Runoff for Ponding ------------------------------- 66
21. Subsurface Drainage ----------------------------------------------------- 67
Figure 36 Types of Subsurfac-e Drainage -------------------------------- 71
Figure 37 T)·pical Section of Subsurface Drains -------------------------- 72
Figure 38 Gradation of Backfill for Subsurface Drain ___________________ 73
Figure 39 Gradation for Filter Material --------------------------------- 74
Figure 40 Template and Trenc-h Width for Pen-ious Backfill -------------- 75
22. Construction ------------------------------------------------------------- 76
Figure 41 l\Iethods of Laying Drainage Pipe ----------------------------- 77
23. Pollution Control ------------------------------------------------------- 76
24. )laintenance of the S~·stem ----------------------------------------------- 76
Bibliography----------------------------------------------------------------- 79
AC 150/5320-58
Chapter 1.
1. CHARACTERISTICS OF AIRPORT DRAINAGE.
a. An airport should have smooth, well-
drained operational areas with sufficient sta-
bility to permit the safe mO\·ement of aircraft
under all weather conditions. The design of
adequate drainage is important because it af-
fects the stability and usability of extensive
areas: yet, these areas are subject to varying
soil and drainage conditions, and also have rel-
ati,·el~· flat grades.
b. The drainage system should be built be-
fore or during the grading operations because
draining and grading are interrelated. A
drainage system cannot be expected to function
properly unless the airport area has been cor-
rectly graded to di.-ert the surface runoff into
the system. In the absence of adequate sta-
bilization or pavement, drainage does not as-
sure an all-weather airport, but it does shorten
the interrnl of nonuse.
c. The large area that must be drained on
an average airport requires an economically
designed drainage system to realize the full
rnlne of the im·estment made. Sound engi-
neerinp: principles must be applied in the uti-
lization of all a rnilable data, such as: topo·
graphic maps: soil reports; determinations of
water tables: intensity, frequency, and dura-
tion of precipitation: climate and temperature
reports: and nature of the area surrounding
the particular site.
d. The topography of the site and the off-
site areas affect the final layout of the runways,
taxi"·ays, aprons, and buildings. The location
and size of these facilities will control the
grading and the extent of drainage required.
It is important that the grading of the air-
port be such that all shoulders and slopes drain
away from runways, taxiways, and all parnd
areas. After final elerntions on the airport
ham been determined, all surface flow of water
onto the site must be intercepted and disposed
Chap 1
Page I
INTRODUCTION
of, any depressed or low spots on the site
must be drained, and all surface runoff must
be accumulated and directed into adequate
outfalls.
e. Enough tests should be taken to identify
all soil types because texture, permeability, and
capillarity have a pronounced effect upon their
drainability. Because of its effect on the sta-
bility of soils and on the ultimate design of
the airport, the water table should be accurately
determined o.-er the entire area. ,vhen a high
water table does exist, provision should be
made for controlling or lowering it-or al-
ternatirnly raising the pavement grades-see
paragraph 21.
f. In designing a drainage system, it is im-
portant to determine expected precipitation at
the airport site. Intensity-frequency or pre-
cipitation data may be obtained and developed
from information in several publications as
noted in paragraph 3.
g. Localized climatological data should be
studied and ad rice sought on average frost pen-
etration and recommended minimum depth of
storm sewer installations for the area. For
some localities, records of a.-erage accumulated
snowfall would be pertinent to the drainage
design.
2. PURPOSE OF AIRPORT DRAINAGE.
a. The purpose of airport drainage is to dis-
pose of water which may hinder any actiYity
necessary to the safe and efficient operation of
the airport. The drainage system should col-
lect and remO\·e surface water runoff from each
area, remove excess underground water, lower
the water table, and protect all slopes from
erosion.
b. Natural drainage normally does not meet
these requirements. Constructed drainage fa-
cilities must be sufficient to prO\·ide for present
Par 1
Page 2
requirements and any future enlargements of
the system. This may mean the installation
of a portion of a drainage system to supple-
ment the natural drainage on the site or it may
call :for a complete system to drain the entire
airport area. A proper understanding of all
contributing drainage factors determines the
extent of the facilities required on each par-
ticular airport.
c. An inadequate drainage system can cause
Par 2
AC 150/5320-58
serious hazards to air traffic at airports. The
most dangerous consequences of inadequate
drainage systems are saturation of the sub-
grade and subbase, damage to slopes by erosion,
loss of load-bearing capacity of the paved sur-
faces, and excessive ponding of water.
d. Aprons and other paYement should be
sloped away from buildings so that there will
be no possibility of fuel spillage flowing toward
buildings.
Chap 1
AC 150/5320-SB
Chapter 2.
3. RAINFALL.
a. The determination of the amounts of
rainfall and runoff to be used as a basis for
design of a drainage system is the primary
step to be considered by the designer. The
rate of storm runoff which will flow into the
system must be established in the preliminary
design stage. At some locations this may in-
Yoh·e rainfall plus melting sno.Y or ice.
b. The importance of the rainfall-intensity
factor is well known to drainage engineers, pa;-
ticularly in its relationship to total runoff. In-
nstigations haYe shown that results of studies
regarding the probable intensity, frequency,
and duration of rainfall in particula1· locations
are more likely to be correct and consern:i.tiYe
if they are obtained from the records of many
stations rather than from the record of one
station. Single stations seldom giYe a true pic-
ture of the rainfall-frequency regime for rnr
ious locations. The use of many stations in a
region to determine the pattern and rn lue of
the rainfall-frequency Yalues tends to mini-
mize the limitations of a small sample in both
time and space.
c. l\Iany inrnstigations and studies haw been
conducted to find a basis for making reason-
able estimates of the intensities, frequencies,
and durations of rainfall for different loca-
tions. A pre,·iously used publication by D. L.
Yarnell, "Rainfall Intensity-Frequency Datat
has now been replaced by more recent studies.
Rainfall-frequency data :for the rnited States,
Puerto Rico, the Virgin Islands, Hawaii, and
Alaska can be obtained from a series of
,veather Bureau Technical Papers. Data for
the conterminous United States are giYen in
ESSA-,Yeather Bureau Technical Paper Ko.
40, "Rainfall Frequency Atlas of the United
States," dated ~lay 1961. Technical Paper Ko.
-10 is intended as a cmwenient summary of
empirical relationships, "·orking guides, and
Chop 2
Page 3
HYDROLOGY
maps, useful in practical problems reqmrmg
rainfall-frequency data. It is an outgrowth of
seYeral previous "reather Bureau publications
on this subject and contains an expression and
generalization of the ideas and results in ear-
lier papers. It is di rided into two parts:
(1) The first part presents the rainfall
analyses. Included are measures of the quality
of the rnrious relationships, comparisons w·ith
preyious works of a similar nature, numerical
examples, discussions of the limitations of the
results, transformation from point to areal fre-
quency, and seasonal rariation.
121 The second part presents 49 rainfall-
frequency maps based on a comprehensfre and
integrated collection of up-to-date statistics,
sernral related maps, and seasonal rnriation
diagrams. The rainfall-frequency (isoplm·ial)
maps are for selected durations from 30 min-
utes to 24 hours and return periods from .1 ~o
100 years.
Rainfall-frequency data for Puerto Rico and
the Virgin Islands, Hawaii and Alaska can be
obtained from ESSA-,Yeather Bureau Tech-
nical Papers No. 42, "Probable ~laximum
Precipitation and Rainfall-Frequency Data for
Puerto Rico and the Virgin Islands, "dated
1961; Ko. 43, "Rainfall-Frequency Atlas of
the Hawaiian Islands," dated 1962: and Ko. 47,
"Probable Maximum Precipitation and Rain-
fall-Frequency Data :for Alaska," dated 1962,
respectiYely.
d. The preferred source of precipitation-fre-
quency information :for the eastern two-thirds
of the conterminous United States is ESSA-
,veather Bureau Technical Paper Ko. 40.
Rainfall-frequency data for the ele,·en ,vestern
States can be obtained from the physiograph-
ically adjusted precipitation-frequency maps
currently being prepared by the ESSA·
,Yeather Bureau. These maps haYe been com-
pleted for the States of Arizona, Xe"· )fexico,
Par 3
Page 4
Colorado, Utah, ,vyoming, )Iontana, Idaho,
,vashington, and Oregon. Maps for Kernda
and California are currently being prepared
and should be aYailable shortly. The maps for
the ·western United States are only for the 6-
and 24-hour duration Yalues and relations giYen
in Technical Paper Ko. 40 must be used to ob-
tain the Yalues for the shorter durations (see
paragraph g below). Rainfall-frequency values
for Puerto Rico and the Yirgin Islands, Ha-
waii and Alaska can be obtained from ESSA-
,veather Bureau Technical Papers Xos. 42, 43,
and 47, respectirnly. It should be recognized
that there may be. some locations where the
ya]ues from the generalized charts may be
either an ornr or an underestimate. If the en-
gineer suspects this to be the case, he should
inrnstigate all possible sources of data for
additional information to rnrify or rerise the
published Yalues. Possible data sources are
the local ESSA-"'eat her Bureau Office, the
State Highway Office, State Hydrographers
Office, City Engineer·s Office, and perlwps local
drainage districts or utility companies. Such
locally derh·ed data should not be used to
ornrride the data from the '\Veather Bureau
Technical Papers unless there is ample e,·i-
dence that the latter data is clearly not appli-
cable to the local situation.
e. The rainfall intensity-duration cunes re-
quired for design purposes, in the conterminous
United States, can be deriYed from the charts
in Technical Paper Ko. 40. Figures 1 to r, are
examples of the charts in that paper. It is not
intended that these figures be used for deter-
mining intensity as the scale was kept quite
small for illustration purposes. Return periods
of 2, 5, and 10 years are sufficient for airport
drainage calculations and sufficient for com-
parisons between such periods. To construct
intensity-duration cun-es such as shown in Fig-
ure 6, begin by spotting the airport location
on the 30-minute, I-hour, and 2-hour charts
for 2, 5, and 10 years in Technical Paper No.
40. Then read the intensities by scaling be-
tween the isolines, linear interpolation between
adjoining isolines is sufficient. For example,
the 5-year, 30-minute rainfall chart (Chart 3)
reYeals that the intensity at Chicago would be
1.37 inches. This must br conwrted to a 1-
Par 3
AC 150/5320-58
hour basis for currn plotting purposes, there-
fore, the scaled quantity must be multiplied
by the ratio between 1-hour and the %-hour
duration (1.37 X (60 + 30) =2.74"). Plot this
intel.lsity on coordinate paper (using inches
per hour as ordinates and duration in min-
utes as abscissas). Similarly, scale the inten-
sity for Chicago for a 1-hour rainfall to be ex-
pected once in 5 years from Chart 10, for a
2-hour rainfall from Chart 17, and convert the
latter value to a 1-hour basis. As Technical
Paper No. 40 does not have short-duration rain-
fall charts, i.e., for 5, 10, and 15 minutes, it is
necessary to use the ,veather Bureau dHeloped
relations~1ip between a 30-minute rainfall on
the one hand and 5-, 10-, and 15-minute
amounts on the other. This relationship is as
follows:
Duration (minutes) 5 10 15
Ratio 0.37 0.57 0.72
Thus, the Chicago 30-minute amount of 1.37
can be reduced to a 5-minute amount by multi-
plying 1.37 by 0.37 or 1.37 X 0.37 = 0.51";
similarly, 1.37 X 0.57 = 0.78" for the IO-min-
ute amount, and 1.37 X 0.72 = 0.99" for the
15-minute amount. Then convert these Yalues
to a 1-hour basis as described aboYe. Accord-
ingly, the 5-, 10-, 15-, and 30-minute, I-hour,
and 2-hour intensities giYe 6 points on the co-
ordinate paper and a smooth cune can be
drawn through the points to construct the
5-year cun-e. This curYe will indicate the in-
tensity of rainfall to be expected for any time
interrnl from 5 minutes to 2 hours for a storm
that might occur once in 5 years. The same
procedure should be followed to construct
curYes for 2 and 10 years. Figure 6 is a
graph exemplifying this procedure.
f. Similar proeedures can be followed in
Puerto Rico and the Virgin Islands, Hawaii,
and Alaska, using charts from the appropriate
"·eather Bureau Technical Papers to obtain
Yalues for 30 minutes, 1, and 2 hours. The
5-, 10-, and 15-minute values can be approx-
imated using the ratios with 30-minute rain-
fall values cited earlier.
g. The more detailed rainfall-frequency
charts for the 11 ,vestern States, referred to in
paragrnph d abm·e, should be used to obtain
Chap 2
AC 150/5320-58
the rainfall intensities for the more rnriable
conditions found in the mountainous areas of
,vestern United States. These studies provide
detailed maps which depict the rnriation in
rainfall-frequency mines in this portion of
the country. These maps were dewloped to
depict the rainfall-frequency rnlues for a,·erage
conditions along orographic barriers and in
mountain valleys. At some locations, where
the topography departs significantly from
arerage conditions, ralues determined from
the generalized chart may be either an under
or overestimate. Locally a,·ailable data for
these locations could be considered by the en-
gineer to modify rnlues obtained from the
generalized charts. Such locally derived data
should not be used, howe,·er, unless there is
ample evidence to show that the local situation
insists that such data are more applicable than
that in the generalized charts. The following
procedure will need to be used to convert the
information in the charts :for the 11 "'estern
States to a more useable form. As the charts
prm·ide rnlues for only the 6- and 24-hour
Chap 2
Page 5
durations, it is necessary to compute ralues
for the shorter durations for our purposes.
This can b edone by using Figure 2 of Tech-
nical Paper No. 40. (First note, however, that
these charts show values in tenths of an inch,
so they must be converted to inches.) For
example, read the 5-year, 6- and 24-hour
amounts for the airport location from the
charts and plot these amounts on Figure 2.
Lay a straight-edge across the two points
and read the values for 1- and 2-hour dura-
tions at the proper intersections. Estimate the
30-minute rainfall by multiplying the one-
hour value by 0.79. Then proceed to com·ert
the 30-minute rnlue to 5-, 10-, and 15-minute
values by using the ratios given in paragraph
e abm·e. Then convert the values to a I-hour
intensity and construct a 5-year cune in the
manner described in paragraph e.
h. The use of the data, de,·eloped as de-
scribed in either paragraph e or g above, is
taken up later in Chapter 5 and is the basis
for estimating runoff.
Par 3
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\ I4 INTENSITY SCALED FROM FIGlAE I IS FCUID TO BE I 36
INCHES AT CHICAGO, THIS IS FOR A JO IIINUTE RAINFALL
TO et EXP£CT[O ONCE IN 5 YEARS THIS INTENSITY NEEDS
1 , 1 _Ii \l,'i\ B j ,J / .·' / \ / ~ .•.,.. "'_ t) 2

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. fol I, in inches.
- te rain to bf! e,:pec e One-hour ro,rifall, ,n inches, to be expected once 1n 5 years FALL
Thirty -minu F gure
1 1 Figure 2
ALSO, CONVERT THE JO MINUTE INTENSITY TO 5-,IO-,
ANO 15 MINUTE INTENSITIES AS INDICATED ABOVE, CONVERT
NOTES TO I HOUR BAS IS ANO Pl.OT. FIGURE 6 ILLUSTRATES 2
TH£ WEATHER BUREAU O(V[LOPED RELATIONSHIPS FOR SHORT 5 ANO 10 YEAR flTENSITY DURATION CURVES CONSTRUCTED
DURATIOtl RAINFALLS THE AVERAGE RELATIONSHIP 8[TW(EN IN THIS IIANNER
I jI 30 MINUTE RAINFALL ON T/if CJ,£ HANO AMJ 5-, 10-,ANO 15-
15 f'J1/ / .' 15 1.r5
;7ir--J., \ ( • , ·SI.., 7·~ ':\. .. ".i 15 MIMJTE RAINFALL ON THE OTHER CAN 8[ OBTAINED

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DURATION (MIN) 5 10 15

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. ) \l '{.~ . ';) C;' RATIO 0)7 0 57 0 72
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15 , /r,. . i
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THUS A GEOGRAPHICAL POINT ON FIGURE I WHICH INOICATES
, '\ 1'5 \' ,2\/ )_, ¥'. A THIRTY MINUTE RAINFALL or I 6 INCHES ONCE IN 5 YEARS

t· ,.;·.
j
MAY BE REDUCED TO 5 MIIIUTES BY MUlTl!'LYlflG 1.6 BY
0)7,.592 INCHES OR 10 MINUTES AS 16 8Y 057•912
INCHES OR TO 15 MINUTES AS I 6 XO 72 • 1152 INCHES
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',-fit. . If ACTUAL WEATHER BUREAU Rl:COROS OR SUPPLEMENTAL
15
_.. 4 )~ 1(~ ~ RECORDS ARE NOT AVAILABLE FOR THE POINT IN QUESTION
) 5 15 THEN THE CHARTS IN THE TECHNICAL f',tPER NUMBER 4 0
'RAINFALL FREQUENCY ATLAS or THE UNITED STATES'
Two·hour ,oinfoU, in inches, to be elpected Ol'\Ce m 5 yea,,
MAY BE USEO TO CONSTRUCT INTENSITY CURVES SUCH AS
Figure 3 SHOWN IN FIGURE 6 INDEED FIGURES 1,2,l,4, 5 WERE
CONSTRUCTED FROY TECHNICAL PAPER NUll8[R 40 ANO
SERVE TO ILLUSTRATE TH[ METHOD or DEVELOPING AN
INTENSITY· DURATION Cl/RV[ OR CURVES FIRST SPOT THE
AIRPORT LOCATION UN()(R CONSl()(RATION ON rtGUR[ I
130 MINUTE RAINFALL,INCHES, TO BE EXPECTED ONCE
IN 5 YEARS.I LOCATING TH[ POINT AS ACCURATELY AS

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ona~hour roinfotl, ,,., inche, 1 to be e-..p,ected ()nee '" 2 years One-hour rainfall, in inches, to be expected once in IO years.
Fi9ure 5
Figure 4

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c.,
INTENSITY CURVES FOR STORMS IN VICINITY OF EXAMPLE SITE 0,

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AC 150/5320-58
Chapter 3. COMPUTATION, COLLECTION, AND DISPOSITION OF RUNOFF
4. RUNOFF.
a. After rainfall rates have been studied,
there remains a problem of determining what
portion of the rainfall must be accounted for
as surface runoff. The runoff rate depends on
a number of conditions and is seldom constant
for any gh·en area during a single period of
precipitation. The following factors haYe a
pronounced influence on the rate of runoff
from an area :
(1 J Intensity and duration of the rainfall.
(21 Type and moisture content of the soil
affecting infiltration.
(31 Pen·iousness or impeniousness of sur-
faces.
(41 Slope or irregularity of surfaces.
151 Extent and condition of ,·egetatiYe
coyer.
(61 Snow coyer.
(71 Temperature of air, water, and soil.
b. Many studies have been conducted dur-
ing the last few decades in attempts to de-
ri rn a method for estimating the amount of
runoff when affected by the varying factors
actually met under field conditions. The stud-
ies haw coYered infiltration of soils; runoff
from pa,·ement, turf areas, different length
and slopes; rainfall characteristics as related
to soil erosion; and numerous other conditions.
Some studies ham contributed rnluable data
toward a more comprehensi,·e understanding
of the complex problem. "l'ntil a more rnlid
method is de,·eloped for determining the
amount of runoff from girnn areas, the follow-
ing is considered to be the practical course.
c. The Rational Method of calculating run-
off is most universally applied and recom-
mended by engineers in drainage practice. The
method has come into favor because it enables
the enginPer to apply judgment directly to
Chap 3
Page 9
specific determinations which are subject to
analysis after consideration of local conditions.
11 J The Rational Method is based on the
direct relationship between rainfall and run-
off. It is expressed by the equation Q = CIA,
in which:
Q=the runoff in cu. f.p.s. from a gi,·en
area;
C=a runoff coefficient depending upon
the character of the drainage area;
I=the intensity of rainfall in inches per
hour;
A= the drainage area in acres.
The value of C to be used must be based on
a study of the soil, the slope and condition of
the surface, the impen·iousness of the surface,
and the consideration of probable future
changes in the surface within the area. The
,·alue of I to be selected depends upon the
ctm·es for the intensity of rainfall plotted
for the local vicinity and the assumed period
of return or recurrence, as well as the period
of concentration required for surface runoff to
flow from the most distant point in the area
under study to the inlet structure or point of
collection being considered. Design should be
goYerned by the greatest intensity of rainfall
during this period of concentration and not
by some intensity for a shorter period. The
value of A is measured and can be accurately
determined. •
(21 A maximum rainfall expected once
in 5 years is generally recommended for esti-
mating runoff for airports; thus, a 5-year cun·e
similar to that shown in Figure 6 will usually
be used. The damage or inconvenience which
may be caused by greater storms is insufficient
to warrant the increased cost of a drainage
system large enough to accommodate a storm
expected once in a period longer than 5 years.
Also, it is the recommended design procedure
Par 4
 Page 10
to proYide capacity in the drainage system for
direct runoff. The calculation of and proYision
for ponding between runways, taxiways, and
aprons should usually be considered as a safety
factor-for temporary accommodation of run-
off from storm return periods longer than 5
years.
Ponding of more than a temporary nature
may be acceptable on the air.port site other
than between runways, taxiways, and aprons.
Such ponding may indeed be essential because
of limitations in offsite outfalls.
5. RUNOFF COEFFICIENT.
a. The runoff coefficient or factor as it is
sometimes designated, is the percentage of rain-
fall on a gi,·en area that flows off as free water.
This percentage will seldom reach 100 percent,
ernn with steep slopes, because imperdous sur-
faces absorb some moisture and small depres-
sions and irregularities hold back additional
amounts. During a storm, the percentage of
runoff will increase gradually as the soil be-
comes saturated, the impe1Tious areas become
thoroughly wet, and all depressions become
filled. Then the percentage will remain fairly
constant, Yarying directly with the intensity of
the rainfall. The composite effect of all those
factors must be taken into consideration.
b. Many authorities lun-e presented estimates
for ,:Yalues of relatirn imperdousness·· for dif-
ferent types of urban surfaces, to be used in
conjunction with their rnrious formulas. These
estimates coyer conditions applicable to the de-
sign of drainage systems for large areas, us-
ually within urban su:::TOlmdings where the
character of surface is different generally from
those on airports.
c. From these studies and other information
pertaining to relati,·e impeniousness of dif-
ferent surfaces, Table I has been compiled
which is applicable to the conditions found on
airports. The appropriate runoff coefficient
should be selected from Table I for use in the
formula Q = CIA.
d. If the drainage area contributing to a
certain inlet is composed of se,·eral surfaces
for which different coefficients from this table
must be assigned, the coefficient used in the
formula should be a weighted ayerage in ac-
Par 4
AC 150/5320--SB
cordance with the respecti,·e areas. For ex-
ample, if a drainage area to an inlet consists
of 1h acre of asphalt pa ,·ement ha dng a co-
efficient of 0.90 and 2 acres of impenious soil
with turf having a coefficient of 0.35, the aver-
age coefficient for the total area is equal to
[(0.90 X 0.5) + (0.35 X 2.0)] -;-(0.5 + 2.0) or
0.46.
TABLE I. Value of factor "C"
Type of surface I Factor "C"
For all watertight roof surfaces ________ , • 75 to . 95
For asphalt runway pavements _______ -! . 80 to . 95
For concrete runway pavements ______ -! . 70 to . 90
For gravel or macadam pavements _____ ; .35 to. 70
For impervious soils (heavy)* ________ .: • 40 to . 65
For impervious soils, with turf* ________ i • 30 to • 55
For slightly pervious soils*------------1 .15 to .40
For slightly pervious soils, with turf* __ -: . 10 to . 30
For moderatelv pervious soils* _________ : .05 to .20
For moderately pervious soils, with turf* ! • 00 to . 10
*For slopes from 1 percent to 2 percent.
6. TIME OF CONCENTRATION.
a. According to the theory underlying the
Rational Method, maximum discharge at any
point in a drainage system occurs when:
(1) The entire area tributary to that point
is contributing to the flow.
12) The rainfall intensity producing such
flow is based upon the rate of rainfall which
can be expected to fall in the time required for
water to flow from the most remote point of the
area to the point being inrnstigated. The
"most remote poinC is the point from which
the time of flow is greatest. It may not be at
the greatest linear distance from the point un-
der im·estigation.
b. The time at which maximum discharge
occurs is referred to as the time of concentra -
tion. It is composed of two components re-
ferred to as the "inlet time'' and "time of flow''.
The "inlet time'' is the time required for water
to flmy oYerland from the most remote point
in the drainage subarea to the inlet. The
"time of flow" is the time during which water
flm,s through the drainage system to any point
Chop 3
AC 150/5320-58 Page 11

:.i...t• ~-'--
600 ,----::::::.:= Use Formulo For ++.. .,. ......,. . . . . . . .--+-......,Hf<""T"iH-+-t---+-+-+-<-i,1"--,-+.-.,..-......,,-..,..+++-++.-,-+-+""-i so
Dist onces in Excess:
Of 800 Feet.

