6-Navneet-FAA AC 150-5320-6F

WORKSHOP - Flexible Pavement Design for
Federal Aviation
Airports Using FAARFIELD 1.42 (FAA Airport
Administration
Pavement Design Procedure)
FAA ADVISORY CIRCULAR

AC 150/5320-6F
Airport Pavement Design &
Evaluation
Presented to: 2018 ISAP Conference, Fortaleza, Brazil

By: Navneet Garg, Ph.D.
Date: June 18, 2018
AC 150/5320-6F
Airport Pavement Design and Evaluation
 Issued Nov. 10, 2016.

 Replaces AC 150/5320-6E.
 Incorporates FAARFIELD
1.42 software program.
 General reorganization of
contents.
 Download at:
https://www.faa.gov/airports/re
sources/
recent_advisory_circulars/
WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

(FAA Airport Pavement Design Procedure) Federal Aviation 2
June 18, 2018 Administration
AC 150/5320-6F –
Partial List of Changes - General
 Eliminated separate chapter for light-load design (intended to handle

aircraft under 13,600 kg / 30,000 lbs. gross weight).
 Consolidated list of minimum thicknesses applicable for various
standard layer types.
 New guidance for automated compaction criteria – replaces Table 3-
4 in old AC.
 Revised shoulder design criteria.
 Updated all design examples.
 Added appendix on NDT methods for pavement evaluation.

AC 150/5320-6F –
Partial List of Changes - Flexible
 Clarified subgrade characterization using CBR.

 Implemented new asphalt fatigue criteria (RDEC energy model).
 Reduced minimum base thickness requirements.
 Removed previous requirement for additional stabilized base
thickness (above 125 mm / 5 inches) when P-209 subbase is used.

AC 150/5320-6F –
Partial List of Changes - Rigid
 Modified conversion from CBR to k-value.

 Modified guidance for concrete design strength.
 Added detail on reinforcement at Type A1 joints (reinforced isolation
joint).
 Added detail of transition between PCC and HMA Pavement
sections.
 Removed CRCP design procedure (rarely used).
 Reduced subgrade compaction requirements for rigid pavements.

AC 150/5320-6F Organization
 Chapter 1: Airport Pavement Function

and Purpose  Chapter 6: Pavement Design for
Shoulders
 Pavement layers & specifications
 Appendix A: Soil Characteristics (USC
 Cost effectiveness analysis Classification)
 Chapter 2: Soil Investigations  Appendix B: Design of Structures
 Soil strength testing  Appendix C: NDT Using Falling-
 Subgrade stabilization Weight Type Devices
 Chapter 3: Pavement Design  Appendix D: Reinforced Isolation
Joint
 Flexible Pavement Design
 Appendix E: Variable Section Runway
 Rigid Pavement Design  Appendix F: Related Reading Material
 Chapter 4: Pavement Rehabilitation
(includes overlay design)
 Chapter 5: Pavement Structural
Evaluation

Chapter 3 – Pavement Design
1. Design Considerations 11. Pavement Life

2. FAA Pavement Design 12. Pavement Design Using FAARFIELD
3. Flexible Pavements 13. Flexible Pavement Design
4. Full Depth Asphalt Pavements 14. Rigid Pavement Design
5. Rigid Pavements 15. Pre-stressed, Precast, Reinforced &
6. Stabilized Base Course CRCP
7. Base/Subbase Contamination 16. Aggregate-Turf Pavements
8. Drainage Layer 17. Heliport Design
9. Subgrade Compaction 18. Passenger Loading Bridge
10. Swelling Soils
NOTE: No more separate chapter for

light load aircraft design.

Chapter 1
Airport Pavements – Their
Function and Purposes

Specifications and Standards
• Specifications
AC 150-5370-10 “ Standards for Specifying Construction
of Airports”
• Geometric Standards
AC 150/5300-13 “Airport Design”
• Special Considerations
AC 150/5320-12 “Measurement, Construction and
Maintenance of Skid Resistant Airport Pavement
Surfaces”

Chapter 2
Soil Investigations and Evaluation

11
Chapter 2
 Very few significant changes

 Still uses Unified Soil Classification (USC) system
 Reference to ASTM 2487
Unified Soil Classification System
60
GW CL
50
GP ML
PLASTICITY INDEX (PI)
GM OL 40
GC CH
SW MH 30
SP OH
20
SM PT
SC MH - OH
10
CL - ML ML - OH
WORKSHOP - Flexible Pavement Design for Airports
0 Using FAARFIELD 1.42
(FAA Airport Pavement Design Procedure) 0 10 20 30 40 50 Federal
60 70Aviation
80 90 100 11 110
LIQUID LIMIT (LL)
Chapter 2
Same minimum subsurface boring recommendations

Same soil testing recommendations
AREA Minimum spacing Minimum depth

RWY/TWY 200 ft