----...J .,. __ -~

0
500 --,--------+----++-,---+
,-
w
....
w

z
w 400 - --
u
z
<
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30

10

Surface Flow Time Curves

Fwnu: 7. Surface flow time curves.

being im·estigated. In some instances the "in- (1 l Furthermore, a condition may exist
let time·, will be the time of concentration. where the "inlet time" to a structure along the
Such is the case for an inlet at the upper end line may exceed the time required for water
of a drainage line. falling on a more distant subarea to reach that

Chap 3 Par 6
Page 12
inlet. All areas tributary to the particular
structure are not contributing until such time
as water is entering the inlet from the most
remote part of the individual subarea which it
sen-es. The time of concentration, therefore,
will be the "inlet time. i• Problems which arise
in this regard will ha,·e to be im·estigated and
resoh-ed individually to determine under what
conditions of time and flmv the maximum
volume of water can be expected at the point
studied.
(2) "Time of flow'' can be determined by
hydraulic computation, i.e., by dividing the
length of pipe by the rnlocity of flmv.
(3) The "inlet time,·· C'Onsidered one of
the most important factors in determining run-
off, will rnry with surface charaderistics of
the drainage area. The cun-es or formula in
Figure 7 wi11 prm·ide adequate estimates of
"inlet time'' for the designer. rse the form-
ula for distances in excess of 800 feet. 1,11ere
the particular drainage area consists of sev-
eral types of surfaces, the "inlet time·· must
be determined by adding the respectirn times
established for flmv ornr the length of the
seYeral surfaC'es along the path from the most
remote point to the inlet.
7. COLLECTION AND DISPOSAL OF RUNOFF.
a. Before any definite computations C'an be
made toward the actual design of the drainage
system, a topographical map wi11 ham to be
prepared shmving actual ground contours exist-
ing on the airport area. The contours pre-
ferably should be drawn to a 2-foot interrnl.
This map should be extensive enough to show
the areas surrounding the airport boundaries
with a1l natural watercourses, swales, draws,
drainage structures, ditches, slopes, ridges and
configurations. It should also show all im-
prornments that might ham a bearing on the
runoff and drainage of the immediate area,
such as railroads, highways, canals, and irriga-
tion and drainage instaJlations.
b. An additional detailed plan is necessary
to show the proposed and ultimate layout of
the runways, taxiways, aprons, and building
area with the finished contours drawn to a
I-foot interrnl or less. This plan can be the
"drainage working drawing." The entire sys-
Par 6
AC 150/5320-SB
tern should be sketched upon it, with the out-
line and identification of each single suharea,
all main and lateral storm pipelines, pipe sizes,
direction of flow, gradients, catch basins, inlets,
manholes, gutters when required, surface chan-
nels, peripheral and outfall ditches, and other
essential drainage features.
c. The finished grades in conjunction with
the drainage design are very important. The
location of the runways, taxiways, aprons, and
building area is usually fixed by the time the
drainage design is started ; but the cross sec-
tions of the paved areas, their profiles, and all
the grades of intermediate areas should be care-
fully studied for their influence on the drain-
age layout. It is important that all finished
grades be established so that eYery area is
drainable and so that the runoff can be col-
lected by some drainage facility.
d. The primary consideration, therefore, is
the determination of a satisfactory drainage ar-
rangement at a reasonable cost, im·oh·ing the
location of the shallow channels, inlets, catch
basins, manholes, selection of grades, etc. Trial
computations of several different drainage lay-
outs should be made in arriYing at the most
practical design. "\Vhen all arrangements for
location of the inlets, shallow drainage swales,
and storm pipes have been plotted upon the
drainage working drawing, a tabulation of
data and computations should be made. Such
a table is further discussed in Chapter 5.
e. Normally, the inlets should be located at
least i5 feet from the edge of the pavement at
airports with scheduled air carrier operations
and 25 feet from the edge of the pavement at
airports used exclusively by general aYiation.
If inlets are placed close to the pavement edges,
they may be bypassed by the flow of water.
Also, no ponding would be possible because the
impounded water could back up to the edge
of the paYement and cause saturation of the
subgrade. The grading should be planned so
that the inlets can be placed normally at the
edges of the runway safety area or in the area
midway between the runways and the parallel
taxiways. The runways and taxiways should
be crowned. Beyond the paved edges, the
slopes should be in accordance with design
recommendations. In establishing grades out-
Chap 3
n >
=r
Q
n
"ti ,._,~ NOTES.
.., u,
0
, --------
The dimensions ond grades shown here moy be used only .....
..._0<:i" / • ~ oulside of the runway safety oreo,(londing strip) or to~,- ..,..,
u,

// ~ ,
'. t
/- - - -------1\.;r
/ C,' / -__ woy safety oreo. Longitudinal grodes, longitudinol grade
~ changes, vertical curves and distance between changes
?
u,

/ / ~ - - - . . for that part of !he runway safety area belween run- "'
~ woy ends ore the same as the stondords for runways

[!]
~ ~ ~
~~
., - and stopways
: __- Ridges provided for ponding areas within the runway
- · I 5,. Slope - • ~ - - JO'l'. Slope g- 3 '- Slope safety areo sha 11 conform to such stondords. Heodwalls,
:.._ ' ~ - ~ ~~ - culvert pipe ends, and other slructures wilh prolrud1ng
. . . '-....__ ........_ --....___ jJ
=-·,,;..,"'"' '""
vertical faces shall no! be permitted within runway or

:::::t ~~" ~ ~
£'..LAN o..,,. ~ -- , /
}---- ---

E119835' ~
El 20.15' - ~ l o o . El 19835' 1 I r£11985' -·--• · ~
El 19 85'
0~
The percenloge of
!his slope should be
reduced when proclicoble.
----1~1926
-- - ~t,nuou, 1
SAMP~E PROF IL~ I -..c. - ~ ~o.e_e _ _

20'- - - - - - - J' IJ'-4"1 3· _______ JO' _ 2+-- ___ _ ___ _ __ 101'

Pon~(ng
. _ _ _ ·---------------T
_QROSS SECTION -,.,
0
,..;

Suggested Grading For Smal I Ponding Areas On Continuous Line Of Inlets

l.
l
... FIGURE R. Snggested grading for small ponding nrens on contlnnous line of inlets. w
Page 14
side of pa rnments, the soil characteristics
should be considered so as to aYoid erosion and
promote infiltration. Less grade is used for
sandy soils than for other soils. A slope of 5
percent should be used for a IO-foot width ad-
jacent to pa rnment edges to facilitate runoff.
f. It is desirable to proYide for ponding areas
around inlets as temporary storage for runoff
from the occasional storm which exceeds the
design storm. If seYeral inlets are in the same
graded area, it is appropriate to design a ridge
between the inlets to prernnt runoff from by-
passing the upper inlet. These ridges and
ponding areas must be designed to aYoid un-
acceptable grades and grade changes within
runway and taxi,rny safety areas (see Figure
8).
g. Inlets should be placed at all intermediate
low points created by grading the airport. In
the case of a long run of surface drainage
where the fall is all in one direction, the inlets
should be spaced so that the runoff will not
tranil excessirn distances before reaching a
structure. Xormally, inlets should be spaced
so that the flo.y from the most remote point of
the drainage area is not more than 400 feet.
h. :\Ianholes, or combination manholes and
mlets, should be prm·ided "·here necessan:
0
their spacing should approximate that for i n-
lets. In good drainage practice, manholes
should be placed at all changes in pipe grades,
changes in pipe sizes, changes in direction,
junctures of pipe nms, and at reasonable in-
terrnls (approximately 300 to 500 feet) for
cleanout and inspection purposes. ,Yhen it is
impractical to haYe manholes approximately
400 feet apart on subsurface systems, then
lamphole risers should be installed to allow
access for obserrntion and flushing. (It may
be noted that the drainage design example of
paragraph 19, Figure 33, and Tables IY and Y
contradict the principles of this and the pre-
ceding paragraph to spacing and location of
inlets and manholes. The contradiction is de-
liberate and was made in the interest of sim-
plifying the example).
i. All natural w·atercourses, draws, and out-
fal)s should be accurately spotted on the drain-
age working drawing, and the drainage system
should be planned so that as many of these
Par 7
AC 150/5320-SB
watercourses as possible can be used for outfall
and rapid remornl of the runoff from the air-
port area. This procedure is necessary to pre-
Yent concentration of all the airport runoff in
one or two outfalls and flooding of property
below the airport site. By use of several out-
falls when they are arnilable, the cost of the
system can be held to a minimum by reducing
pipe sizes and by shortening the discharge pipe
runs.
j. Open peripheral ditches should be used,
whenerer practicable, to receiYe outfall flow
from the drainage system, to collect surface
flow from the airport site and adjacent areas,
to intercept ground water flow from adjacent
higher terrain, and in many cases to aid in
lowering the ground water table. These open
peripheral ditches should not be constructed
where they will cross the rummy safety area
(landing strip) or extended safety area. The
flow across this section should be placed in con-
duit for at least the width of the safety area.
Before a system of peripheral ditches is
planned for an airport site, the soil should be
examined to determine whether the soil will
erode. Open ditches haYe a tendency to erode
because of the concentrated flow. Ditches
should not be constructed where the airport
is located on sand unless they are absolutely
necessary, and ernn then, they should be shal-
lmY ditches with flat slope and immediately
lined with sod or otherwise protected to pre-
rent erosion.
k. If the outfall drainage cannot be emptied
into existing watercourses or natural drainage
channels, or if the quantity of water is greatly
increased oYer normal flow, easements or agree-
ments should be obtained from the affected
property owners to aroid future contrornrsy.
8. FLOW IN CONDUITS.
a. After the locations of the inlets, man-
holes, pipe runs, and outfalls have been de-
termined and the design runoff for all sub-
areas has been computed, the next step in the
design will be the computation (by appropriate
hydraulic formulas) of the size and gradient
of the pipe drains. Also, the "flow time'' in the
pipes frmr. the rnrious inlets can be computed
according to the hydraulic characteristics of the
pipe.
Chap 3
AC 150/5320-58
11 l Several formulas are used by engineers
to determine the flow characteristics in pipes.
Many of them girn practically the same re-
sults, but the Manning formula is the most
widely used and is recommended for use and is
as follows:
Q = A 1.486 R2/3 5112
n times a higher elevation of the hydraulic gra-
in which:
Q =discharge in cubic feet per second
A= cross-sectional area of flow in square
feet
R=hydraulic radius in ft.=area of section
wetted perimeter
S=slope of pipe im·ert in ft. per foot
n=coefficient of roughness of pipe
(2) Charts have been compiled for the so-
lution of the Manning formula. They usually
are used instead of the formula to determi1;e
the size of pipe required. Figures 9 to 12 in-
clusive show these charts based on :Manning:s
formula for discharge of circular pipes flow-
ing full, with slopes from 0.0001 to 0.1 feet
per foot, and values of "n'~ = 0.012, 0.013,
0.021, 0.023, 0.024, 0.027, and 0.031. The selec-
tion of the rnlue of "n'~ in Table II is also a
matter of judgment. The value selected should
represent conditions which will prevail during
the useful life of the line.
b. The design engineer should keep in mind
that it is important to maintain sufficient ve-
locity within the pipes to prHent depositing
of suspended matter washed into the system
through the inlets. The velocitv of flow in
pipes depends on the head or slope and the
resistance to flow of the wetted portion of the
pipe interior. The head or slope used in de-
sign always refers to the position of the hy-
draulic gradient, which is the line assumed by
the top surface of the flowing water when fr~e
to rise vertically. The wetted portion of the
pipe interior is used in determining the hy-
draulic radius, which is the area of the inside
of the pipe di,·ided by the wetted perimeter.
The mean velocity of flow is used in determin-
ing the size of drains.
11 l Some engineers, when designing drain-
age systems, do not differentiate between the
slope of the i1wert of the pipe and the hydrau-
Chap 3
Poge 15
lie gradient of the pipe run. The. hydraulic
gradient should be considered in the design of
storm drains because it is used in the solution
of velocity and discharge. The hydraulic
gradient at the upper end of the line should
be established near the elevation of the inlet
grate. The ponding volume may pr<>4uce at
dient at this point.
(2) Past experience shows that a mean ve-
locity of 2.5 feet per second will normally pre-
vent the depositing of suspended matter in the
pipes: Economy of design and topography
will control the velocities. When lower ve-
locities are used, special care should be taken in
the construction of the system to assure good
alignment, straight grades, smooth well- con-
structed joints, and proper installation of
structures. The pipelines and slopes should
be designed, wherever possible and when topo-
graphical conditions permit, so that the ve-
locity of flow will increase progressively or be
maintained uniformly from inlets to outfall.
Thus the suspended matter will be carried
through the system and out the outfall end.
c. The conduits in the drainage system may
be constructed of reinforced concrete, concrete
,-i.trified clay, corrugated steel, corrugatea" alu-
minum alloy, or asbestos-cement pipe. The
pipes should be of conventional standard sizes
and provided with either bell-and-spigot or
tongue-and-grom·e joints in the precast pipes,
adequate metal bands for the corrugated metal
pipe, and couplings for the asbestos-cement
pipe.
d. The chemical characteristics of water and
soil which might affect the durability of drain-
age pipes should be investigated. The type
of pipe least affected by those chemicals should
then be recommended for installation.
e. Bituminous coated, partially or fully
paved corrugated metal pipe should not be in-
stalled where fuel spillage, wash-rack wastes,
or solvents can be expected to enter the pipe.
Such coating or paving is soluble in aircraft
fuel and some aircraft washing liquids. Such
liquids are also flammable, thus a fire carried
into the pipe would damage the pipe seYerely.
Design of the drainage system for aircraft
fuelling aprons should:
Par 8
Page 16 AC 150/5320-58

(1) PreYent spread of a fuel spill to struc-
tures, passenger loading fingers, or concourses,
which could result in the fuel or vapors there-
from reaching a sourse of ignition or might re-
lease dangerous or toxic yapors within the
structure itself.
(2) Prevent spread of a fuel spill over
large areas of the apron surface and the trans-
mission of vapors, which may expose a number
of aircraft or other equipment on the apron.
(3) Provide for the safe disposal of fuel
spillage.
These objectives may require consideration of
one or sernral means. For example, the apron
should slope away from buildings. Inlets
should be located to allow reasonable flexibility
in parking of aircraft without the likelihood
of aircraft being positioned over inlets. Sec-
tions of drainage systems should be isolated
at interrnls through use of water seal traps or
interceptors or separators to prevent transmis-
sion of flame or vapor through the system.

TABLE II. Coefficient of roughness

Coeffic. "n"
PIPE
Clay, concrete, and asbestos cement ___________________________________________________ _ 0.012
Corrugated metal
Fully paved----------------------------------------------------------------------- 0.012
25% Paved, 2% x %inch corr_ _____________________________________________________ _ 0.021
3 x 1 or 6 x 1 inch corr_ ________________________________________________ _ 0.023
6 x 2 or 9 x 2~ inch corr ______________________________________________ _ 0.026
Unpaved, 2% x }finch corr------------------------------------------------------ 0.024
3 x 1 or 6 x 1 inch corr_ ___ . ____________________________________________ _ 0.027
6 x 2 or 9 x 2 % inch corr _____________________________________________ _ 0.031
2 x %inch helical corr
12inch diarneter----------------------------------------------------- 0.012
18inch diameter---------------------------------·------------------- 0.015
24inch diameter ____________________________________________________ _ 0.017
30 inch diameter to 48 inch diameter ___________________________________ _ 0. 018 to 0. 021

OPEN CHANNELS
Maximum Permissible
Velocity in Feet/ Second Coeffic. "n"
Paved
Concrete __ ---- ______ ----------- _______________ 20 to 30+--- _____________________ 0. 011 to O. 020
Asphalt_ ______________________________________ 12 to 15+------------------------ 0.013 to 0.017
Rubble or Riprap ______________________________ 20 to 25-------------------------- 0.017 to 0.030

Earth
Bare, sandy silt, weathered ______________________ 2,0______________________________ 0.020
Silt clay or soft shale __ • ____ . _______________ . __ _ 3. 5_ _ __ _ _ _ __ ___ _ __ _ _ _ __ _ _ _ _ __ _ __ _ 0. 020
ClaY------------------------------------------ 6,0------------------------------ 0.020
Softsandstone _________________________________ 8.0______________________________ 0.020
Clean gravelly soiL _____________ ---------- ______ 6. o___ ______ _______ __ __ __ _______ _ O. 025
Natural earth, with vegetation ___________________ 6,0 ______________________________ 0. 030 to 0.150*

Turf
Shallow flow ____________________ . _____________ . 6. O________________________ . _____ O. 06 to 0. 08
Depth of flow over 1 foot ________________________ 6,0 ______________________________ 0,04 to 0.06

*Will vary with straightness of alignment, smoothness of bed and side slopes, and whether channel has light
vegetation or is choked 'll'ith weeds and brush.

Par 8 Chap 3
AC 150/5320-58 Page 17

1000
900
800
700
600
500

400

300

200 2

120 1 .0001

108
I
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96
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4 8j .1000 12
I
13
-3
6J 14
2 5 15

N omogr oph for computing required size of cir cu !or drain,

flowing full - n • 0.012 OR 0.013

FIGl..RF: 9. ~on10graph for con1puting required size of eircular drain for n 0.012 or 0.013.

Chap 3 Par 8
 Page 18
AC 150/5320-58

400 1.5
.000 I
.0001
300 ,
.0002
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200
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120 0003
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108 .0005 .0004
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6 10
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13
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6
15
2

Nomograph for computing required size of circular drain,

flowing full - n =O 021 oR 0.024

FIGrRE 10. ~omograph for computing required size of circular drain for n 0.021 or 0.024.

Par 8 Chap 3
AC 150/5320-58 Page 19

400

.0001 15
300
.0001

.0002
200 0002
.0003 2
120 .0004 0003
108 0004
.0006
96
90 .0008 0006
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15

Nornogroph for computing required size of circular drain

flowing full - n=0.023 oR 0.027

FIGl:-RE 11. ::--omograph for computlng required size of circular drain for n 0.023 or 0.027.

Chap 3 Par 8
Page 20 AC 150/5320-58
J

.000 I

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NOMOGRAPH FOR COMPUTING REQUIRED

SIZE OF CIRCULAR DRAIN
FLOWING FULL

F1GrRE 12. :Kon1ograph for computing required size of eircular drain for n 0.031.

Par 8 Chap 3
AC 150/5320-58
9. FLOW IN OPEN CHANNELS.
a. For our purposes, an open channel is de-
fied as any conduit in which water flows with
a free-water surface such as an open ditch,
creek, rirnr, or canal. Although pipe drains
act as open channels when flowing partially
full, they are considered separately in para-
graph 8 and elsewhere in this publication.
b. It is recommended that maximum use be
made of open channels because of the relatirnly
low cost thereof as compared with capacity at-
tained. Obviously, open channels need to be
consistent with safety and operational require-
ments of the airport. Channels shall be of ade-
quate capacity and free from excessive main-
tenance which could result from erosion, silt-
ing, or steep back slopes. In the latter con-
nection, it is noted that mowers cannot nor-
mally be used on slopes steeper than 2.5 to 1.
Slopes steeper than 2.5 to 1 will usually need to
be cut by hand or cut by mowers restrained
by other equipment at the top of the slope.
Some areas of the country, where soil is gen-
erally noncohesirn and ,·egetation is likely to
be sparse, use 3 to 1 as maximum.
c. The Manning formula may be applied di-
rectly to hard surfaced channels of concrete,
corrugated metal, etc., and to earth channels
using coefficient of roughness Yalues for "n" as
shown in Table II. That table also lists maxi-
mum permissible Yelocities for such channels.
d. A nomogra phic solution of the Manning
formula can be made by using Figure 13. The
channel-dimension diagrams for trapezoidal,
triangular, and parabolic shaped channels, Fig-
ures 14 through 19 permit rapid solution of
many ordinary channel problerr,s.
e. The Manning formula is Q = AV where:
Q = rate of discharge or flow in cubic feet
per second.
A= cross sectional area of the flow m
square feet.
V=l.486 R2/ 3 Sll2=velocity of flow m
n and bottom width of 10 feet.
feet per second.
n = coefficient of roughness.
Chap 3
Page 21
R=hydraulic radius in feet or cross sec-
tional area A divided by the wetted
perimeter.
S=slope of energy gradient in feet per
foot, considered equal to slope of chan-
nel bed for most situations.
f. The following indicates the use of the
channel-dimension diagrams in Figures 14 to
19.
Cl I For example, given Q = 100 cubic
feet per second and S = 0.0002 feet per foot.
Find: The bottom width, depth of flow,
and velocity of a drainage channel with
2.5 to 1 side slope. Assume channel will
be maintained regularly and kept free of
excessive vegetal growth. Estimate "n"
to be 0.04. ( See Table II for open chan-
nel "n" values).
Solution: Requires one or more trial so-
lutions. The steps are: (a) select a veloc-
ity, (b) compute the area required from
Q/V, (c) determine the required R from
the nomogra ph of Figure 13, and ( d) de-
termine the bottom width and depth from
the 2.5 to 1 dimension diagram of Figure
14.
Item Trial Solution
1 2 3
Y = feet per second (selected) 1.0 0.9 0.95
A=square feet (from Q/\') 100 111.1 105.6
R=feet (from Figure 13) 2.60 2.20 2.40
b=bottom width in feet 20 3G 28
(from Figure 14)
d=depth of flow 3.6 2.6 3.1
(from Figure 14)
The solution chosen will depend upon depth
and botom width of channel desired. If still
not satisfactory, change V slightly and rede-
termine dimensions. Final selection of chan-
nel dimensions must consider addition of rea-
sonable free.board to depth of flow.
(21 For example, given Q = 50 c.f.s. and
trapezoidal channel with side slopes of 3 to 1
Find: The bed slope required to main-
tain a velocity of 2.5 f.p.s. Use "n'' = 0.04.
Par 9
...
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MANNING FORMULA V • l.48S R11aS111 ;;:

n -...0
n:r "'...c.,
Q
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Fwunr;: rn. Solution of th<' Manning formula. I
w "'
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AREA I A • SQ. FT.

e l•
• FIGURE 14. DlmcnslonR of trnpczolclnl chnnnelR with 211.i to 1 Ride Rlope. N
w
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AREA , A, SO.FT
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... Frouni.; 15. Dimensions of trnpezoldnl channelR with 8 to 1 Ride slopes. &
Ill
AC 150/5320-58 Page 25

- .
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Chop 3 Par 9
Page 26
AC 150/5320-58
I

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Chap 3
Par 9
AC 150/5320-58 Page 27

....
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Chap 3
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PIVOT SIDE
6 t L Ill E SLOPE
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(FROM FIG.
OTHEII
181
DIMENSIONS arT[II '- AND 4 ,011 IIAlltllUII
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AC 150/5320-58 Page 29

1.6

1.4 t------------.g- ---1--++---#'---........t,---,--1----t

qi,,/
0
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II:'.
a
>- 0.4
:I:

0.2

0
0 0.1 0.2 0.3 0.4 0.5

RETAROENCE COEFFICIENT n

GRASS COEFFICIENTS (Kl FOR DENSE AIRFIELD TURF

AVG LENGTH OF GRASS IN INCHES
GRASS SPECIES
<6 6-12 >12

BUFFALO 1.6 -- --
BLUE GRAMMA 1.5 1.4 1.3
BLUE GRASS 1.4 1.3 1.2
BERMUDA 1.4 1.3 1.2
LESPEDEZA SERICEA 1.3 1.2 1. 1

EXAMPLE:

DETERMINE n FOR 4-INCH BERMUDA GRASS CHANNEL WITH

R= 0.9 ANO S = .010.
FROM TABLE K = 1.4 AND FROM GRAPH, FOLLOWING
DASHED LINE, n IS EQUAL TO 0.125.

FIGFRE 20. Retardence coefficients for flow in turfed channels.

Chap 3 Par 9
Page 30
Solution: The area required is Q/Y or
20 sq. ft. Enter Figure 15 with A = and
b = 10, and find that R = 1.08 feet. Then
in the nomograph, Figure 13, extend a line
from R = 1.08 through n = 0.04 to the
pivot line, extend a line through the re-
locity scale at 2.5 to the slope line. The
slope required is found to be 0.00-! feet per
foot. Depth of flow from Figure 15 is
found to be 1.45 feet.
(31 For example, given an existing chan-
nel with side slopes of 3 :1, bottom width 12
feet, depth 3.5 feet, bed slope 0.0008 feet per
foot. Channel has not been well maintained
and some willows and other ,·egetal growth
exists, therefore, estimate ,:n ·· to be 0.06.
Find: Present capacity allowing a 0.5-
foot freeboard.
Solution: Depth of flow will be 3.5-0.5
or 3.0 feet. From Figure 15, R = 2.05
feet and A = 63 square feet. From Figure
13, V = 1.15 feet per second. Then Q, as
channel capacity, = 63 X 1.15 = 72.45 c.f.s.
g. "\'11en the channel is to be lined with
,·egetation, the design problem is complicated
by a regetal retardence element, which is a
function of both the turf characteristics and the
depth and relocity of flow. This retardal ele-
ment or coefficient of roughness Yaries with
VR, the product of relocity and hydraulic ra-
dius. The degree of yegetal retardence de-
pends on the height and density of cover, par-
ticularly the height.
)lost drainage references include 4 or 5 de-
grees of retardence, which are related to type
and height of grass in the channel. As shown
by Figure 20, haring a known hydraulic ra-
dius, slope of channel, and selecting a grass co-
efficient, one can obtain a retarµence or rough-
ness coefficient.
10. STRUCTURES.
a. The structures usually built in connection
with airport drainage are quite similar to those
Par 9
AC 150/5320-SB
used in municipal construction. Generally
speaking, the standard types are adequate, but
occasionally a special type of structure will be
needed. Structures located in the usable ar~as
on airports should be so designed that they do
not extend above the ground level. The tops
of such structures should be one or two-tenths
of a foot below the ground line to allow for
possible settlement around the structure, to
permit unobstructed use of the area by equip-
ment, and to facilitate entrance of surface
water.
b. The structures most generally used are
inlets, manholes, combination manholes and in-
lets, catch basins, lampholes, and headwalls.
Some of these structures will be covered with
a grate when it is necessary to admit the sur-
face water into the system. The grates may
be of cast iron, steel, or ductile iron. Se,·eral
suggested designs of grates and inlets are
shown in Figures 21 and 22. For suggested
headwall details, see Figure 23. Precast and
manufactured headwalls are available.
c. The general designs of drainage structures
used by the municipalities are quite alike; how-
erer, almost e,·ery large city has its own special
standards which vary in details according to
the desires and ideas of the design engineer.
These structures all vary as to the design load
they will support and should be thoroughly
checked for load-carrying capacities.
d. In aircraft traffic areas, grates and frames
should usually be specified to support loads
from aircraft which will use the facility as
these loads normally exceed those imposed by
maintenance equipment or other traffic. Al-
though roadway type grates used by the munic-
ipality or highway department will certainly
be adequate for all single gear and some dual
gear aircraft, it is apparent that most dual and
dual tandem gear aircraft weigh far more than
highway vehicles and have higher tire pres-
sures. Representative takeoff weights and tire
pressure are:
Chap 3
AC 150/5320-SB Page 31

0 )f
-rFillet weld 1
! ~r Fillet weld O 0
=---.
I '
I 8
i[JDDDDOJ
g-
';.,, c,,
C
:woooorn
I
"'4>u
0
c
4>
0. !OJOEJ[B)O[D i
0
0.
<fl
E
.; lliJD@~orni
3"
A
.-=-- it<'l 1',, 11:
C1>
_,.. iOJOOODDJ[
l_ Ii i IJ:I'1, ~
0
rt')
B B
Ji i: 11
,1
<t
"' !0]0000[]11
3'" ,.. ' 1[]0000[]1
,0 j",3f'Bors J 3 ~ • r 'f
,Ir ~ Web welded-
1"

@ _, I gggg0ii
() 0
PLAN
~~,______C2of_ -- 1•
sr • 3f' • f Irregular T frame.:.
•
1·
_ ...4
f" • 3j II
Bars notched
PLAN
for i" • I" cross bars~

,n _{__
Grode --------;:;I l

-!f • Ii" Barwelded

l;f
t====1r. ,2 . "'
~~~~~~..i..-~~~~---~
to angle - 4 sides ~ Anchor bolt

-3 Courses of brick
f • 12" t Anchor bolt
19"
18"
,, - 1__
SECTION A-A
SECTION 8-8
Welded Steel Grate CD
Cast Iron Grote ®
I 9f Grate S1ze i• I 12"
, 3 Courses
17 l" lnlel Ooen1ng ~ Anchor bolt - of brick
C

NOTES
©
1 Inlet grating and frame to withstand a.r-
croft wheel loads of largest a,rcraf1
to use the facility
2 _Details, dtmenSIO<ls,ond styles of grntes
and frames do not represent those
© available from any manufacturer.

E. ~, ,- - - , :J .---, i
Select10n of grates and frames wil I
depend on needs for capoci1y,
. ti:;=.'<:::=== . t==,
strength,onchor1ng ,ond single or
multiple grates.
© '6",3f·r a,

Irregular
T frame

SECTION C-C
Cast Iron Inlet Grate @
Examples Of Typical Inlet Grates

FIGeRE 21. Examples of typical inlet grates.

Chap 3 Par 10
Page 32 AC 150/5320-58

.---
•
8 !
LI
. a, p'
"" 8

·ij
,. !+

~~~~~~~
A <I
I J
l· • _J •ID
: 0.:.,
<I
z Grate not Grate not

.1'fi shown sllown

..~~~~~~~
0
~
~
~-
...
~1·
0

• ;+t: Ul

. ""

L 2·-11·
I
PLAN PLAN
21¥;
5'- 3 .,,.
Pave

~·, Reinforcir,q bars

12· o.c. for depths 3' to e·;
Ye" ji( Bors 12· o.c. for
depths e' to 17.'

SECTION 8-8
Three-Grote Inlet Structure

~o~,~~o ; ; II 1
• ~ 2'-6"

L <= 8BBBBB
C
Grale not \I !-= ·.·Jc.
.
l
I

000000 shown g
000000 • . i D
gggggg ~~ ~:J
~:
'l=J!.;;;O~D~O~D~D;,;:D~===;;=~~=( -"':
• •
II:
~. • '·. ' •
; Ii • :
;• • • • : #

..._~ •)
~I
PLAN
Fin. G.L
3'-6" •,:

3 Courses of Brick

a•
·.~·4&:::S?.f~ff;
~·, Reinforcinq bors
12· o.c. for depths 3' to 8';
SECTION C-C Jte"; Bors 12• o.c. for SECTION D-D
Two-Grote Inlet Structure depths 8' to 17'. One -Grote Inlet Structure
!!Q!ll.: Examples of Inlet Design
Oetails dimensions, ond materials for
inlets os well as for ~rates and
frames ore illustrative only.

FIGURE 22. Examples of inlet design.

Par 10 Chap 3
AC 150/5320-SB Page 33

Length 4 D

1 1

I
t---------------4I
I I

L..-------------...J
20·

ELEVATION 12" PIPE 18" PIPE 24" PIPE

C.Y•0.4 C-Y•0.75 C.'r'.• 1.47

ELEVATION SECTION

PLAN OF APRON SHOWING BAFrLES

FOR 30" PIPE

Diam C.Y Cone NOTES

of P,pe Headwall A B C D E F G
I. Reinforcing material may be installed
I. 7 5°-6° in headwalls whene~r necessary
2.24 6°-0· Z. Baffles may be installed in headwall
288 1~0· aprons to break up excess velocity of
7~6" water.
3.59

Suggested Types of Headwalls

FIGURE 23. Suggested types of headwalls.

Chop 3 Par 10
Page 34 AC 150/5320-SB

C
:i
0 .<t,I'
i<, -'I
<t!
" '

Woll Stct,on Roof Slob

PLAN

Bolt

1
!~ HC?,r1t 8 Vert

.. ;. ! oc -
i - 12
~
No1e- The Radius Of The
~ j~ , , Rounded E ntronce Should
1
.-. Be From 11! To 1/7 The
L
01ome1er Of The Pipe
~
0

\
;) !
>

TYPE A SECTION A-A

Approl Wt Grote 280 Lbs MIiied Hor,zontol F,tt,no Surfaces

Appro1 E f ft ct 1111 Grote Qpenino- 12 5 Sq In Ribs - .!,,,." X 3 \"
Approa; WI Fraine 260 Lbs

HALF PLAN SECTION

CAST IRON M.H. GRATES FRAME

.
~
Appro1.
Approx
Wt Cover 325 Lbs
Wt frome 260 Lbs
Tt11c1i.n111 Of Cower 2~

·~
> HALF PLAN SECTION

CAST IRON M.H. COVER S FRAME

"'
-'-- '--"--=-----=-~'--.::__..:..C"'-..,.....J
dimensions of M.H. frames ond grotes are illustrative
not intended to represent those of ony monufocturer
TYPE C SECTION C- C

Suggested Manhole Design

FIGURE 24. Suggested manhole design.

Par 10 Chap 3
 Page 35
AC 150/5320-58

.... . ,.. ...., .

s'-o"

-
~~~~~~~m ~~~00~~00 II
---
CD
1

-i ...... 2"
TYPICAL PLAN OF DOUBLE INLET GRATING
WATERWAY OPENING= 5.0 SQ. FT. (DOUBLE GRATING)
ASSUME GRATING IS PLACED SO THAT FLOW WILL OCCUR FROM
ALL SIDES OF INLET. FOR LOW HEADS DISCHARGE WILL CONFORM
WITH GENERAL WEIR EQUATION.
Q= CLH 3/z
WHERE
C= 3.0
L= 13.0 FT.GROSS PERIMETER OF GRATE OPENING (OMITTING
BARS l FOR GRATE ILLUSTRATED
H = HEAD IN FEET
FOR HIGH HEADS DISCHARGE WILL CONFORM WITH ORIFICE FORMULA:
Q=CA~
WHERE
C= 0.6
A=50SQ FT.
2
g: ACCELERATION OF GRAVITY IN FEET PER SECOND
H• HEAD IN FEET
THEORETICAL DISCHARGE RELATION TO BE MODIFIED BY 1.25
SAFETY FACTOR
COEFFICIENTS BASED ON MODEL TEST OF Sltl.lLAR GRATES WITH
RATIO:
NET WIDTH OF GRATE OPENING TO GROSS WIDTH= 2:3
16 ~ - ~ - ~ - - - . - - . . . . . - - - , - - - - - - , , - - - ,

10 20 30 40
DISCHARGE IN C.FS.

DETERMINATION OF TYPICAL INLET

GRATING DISCHARGE CURVE

FIGl.RE 25. Determination of typical inlet grating discharge curve.

Par 10
Chap 3
Page 36 AC 150/5320-58

Maximum takeoff Tire pressure

Aircraft type weight (lb.) (p.s.i.) Gear type

Martin 202,404; F-27, FH-227; Convairs 39,900 to 53,200 60 to 95 Dual

240,340,440
Viscount; BAC-111; DC-4 _________ - -------- -- _ 64,500 to 87,000 75 to 120 Dual
Constellations; DC-9; B-737; DC-7; B-727 ______ 90,700 to 170,000 95 to 168 Dual
Caravelle ____________________________________ 110,200 124 Dual tandem
Convair 880,990; B-720, B-707 ______ ____ - _- __ 184,500 to 312,000 120 to 172 Dual tandem
DC-8 ___________ ---------- ________ ------ --- 273,000 to 355,000 148 to 168 Dual tandem
Concorde _____________________ - ___ - ___ - - - - - - - 367,000 189 Dual tandem
DC-10; L-1011 ------------------------------ 411,000 to 518,000 170to175 DC-lO=Dual
tandem +2
L-lOll=Dual
tandem
B-SST ______________________________________ 750, 000 220 12 Wheel
B- 747; L-500 _____________________________ - __ \ 713, 000 to 861, 500 185 to 210 Dual, dual tandem
Future heavy aircraft -------------------------11,500,000 250 (See App. 2 of
AC 150/5320-6A)

Grates and frames for Utility and Basic
Transport airports may be those used by the
municipality or for highway loadings. Those
for other airports should be selected to accept
aircraft then using or expected to use the air-
port in the future.
Some manufacturers of grates and frames
produce types specifically designed for airport
loadings such as 100, 150, 200, and 250 p.s.i.
Hold-down bolts, hooks, or other devices should
be provided for the grates to prevent displace-
ment by traffic. The engineer should specify
the design load to be carried by the grates and
frames and require the vendor to certify that
the items furnished have that capacity.
e. The inlet structures may be constructed
of reinforced concrete, brick, concrete block,
precast concrete, or rubble masonry. They
should be strong enough to withstand the Joads
to which they will be subjected.
f. Catch basins for airport drainage are not
usually considered necessary particularly when
drainage lines are laid on self-cleaning grades.
Under certain conditions, catch basins are
needed to prevent solids and debris from wash-
ing into the system. They should be cleaned
out frequently and im·olrn an additional main-
tenance problem.
g. Manholes are more or less standardized
as to type and can be round, m·al, square, or
rectangular design. They are usually made of
reinforced concrete, brick, concrete block, pre-
cast concrete, corrugated metal, or precast pipe
sections (Figure 24). The design will depend
on the stresses to which they will be subjected.
Adequate unobstructed space must be provided
within the manhole to enable workmen to clean
out the line when necessary. Inside barrel di-
mensions equivalent to a diameter of 3-% feet
and a height of 4 feet are usually considered
sufficient, but they can be varied to suit par-
ticular situations.
h. A gutter is not permissible along a run-
way or a taxiway as it could be hazardous to
aircraft operations and would interrupt the
runoff which should flow unobstructed trans-
versely off the pavement and across the safety
area to the field inlets. In wide apron areas,
the inlets should be placed in the valley of the
pavement at proper intervals to collect runoff.
i. Inlets in paved areas frequently cause
trouble due to differential settlement of the
drainage structure and the adjacent pavement.
The resulting depressions around the inlets may
result in pavement failure through softening
of the subgrade. Particular care in compaction
of backfill around inlets will prevent settle-
ment. In rigid parement, the structure is
normally protected by expansion joints plaeed
around the inlet frame. Also, construction

Par 10 Chap 3
AC 150/5320-58
joints are installed at a distance from the
structure which either matches or is equal to the
normal spacing for joints. The slab thus
formed around the structure should include
steel reinforcement to prevent cracking out-
ward from each corner of the inlet.
j. The number and capacity of grates
selected will be dictated by the quantity of run-
off to be handled as well as by the depth of
head at the grate. In low head situations,
capacity (discharge) of the grate(s) will con-
form to the general weir formula, while in
higher head situations the orifice formula is
applicable. These formulas and the transition
between them are described in Figure 25.
Medium or high head ponding will be un-
acceptable to personnel sen·icing aircraft with
baggage, fuel, food, etc. Morem·er, such pond-
ing could obscure pavement markings and thus
inhibit parking of aircraft at gate positions.
In some cases, flooding of refueling pits would
occur. Although inlets should be located be-
yond gate positions, controlling elerntions and
apron configuration may result in location of
inlets fairly close to the field side of the air-
plane. For these reasons, the weir formula
and low head is appropriate for use at some
locations.
In general, aprons sen·ing instrument or all
weather air carrier operations warrant a head
limitation of 0.4 feet. Also, airports where
continuing operations are regularly conducted
in severe weather conditions would warrant
use of a similar limitation. This presumes
that apron widths and configurations at other
locations will allow runoff to flow directly to
turfed areas or that the comparatfrely light
traffic in severe weather conditions could adapt
to deeper ponding. It is recommended that
apron areas drain away from buildings, when-
e,·er possible.
The orifice formula portion of Figure 25 is
applicable to grates in turfed areas, except for
the unique case where ponding must be
severely limited, such as small turfed areas be-
tween aprons and closeby taxiways. The
safety factor of 1.25 mentioned in the diag-ram
in Figure 25 is intended for use in paved
areas. That factor should be increased to 1.5
Chap 3
Page 37
to 2.0 for grates in turfed areas to compensate
for grass cuttings. Replacement of drainage
lines or structures in or under pavement
would be expensive and would disrupt traffic,
therefore, the drainage system should be de-
signed with a capacity sufficient for the ulti-
mate pavement configuration. Terminal apron
drainage design should be coordinated with
those responsible for the fueling methods and
systems to be employed, as well as with those
responsible for fire and rescue services.
In large paved areas, such as aprons, some-
times it is feasible to design several segments
of the system without ridges between adjacent
inlets, thus avoiding grade changes and at-
tendant inhibitions to traffic. In these cases,
the efficiency of the grate and its placement
should be considered. For such efficiency, all
rectangular bars should be parallel with the
flow and the openings should cover at least 50
percent of the width of the grate. Multiple
grates should be placed normal to the direction
of the flow.
11. CULVERTS.
A drainage culvert is designed as a structure
(other than a bridge) to com·ey water through
or under a roadway, runway, taxiway, or other
obstruction. The choice of circular, oval, el-
liptical, arch, or box cross section and single or
multiple installation will depend on capacity,
headroom, economy and occasionally be dic-
tated by local rules or requirements.
The development of a new airport site, or
the interruption of natural stream channels by
airport facilities, or the increase in runoff
caused by airport development may require the
design of culverts or consideration of the
capacity of existing culverts. In some cases,
the airport storm sewer system will need to
accept off-site runoff and culverts under roads
on the airport perimeter could indicate the
volume of runoff to be accommodated.
Local highway departments or drainage dis-
tricts normally have jurisdiction over design
and construction of culverts and channels. In-
deed, such governmental units may insist on
use of certain design criteria. Accordingly,
proposed modification or improwment of
Par 10
Page 38
drainage facilities under roadways or off-site,
should be reviewed and approved by the re-
sponsible gm·ernment agency.
The objecti,·e in the design of an economical
culrnrt is to provide a waterway opening
adequate for the passage of floods, and selec-
tion of a culvert meeting that objecfo·e is
based on the cu!Yert's hydraulic capacity and
site conditions.
Many formulas have been developed over
the years to estimate runoff/flood discharge
and to determine the size of a culvert. The
magnitude of the design flood is a function of
its frequency, therefore, it is important to use
the appropriate frequencf
Because of the potential risk to adjacent
property and to automobile traffic, the design
flood frequency used for cuh-erts under roads
is for a greater recurrence interrnl than that
used for airport storm sewer systems. The
local highway department or drainage district
may establish the flood frequency to be used:
common practice is to design cuh·erts for
minor roads for 10- to 25-year flood frequency
and for major highways for a recurrence m-
terrnl of 50 years or more.
The rate of discharge or flow through a
cuh·ert involves either of two major types of
cuh-ert flow; ( 1) flow with inlet control or
(2) flow with outlet control. Under inlet con-
trol, the cross sectional area of the culrnrt, the
inlet geometry, and the amount of headwater
or ponding at the entrance are of primary im-
portance. Outlet control inrnh·es the addi-
tional consideration of the elerntion of the
taihrnter in the outlet channel and the slope,
roughness, and length of the cuh·ert barrel.
Par 11
AC 150/5320-58
Field inspection and evaluation of down-
stream controls or obstructions would indicate
the potential depth of tailwater and thus in-
dicate when outlet control will be applicable.
Usually channels are wide as compared to the
cuh·ert and the depth of water in the channel
is considerably less than critical depth and thus
inlet control is applicable.
It has been demonstrated that the capacity
of a culvert in inlet control can be increased
by providing a rounded, bernlled, or tapered
entrance. In other words, the capacity of a
thin edge projecting metal pipe can be en-
hanced by the addition of an attachment or the
building of a rounded, berelled, or tapered
entrance into a headwall. Similarly, the
capacity of other types of pipe or box culrerts
can be increased at little cost by incorporating
a beYel into the headwall.
The procedure for selection of the culwrt
size and t)·pe for most design conditions is
well covered in several publications. These
publications include charts or nomographs
allowing- comparison of the capacities of
rnrious types and sizes of culrerts, therefore,
the most economical choice will be apparent.
Current issues of sernral, widely used pub-
lications are listed in the bibliography as ref-
erences 9, 14, 15, 17, 18, 21, and 24.
ObYiously, the foregoing is not intended to
be a complete treatment of culrnrt design, but
is included to emphasize some of the funda-
mentals and to recognize that the airport de-
signer may need to consider and include
cuh-erts in the total design.
Chap 3
AC 150 / 5320-58
Chapter 4. GRADING CRITERIA
12. SELECTIVE GRADING.
a. In developing an airport, proper grad-
ing is the most important single factor con-
tributing to the success of the drainage system.
Grading and drainage plans should be most
careful1y coordinated. Cross sections for run-
ways and taxiways should be developed with
sloping shoulders so that the surface water is
directed a,rny from the pavements and into
areas for collection and disposal. The life of
the pavements and the functions of drainage
can generally be improved by selecti,·e grading.
b. Before grading activities are started, the
engineer should haw complete soil test data
of the different soils encountered on the site
and data on materials from any borrmv
sources. As determined from the soil profile
and the soil characteristics, the best types of
arnilable excarnted materials should be so
selected and placed to form the strongest and
most drainable soil structures beneath and
adjacent to the pa,·ement. The more unde-
sirable soils should be placed in the inter-
medir.te areas as far remowd from the pave-
ments as possible.
c. Gradient desi~1 standards are found in:
11 l AC' 150/5300-2A, Airport Design
Standards-Site Requirements for Terminal
X a vigational Facilities.
121 AC 150/5300-4A, Utility Airports,
(3) AC 150/5325-2B, Airport Design
Standards-Air Carrier Airports-Surface
Gradient and Line of Sight.
13. SOIL CONDITIONS.
a. "Then the soil surrny discloses different
types and strata of soils on the site, different
methods and procedures in the grading and
drainage construction should be considered.
In grading, fills are made of the material ob-
tained from cuts and other excavation. There-
Chap 4
Pag<> 39
fore, a basis of design is an understanding of
the nature of the soils that will be encountered.
n l On sites where the soils are of a good
pen·ious type and are drainable, the drainage
problem is greatly simplified. This type of
soil is . generally the contributing factor for
natural drainage. The major consideration. of
such a site is to determine whether an im-
pervious strata, which might pocket the water
as it percolates downward, underlies the
pervious surface soils. If so, prm·isions must
be made to remove the trapped water.
Usually, though, the only consideration neces-
sary is proper grading of the area to prm-ide
for surface runoff. The slope of the graded
areas must be carefully controlled because such
soils may tend to erode.
(2) Sites with impenious soils are a dif-
ferent drainage problem. By their natnre.
very little precipitation will infiltrate into
impervious soil. In such cases, there is little
need for any subsurface drainage. Surface
drainage is required, howernr, and will han~ to
be designed to take care of the estimated run-
off. Some impervious soils are also subject to
erosion, and this characteristic should he
considered.
Some clay type soils may gfre the ap-
pearance of being impervious, but they actuaUy
allow a very high capillary rise from the water
table, which can saturate the subbase or base
course. In such cases, subsurface drains at the
pavement edge will help keep the subbase or
base dry.
(3) At sites where pervious soils are
superimposed on impervious soils, tests should
be made to determine the extent and the profile
of the top of the underlying layer. Some sur-
face drainage will be needed and may be pro-
,-ided by proper grading with occasional inlets
in the low areas, but some system of sub-
Par 12:
.,, .,,
!?
- ....
Q
co
w
Edge
of Surface
*1s.s'
* DIMENSIONS WILL VARY WITH DEPTH
0

OF PAVEMENT COURSES.
* * GRADE MAY VARY WITH AIRPORT
CATEGORY.

to .4
'iiJ G'·, Impervious Material (Topsoil)
0,:/0 •. 0:-:00 11 ~· o .... o . . .
C

. o·.O· 4 ~Ubbose QC) ·o;,;i~Oc

·:
o;..O·o 0 :o.,_ 0 w., ...
0

*36'

*~I.~:&
.~ ...,.-:r-·'::
,~ 10 P.C:
Cone. ·~r//// / r--._
~:.i>"::f·./ t
/ .r-,...L_ ,,r •
Impervious u ·
material (
Topsoil· )
<I ·o:. . --'"
~ .. o '-'.o.·.<;J,.~:f.tj::~:j';o r,3 to ,4
0
·9· ·." o.·:Vo
· ~ "/. / /'"'-,.___.),:
·o ....... ..· ~ / / ~
. ~.6 ~0 -.. ~.- S~bbose·Q·o·:· 0 ·,:j o-.~
o q ·. ·O ~- :,f9_'.~·-. o-~
~·.v :<::> (Jo t:;;·;.·

Example of Widened Subbase Sections for Extreme Snow Conditions

,.n
-
-...
u,
0
u,
n:r w
,,
Q
?
... Frnum: 2G. Flxarnple of widened suhhasP sectiom; for extreme snow con!litlons. u,

"'
AC 150/5320-SB
drainage is definitely required to remove the
water from the top of the impen·ious layer.
If the laver is not too far below the surface,
the subd;ainage pipe trenches should extend
slightly into the impen-ious layer (approxi-
mately 6 inches) and be backfilled with a
granular material. The granular backfill ma-
terial should be placed around and adjacent to
the pipe.
(4) There are cases where an airport will
be located on a site in which an imper,·ious
layer of soil is on the surface, with a per,·ious
st~atum below. Surface drainage will always
be needed for draining such a site, and the
svstem should be designed to remorn all of the
e~timated runoff. Again, a thorough under-
standing of the types and extent of the soil
with their respectiYe profiles will be needed be-
cause grading operations may open up or
pocket the underlying porous stratum. The
underlying porous stratum often introduces
underground water onto a site, requiring inter-
cepting ditches along the edges of the airport
or an intercepting drain line to cut off and
diYert this flow. Surface runoff sometimes
maY be directed into the porous layer, if it is
ext~nsi,·e enough, by tapping through the top
impen·ious layer with proper structures, and
allowing the surface water to enter the porous
layer.
(5) Drainage engineers frequently find
the situation in which there are irregular
strata of pen-ious and imperrious materials.
The most important thing in this situation is
to locate all of the pockets existini;! beneath the
surface and to prm·ide sufficient drains to re-
mow the water from them. Drainage from
those pockets can be piped directly from the
site or fed into the surface drainal!e system by
proper connections. In some cases it may be
necessary to remoYe the undesirable material
from th; pockets, especially under and adjacent
to the payement, and to backfill "·ith desirable
material.
b. In seasonal frost areas it is important to
determine the frost penetration, since the
drainage pipelines should be placed below this
depth whenewr possible. A serious condition
could dewlop if the draina::re lines were laid
aboye the frost penertation line. The system
Chap 4
Page 41
could become inoperatiw when water freezes
upon contact with the drainpipes. Field de-_
terminations of frost penetration show that
the depth of penetration for various soils are
fairly consistent for the same location.
(1) In granular soils, frost enters the
ground quicker, penetrates deeper at an earlier
stage, and leaves the ground more rapidly in
the spring than in a tighter clay soil. In a
clay soil the frost gradually leaYes in the early
spring from both the top and the bottom of
the frozen stratum. It finally tha""s out at a
point somewhere near the midsection between
the ground surface and the point of deepest
penetration. During this thawini;!-out period,
the soil becomes saturated and Yery unstable.
(2) Frost heaving may also occur and
cause damage to the drainage system. Frost
heaving is the result of freezing of capillary
moisture that cannot be remored by drainage
from certain soils of a silty or silty sand
texture. The best way to eliminate frost heave
is to remorn the unfayorable soil to a sufficient
depth and to replace it with a suitable material
not subject to frost heave. In some localities,
low temperatures and snowfalls result in deep
frost penertation and deep accumulations of
sno"" on the parnment shoulder areas and ad-
jacent thereto. As a consequence. the thaw
period is prolonged and may result in satura-
tion of the subgrade and instability of the base
or subbase.
Installation of edge subdrains is the usual
solution, however, it may be found that a
widened subbase will be as effeetiYe and of
reasonable cost. The examples of widened sub-
base sections sho""n in Figure 26 are not in-
tended to be standard, as the dimensions and
some of the grades will rnry with the paw-
ment depth and the airport category. This
method of subsurface drainage is not advo-
cated for airports unless it has been shown to
be practical in the general soil and climatolog-
ical situation applicable to the site.
14. LOADS ON CONDUITS.
a. In the design and construction of drain-
age system conduits under pa,·ement, the
maximum anticipated wheel loads should re-
Par 13
 Page 42 AC 150/5320-58

TABLE III. l\Iinimum depth of eo,er in feet for pipe under flexible pa,ement (Part 1)

CORRUGATED ALUMINUM 2 2/3" 11 /2" or 2" 11 /'l:'

CORRUGATIONS CORRUGATED ALUMINUM 6" 11" CORRUGATIONS J
AIRCRAFT WHEEL LOAD-Up to 30,000 lb. single and up to 40,000 AIRCRAFT WHEEL LOAD-up to 30,000 lb. single and up to 40,COO
lb. dual lb. dual
Metal I Pipe diameter (in.) Metal I Pipe diameter (in.)
thickness , thickness
(in.) 12 18 24 36 48 60 72 84 96 (in.) 36 48 60 72 84 96 108 120

I 0.060_____ ~ 2.0 I 2.5 I 2.5

I

I 0.060 ___________ 2.0 / 2.0 2.5 3.o I I I i \ I

0.075 ______ 1.5 i 2.0 , 2.5 2.513.0 0.075 ___________ 1.0 I 1.512.0 2.5 3.5 I : I I
I 0.105______
0.135 ______ I
, 1.5 1.5 1.5 2.0 2.5 3.0 I 0.105 ___________ 1.0 II 1.0 1.5 2.0 , 3.0 13.5
0.135___________ 1.5 2.0 2.5 3.o 4.o ,
I
I
1' ,·.

1.0 1.0 11.5 1.5 1.5

i 0.165 ______ I I 1.5 1.512.0 12.0 0.165___________ I I I
2.0 12.5 13.5 4.5 I
i I
I
i l.O
I
AIRCRAFT WHEEL LOAD-40,000 lb. dual to 110,000 lb. dual AIRCRAFT WHEEL LOAD-40,000 lb. dual to 110,000 lb. dual
Metal Pipe diameter (m.) Metal Pipe diameter (m.)
thickness thickness
(in.) 12 18 24 36 48 60 72 84 96 (m.) 36 48 60 12 s4 96 108 120 I
_____ i_______________ ,
1-------,---,-----------'
i 1
i 0.060 ______ ' 2.0 2.5 'i 2.5 I I
1
1
Ii Ii 0.060 ___________ I, 2.5 II 3.0 I' 3.5 4.0 Ii I iI I·1 I I:
o.075 ___________ J 1.5 ! 2.0 i 2.5 , 3.o 4.o i
·1

il 0.075 ______ i 1.5 : 2.0 i 2.5 I 2.5 I 3.0 2.5 ', 3.0 1'
I I
0.105 ______ : 11.5 I 1.5 i 1.5 i 2.0 j 0.105 ___________ 1.5 11.5 2.0 2.5 I 3.5 I 4.0 I 1
I
i 0.135 ______ i I ' ! 1.5 1 1.5 2.0 2.5 1 3.0 0.135 ___________ 1
! 2.0 2.5 ! 3.0 3.5; 4.5: I
i o.16s__ ____ ; i 1.5 1.512.0 I 2.0 j 2.5 0.165_, _________ I 12.5 l 3.0 ! 4.0: 5.0 I

I , I
,------------------'------- I
: AIRCRAFT WHEEL LOAD-110,000 lb. dual to 200,000 lb. dual; 1
AIRCRAFT WHEEL LOAD-110,000 lb. d. to 200,000 lb. d; 190,000
'190,000 lb. dt. to 350,000 lb. dt; up to 750,000 lb. ddt & 1,500,000 lb I lb. dt. to 350,000 lb. dt.; up to 750,000 lb. ddt. & 1,500,000 lb.
1
Metal Pipe diameter (in.) · Metal ! Pipe diameter (in.)
1
thickness thickness ,-------------
I (in.) i 12 18 24 36 48 60 J2 84 96 (in.) ! 36 48 60 72 84 96 108 120 ;
!-------,-------...,.------,------1 , I !
I I I, I :
I
1
i I
0.060 ______ : 3.o : 3.o : 3.o .
'0.075 ______ ! 3.0 3.0: 3.0 I 3.5 5.0
I
I
I
'1 I I
I 0.060 ___________ 4.0 4.5 i 5.0 ii 5.0
! 0.075 ___________ 1 3.0 3.5 ' 3.5 14.0
I

4.0 : 1

o.1os__ ____ ! · 2.0 : 2.0 : 2.5 3.5 4.5 • I : 0.105 __________ _( 2.0 2.0 3.0 I 2.5 4.0 ! 4.5 : .
o.m ______ ! 1 I 2.0 3.o j 4.o I 4.5 1 5.5 i 0.135 ___________ 1 2.5 i 3.0 3.5.4.015.0; I
0.165______ 2.5 , 3.5 4.0 : 5.0 ! 5.5
I
0.165 ___________ : I 3.o : 3.5 . 4.5 , 5.5 I

I ASBESTOS CEMENT I
l CLAY AIRCRAFT WHEEL LOAD-up to 30,000 lb. single and up to 40,000 ;
:--~- I
: AIRCRAFT WHEEL LOAD-up to 30,000 lb. single and up to 40,000 I I lb. dual [
• lb. dual Asbestos : Pipe diameter (in.) I
cement- l : - - - - - - - - - - - - - -
I
1
I
!I Pipe type Ii
Pipe diameter (in.) class J 6 10 12 16 18 24 30 36 42 I
I 6 10 12 15 18 21 24 30 36 1500_______ , 2.5 i 2.5 ! 2.5 2.5 i I 1 : i I
i 2.5 i 2.5 I 2.512.512.5 I I
1
2400 ______ _1 2.5 I I I

1.5 i 1.5 i 1.5 1.5 1.511.5

&~re-i
clay _____ ! 2.0 !I 2.5 I12.5 Ii 2.5 lI 2.5 I. 2.5 I 2.5 I 2.5 I 2.5
1 1
3300 _______ , l.5
4000_______ l.5 1 1.5 I 1.5 11.5 1.5 1.5 1.5
I
,
II

5000 _______1. 1.5 1.5 j 1.5 1.5 I 1.5 11.5 ,. 1.5 j 1.5 ,

l 2.0 12.0 I 2.0 I. 2.0 I2.0 I 2.0

6000 _______ . , I 1.0 ; 1.0
I
Extra clay!! 2.0 \ 2.0 i 2.0
strength I j 7000 _______ 1
1
i :
I
I
J

1 1.0 I 1.0 11
I
AIRCRAFT WHEEL LOAD-40,000 lb. dual to 110,000 lb. dual
AIRCRAFT WHEEL LOAD-40,000 lb. dual to 110,000 lb. dual Asbestos Pipe diameter (in.)
1
I
I
I
Pipe diameter (in.)
Pipe type I class , -
cement- 6 -10- -
12 - 16
- -18- -24- -
30 - 36
- -42-
I I 6
10 12 15 18 21 24 30 36
i 1500_______ 5.5 I 5.5 1 5.5 5.5 i 6.0 I .
!Std. strength; , ; l ! 1 ! \ I 2400 _______ , 6.o , 6.o 6.o 6.o 6.o
: clay _____ 4.0 , 5.5 6.0 , 6.0 ! 6.0 I 6.0 6.0 ; 6.0 6.0 I 3300 _______ : 3.5 3.5 3.5 3.5 1 3.5 3.5
3.5 3.5 I 3.5 :
1

I Extra
1
!-i--:--!--:--,----·---- 4000 _______1
1 3.5 3.5 3.5 , 3.5 :
5000 _______ ! I 3.5 3.5 3.5 3.5 3.5 3.51' 3.51' 3.5 :
i stren gt h cla y' 2.0 i 3.5 : 3.5 ! 3.5 : 3.5 I 3.5 3.5 3.5 5 6000_______ : 2.5 2.5 ,
I 7000 _______ . , 2.5 i 2.5 :

Par 14 Chap 4
 I

AC 150/5320-SB Page 43

'l'.\BLE III.-:\Iinimnm depth of cover in feet for pipe under flexible pavement (Part 2)

CORRUGATED STEEL 2 2/3" x 1/2" CORRUGATIONS CORRUGATED STEEL 3" x 1" CORRUGATIONS
AIRCRAFT WHEEL LOAD-Up to 30,000 lb. single and up to AIRCRAFT WHEEL LOAD-Up to 30,000 lb. single a,1d up to 40,000
' ________ 4_0._oo~O~lb_.~d-ua_1_ _ _ _ _ __ lb. dual
Metal Pipe diameter (in.) Metal Pipe diameter (in.)
1
thickness I thickness
(in.) 12 18 24 36 48 60 72 84 96 (in.) 36 48 60 72 84 96 108 120
I : . :
I
I I I I I I
I
I

0.05L .... 1.0 1.0 1.5 ! 1.5 :

I i
0.064 ...... 1, 1.0 , 1.0 1.0 · 1.5 I 1.5 :
0.052.. .........
0.064 ...........
1.5
1.0
, 2.0
2.0
1.5
2.0
1.5
! - I :
2.0 12.0 2.0 i ! j
0.079..... .1 1.0 ' 1.0 1.0 1.5 I 1.5 1.5 I I ' I o.019 .. .••.••.•. 1.0 1.5 2.0 12.0 I 2.0 I
11.0 1.5 :
I 1.0 1.0 . 1.0 : 1.0 1.5 : I I 11. u
1·

o.10L .... 1 0.109 ........... 1.0 1.0

1.0 5 I 1.5 i 2.0 ' 2.0 •
1.0
I 0.138...... 1.0 , 1.0 1.0 1.0 I 1.5 '
I o.138 ........... 1.0 1.0 1.0 i
11.0 11.0 i 2.0 I 2.0 1
I 0.168 ...... i I 1
1.0, 1.0: 1.0 1.0 i 1.511.5 0.168 ..... ······ 1.0 1.0 1.0
1.0 1.0 1.5 2.0 2.0 I
I ! : . 1 1

AIRCRAFT WHEEL LOAD-40,000 lb. dual to 110,000 lb. dual AIRCRAFT WHEEL LOAD-40,000 lb. dual to 110,000 lb. dual
Metal Pipe dian,eter (in.) Metal I Pipe diameter (in.)
thickness thickness
(in.) 12 18 24 36 48 60 72 84 96 (in.) 36 48 60 72 84 96 108 120
i ,---~.------------ I
1 : !i '
t 0.052.. .... : 1.5 • 2.0 , 2.0 : 2.5 o .052. _...... _.. 2.5 3.0 3.0 3.0
i 0.064 ...... 1 1.5 : 1.5 2.0 i 2.5: 2.5
I

0.109...... I
I

0.07L .... ! 1.5 ! 1.5 , 2.0 ! 2.5 :. 2.5, 2.5

1.5 , 2.0 , 2.0 , 2.0 2.5 ,
o .o64 __ .... __ ... 2.0
0.079 ........... 1.5
0.109 ........... 11.5
2.5
2.0
1.5
2.5
2.5
2.0
3.0
2.5 i:: ii : I,., I
2.0 2.0 : 2.5 . 3.0 I 3.0 1,
0.138...... : . 2.0 2.0 2.0 2.0 2.5 ! j 0.138.. ......... 1.5 ! 1.5 1.5 I 2.0 12.0 , 2.0 , 2.5 1 2.5 1
I
1
I

0.168...... ,
!
2.0 , 1.5 2.0 2.0 ' 2.0 ' 2.51
I
I 0.168 ........... u
1
1.5 1.5 i
11.5 2.0 2.0 ! 2.0 I 2.5 1
I I I
, I ' j

AIRCRAFT WHEEL LOAD-110,000 lb. dual to 200,000 lb. dual; AIRCRAFT WHEEL LOAD-110,000 lb. dual to 200,000 lb. dual;
190,000 lb. dt. to 350,000 lb. dt.; up to 750,000 lb. ddt. i 190,000 lb. dt. to 350,000 1b. dt; up to 750,000 lb. ddt.
Metal Pipe diameter (in.) I Metal Pipe diameter (in.)
I 36
J 1

thickness 1

(in.) ; 12 18 24 36 48 60 72 84 96
thickness
(in.) 48 60 72 84 96 108 120 I
I
0.052.. .... 2.0 2.5. 3.0 3.0
1
0.052 ....... ~~ 3.o 13.5 !1· 3.5 j I I I ! j'
0.064 ...... i 2,0 2.5 2,5 i 3,0 I 3,0
I
1 0.064 ........... 2.5 '13.0 3.5 I 3.513.5 l ! I .
0.079 ...... i 2.0: 2.0 i 2.5 • 2.5, 2.5 3.0 i : 0.079 ........... 2.0 2.5 3.0 , 3.0 , 3.5 3.5 : I i
0.109 ...... ' ; 2.0 '2.5; 2.5 · 2.5. 3.0 , 0.109-. ......... 2.0 I 2.0 . 2.5 , 2.5 : :r.o
1
, 3.5 . 3.5 i 3.5 ,
0.138...... 2.0 1 2.0 2.5 3.0 3.0 0.138 ........... 2.0 : 2.0 ! 2.0 112.5 ', 3.0 : 3.0 : 3.5 i 3.5 !
0.168...... I 2.0 2.0 2.5 1 3.0 3.0 I 3.0
II 0.168 ........... 1 2.0 12.0 i 2.0 2.0 I 2.5 : 2.5 i 3.0 I 3.0 I
I I ! ! I

AIRCRAFT WHEEL LOAD-Up to 1,500,000 lb. 1 AIRCRAFT WHEEL LOAD-Up to 1,500,000 lb. II

Meta, Pipe diameter (in.) 1 Metal I Pipe diameter (in.)

thickness
(in.) 12 18 24 36 48 60 72 84 96
I
I
thickness
(in.)
I 36 48 60 72 84 96 108 120 j
I -------------------,--
,
I 0.052...... I I ; ; : ! i
1
1 1
'
2.5 2.5 , 3.o, 3.o I 0.052.. ......... 3.0 3.5 ' 3.5 II I : i ,
, 0.064 ...... , 2.5, 2.5 2.5 3.0
I 0.079 ...... 2.5 • 2.5 ; 2.5 2.5 ,
3.0
2.5 3.0 '
I 0.064 ...........
0.079 ...........
2.5 3.0 3.5 3.5 . 3.5
2.5 2.5 3.0 3.0 1' 3.5
I j j I
j
1 3.5 ,
1 I I
: 0.109 ...... ' · 2.5 · 2.5: 2.5 2.5 :.3.0; . i 3.5'
I 0.138 ...... 1
I
I 2.5 2.5 2.5 3.0 i 3.0' , I 0.109 ...........
0.138 ...........
2.5 2.5 2.5 2.5 3.0
2.5 2.5 2.512.513.0
! 3.5
1
3.0
! 3.5
. 3.5 I 3.5
0.168 ...... 1
I! : , 2.5 1 2.5 · 3.0: 3.0 3.0 I 0.168 ........... 2.5 II 2.5 2.5 2.5 2.5 : 2.5 : 3.0 ; 3.0 I

I_ 1 ! • 1 I ! 1 I I ! J ! I

STRUCTURAL PLATE PIPE-9" 121 /2" CORR. FOR ALUMINUM; 6" x 2" CORRUGATIONS FOR STEEL
l
AIRCRAFT WHEEL LOAD-Up to : AIRCRAFT WHEEL LOAD-40,000 Al RCRAFT WHEEL LOAD-110 k.d. AIRCRAFT WHEEL LOAD-Up to
30,000 lb. s. or 40,000 lb. d. lb. d. to 110,000 lb. d. to 200k.d.; 190 k d.t. to 350 k. d.t.; 1,500,000 lb.
: to 750 k. d.d.t.

, Pipe dia. +8 but not ,ess than 1.0' I Pipe dia+6 but not less than 1.5' Pipe dia. +5 but not less than 2.0' Pipe dia+4 but not less than 2.5' j
I

Chap 4 Par 14
 Page 44 AC 150/S320-5B

TABLE III.-1\Iinimum depth of cover in feet for pipe under flexible pa,ement (Part 3)

NONREINFORCED CONCRETE
AIRCRAFT WHEEL LOAD-Up to 30,000 lb. single and up to 40,000 AIRCRAFT WHEEL LOAD-40,000 lb. dual to 110,000 lb. dual
ib. dual
Pipe diameter (in.) Pipe diameter (in.)
Pipe type Pipe type
4 6 8 10 12 15 18 21 24 4 6 8 10 12 15 18 21 24
Std.
~,~
Std.
I 2.0
strength
Extra
strength
2.0
1----
I 1.0 . 1.0
2.0

1.5
2.0

1.5
2.5

1.5
2.5 2.512.5

1.5 - : 1 - : 1.5
2.5 strength
Extra
strength
3.5

1.5 2.0 I 2.5

4.5

3.0
5.5

3.5
6.0

3.5
6.0

3.5
6.0

3.5
6.0

3.5

REINFORCED CONCRETE
AIRCRAFT WHEEL LOAD-Up to 30,000 lb. single and up to 40,000 lb. dual
Reinf. concrete Pipe diameter (in.)
0 01" crack
D·load I 12 15 18 21 24 27 30 33 36 42 48 54 60 72 84 96 108 120 132 144 I
800 •••••••••.••• 1 I I i 2.0 I 2.0 I2.0 I
2 .0 1.5 i; 1.5 1.5 1.0 11.0
I 1.0 11.0 I I 1.0 . 1.0 I 1.0 11.0 1.0 1.0
1000 •.•...••.••. , 2.0 I 2.0 2.0 2.0 , 1.0 1.0 1.0 1.0 1.0 1.0 1.0
1350 •.•..•.•.... 1 1.511.5 1
1.5 1.5 1.5 [ l.5 I 1.5 1.5 1.5 ! 1.0 1.0 1.0 i 1.0 I 1.0
I 1.0 1.0 1.0 1.0 1.0 1.0
2000 •.•..••••••. ! 1.0 1.0
3000 ••...•••••. .1 1.0 1.0
i
I
1.0
1.0
1.0 I 1.0 11.0 11.0 1.0 1.0 11.0 11.0 1.0 11.0 11.0
1.0 11.0 1.0 1.0 . 1.0 1 1.0 I 1.0 1.0 1 1.0 , 1.0 1.0
1.0 1.0 1.0 I 1.0
1.0 1.0 1.0 I 1.0
1.0
1.0
1.0
1.0
AIRCRAFT WHEEL LOAD-40,000 lb. dual to 110,000 lb. dual
I Rein!.
I
concrete
0.01" crack i
Pipe diameter (in.)
D·load i 12 15 18 21 24 27 30 33 36 42 48 54 60 72 84 96 108 120 132 144
800 .•.•••.••.••. 1 i I I I
I I I I I I l
6.5 I 5.5 4.5 13.5 i 2.0 11.5 1.5 1.0
I
1000•........... 1 5.5 I 5.5 5.5 I 5.5 5.5 I 5.0 ' 5.0 15.0 4.5 • 4.5 I 4.0 . 4.0 ' 3.5 I 3.0 ' 2.0 1.511.0 1.0 1.0 1.0
I I
i
1350 •..•.•....•. : 4.0 i 4.0 i 4.0; 4.0 3.5 3.5 I 3.5 I 3.5 · 3.0 3.0 1 2.5 I 2.0 2.0 ! l.5 11.0: 1.0 1.011.0 1.0 1.0
I
2000 •...••.•••.. : 3.o \ 3.o 2.5 2.5 1 2.512.0 12.0 i 2.0 \ 1.5 ! 1.511.5 1 1.0 1.0 1.0 1 1.0 11.0 1.0 1 1.0 1.0 1.0
3000 ••••.....•.. , 2.Q 2.Q 1 }.5 i l.5 1.5 l.5 I l.Q I }.Q: l.Q 1.0 11.0 11.0 I l.Q 11.0 I l.Q 1.0 l.Q 1.0 1.0
I I
1 1.5

AIRCRAFT WHEEL LOAD-110,000 lb. dual to 200,000 lb. dual; 190,000 lb. dual tandem to 350,000 lb. dual tandem; up to 750,000 lb. d.d.t.
Remf. concrete Pipe diameter (in.)
0.01" crack ,-----------------------------------
D·load j 12 15 18 21 24 27 30 33 36 42 48 54 60 72 84 96 108 120 132 144

800 ••.••••••.••• 1 ' I I i I I I I I I I I I I I I i I

mt::::::::::: 7.017.0 I
1·

1.0I7.0 7.0 6.5 6.5: 6.5 6.0 6.0 6.0 I 6.0 6.0, 6.0 6.0 5.5 , 5.5 1 5.0 1 4.5 4.0
1
I 2000 •.••...•.•... 4.0 ! 4.0 14.0 4.0 1I 4.0
3000 •••...•••••. j 3.0 i 3.0 . 2.5 I 2.5 , 2.0
I
4.0 ! 3.5 ! 3.5 3.5 1' 3.5 I 3.0 12.5 2.0 2.0 ' 2.5 I 2.5 1 2.0 : 2.0
1

2.0 1 2.0 , 2.0 2.0 , 1.5 , 1.5 1.0 1.0 1 1.0 i 1.5 , 1.5 11.0 1 1.0
I 1
1
2.0 ! 1.5
1.0 : 1.0
AIRCRAFT WHEEL LOAD-Up to 1,500,000 lb.
1
1
Rein!. concrete ' Pipe diameter (in.)
0.01" crack
D·load 12
I 15 18 21 24 27 30 33 36 42 48 54 60 72 84 96 108 120 132 144
2000 •.••.••••••• [ 7.0
3000 ••••••••••.. / 4.0
I 74.o.0 II 74.0.0 '1 4.0
7.0 ·17 .0
4.0
·1 6.5 : 6.5 ·16.516.0 16.0 '16.0 '16.0 16.0 l 6.0 16.0 '16.0 16.0 16.0 i 6.0 16.0
4.0 i 3.5 3.5 3.5 3.5 3.0 3.0 3.0 I 3.0 3.0 3.0 3.0 3.o I 3.0 3.0
1. Cover depths are measured from top of flexible pavement, however, provide at least 1 foot between bottom of pavement structure and top
of pipe.
2. The types of pipe shown are available in intermediate sizes, such as 6", 8", 15", 27", 33", etc.
3. For pipe installation in turfed areas use cover depths shown for 30,000 pound single; 40,000 pound dual.
4. Cover depths shown do not provide for freezing conditions. Usually the pipe invert should be below maximum frost penetration.
5. Blanks in tables indicate that pipe will not meet strength requirements.
6. Minimum cover depths shown for flexible pipe are based on use of excellent backfill.
7. Minimum cover depths shown for rigid pipe are based on use of class B bedding. . .
8. Minimum cover requirements for concrete arch or elliptical pipe may be taken from tables for reinforced concrete circular pipe, prov1dmg
the outside horizontal span of the arch or elliptical pipe is matched to outside diameter of the circular pipe (assumes that classes of the pipes are
the same).
9. Pipe cover requirements for "up to 1,500,000 pounds" are theoretical as gear configuration is not known.

RIGID PAVEMENT
For all types and sizes of pipe use 1.5 foot as minimum cover under rigid pavement (measure from bottom of slab, prov.iding pipe is kept
below subbase course). Rigid pipe for loads categorized as "up to 1,500,000 lb." must, however, be enher class IV or class V reinforced concrete.

Par 14 Chop 4
AC 150/5320-56 Page 45

rDensety Compocted
Backftl I

- Densely Compacte Lightly Compocle

Bockf•II Bockf;11 Loose
Bockf,11

fine G,ooulof
_of:ie,_ Fill Moter1ol

IClassA) I Closs D)
CONCRETE CRADLE IMPERMISSIBLE
BEDDING BEDDING

- Ot:M,e\y Compoc1td
Backfil I
Compacted Granular - ,. ' - Lightly Compacted Backftll
Moter101

~';,Be
• -Compocte6 Granular Moteriol Or
1 Closs B ) I Class Ci Densely Compacted Bockf,11
Fl RS T CL AS_S BE DOING ORDINARY BE()_DING
Trench Conduit Bedding
- t.ot1o1rol Ground Surfoct ,---- '"'op Ot EmbC',kmo:.n! , - Top Of Emboritr.ment - Top Of Embank rT'er•
:-,.,,.,,::{~~ .t-\ M . .A:::3. 1 ~0(;::.S z,"< *'' ~&~~',/-.?··'~
I
/~'<! Tfu'<. (-.._<0( {SJ'.-*,\. -·~'<?)'WT!)\\

[-.ter10• l Interior , [1ter1or

,Prism ' Prism Prism Tren,11 To Be Oi.9 1n
Compacted F1 !I and
Refilled w,th LOOse,
Plane Of EQuol Settlemerit Compressible Motenc1
I ---r , ·.
Nohuol Grou"d --:, '1

Sutfoc.e- 1-

.:'.-t.1oturol Ground Surface

la) (b/ ( C) Id)

TRENCH CONDUIT POSITIVE PROJECTING NEGATIVE PROJECTING IMPERFECT (INDUCED)
CONDUIT CONDUIT TRENCH CONDUIT

Trench And Pro1ect1ng Conduits

F IGl:RE 27. Trench anrl projecting <·onduits.

Chap 4 Par 14
Page 46
ceirn consideration. The pipe grades should
be established to proYide the necessary depth
of cornr, that is, the distance between the !op
of the pipe and the paYement. A safe design
requires consideration of the probable maxi-
mum wheel load, the inherent strength of the
pipe, the details of construction conditions, the
type and bearing strength of the paYement,
and a factor of safety. The design of airport
paYements is predi~ated on gross aircraft
weights as applied to the type of landing gear
geometry, i.e., single, dual, and dual-tandem
wheels. The recommended minimum depths
of coyer giYen in Tabl~ III should be used.
X ote that cm·er under flexible pa wment rnries
with the aircraft wheel load and type of pipe,
whereas cornr under rigid parnment does not
im·ohe such yariables (see rigid paYement re-
quirements in Table III ( Part 3) ) .
b. The manufacturers of rigid and flexible
pipe use different factors and procedures for
calculation of loads on pipe. Table III in-
cludes recommendations of the manufacturers·
oro-anizations for minimum cm·er requiremets.
l:c
This publication does not include recommenda-
tions for other than minimum coyer situa-
tions-for other than minimum co,·ers it is
suo-o-ested that the literature listed in the biblio-
gr~;hy be used. That literature permits de-
termination of either the maximum allowable
fill height or of pipe types suitabe for depths
beyond the influence of lirn, loads. The con-
tr~l and method of placing pipe under high
embankments affect the magnitude of the re-
snltant load. ".,.hen the pipe is installed in a
trench of specified width, the resultant load on
the conduit is less se,·ere or critical. ,Yhen the
installation does not im·ohe a trench or where
the trench width is not controlled-that is, rnry
wide in proportion to width of pipe-the mag-
nitude of the load becomes more critical. Be-
cause of the influence of the abo,·e installation
conditions, underground conduits of the rigid
type are classified into two major groups:
trench conduits (Figure 27 (a)) and embank-
ment conduits (Figure 27(b), (c), and (d) ).
Embankment conduits are further snbddiYided
into positiYe and negati ,·e projecting sub-
o-rou})S ' de1)endino-
~ ~
on whether the conduits, as
Par 14
AC 150/532C-58
installed, are abo,·e or below the existing
ground surface.
(1) Trench conduits are those which are
installed in relati ,·ely narrow trenches dug in
passiYe or undisturbed soil and then coYered
with earth backfill which extends to the orig-
inal ground surface or for some distance abm·e
the pipe. When the conduit is placed in a
trench not wider than two times its outside
width and coYered with earth, the backfill will
tend to settle downward. This downward
mm·ement of the backfill in the trench abm·e
the conduit is retarded by frictional forces
along the sides of the trench which act upward
and help support the backfill and thus reduce
the dead load.
(2) Computation of actual loads on pipe
installed as shown in Figure 27 (b )-positiYe
projecting conduit with the pipe placed on the
natural ground eleYation-shows that the re-
sults are yery similar to those for pipe installed
in trenches ( measured at top of conduit), wider
than se,·eral times the maximum outside con-
duit width. For both these situations, the load
on the conduit could be as much as three times
greater than the load on a pipe installed in a
narrow trench.
(3) Between these extremes are many Yar-
iations. The closer the engineer can come to
producing a trench type of installation, the
more fayorable are the loading conditions.
There are two methods of construction that
would tend to reduce some of the load factors
normally found in projection conduits. These
are the negatire projecting conduits and the
imperfect or induced trench, (see Figure 27(c)
and ( d) ).
(a) The negatfre projecting conduits
are those installed in shallow trenches of such
depth that the top of the conduit is below the
natural ground surface. They are then coYer~d
with an embankment which extends some dis-
tance abm·e the ground elerntion.
(b) The imperfect trench (induced
trench) is the method of construction in which
a cushion of compressible material is placed
in a purposely constructed trench directly
aborn the pipe in th{' interior of the embank-
ment.
Chap 4
AC 150/5320-58
These two installations act to reline
the load on the conduit. ~Iany designers haw
adopted them for placing conduits under high
embankment with remarkable success.
c. The supporting strength of a rigid con-
duit depends mainly on the width and quality
of the contact between the pipe and the bed-
ding, as this affects the distribution of the
wrtical reaction. Subsidence of conduits is a
reflection of the load bearing capacity of the
in-place soil and distribution of the load-such
capacity' should be determined by soil tests.
Four classes of bedding are used for installing
rigid conduits. They are listed in the order of
their relafo·e load distribution capability (see
Figure 2i).
(1 l Ola.ss A: This method consists of plac-
ing the lower part of the conduit in a cradle
of concrete haYing a minimum thickness under
the pipe of one-fourth the nominal internal
diameter and extending up the sides of the pipe
to a height equal to at least one-fourth the
outside diameter. The minimum compressiYe
strength of such concrete shall be 200 p.s.i.
(21 Gla.ss B: This method prO\·ides that
the conduit be set on fine granular material
in an earth foundation carefully shaped to fit
the lower part of the pipe exterior for a width
of at least 60 percent of the outside diameter
of the pipe. AlternatiYely, the pipe may be
bedded in compacted granular material which
extends up to the midpoint of the pipe diam-
eter. The remainder of the pipe is entirely
surrounded by thoroughly compacted granular
materials.
13) Glass C: This method requires that the
earth foundation be shaped to fit the lower
part of the pipe exterior "·ith reasonable close-
ness for at least 50 percent of the outside di-
ameter of the pipe. Alternatirnly, the pipe
may be bedded in compacted granular ma-
terial or densely compacted backfill. The re-
mainder of the pipe should be surrounded by
compacted granular or fine-grained material.
(4) Cla8s D: This method requires little
or no care either in shaping the foundation sur-
face to fit the lower part of the pipe exterior
or in filling and compacting all spaces under
and around the pipe. This method is not
recommended.
Chap 4
Page 47
Experimental data indicate that the four
classes of bedding, in the order listed above,
ha,·e load factors of approximately 2.8, 1.9,
1.5, and 1.1. The load factor is the ratio of the
supporting strength of rigid pipe in the field
to the strength in the three-edge bearing test
(D-load).
d. The term "D-load" is used to express
the allowable load on reinforced concrete pipe
in pounds per linear foot per foot of internal
diameter. Thus, field loads expressed in pounds
per linear foot may be converted to D-load by
dh·iding by the nominal pipe diameter in feet.
The advantage of the D-load designation is
that all sizes of different types and classes of
pipe of a girnn D-load in similar bedding and
installation conditions generally will support
the same earth load.
e. Conduits installed at a depth somewhat
greater than the minimum cover depths of
Table III are subjected only to dead loads.
The dead loads may be greater or less than the
actual weight of the column of material abow
the conduit, however, the weight of the ma-
terial is a primary factor in the maximum al-
lowable depth of backfill. The associations
representing producers of different types of
pipe have prepared tables of allowable depths
of backfill for the various sizes, strengths, and
shapes of pipe. These tables also take into ac-
count such factors as the unit weight of back-
fill material, width of trench, class of bedding,
whether in trench or embankment and for flex-
ible pipe-the stiffness of the pipe wall. The
tables are applicable to airport drainage de-
sign.
15. LOADS ON STRUCTURES.
a. At some airports it is necessary to install
box cuh-erts in lieu of conduits, in order to
provide great drainage capacity. Although not
related to drainage, utility tunnels are often
similar in design to box culverts. These struc-
tures, as well as inlet grates and taxiway
bridges, are subject to direct aircraft loadings
at some airports. Large aircraft such as the
B-74i, DC-IO, L-1011, etc., will impose loads
substantially in excess of 350,000 pounds, i.e.,
up to 860,000 pounds. It is said that increas-
ingly heavy aircraft will be deYeloped so that
Par 14
Page 48
a 1.5-million pound aircraft appears feasible
and reasonably certain to materialize.
Ob,riously, point loading on some structures
will be greatly increased oYer that used for de-
sign assumptions in the recent past. Accord-
ingly, it is recommended that structures, which
may need to accept loads such as mentioned
here, be designed to withstand the following
loadings:
(1) For spans of 2 feet or less in the least
direction, a uniform live load of 250 p.s.i.
(2) For spans between 2 feet and 10 feet
in the least direction, a uniform liYe load rnry-
ing between 50 p.s.i. and 250 p.s.i., in direct
proportion to the span length.
(3) For spans of 10 feet or greater in the
least direction, the design should be based on
the most critical loading condition which may
be applied by gear configurations as illustrated
in Appendix 2 to AC 150/5320-6A, Airport
Pa,·ing.
b. The following elements of Appendix 2
to AC 150/5320-6A are also applicable to
drainage:
(1) As always, footing design will rnry
with depth and soil type. For shallow struc-
tures or those subject to direct hea,·y aircraft
loads, such as inlets and box culrnrts, concen-
trated load design may require hea,·ier and
more widely spread footings than heretofore
prO\·ided.
(2) Locked wheel braking loads must be
anticipated for structures subject to direct
wheel loads.
(3) Because soil is relatinly insensitfre to
increased loadings, a soil cm·er is recommended
ornr structures where clearances permit.
16. EROSION CONTROL.
a. An important item in airport drainage is
to proYide for adequate protection of cut-and-
fill slopes. Unless the slopes are correctly de-
signed for the type of material contained in
them, erosion will start during the first storm.
The usual engineering practice is to establish
a certain percentage of slope for the type of
material encountered as shown on the soil pro·
file and to maintain that slope throughout the
particular section.
Par 15
AC 150/5320-58
b. ·when cut-and-fill slopes are constructed
to obtain the most economical section, some
prorision for their protection should be made.
In airport construction, these slopes are usually
made as flat as possible and vary from a 2 :1
slope to one as flat as 10 :1. Cut slopes more
than 8 to 10 feet deep, with higher ground
above them, should be provided with a cutoff
surface ditch constructed several feet back
from the top of the bank and running parallel
to the top-of-cut line to intercept the surface
water fl.owing down from the higher ground.
To protect the cut slopes, it may be necessary
to riprap, sod, sprig, or seed with rapid-grow-
ing grass or regetation. It is good practice
also to construct a ditch at the base of the bank
to intercept. the flow of runoff. Figure 28
illustrates seyeral recommended types of in-
terceptor ditches.
c. All fill-slopes that are more than 5 feet
high should be protected against surface water
erosion by building berms and gutters along
the top of the slope to intercept the surface
water and to prevent it from spilling down the
slope. The surface water, thus intercepted,
may be disposed of by properly constructed
concrete spillways, vertical drop inlets, or
other suitable means of conducting the water
down the slope to proper outfall ditches. Ser-
eral recommended types of embankment pro-
tection structures are shown in Figure 29.
" 7hen a berm is placed along the top edge of
the embankment, some method of protection is
necesary, for example, by shooting the berm
with a light asphaltic material, sodding the
berm, or prm-i.ding paved gutters. The method
which most nearly satisfies local conditions
should be used.
d. One oversight in the construction of the
spillways has been the failure to provide an
adequate cutoff wall beneath the apron at the
entrance to the spillway. This cutoff is most
important to prernnt water from seeping under
and along the spillway, and causing faiure
from lack of support. It is desirable to con-
struct either a series of baffies or a stilling basin
at the base of the spillway to reduce the ve-
locity of the flowing water. The elevation at
the outlet should be the same as that of the
ditch into which it empties. ·where open-
Chap 4
AC 150/5320-58
trough type spillways are constructed, their
cross-sectional area should be larger than that
required for the design storm, and prodsion
should be made in the design for ample free-
board.
e. The channel below culrnrt outlets or spill-
ways should be protected against erosion.
Usually headwall or stilling basin structures
are provided as illustrated in Figure 29-to-
gether with stone riprap in the channel. If
a headwall, stilling basin, or riprap is not pro-
vided-then erosion may be expected in most
soil conditions and with other than minimum
Yelocities. The erosion will occur as gully
scour or as a scour hole. Gully scour may
erode the bottom and sides of the channel so
se,·erely as to undermine the cuh·ert, destroy
or clog the channel, and cause loss of embank-
ment. A scour hole can undermine the storm
drain causing loss of some of the pipe sections.
Chap 4
Page 49
The required dimensions of the apron of the
structure and/or riprap are predictable. For
example, hydraulic laboratory investigation
and field observations show that gully scour
may be expected in a cohesionless soil if the
Froude number of flow in the channel below a
culvert outlet ( without a structure or riprap) is
0.35 or greater. The Froude number (Fo)
equals average velocity of flow at the culvert,
f.p.s. (Vo) divided by the square root or ac-
celeration due to gravity, ft./sec. 2 (g) multi-
plied by the culvert diameter, ft. (Do) or
Fo = Voyg Do. Then the length of area to be
protected, if maximum tailwater applies, equals
Do ( 8 + 55 Log Fo). The beginning width of
such area equals 3 Do and the area increases in
width with a flare of 1 on 5. These and other
relationships are explained in reference 33 of
the bibliography and texts on drainage.
Par 16
? :.
UI

0,
Interceptor In Soils Thot Erode Rapidly "\,Edge of Runway or ....0
This Slope Should Be Toxiway Safety Area
Flottened And Protected.

1
,o .. . ~
Subject To Soil Condition And Bockslope Various
Means Of Stobilizotion Moy Be Found Acceptable
Such As Bituminous Fogs, Jute Mesh, Strow, Sod, Ete. n·,\C:l,,e<
"' ~,o
~2~ o<
SURFACE 8 INTERCEPTOR DITCHES
Sod Lining

Types of Unings
Sod Riprop
Glay Concrete
Sodded Ditch Lumber Asphalt
Ripropped Ditch

SURFACE DITCH LININGS

2nd Ditch, Where

Needed On Long Construct Check Dom When
Bock Slopes. Velocity Is Great Enough To

-/ -- 7....
Couse Scouring.

~Ope
l/;

~i_'..J
SURFACE 8 INTERCEPTOR DITCHES

,..
n
Types Of Surface And Interceptor Ditches ....
n-:r
0
....
._
0
u,

"O
FIGURF. 2R 'l'yp0,; of ,;11rfae0 an<I int0recptor ditches.
?
....m
"'
AC 150/532.0-58 Page 51

Prei'obncoied metal End

Sections Or precost (nd ----\
Sections May Atto Be Uud

\ \ e·
• .----~~-r-\-r,
A . ··~"-
A PRON

-.. --r~'*---
.... ------- ---
'' 0

ALTERNATE
STILLING BASINS

R,pro~

~--~-·--- SECTION 8-8

Concrete Bofflu -----,,

~.
B

8 BERM DRAINAGE STRUCTURES

Vor1qblt

.
I
>
\Mttol, VCtoy,Atb Cement.O,
\C°"'rttt P1pt
O,om Vor,oblt ---,

...I____
SECTION 0-0

I
0
APRON :1·
~---
I
;:. Jo~·
L=z:...~ ~..,,.,.,_~--=~~==-----~

: ~---;_~-----~-~---~-=--=-= =-=-.=-

)--- · ; :
I
r:::: PLAN
VERTICAL DROP INLET

Typical Embankment Protection Structures

FIGl"RE 29. Typical embankment protection structures.

Chap 4 Par 16
I

• Page 52 AC 150/5320-58

This page intentionally left blank.

AC 150/5320-58
Chapter 5. THE DRAINAGE SYSTEM
17. BASIC INFORMATION REQUIRED.
a. In this chapter, each of the steps con-
sidered pertinent to the actual design of an
airport drainage system will be considered in
their respective order. A typical layout plan
and the drainage criteria described before will
be used. Before any design can be undertaken,
certain basic information and data must be
arnilable to develop and detail the drainage
system. These data should consist primarily of
the following:
(1) The contour map of the airport and
adjacent areas.
(2) The "drainage working drawing~~
showing the layout of the runways, taxiways,
aprons, and building areas.
(3) All rainfall data, such as frequency,
intensity, and duration of storms. Rainfall
intensity-duration cun·es should be plotted for
storms of a 5-year frequency ( considered ade-
quate for airports) and the resultant graph
used for runoff quantities in conjunction with
the design. A frequency cun·e for 10 years
should also be plotted for checking excess
storms and verifying ponding capacity. A 2-
year curve will illustrate intensity-duration
for the shorter return period. These cunes
should be prepared using the appropriate
ESSA-,Veather Bureau Technical papers or
charts (see Chapter 2, paragraphs 3c or d).
(4) Plotted centerline profiles of all the
runways, taxiways, and apron areas, with nec-
essary cross sections.
(5) Boring plans and soil profiles pre-
pared on the basis of soil tests, including data
on ground water eleyation.
(6) Temperature data, especially records
on maximum and minimum temperatures dur-
ing seasons of freezing and thawing and on
depth of frost penetration. Also, snowfall
records indicating maximum and average
depths of fall per month.
Chap 5
Page 53
(7) Data, when obtainable, on the infiltra-
tion properties of soils encountered and any
· actual runoff records for drainage areas in the
locality having similar characteristics and soils.
(8) Information on existing and future
aircraft use for selection of appropriate
strength for grates, covers, and frames for in-
lets and manholes.
b. In the actual design, the initial step is
a comprehensive study of the topographic map
that is extensive enough to include the areas
surrounding the airport site, to permit iden-
tifying possible contributing surface or sub-
surface flow, to determine general direction of
flow, and to locate natural watercourses or out-
falls. The existence of any major local con-
struction or improvement that could affect
drainage disposal should be evident from the
map. An example is Figure 30.
c. The outline of the boundary of the air-
port plus the location of the special airport
features such as runways, taxiways, aprons,
buildings, and roads have been superimposed
on the map. Possible outfalls that can be
utilized for runoff are shown in the southern
section and to the west of the ~,y /SE runway.
The airport is rather flat, without any nearby
outstanding high areas; for this reason there
should not be any outside flow towards the
airport site. There is no development in the
immediate neighborhood to cause any drain-
age problem. As noted from the contours, the
outlet pipes can be daylighted within reason-
able distances and ditches can be used for out-
falls.
d. As the map shows, this particular site is
higher than the surrounding terrain, a situa-
tion which simplifies the drainage objective be-
cause there is no possibility of flooding. In
some other airport locations where the site
elerntion is relati,·ely low, there may be prob-
lems with the outfall disposal. Thus, a care-
Par 17
Page 54
ful study of the topographic map will disclose
the characteristics of the area terrain and the
general pattern of drainage design i1n-oh·ed.
18. DRAINAGE LAYOUT.
a. ·with the general configuration of the ter-
rain well in mind, actual layout of the drain-
age system can now be undertaken. This can
best be done on the drainage working draw-
ing (Figure 30), upon which have been placed
the runway layout and the tentatirn finished
grading by contours drawn to a I-foot interrnl.
The finished contours re,·eal that a crown sec-
tion has been used which is the standard
cross section for the runways, taxiways, and
safety areas. This cro,Yned section slopes each
"·ay from the centerline of the runway on a
transrnrse grade to the edge of the pavement,
except where it becomes necesary to warp the
grade to provide a smooth transition at the
intersection of pavements. As noted on the
typical cross section of Figure 31, the inter-
mediate areas of the runway safety area, each
side of the runway pavement will be on a
trans,·erse grade away from the paYement.
This grade may be rnried slightly to properly
desip1 for drainage to inlets.
b. Sm-eral trial drainage layouts will be nec-
essary before the most economical system can
be selected. The first consideration will be the
tentatiYe layout serving all of the depressed
areas in which owrland flow will accumulate.
The inlet structures will be located, during the
initial step, at the lm,est points within the
field areas. The pipelines will be shown next.
Each of the inlet structures will be connected
to the field pipelines, which in turn will be
connected to the major outfalls.
c. Before proceeding further, recheck the
finished contours to ascertain whether the sur-
face flow is a"·ay from the pa,·ed areas, that
the flow is not directed across them, that no
field structures fall within the paved areas
( except in aprons), that possible ponding areas
are not adjacent to pavement edges, and that
there are no excessi,·ely long distances for sur-
face water to flow into the inlets. If there
is a long gradual sloping swale between a run-
way and its parallel taxiway (in which the
longitudinal grade, for instance, is all in one
Par 17
AC 150/5320-58
direction), additional inlets should be placed
at regular interrnls down this swale. Under
such conditions, the ridge shown in Figure 8
will protect the area around the inlet, prevent
by-passing, and facilitate the entry of the water
into the structure. If the ridge area is within
the runway safety area, the grades and grade
changes will need to conform to the limitations
established for runway safety areas in other
ad,·isory circulars. It is also essential for all
ponding area edges to be kept at least 75 feet
from the edges of the pavement. This pre-
vents saturation of the base or subbase and of
the ground adjacent to the pavement during
periods of ponding.
d. After the field storm drain system has
been tentatively laid out and before the actual
computations have been started, the areas con-
tiguous to the graded portion of the airport
which may contribute surface flow upon it
should again be studied. A system of open
channels, intercepting ditches, or storm drains
should be designed where necessary to intercept
this storm flow and conduct it away from the
airport to conrnnient outfalls. Several types
of interceptor ditches are shown in Figure 28.
A study of the soil profiles will assist in lo-
cating porous strata which may be conducting
subsurface water into the airport. If this con-
dition exists, the subsurface water should be
intercepted and diYerted.
e. All inlets, structures, and pipelines should
be identified by numbers or letters for ready
reference and for use in the computation sheets.
It is customary to start numbering at the out-
let end of the pipeline and to progress up-
grade. The areas contributing to each inlet
should be outlined and the acreage deter-
mined, differentation being made between the
types of surfacing such as paYement, turf,
earth, and so on. Profiles of the existing
ground and final grades along the proposed
drainlines should be obsened and perhaps
plotted; these data will be needed in deter-
mining the grades of the pipeline (see Figure
32).
f. Unless the pipe size changes, the flow line
through the inlets should be uniform. Occa-
sionally, drop inlets are installed to alleviate
steep gradients on the pipeline.
Chap 5
 I

AC 150/ 5320-Sb Page 55

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i
/
I

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'

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:ca. 0
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oA
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Chap 5 Par 18
... ...
!! .
c&
. ~ - - - ---- t - - - - - - 2 , 0 ·~___!_()~
z----L6~'._- t
· 1t, -------- - - - ----· 250'.._ _____ --·- ---1,-- ______ ----·-----
6
u,
°'
I
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--t !,!_qp_t_ .c:~~ 1 'I.
_l__5_'-_ . , '":-.
--~-
/ --;~-.-~ ----·

/_o
-Bou
' / ·1
Runway PovlnQ Surface
c'f"~:-~c.::-:---=',~Tc=-·-='::-::::_-::, .:, ~-
---- ----
Lsuborode , / Subbose
__! 5-'----t----------~-.~

lo•- 11.5\
lnttr"'tdlolt
Area Mor
,slope 1.5'-

Ditch
Subsurloee Drains
Storm Oroln System With
~ ·'' .l\\•

2' Min Bottom Inlets and Manholes

SECTION A-A
--r
i]r--J 0
_ 1 _

\
1 /Lomphole
D,tch ~ ___________________

r
...g
500' Mo•
- -·- -i
- E- ,.._--..-== =
_ 0_!01~7
Run~oy___ P~_vl_,!'O_ ~urfo~_,__ __
=-e=
A_ !_ _ _ _ _ _

- -
/7 -
;,, Oro1n ~
,._ ''
Manhole
~lif ,-: ~-c'-~.
/ :
With Grate'(~~ To
1
I:•~•~-·-=._·:_
Out foll Ditch
_Varl~blt

P:: -(~:P~:o~
_ _ -t---""•rloblL2.00'.='0.o:_
0

E·~:~;l:-N~~-)
----+- . ______
tl~ ~ "~= ,-~-~
Y11tJab11 ~
0
~- - r::~== - ~-c ~-;cO-c-=- c :, . -:-C:-'c-c• ·

- 250'
------· ----~
-1)(1'
Runway Paving Surface --
Slope 15 \ !>,
l..---=--$~

z:= -- Slope 15\

-=-,---c:-=:-:--c-.----
/_ Subbose L
Sub9rodt
Storm Oroin Sytttm
Storm Drain System With Inlets and
With Inlets ond manholes Manholes
SECTION B-B
,;;;f'\_To Oulloll Ditch
II
F--:.:Q:--=. ---=-==- =--,_-_-_-:: = ~ -,_-_-_-,_- =-----_-_-_-_-_-_--tg-- =---=--= ==-=-"'--=-~--=- -=--=-i'l=--::.--=-------=-----= = =--.:-=f B ::.-=----~ -=.:&.-- ---
C:
e
e---------- Runway Pov!!!.i__~urfoc1 -----· _

-_ -. -- -_ -- -= ==::-::. ::.:. C: :::,-_-___ -::..-_--=- =-=:, _-:cQ--.:::. :::._ -_ -----:. = = = =--:. --';-j=- =- ====-=~ I=.:. :.CJ:..-_ ---:,-_ -:..:.
_ . - - - - lnl1t1 - - - - - Monhole With Grote~
==--a~ =- -- -= == =--::.--:. -_:: _-_ u;,=.
I Vorloblt l Vorlobil 200' -400' j, Vorlobl• .~ ;I
.--- Ta_1j~oy

~B
PLAN ( Typical Example No. 2) ~To Outfall Ditch )lo
n
Oimenelone and Slopes Sh""n Above

-
u,
111u1trote A Major Alrpa,1 and Are 0
Runway Safety Area And Runway Drainage Nol Applicable To Al I Airport,.
u,
n c.,
:r ~

...
D
Frnur.E 31. Runway safety area an<l runway drainngf'.
?
u,
u, co
 n >
.,,:r
D
n

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-...
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~

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.. ,o H[.&OWALL
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. ,,>- e!tt' ae• tt1Pf,_ 16•9'
... ~· IIJ• Pl,E
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". 4,
t . ,,,t..
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NOTES•
!>, ,.. 3
O' lnl•t 9rotu pkleed 0.1 fHt below flni1hed 9rod1
"· 1+ :,o
011tonct1 shown for plpt a,, to cent,n of int,11
#1t SH o,ow1n91 of Inlets ond headwall for cl1toil1
50t97
PLAN

-oE.:1=1=:c
c~lc =:c*1'=,,I.= s:r.l=t=-.t=-:t=c:p=
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i:l ,....-0:·-~or:~- ·~~

l; ..... ·I==
slf.11 -•il 1=-f=
tY I ..... If
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ald:,o~ S•~ . ·o~-• ....'E - ,so·.,"'·P1P£ s-000017··
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MIV~_._',_t~~ ···••· tft ··---f - +---+--·-·-+- ~,t- n•!f ~•o· ll'tl 1•00001 ,!I

!iii lLlV 111~§§:@~3==.l;~=.:lEEE~~~:-'t I==

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...l 32. Plan and profile or drainage pipe .

l
• FIGURE
"'....
Page 58
g. Ditches form an integral part of the
drainage system. The size of the ditches and
their functions are quite variable. Some
ditches serrn to carry the outfall away from
the pipe system and drainable areas into the
natural drainage channels or into existing wa-
tercourses. Sometimes it becomes necessary
to construct extensiye peripheral ditches.
Their purpose is to receiYe outfall flow from
the drainage system, to collect surface flow
from the airport site or adjacent areas, and to
intercept possible ground water flow from
higher adjacent terrain. Open ditches are
liable to erode if their gradients are steep and
if the Yolume of flow is large. "\Yhen neces-
sary, the ditches may be turfed, sodded, stab-
ilized, or lined to control erosion.
h. "\Yith the plans and data referred to in
the preceding text, it is possible to design the
drainage system. A step-by-step drainage pro-
cedure is as follows:
(1) Identify the structures and estabish
the lengths of pipe segments between struc-
tures. Scaled dimensions are of sufficient ac-
curacy at this stage.
(2) Select Yalues for coefficients of run-
off "C' for the se,·eral types of surfaces over
which water will flow. Table I may be used
as a guide in arri,·ing at acceptable rnlues for
this factor.
(3) Compute a weighted rnlue of "C", if
required, as explained under "Runoff Coeffi-
cient;' paragraph 5.
(41 Determine the distance from the inlet
to the most "time-remote"' point in the tribu-
tary subarea. If in flowing from such point,
water traYerses different types of surfaces, the
lengths of flow oYer each type of surface should
be determined.
(51 Using the distances determined accord-
ing to step ( 4), the time of flow to the inlet
from the most "time-remote" point can be
established. The time so determined is the
"inlet time.'' It may be obtained by the use
of the currns in Figure 7. If the distance ex-
ceeds the limits of the currns, use the formula
in Figure 7. Keep in mind that the total length
of ornrland flow may consist of sereral sub-
lengths, each of different surface or slope.
Par 18
AC 150/5320-SB
(6) Determine the time of concentration
for the inlet in accordance with the principles
outlined under "Time of Concentration,': para-
graph 6.
(7) From the plotted rainfall curve for
the design storm, find the rainfall intensity "I"
for the corresponding time of concentration.
(8) Record the acreage of the subarea
which is contributing to the inlet.
(9) Compute the quantity of runoff by
the formula Q = CIA. This is the amount of
water which must be accommodated by the
drain pipe from this inlet.
(10) Select slope and determine the pipe
size which will carry the runoff. Charts as
shown in Figures 9 through 12 may be used.
(i) As the design progresses along the line,
the runoff naturally accumulates. Each suc-
ceeding pipe run carries the water from the
upper reaches of the system in addition to the
water introduced through its immediate in-
let structure. This accumulation, however, is
not necessarily a straight arithmetic summation
of flows from preceding inlets. Flow from in-
fluent lines may have to be adjusted to repre-
sent the amount of water which they are con-
tributing at the time of concentration for the
point being investigated.
19. SURFACE DRAINAGE.
a. A portion of the actual design of the
system can now be considered in accordance
with criteria and data gh·en previously. For
example, the area between the apron and taxi-
ways of the airport layout has been selected
for detail analysis in making the necessary
calculations and determinations (see Figure
33).
b. The rainfall data for the location under
study has been obtained from graphs found
in the U.S. "\Veather Bureau Technical Paper
Ko. 40. These data haYe been plotted and
curves drawn (Figure 6) to indicate the in-
tensity of rainfall. The cun·e of the intensity-
duration for a 5-year frequency will be used
in the computations. From this cun·e, the in-
tensity for the corresponding time of concen-
tration for each inlet can be readily deter-
mined and used in the S)'Stem design.
Chap s
AC 150/5320-SB
c. After the drainage layout has been de-
cided and sketched on drainage working dra"·-
ings, the extent of the subarea contributing to
each intake structure is measured and tabulated.
The recording of the sizes of the subareas is
shown in Table IV. Inspection of the areas
will show that surface water ' ""ill flow partly
oYer paYements and partly m·er turfed areas.
A runoff factor of 0.90 has been assumed for
the paYed areas and 0.30 for the turfed areas.
A weighted yalue of the factor "(''' or runoff
coefficient was calculated as explained in Chap-
ter 2 and is shown in Table IV. In working
up the data shown in Table V, a bell-and-
spigot type of pipe was used and a rnlue of
n = 0.015 was assumed.
d. For conYenience in the computations and
recording the results, a form such as that of
Table V is suitable. Explanation of the Yar-
ious columns of this form is as follows:
(1 l Column I identifies the inlet being in-
wstigated. All structures should be numbered,
preferably starting with the first structure
from the outfall and progressing along the
line to the uppermost end.
121 Column 2 identifies the particular seg-
ment of the drainage system beinf! designed.
(31 Column 3 shows the length of that
segment of the line.
141 Column 4 giYes the ··inlet time .. or time
required for water to flow oYerland from the
most time-remote point of the tributary sub-
area to the inlet being considered.
151 Column 5 gi,·es the "flow time·'
through the particular pipe segment. This is
obtained by diYiding the pipe length by the
rnlocity of the drain. See column 12 for Ye-
locity.
161 Column 6 shows the time of concen-
tration. For inlets 12 and 13 in the example,
time of concentration equals the "inlet time."
Maximum flow does not occur at inlet 11 until
all areas tributary to it are contributing to that
inlet. All areas are contributing to inlet 11 in
55.4 minutes (see note in Table V).
171 Column 7 shows the coefficient of run-
off for the subarea contributing to the inlet. A
method of determining the runoff factor is
illustrated in Table IV.
Chap S
(8) Column 8 gh-es the rainfall intensity
based on the time of concentration and the de-
sign storm frequency ( from Figure 6).
(9) Column 9 giYes the acreage of the sub-
area immediately tributary to the inlet being
inrestigated. (See Table IV.)
(10) Column 10 shows the amount of nm-
off from each tributary area as determined by
the Rational Method formula Q = CIA.
111 l Column 11 gires the accumulated run-
off which must be accommodated. In the ex-
ample problem the maximum accumulated
runoff to be discharged from inlet 11 consists
of the runoff from the subarea tributary to in-
let 12, plus the amount of runoff from the sub-
area tributary to inlet 11. The total accumu-
lated runoff at inlet 11 is shown in the table.
1121 Column 12 gh-es the wlocity of flow
through the pipe, determined by diYiding the
pipe capacity by the area of the pipe. To be
self-cleaning, drains should be designed to
haYe a flow Yelocity of not less than 2.5 f.p.s.
1131 Colunm 13 giYes the size of the pipe
required to accommodate the flow.
1141 Column 14 shows the slope of the
pipe. Selection of the slope usually will be
goyerned by such factors as topography,
amount of coYer, depth of excaYation, desired
discharge Yelocity and capacity, and elerntion
of discharge basin or channel.
1151 Column 15 shows the capacity of the
pipe in cubic feet per second on the slope in-
dicated. ObYiously, the capacity must exceed
the accumulated runoff if the system is to op-
erate properly ( use Figures 9 through 12).
1161 Column 16 gi,·es the invert elerntion
of the structure identified in Column 1.
1171 Column 17 is arnilable for any re-
marks pertinent to the design.
e. It is obvious that many combinations of
pipe sizes and slopes can be selected which will
prm·ide the required pipe capacity. It is good
practice to select the smallest size pipe, con-
sistent with such considerations as economy of
excarntion and flow Yelocity, that will accom-
modate the desired discharge. rsually 12-inch
pipe is the minimum size used to carry sur-
face runoff. It is the general practice to in-
crease pipe size as the Yolume of water to be
Par 19
Page 60 AC 150/5320-58

••2 - + - - - - - - - - - - - > .
APRON
''
')
';--------··· I

4T =----=--
'I
----------- I
I
I
L
I
I
I
I
I
I
I
I
....,,.
)(

,,.-<
:e

GRAPHIC SCALE

100 0 200 400 FEET

LEGEND

a Inlet
Ditch
Storm Droin
Limits of Contributing Dro,noge Areo

Portion of airport showing drainage design

Fwt·RE 33. Portion of airport showing drainage design.

Par 19 Chap 5
AC 150/5320-56 Pc,g~ 61

TABLE IY. Design data for drainage example in Table Y

DESIGN DATA FOR DRAINAGE EXAMPLE IN TABLE V

lnlel Tributary Area To In let, ( in ocrts) Dist once Re mote Point To lnlef ( in ff I Time !'or Overland flow ( in mins.J
No Pavement Turf 80th Sub Totol 11 Pavement Turf Toto\ Pavement Turi Tola\

12 4.78 9.91 14.69 14.69 (00 790 890 4 48 52

II 5.48 9.24 14 72 29.41 90 750 840 4 <19 53

10 1.02 I0.95 1 l.97 41.38 65 565 630 3 36 39

l'!, 1.99 1'3.51 ZL50 21 .50 110 1140 1250 4 58 62

1.46 78.93 85 612 697 4 38 <12

9 14.59 16.05
Totals 14.73 6420 78.93
-
Weighted Average For 'C" For Tributary Area To:

To Inlet@ To Inlet(@)

4.78 i 0.90 • 0.29 1.02 o.9o • o.oa

14.69 IT.97x
9.91 ~
--x
14.69
0.30·~
IJ.97
X 0.30 • 0.27
--
C • 049 C• 0.35

To Inlet @ To Inlet@

5.48 X 0.90 • 0.34 1.99 X 090 • 0.08

14.72

9.24
14.72
X 0.30 • O.t 9
C • 0.53
~.
21.50

21.50
0.30• 0.27
C • 0.35

®
~.
To Inlet

0.90 • 0.08
16.05
14.59 X 0.30• 0.27
16.05 C • 0.35

Subtotals ore shown to ii tustrate that the area contributing lo dowt'lstreom it'llets is a summation of
trit>utory areas obove them plus the atea COt'llributing lo the inlet itself This prevails where lime
of concentration for the in1e1 in question is also o \Ummotion - see paragraph 6b ( I ) .
tn runoff colculolions the' occumutotion is ac111olly mode by addition of the runoff from
lhe line se11ments ( os shown by Tobie v ).

Chap S Pot 19
"D
!! 'fAm,p; V. Drainage RyRtem rteRip;n <latn -:
- "'.
,0
...
0-

DRAINAGE SYSTEM DESIGN DATA

2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
.,..- . ·- - ----,--- - -------r- f

'c
C
0 :o.. "ti Q)
Q)
a.

- _~....
Q)
Cl> Q)
,.,_ 0 ~:,
a.
a:
--~
Cl>

-
E C

....Cl>
c,,
Cl>
(/)
Cl>
0
.c
'& E
..

C c,,
C
Q)
E
i=
....
Q)
E
i=
3
0
Cl>
E
C
Cl>
u
:: ~Q
o:::Cl>
C
Q)
-o~'"'
- "'
C C
.... <l
o.
]o 0
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E::
::, 0
0 C
>,
.... 0
·uoO
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a.
0
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Q)
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0
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u a.
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-...
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·.;:
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0

0
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Remarks
C 0 C -0 Cl>
.... ·- Q) ::, u :, 0 > Q)
Cl> :, 0 o-
..... ~~ >ii -0
Q) ·- 0
C
:..J ...J (/) C
LL (.) a:: t) 0:: C a:: <l a:: (/) (/) (.) 0
C
-
-
lJJ

FT MIN MIN MIN IN/HR!ACRESI CFS CFS I FT/SEC I IN I FT/FT I CFS

c=--

I 2 I 12-11 51 o 11 52 3.4 52 0.49 I 1.98 I 14.69114.25 I 1425 1 20 30 I .0016 I 14. 25 153096 ( n • 0.015)

~ ) __ j_l_i_-~5_Ll-5_3__j_~_._o_L5~~ 19· ~3 J~ 90JJi:_~2114 02 i 29 01 I 20 48 I .0008 I 35.0 1528.64 / See note below

10 10- 9 550 II 39 3.3 I 604 0. 35 I I 78 I I . ~ 7.46 36 53 28 54 .0007 I 45 O_J 5274? t__~ee note below

13 13- 9 73011 62 3.9 62

f------+------------+-----+----·-
o. 35 I 1. 76
21 '.50 f
13 24_
13 24 3.1
f---·--- _3.Q___ __~()_ I 8 )_1_~0.~~+-------

9 9-0UT/ I I 45 I/ 42 4.2 65.9 o.35 I 1.10 16.05 9.55 59.32 3.3 60 .0008 I 65~--! 526.:?!+-------~----
OUT 525.65
f - - - - - - - ~ - - - - ' - - - . - J ' - - - - L - _______..J______......il... _ _ _ _ _ . J . - . _ ___ . ------- ------

NOTE: Time of concentration for Inlet #11 is 55.4 minutes (52-t- 3.4 = 55.4) which is the most time remote point

for this inlet. Likewise time of concentrotion for 1n let #IO is 60 .4 minutes ( 52 + 3.4 + 5.0 = 60.4 )

>
n
u:
n
:T
0
-......
0

"'
"ll ?
"' "'.,.
AC 150/5320.:.58
accommodated mcreases. The ,·elocity in the
entire system should be maintained or increased
progressively along a line to pre,·ent settle-
ment of suspended solids. Care should be
taken to avoid flow retardance or the creation
of turbulence in the system as this also will
cause settlement of suspended solids.
f. A form similar to that described may be
used in the design of any of the several sec-
tions of the system. The desriability of using
ponding areas should be studied and the sys-
tem should be checked for its capability to
take care of storms heavier than the design
storm.
20. PONDING.
a. The rate of outflow from a drainage area
is limited by the capacity of the drainage fa-
cility serving the area, usually a drainpipe.
,vhene,·er the rate of runoff at a structure such
as an inlet exceeds the drain capacity, a tem-
porary storage or ponding occurs. As soon as
the rate of inflow into a ponding basin be-
comes less than the drain capacity, the accumu-
lated storage will be drawn off at a rate equal
to the difference between the capacity and the
rate of inflow. The rate of outflow from a
ponding basin is affected somewhat by the ele-
vation of the water at the drain inlet, and it
will increase as the head on the inlet increases.
Because of the flat slopes on an airport, the
surface areas of the storage basins surround-
ing the inlets are usually rnry large in com-
parison with water depths at the inlets. Al-
though the hydraulic gradient at the inlet is
raised slightly because of ponding, any in-
crease in drain capacity should be considered
a small factor of safety and not taken into
account.
b. Figures 34 and 35 and Table VI have
been prepared to illustrate the proposition of
ponding. For example, the area to be drained
is part of that shown in Figure 33 except that
for simplification, the contours have been
changed to create one large ponding area with
only one drain to handle all the runoff. The
size of the drain can be varied to compute the
different time periods needed to discharge the
volnm<> of ponding accumulated.
Chap 5
Page 63
c. A study of the cumulative rainfall for
5-year and 10-year frequency will be used as
the rate of supply. The rainfall usually di-
minishes gradually in intensity after a couple
of hours. Shown in the table is the tabulation
of the hourly intensity in inches for various in-
ten·als for both the 5-year and 10-year fre-
quency. Also shown are all the necessary data
for the cumulative runoff for the two fre-
quencies, and the discharge for a 30-inch diam-
eter pipe. These data have been plotted in
Figure 35. Also plotted are the discharge
capacities for 21-inch, 24-inch, and 33-inch
pipes.
d. Computations indicate that if the inlet is
constructed to an eleYation slightly below con-
tour 534, there will be a ponding storage ca-
pacity between it and contour 536 of 243,300
cubic feet. From Figure 35, it can be seen that
the 33-inch pipe will empty the area in 39 min-
utes after the start for the cumulatiYe runoff
from the 5-year frequency storm and will
empty the area in 51 minutes after the start
for the cumulatirn runoff from the 10-year
frequency storm. The 21-inch pipe would pro-
,·ide sufficient discharge to keep the maximum
ponding down to 82,985 cubic feet after 60
minutes after the start of the runoff for the
10-year frequency storm: howe,·er, this pipe
would not empty the ponding area for an addi-
tional 3 hours or more.
e. One objecfo·e should be to limit the pond-
ing to less than 243,300 cubic feet, and it will
be noted that even the 21-inch pipe would ac-
complish that. Another objectiYe should be
to dispose of the ponded Yolume in a reason-
able time so as not to have ponds in the run-
way safety area for long periods. Also, a pro-
longed storage of water may make the area un-
stable for some time after the storm and may
kill the grass. For example, note that the
21-inch pipe would not empty the pond from
a 5-year storm for more than 3 hours. The
30-inch pipe would, howe,·er, empty the pond
in less than an hour. Under these circum-
stances, the 30-inch pipe would be a more ac-
ceptable selection, howernr, the 21-inch pipe
might result in the hazards mentioned above.
Par 19
 I

Page 64 AC 150/5320-SB

_/I
~ - - - - - - - - - TAXIWAY - --541 - - - - - - - - · - ---t-- - -
·,, 540 '
5 39

GRAPHIC SCALE

100 0 200 •oo

Volume Of Possible Storage

Area A • 320,000 sq. ft ( Contour 536)

Area B • 5 000 sq. ft (Contour 534)
Depth b • 2.0 It.
V • Y5b ( A+ B + VAS )
• 2/3 (320,000 + 5000 + 40,000).
.,.,
ct,
• 243,300 cu ft

LEGEND
.,...
0

D Inlet
)- Headwall
Storm Drain
Drainage Area \ \
\ \
r Pandi"Q Area

Example Of Providing For Ponding Area

FIGt.'RE 34. Example of providing for ponding area.

Par 20 Chap 5
AC 150/5320-58 Page 65

TABLE VI. Computatiovs for ponding example in Figures 34 and 35

COMPUTATIONS FOR PONDING EXAMPLE IN FIGURES 34 AND 35

Hourly Intensities for Various Time Intervals from Figure 6

Time 5 yr. Frequency 10 yr. Frequency

5 min 6.12 6.96
10 min 4.68 5.34
15 min 3.96 4.48
20 min 3.40 3.90
30 min. 2.74 3.12
60 min. 1.76 1.97
90 m,n 1.28 1.45
120 min 1.05 1.23

O• Cl A Distance most remote point - 1600'

A• 4. 4 7 Acres, Pavement 120' across povement, 1480' across turf
• 45.05 Acres, Turf Concentration Time; 4.5 t 70.7 • 75. 2 minutes
• 49.52 Acres, Total AverogeC•4.47x0.90 + 45.05x0.30 • 0 _354
C • 0.90 For Pavement 49.52 49.52
0.30 For Turf
I• I 50 In (From Fig6for 75.2 min) CA• 49.52 x 0.354 • 17.53
Q• 0.354 x 1.60 x 49.52 • 26.29 c.f.s. Runoff rote when all areas contributing
n• 0.015 S•0.7% 30"pipe will corry 30c.f.s lhr.•3600x 30•108,000c.f.

Cumulative Runoff in cu. ft. For 5 min. for 5 yr. storm

I • 6.12 ( From above) 5 min. • 300 seconds
Q: CIA CA:17.53
Q • 17.53 x 6.12 • 107.28 c.fs. 107.28 x 300 • 32185 cu.ft*
Thus:

Minutes Cu Ft Supplied By 5 Yr Storm Cu Ft. Supplied By 10 Yr Storm

5 17.53 X 6.12 X 300 : 32185* 17.53 X 6.96 X 300 • 36603

10 17.53 X 4.68 X 600 • 49224 17.53 X 5.34 X 600 • 56166

15 17.53 X 3.96 X 900 • 624 77 17.53 x 4.48 X 900 • 70681

20 17.53 X 340 X 1200 • 71522 17.53 X 3.90 x 1200 • 82040

30 17.53 X 2.74 X 1800 • 86458 17. 3 X 3.12 X 1800 • 98448

60 17.53 X 1. 76 X 3600 • 11 I 070 17.53 x 1.97 x 3600 • 124323

90 17.53 X 1.28 X 5400•121167 17.53 x 1.45 X 5400 • 13 7260

120 17.53 x 1.05 X 7200 • 132 527 17.53 X 1.23 x 7200 • 155246

Chop 5 Par 20
,D ,D
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~ $

0 ~
~

:::f' lI r I
160 I
,o

. f 1
I
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60

I
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vt 71 r 1
I - /1 I I I ,._,,..i.,~
J L++'t
I 7""1" ...j 160
_.._ --- -____ 1______ .
I

140- \ I .--1/----1 /I 1----i \ I -+--~I \ 4140

~ -----t---
8120
0

j
0

§
100

80
T l-
l-
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. I \~\

I / ............I. -/.. I
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I I+----- ---

--1-f/f -;;,r+-/~""b·.ffo"-·---1~1~1--l·-·-,,"""..'.'/"ow•" ... \-- -c--~.:--

~

+-·. t
I

l-~
t 1...,........1 --t---t-

t- - --- t -- . +· ---+~:--+--+-----+ - ··-1

I ··i-··- \-
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--··\·· --\--·
~t120

j 80
IOO

g l v y __ ,-:-Y-."'" _.,,ty <I' _ l_ .;1 , ~- . _. _--·~-- .. V , • ··-- ,-·-·-··- •• · - ·

{i 60 ~J--1/ A--\.-~'Y-•Q /.,v I j ~ 1 f ~ ' 2 -1 v ·; --j f J f 1· I - -- \ j 60

Pondtng Areo Copocity 24 3 1 '300 tu.ft.

40 I- VI\---+/.,/ I .V I .--r' _. I ,---1 I I t
P Maximum PondinCJ 5 Year Frequency 69,732 cu. ft
t 40

P' Mo11mum Ponding 10 Year Frequency 82,985 cu ft.

20 I fl---A>1 J.,, ~ -- l l I I I i I l I 1 j l i j l 20

O 0
0 5 10 15 20 30 60 90 120 150 180
Time ( in Minutes)
I ,..
n
I ~
9
D
,
Cumulative runoff for ponding in Figure No 34

FIGURF. Rri. <;11m11lative rnnoff for ponding.

-
"~'
0
I
"' "'~
AC 150/5320-SB
21. SUBSURFACE DRAINAGE.
a. Subsurface drainage to be considered on
airports consists, in general, of prO\·iding in-
tercepting drains to divert subterranean flows,
draining wet masses or areas, controlling mois-
ture in the base or subbase of pa rnment or any
combination of these. Draining large field
areas by subsurface drainage is not usually
necessary on airports, since it can be done more
efficiently by grading properl~· and installing
surface drainage. Subdrains shoud be designed
to function as subsurface drains only and
should not operate to remove surface drainage.
b. The presence of a high-"\\'ater table on an
airport site calls for a thorough soil suney
and a determination of the cause of such under-
ground "ater. The details of a comprehensiYe
soil suney are co,·ered in Chapter 2 of AC
150/5320-6A. The water table may be exten-
sive or be located in one or more isolated por-
tions of the site. The soil horizons and types
of soil will definitely reveal "hether it is:
(1 l pocketed in pervious soils over un-
pen·ious stratum,
(2) In low areas of an undulated 1m-
pen·ious stratum,
(3) confined within a porous waterbearing
stratum, or
(4) "·ithin a high flood plane of a stream
or "atershed.
In many locations the water table fluctuates
with the seasonal rainfall. This should be
checked when making the soi] surwy. Condi-
tions 1 and 2 can generally be best relieved by
the use of subsurface drains placed within the
actual areas having the high-water table. Con-
ditions 3 and 4 are usually remedied by cor-
rectly placing intercepting surface ditches to
cut across the porous water-bearing stratum,
or to install intercepting drain lines, occa-
sionally supplementing either with subsurface
drains within the area affected. Figure 36
illustrates types of subsurface installation that
hare prornd satisfactory.
c. Even though a very thorough soils sur-
rey of the site has been made, the presence of
free-flowing ,Yater should be noted during con-
struction. "'hen encountered~ action should
be taken to collect and dispose of it. If free-
Chap 5
l'age o,
flowing water is found in only a small area, the
drain line may be carried to an appropriate
outfall. If that solution is not found to be
practical, the line may be connected to the
sealed surface system by a connection similar
to that shown in Figure 37. Care must be taken
to prevent the water in the sealed system,
when flowing full, from backing up into the
subdrainage line and saturating the area con-
tig,.1ous to the subdrain.
d. Certain types of soils are self-draining,
some can be drained by artificial means, and
others are not drainable.
11) Soils such as grarnlly sand, silty sand,
and some types of clay sands are often self-
draining.
(2) Soils like sandy clay, clay silts, and
certain sandy silts are drainable, and subsur-
face drains wil be effectire. The percentage
of sand in these soils determines their ability
to be drained.
(3) Soils composed of silt or clay without
a sand content such as silty clay, silt, and clay
are difficult or impossible to drain.
(4) Although the abO\·e general soil class-
ifications are helpful in deciding where sub-
surface drainage will be practical, the penious-
ness of a given soil, base, or subbase course is
measured by the coefficient of permeability.
There are seYeral methods of determining the
coefficient-both in the laboratory and in the
field. The coefficient of permeability is ex-
pressed as centimeters per sec. (1 cm./sec. =
1.97 ft./min.) repr~senting rate of flow. The
range of coefficients is Yery large so they are
usually expressed as values with exponents
ranging from the most permeable at 102 to
rery impermeable at 10·9 • The value 10·4 is a
useful reference point as a soil with such a
coefficient. is just able to drain a very heavy
rainfall. The coefficient of permeability of un-
treated base and subbase courses depends prin-
cipally upon the percentage by weight of the
fraction passing the 200-mesh sieve. For ex-
ample, on that basis material meeting FAA
construction Specifications P-154, P-208, or
P-209 would haw, coefficients ranging from
10- 1 to 10·4.
Par 21
Page 68
A Corps of Engineers study shows, how-
ever, that the drainage characteristics of base
course materials may also depend on the den-
sity of the material. Increases in density
(compaction) cause large decreases in permea-
bility and moderate decreases in effective po-
rosity. Moreover, the drainability of a highly
compacted material can approach zero when it
contains as little as 5 percent fin.es (passing the
200-mesh sieve).
The investigation of need for subsurface
drainage to protect the pavement subgrade
should therefore include a determination of
permeability of subgrade soils and parnment
courses. Similarly, the practicality of inter-
cepting drains could be indicated by the co-
efficient of permeability of the soil in the area
selected for installation of the drain pipe.
Pavement courses that have been adequately
stabilized with cement or bitumen are im-
permeable, therefore, a pavement edge drain
system would be unnecessary. A high water
table or other circumstances resulting in wet
subgrade soils may, in these cases, best be han-
dled by interceptor drains.
e. It is important, during grading opera-
tions, to place the best drainable type of soils
arnilable adjacent to or beneath the paYed
areas. This will form the strongest soil struc-
ture where it is most beneficial and, at the
same time, will provide drainage away from the
base and subbase. The poorer undrainable
types of soils should be moved to non-traffic
areas.
f. Figure 36 illustrates several different
types of subdrainage systems often used on
airports. These are only examples. The par-
ticular type to install will depend upon the
actual conditions at each airport site. A re-
view of the soil sun·ey data during construc-
tion is the only safe way to determine the
proper type of subdrainage system.
g. The design of a subsurface drainage
system is somewhat similar to that of a surface
drainage system. The flow from a subsurface
system is considerably less than for other types,
and the grades are usually flatter. The grades
should not be less than 0.15 foot in 100 feet.
The type of surface, the soil, the infiltration,
the spacing and depth of the drains, the
Par 21
AC 150/5320-58
amount of precipitation of seepage, and other
factors all affect the flow and, therefore, the
size of the pipe needed.
(1) The rate of infiltration for subdrainage
that is commonly used is 0.25 to 0.50 of an inch
in 24 hours. A rate of 0.25 inch per acre in 24
hours is equal to 0.0105 cubic feet per second
for each acre.
(2) 'When the rate of infiltration is known
the proper size of pipe may be determined
from Figures 9 through 12.
h. Generally, a single line of subsurface
drains along the pavement edges is sufficient
for the width of most runway and taxiway
bases. It may be necessary on bases wider
than 75 feet from crown to edge-such as on
aprons-to install intermediate lines of drains.
Item 7 of the bibliography is a source of de-
sign procedure and criteria for determining the
spacing of such intermediate drains.
i. The types of pipe used for subdrains are:
plain or perforated vitrified clay or concrete
pipe, perforated corrugated aluminum alloy
pipe, perforated corrugated steel pipe, cradle
inrnrt vitrified clay pipe, perforated asbestos-
cement pipe, perforated bituminous-fiber pipe,
and porous concrete pipe.
j. A type of subdrainage installation con-
sidered important in many localities for the
protection of the base and subbase of the run-
ways and taxiways is the intercepting drain.
This drain should be placed across and at the
lowest portion of the seepage stratum in order
to cut off and divert the entire flow. The
drain should seldom, if e,·er, be placed under
the pa,·ement proper.
k. The control of moisture under pavement
is the principal reason for subsurface drain-
age along the pavement edges. Free water
may collect below the pavement under several
different conditions. The water table may rise
into the base or subbase during an exceptionally
wet season, or it may be high enough to supply
capillary water to the top of the subgrade.
Frost layers contribute free water when they
thaw out and this water should be carried
away by proper drains. This can be done by
connecting the pen·ious base and subbase or
the pa,·ement with the backfill material in the
subdrain system. The subsurface drains should
Chap 5
AC 150/5320-SB
be installed in accordance with "C" in Figure
37. As shown on the drawing, these drains
need not be large; and, under normal con-
ditions, a pipe 6 or 8 inches in diameter will
suffice.
It is necessary to have access to subdrains
for observation and flushing. Inspection/
flushing holes are usually spaced no more than
500' apart. They are constructed of the same
type and size pipe as the subdrain with a grate
or cover at the surface.
I. In some localities, low temperatures and
snowfalls result in deep frost penetrations and
deep accumulations of snow on the pavement
shoulder area and adjacent thereto. As a con-
sequence, the thaw period is prolonged and
may result in saturation and thus, instabilitv
of the subgrade. ·
Although installation of subsurface drains
at the parement edges is the preferred solu-
tion, it has been found that, in some areas, a
widened base or subbase works as well and is
reasonable in cost (see paragraph 13b(3) ).
m. "When pervious bases and subbases are
used with impenious subgrades, the low area
in the longitudinal profile of the pavement can
be a troublesome water collection basin. Nor-
mally, subdrainage pipes should be installed
at the paYement edges to prm·ide an outlet for
that water. In some cases, however, french
drains (trench sections filled with perdous ma-
terial) leading from the base and/or subbase
outward. into the shoulder area will proride
some relief.
n. The construction specifications should re-
quire backfilling the subsurface trenches with
well compacted granular material to act as a
filter. To prevent the possibility of large quan-
tities of surface water entering these drains,
the pen·ious backfill material surrounding the
drains should not extend to the top of the
trench.
o. The filter material requirement should be
carefully considered because the quantity of
water to be handled by these subdrains is
relatively small and it is possible that the sur-
rounding natural soil may filter into interstices
of the filter material. The following should be
considered in filter and underdrain design :
Chap 5
Page 69
Cl I A fine material will not wash through
a filter material if the 15-percent size of the
filter material is less than 5 times as large as
the 85-percent size of the fine material and the
fine material is well graded. If the fine ma-
terial (natural foundation soil) is uniformly
graded, then the 15-percent size of the filter
(backfill) material should be less than 4 times
as large as the 85-percent size of the fine ma-
terial.
(21 The ratio of the permeability of the
filter material is also important to allow free
water to reach the pipe. Appropriate permea-
bility will be assured by conformance with
the following equations:
15% size filter material
,o
15 01. si· ze f oun d a t'10n SOI.1 = 5.0 or greater and
15% size filter material
,o
15 e1. size
• f oun d a t·10n SOI.1 = not more than 25.0.
(31 In addition to meeting the above size
specification, the grain size curres for filter
and fine material should be approximately
parallel in order to minimize washing of the
fine material into the filter material.
(41 Filter materials should be packed den-
sely, to reduce the possibility that moYement
of the fines might cause any change in the
gradation.
(51 A filter material is no more likely to
fail when flow is upward than when flow is in
some other direction, unless the seepage pres-
sure becomes sufficient to cause flotation or a
"quick" condition of the filter.
(61 A well-graded filter material is less
susceptible to running through the drain pipe
openings than a uniform material of the same
average size. However, even a filter material
haYing a wide range of gradation cannot be
used successfully over a drain pipe having a
large opening, since enough fine particles to
cause serious clogging will move out of the
well-graded filter into the pipe.
(71 Large openings in the drain pipe tend
to increase the rate of infiltration, but also
increase the tendency for filter material to
collect in and clog the pipe.
(81 ·where it is feasible to design and use
two gradations of backfill consisting of a sep-
Par 21
 Page 70
arate layers with coarse aggregate near the
openings of the pipe, pipes with larger open-
ings would probably operate satisfactorily.
p. Figure 38 is a graph of the gradation of
a sample soil that is uniformly graded, and
another that is well graded. It also shows the
uniform filter material required for backfill to
prevent infiltration of the uniform soil into the
filter material. Also shown is the well-graded
filter material required for backfill that will
prerent infiltration. This graph is an example
to illustrate the factors discussed.
(1) To use the graph, follow along the
cun·e drawn for the well-graded soil to a
point where 85-percent size passes the 0.25
millimeters. Then follow along the curre
drawn for a well-graded backfill to ,,here 15-
percent size passes a certain sieYe. It will be
noted that it is the 1.25 millimeter size or 5
times the 0.2.i millimeters. This also holds
true for uniform material cunes if the 85-per-
cent size of the uniform soil is multiplied by 4
to check with the 15-percent size of the uniform
backfill material. Thus these curYes illustrate
the piping ratio requirements. Similarly, they
illustrate the permeability ratio requirements.
(2) To use a graph of this type, the nat-
ural soil should be screened for a mechanical
analysis and the gradation cune plotted. Then
establish the 15-percent size of the backfill ma-
terial just less than 5 times the 85-percent size
of the natural soil, and construct a cun·e for
the backfill material parallel to the original
soil cune. This ,,ill be the curre of the grada-
tion of the backfill material desired.
(3) It will be noted from a study of Fig-
ure 38 that there will be a separate and distinct
gradation curre for each type of soil analyzed.
Consequently, there will be a separate grada-
tion cune for the backfill material to use with
each soil type. The limiting piping ratio for a
uniform soil is 4, and for a well-graded soil is
5, and a backfill material with a parallel grada-
tion currn not exceeding the piping ratio will
pro,e satisfactory in preYenting infiltration.
If the specifications are written so that the
gradation for the backfill material follows the
exact curre drawn parallel to the soil gradation
c11r,e with its required piping ratio for each
type of soil, it will be seen that the graded
Chap S
AC 150/5320-SB
backfill material will be ,ery difficult to pro-
duce commercially as many different soil grada-
tions may be encountered. Figure 39 illus-
trates several soil gradation c11rres and also in-
dicates the theoretical curve (No. 5) with
a piping ratio of 5 for the backfill material
for soil type No. 4. Also plotted on the graph
are the specification limits for commercial size
concrete sand and concrete coarse aggregate.
(41 A backfill material is safe to use if
the gradation curve for that material indicates
that the particle sizes are less than the plotted
theoretical gradation curYe with a piping ratio
of 5 for any particular soil. Figure 39 in-.
dicates that the specification limits of com-
mercial size concrete sand meet this require-
ment for the well-graded soil :Ko. 4. How-
eYer, the permeability ratio requirement of 15
percent size yersus 15 percent size being greater
than 5.0 would require that currn Ko. 8 be
used. Accordingly, the concrete sand should
be checked against cun·e No. 8. A pre-
liminary im·estigation should be made in the
locality of the site to determine the type and
gradation of concrete sand arnilable. If the
sand falls within the limits shown, it should
be used for backfill material.
(51 Certain installations will require the
specifying of two separate sizes of backfill
materials. The example shown in Figure 39
contemplates the use of the commercial size
concrete sand for the backfill mnterial adjacent
to the well-graded soil :Ko. 4 to prerent infiltra-
tion. Assuming that the openinf!s in the drain-
pipe would allow the finer backfill material to
enter the pipe if placed directly against it, a
larger size material which will not enter the
pipe nor allow displacement of the finer back-
fill material should be placed adjacent to the
pipe.
(61 Using the same procedure as was used
to establish cune No. 5, the safe gradation is
determined for the coarse backfill material
(larger size material) by using Figure 39
again. A theoretical gradation cune (No. 7)
with a piping ratio of 5 is constructed for the
finer backfill material by using the finer side of
the gradation band for the concrete sand as the
reference currn (Ko. 6) for this new gradation
curve, since the percentage of the smallest
Par 21
AC 150/5320-SB Page 71

/7

Drain

Edge of Safety Area J

No. I. No. 2.

Impervious "1ateriol
Shoulder-,

Perforated or open
joint subdrains in
pockeled area.

Sealed

Storm Drain -'-

No.4.
No. 3.

~~ K •
· ;_;:. Pervious Loyer ~
Pocket

Perforated or
Open Joints

Material No. 6.
No. 5.

====rz,rz,==~nwoy Surface

Interceptor

No. 7.
Types of subsurface drainage.

FIGURE 36. Types of subsurface drainage.

Chap S Par 21
Page 72
AC JS0/5320-SI

1opsoil
lopsoil
Impervious
- '
Moteriol
,_
~,,:;ii#f(.f:175
,1,.-u1
""'
(

Semi-Porous
.."'. ·:· ._ :. \-:_..·.,-:.; :•. ~:- :·. •:·~- Strata
•. Select Moteriol •. -'. .
,: with piping ratiq;
,·,

.
.
.. . ..
.
. . . ..
. •..,c:,...'O•r···
, . ..
. .
•. 0 ' . .
.
--;---:,-:-~~:: .....s !hon 5 . ·· ·
.. ·. _: o·.. ·'.·c·,
·o ·
~ ~~~-. ·. ~·· ''· ··.-:·~-·-·. ··c _' ·: ·. <>~c:.- .: · ... :
'· 0. '.:· .... ·-.. ~·-· ;__ :.. -... _. o·: ..• ::- . -o· o: ·.
· . · · · · •. ·. · · · .- · · · .- . · · ·o -· o " . · •
·. ·,-o· · ·0 •.. : .'!'. :-:.~: ·. .-.--\;~ --~·:
. . .

'!~ ...• : .... . . ' -.· ~ ·-.;: --~~Water Bearirin

- ··~ :_
~ ...... ~··.: ·.:~: . . :··:_ .... ·.-·: -.:.·~:-~-~:.:-::_ .. :•::;-_·.:.··.:.·strata:::.•_.'.
.. 0 . . . ·.. 0·.·o· ...• o -·
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·.~=.·.•.;._:. ··;·::- .•:•_.-./. ~: ....•
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.
. .. ... . . . .
........ ..
.. ·. . . . Impervious
Perforations .
. "'· . " . .
·' •. · . . . .
:. . Stroto
.

Down ..•.
''/:4'
INTERCEPTOR WITH "s"
OPEN JOINT PIPE INTERCEPTOR WITH
PERFORATED PIPE

10'
Surface
Min. 2' Min Impervious Backfill
Material-?
/ ,// , ~ ,~<;>
/ / :/,, Bose/Material/'./ /'/// ·
·~ .
••///'///'
.
/

'
.,,
/ ./ /
//./
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..
...
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.· ! :
. ..
~
-,
-

. . •
.
.

. . ..
' . .; .. •
. . '

... ..~-·,;_·. .. .. . .. .. . .' ...

Subbase ,~., :··;" · .• · ,.:. ':·'•; :;
"\.'\ -:· ~. :."·_· .. f ..._.,.. : _·. . ~;· _, -~ Subdroin
. """~.....;~-~- •• . . o

.
~..
.

·..
I

. . ... ... . .. . :.. ....

.

..
I

.
.
.
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o

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'~. . .
Approx 4:1
.. ·: . . ......
Slope i. '. ·. ·,. •.; ' •
......
. . . .. .. .. . ............
""'. •-
.
Select Moterial
with piping ratio . . . .. . . . . .•
. .
. .. .
... •
..
.
. METAL PIPE

-
;

...·~.........
.
..• _•• , .. ~.c. .......... ,.
...............
less than 5 • _4_.-.. ; ......... 1,-,.•... .•.:

See sugges ions or t . f . .

......... ...... ~"\
· • • •. , ••••••
.
. ... ~ •"'"'·.

b •f ., ,
placing aC" I
_:.....--~··:·~!:· .··J> ~,, -· ••
.'~:•:I~o·:·~:,
. ....1: .....
,· ....,
·;~.
,. ......
! . Subdroin
·._... '. ·:··. . -~--. 'j
Bedding --.JI..:... . .• . . • . •.· _1
..... ~. . ;. . . . . _ __,__ .
Sealed Line

"c''
SUBSURFACE DRAINAGE
CLAY, ASB CEMENT, CONCRETE OR
BIT FIBER PIPER
LEGEND 5KETCt£S OF SUBDRAlN CONNECTION
TO MAIN DRAIN LINE
: .:.:; Lorge Grodotions ( Filter Material) "o"
[,:·:·:~:;J Smoll Gradations ( Filter Material)

~ Impervious Material

Typical section of subsurface drains

F1Gt'RE 37. Typical section of subsurface drains.

Par 21 Chap S
n':r )I,
n
.,,
-+-
Q

"' I
Openings in. Inches Numbers ( A. S.T. M. Standard Sieve Numbers) "'0
.....
r 1f
1· f f f'f f I L_ ~ ~-'L .. 1~- 2p 3p ~o 5p rp l<j>O 110 290
"'w
!"'
100

1111

90

85

80 r-r--------+---.Jl-----+---1---1i-+----4~ ~ ~
0 0
::U C
I- ~ 1 ~
::i:: 70
~
GI ~.-i----+-----+-----l
w ,.. 0
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3:
60 --+----1----1~-,'-----+--_JW-l.,.,--t----if------+---__j
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r
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Z 50
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,.....
iE
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w
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5 30 \\ m
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20
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0
50 10 5 2
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1.2.~·' -~
.5 .25
.15:' .12:,'
.10
.JI~.05 .02
]
.01
GRAIN SIZE IN MILLIMETERS
COARSE AGGREGATE MEDIUM
COARSE SANO FINE SANO SILT
A

PIPING RATIO: PERMEABILITY RATIO:

15 'II, SIZE UNIFORM BACKFILL , NOT GREATER THAN 4.0 15'11. SIZE FILTER MATERIAL
, 5.0 OR GREATER
85% SIZE UNIFORM FOUNDATION 10 % SIZE FOUNDATION SOIL
15 'II, SIZE WELL GIIADEO BACKFILL , NOT GREATER THAN 5.0 15.,.. SIZE FILTER MATERIAL
, NOT GREATER THAN 25
85% SIZE WELL GRADED FOUNDATION 15'Y. SIZE FOUNDATION SOIL

Limiting gradation for backfill surrounding pipe for subsurface drains.

"D
!! i...
"' FratJRF. :l8. Gradntlon of hnckflll for s11hs11rfnce clralmt
...
...
g
1 l.
-
~
SUGGESTED GRADATION FOR FILTER MATERIAL SURROUNDING DRAIN PIPE ~
SQUARE OPENINGS

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(\J NN ff') V
PIPING RATIO•
15% SIZE FllTER MATERIAk
85% SIZE FOUNDATION SOil
: ( 5

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AC 150/5320-58 Poge 75

3"
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16 Coble - or rope

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32
r (•i" • r, 18" Make two or more
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TEMPLATE NOTE Use !wo or more

Granular 16' sections during
Bedding mstallot,on

ISOMETRIC VIEW OF
PIPE AND TEMPLATE IN TRENCH

-Ground line

Order of F11l1ng Trench

[] PLACE Is!
(Gronulor Bedd:ng) - '~

D PLACE 2nd
( F,ne B0ckf11I)

D PLACE 3rd
(Coarse Bockfdl)

D PLACE 4th
(Fine Bockfilt)

D PLACE LAST
( Impervious BockftU)

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I
Sizes in Inches

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: o,ameter : 10 8 : 6
I, Width
Trench
of
I 24: 22 i 20:
I

i Width of L Bedding course

· Templa!e '18 16, 14
TRENCH TRENCH BACKFILL
(Template In Place ) ( Template Removed)

Template And Trench Width For Two Gradation Pervious Backfill

FIGl"RE 40. Template and trenl'h width for per,ious backfill.

Chap 5 Par 21
Page 76
size will indicate the material most difficult to
control. This new curve No. 7 indicates that
the courser side of the gradation band of the
commercial size concrete coarse aggregate will
satisfactorily prevent infiltration of the .fine
backfill material and will not enter the pipe.
With openings in pipe rarely exceeding 14
inch and with the arbitrary piping ratio of 5,
a factor of safety is provided for use in actual
field conditions.
q. During the past few years, industry has
developed woven plastic filter cloths which
have been found to be satisfactory for protec-
tion against beach erosion, for protection
against steep slope erosion and as a filter in
subsurface drain installations.
In the latter connection, note that para-
graph o above refers to the possibility of e,·en
well-graded granular filter materials moving
into pipe openings or perforations. It is recog-
nized too, that gradations of granular material,
meeting the piping ratio and other require-
ments of paragraph n above, may not be eco-
nomically available. In these cases, a single
wrap of woven filter cloth around the pipe may
be used in lieu of the coarser backfill illustrated
in Figure 40. Filter cloths have openings
with a size generally like the No. 40 sieve. The
cloth may be wrapped around open joints of
unperforated pipe or around the entire length
of perforated pipe. Prefabricated filter cloth
sleeves may also be used to encase the pipe.
,vhen the gradation of granular filter material
is such that it satisfies requirements pertaining
to material adjacent to joint openings or pipe
perforations, but is too coarse to satisfy the
filter criteria pertaining to the protected soil,
a single layer of filter cloth may be used adja-
cent to the protected soil in lieu of a second
filter material. This use, however, is restricted
to situations where the protected soil is sand.
22. CONSTRUCTION.
The usual construction work associated with
a drainage system includes such items as exca-
vation, trenching and shoring; preparation of
bedding, laying, aligning and jointing of pipe;
( Figure 41, Methods of laying drainage pipe)
backfilling and compacting; installing struc-
tures; and cleaning up. A successful and
Par 21
AC 150/5320-SB
efficient airport drainage system should be well
designed and should be constructed in accord-
ance with the requirements of AC 150/5370-
lA, Standard Specifications for Construction
of Airports. Quality construction which is.at-
tained by consistently using proper and ac-
cepted construction methods and practices
along with adequate inspection ensures a drain-
age system that functions properly. Poor con-
struction leads to progressive deterioration
and endless maintenance and reconstruction
problems.
23. POLLUTION CONTROL.
Construction of drainage systems and grad-
ing as a contributory part of good drainage
systems are to be accomplished in a way to
control pollution. Sodding or some other form
of stabilization of graded slopes and ditches
should be done to minimize erosion and pre-
vent pollution of streams and rivers.
Although this advisory circular is aimed at
storm water drainage and subsurface drainage
and not at sanitary sewer systems, it should be
recognized that civil airports often support
populations which are sufficiently large to con-
tribute to the pollution of water resources if
raw sewage is discharged from the airport.
structures such as the terminal building. In-
stallation of sewage treatment plants, or di-
version to such plants, should be required and
should conform with local, county, or State
sanitary codes. In either case, the sanitary
sewer system should be separate from the
storm sewer system.
24. MAINTENANCE OF THE SYSTEM.
a. Maintenance is essential to preserrn and
prolong the service and utility of all drainage
facilities. All structures and visibe units of
the system should be inspected frequently, and
the malfunctionings should be immediately cor-
rected. Several items that will need constant
checking are: the inlet grates for clogging by
grass cuttings, sticks, ice, and debris ; the
catch basins and pipelines for stoppage by
sediment, and waste; settlement around pipes
and structures from infiltration; stoppage in
outfall ditches; erosion around structures in
watercourses or embankments; high shoulders
Chap 5
AC t 50 / 5 320-5!

Chotk line on noil ,.,

at grodiem distance o~ board
to pipe inv,ert - -
..-Set botttf'bool'd
Foce for Cerner Lint level
Grode and
8' offset
6' ,0
s.to•es •

.---.-Strinoers
.' I'
~

'>-C,ro,s btoces

.,._ ,,-Plumb bob for alignment

Invert is point ot on t.
internal lowesl surtoce
Qf pipe hne
Compacted and shaped
bedd1n9
EXAMPLE OF
TRENCH TIMSERIN<i
CROSS SECTION - A

'•
. -•
•
•, •
,
• • Select
' • bedd1no
-- --
U'Se strinqer Plank.in~.--..__ . -
for large size ' ''-"""
pipe
SECTION ELEVATION
EXAMf>LE OF PIPE SEOOING tN UNSTABLE GROUNO
Noil sel even foot
cut to invert - ~

A taut chQlkli~

2'112• or
2'11. 4" stall.es --f\·

....,
I / l J
I '
'w'
~

.•'
{ !
''
4• to 6" rode rod z•• z·. st,aiqnt,
bond marked and oraduated
Tonque end (Hold grode rod ver1itol
downstream ~
Overfilling for Set invert to required
sealed joints line and grade.)
Upstream end
Dir. of Fl- vert orode tal shoe at right
onotes to grade rod
hole
.,.:.;....:...~- r
~~~~w
e.ddif\9 i1ench bo,\om
8ANOING OF
TONGUE ANO GROOVE JOINTS LONGITUDINAL SEC1'1QN - B

Methods Of Laying Drainage Pipe

FIGURE 41. Methods of laying drainage pipe.

Por 22
Cbop 5
Page 78
on pavements or structures; and any damage
to the structures. A little maintenance at the
right time may prerent major repairs later.
b. A qualified member of the airport per-
sonnel should be selected to be in charge of all
drainage maintenance matters. He should be
provided with sufficient and suitable equip-
ment, tools, materials, supplies, and labor for
necessary maintenance and repairs. Periodic
inspections should be made, including a patrol
of the system during or after a storm if con-
ditions do not seem normal. As a minimum
program, a complete inspection should be made
in the fall in preparation for winter, and
another in the spring to determine the extent
of maintenance needed. Proper inspection and
maintenance require familiarity with design,
capacity, and location of drainage facilities.
c. Mechanical de,·ices for cleaning drain
lines of silt, sand, and other debris include
various cutters, brushes, scoops, scrapers, and
screws which are drawn through by hand or
power-operated windlasses. These tools, some
of which are adjustable, are arnilable to fit
all sizes of pipes. Sectional sewer rods with
working and flushing heads can be used alone
or with cutting devices. One flushing method
often used is h:· blocking all openings in a man-
hole, filling it with water and then quickly
remo,·ing the block at the outlet. The rapid
flow of the released water usually will clean
the pipe.
Par 24
AC 150/5320-SB
d. When ditches alone or in combination
with natural watercourses comprise the sur-
face drainage system, they should be properly
maintained. Ditch slopes should be main-
tained to the original design slope. ·where
possible, a dense turf should be developed to
stabilize open ditches. The dense turf should
be mowed "frequently as tall growth decreases
flow. Ditches should be kept free of weeds,
brush, logs, silt, and other debris which might
divert or restrict the flow at any time.
e. When maintenance of an airport is being
considered, the entire area within its boundary
should be included. Any obstruction which
could alter the designated flow should be
changed, corrected, or removed. One item
that will be objectionable and require periodic
correction is high shoulders along the pave-
ment edges. Also, formation of deep ruts may
on occasion concentrate the runoff to an unde-
sirable extent. Some surface obstruction may
cause the flow to channelize and start erosion.
Such conditions should be corrected. In pa-
trolling the airport, attention should be giren
to the adequacy of the drainage design. Proper
inspection might disclose that some portions of
the waterways and structures could require
enlarging, replacing, or additions. It is gen-
erally good practice and more economical to
make minor corrections when the faults are
detected, rather than to have major, expensive
maintenance: repairs later.
Chap 5
~c 150/5320-58
BIBLIOGRAPHY
1. FAA "Standard Specifications for Con-
struction of Airports," Advisory Circular
150/5370-lA, l\fay 1968.
2. FAA "Airport Drainage," Advisory Cir-
cular 150/5320-5A, 1965.
3. FAA "Airport Design Standards-Site Re-
quirements for Terminal NaYigational Fa-
cilities," Advisory Circular 150/5300-2A.
4. FAA "Utility Airports/' Advisory Circular
150/530C4A.
5. FAA "Airport Design Standards-Air Car-
rier Airports-Surface Gradient and Line
of Sightt Advisory Circular 150/5325-2B.
6. Department of the Army "Drainage and
Erosion Control Surface Drainage Fa-
cilities for Airfields and Heliportst Tech-
nical l\Ianual Tl\I 5-820-1, August 1965.
7. Department of the Army "Subsurface
Drainage Facilities for Airfields," Tech-
nical l\Ianual Tl\f 5-820-2, August 1965.
8. Department of the Army "Drainage and
Erosion-Control Structures for Airfields
and Heliports," Technical l\Ianual Tl\I
5-820-3, July 1965.
9. Department of the Army "Drainage for
Areas Other than Airfields," Technical
Manual TM 5-82(4, July 1965.
10. Department of the Army "Conduits, Cul-
verts and Pipes," Engineer l\Ianual EM
1110-2-2902, l\farch 1969.
11. Department of the Army "Guide Specifica-
tion for l\Iilitary Construction Storm-
Drainage Systemt CE-805.01, August
1968.
12. Department of the Army "Guide Specifica-
tion for l\Iilitary Construction Subdrainage
System/' CE-805.02, August 1969.
13. Soil Conserrntion Sen-ice "Handbook of
Channel Design for Soil and ,vater Con-
sen·a tion. ''
Page 79
14. Bureau of Public Roads "Hydraulic Charts
for the Selection of Highway Culverts,"
Hydraulic Engineering Circular No. 5, De-
cember 1965.
15. Bureau of Public Roads "Capacity Charts
for the Hydraulic Design of Highway Cul-
verts," Hydraulic Engineering Circular
No. 10, March 1965.
16. Public Roads Administration "Drainage of
Highway Pavements," Hydaulic Engineer-
ing Circular No. 12, March 1969.
17. American Concrete Pipe Association
"Design Data, Loads and Supporting
Strengths, Hydraulics of Sewers, Hydrau-
lics of Culverts, Installation, and Miscella-
neous," 1968-1969.
18. American Concrete Pipe Association "Con-
crete Pipe Design Manual," 1970.
19. American Concrete Pipe Association "Con-
crete Pipe Field l\Ianual," 1968.
20. American Concrete Pipe Association "Con-
crete Pipe Handbook," 1967.
21. American Concrete Pipe Association "Hy-
draulics of Culverts," 1964.
22. Portland Cement Association "Handbook
of Concrete Culvert Pipe Hydraulics,"
1964.
23. Portland Cement Association "Airport
Drainage," 1966.
24. American Iron and Steel Institute "Hand-
book of Steel Drainage and Highway Con-
struction Products/' 1967.
25. National Corrugated Steel Pipe Association
"Installation Manual for Corrugated Steel
Structures," 1965.
26. The Asphalt Institute "Drainage of As-
phalt Pavement Structures," May 1966.
27. ,vater Pollution Control Federation "De-
sign and Construction of Sanitary and
Paget 80
Storm Sewers" '\VPCF Manual of Prac-
tices No. 9 (ASCE Manuals and Reports
on Engineering Practice No. 37), 1969.
28. American Public '\Vorks Association "Ur-
ban Drainage Practices, Procedures, and
Needs," December 1966.
29. Weather Bureau "Rainfall Frequency Atlas
of the United States for Durations from
30 Minutes to 24 Hours and Return Periods
from 1 to 100 years," Technical Paper No.
40, May 1961.
,veather Bureau "Generalized Estimates of
Probable Maximum Precipitation and
Rainfall-Frequency Data for Puerto Rico
and the Virgin Islands," Technical Paper
No. 42, 1961.
,veather Bureau "Rainfall-Frequency At-
las of the Hawaiin Islandst Technical
Paper No. 43, 1962.
'\Veather Bureau "Probable Maximum Pre-
cipitation and Rainfall-Frequency Data
· for Alaska", Technical Paper No. 47, 1963.
AC 150/ 5320-58
30. American Society for Testing and Ma-
terials, Standard specifications for the var-
ious types of pipe.
31. American Association of State Highway
Officials, Standard specifications for the
various types of pipe.
32. M. G. Spangler "SQil Engineering," 1960,
2nd Edition, Chapters 24 and 25.
33. Erosion and Riprap Requirements at Cul-
vert and Storm-Drain Outlets, Research
Report H-70-2, January 1970, U.S. Army
Engineer Waterways Experiment Station,
Vicksburg, Mississippi.
34. Drainage Characteristics of Base Course
Materials Laboratory Investigation, Tech-
nical Report No. 3-786, July 1967, U.S.
Army Engineer ,vaterways Experiment
Station, Vicksburg, Mississippi.
35. Bureau of Public Roads "Corrugated Metal
Pipe, Structural Design Criteria and Rec-
ommended Installation Practice," Revised
1970.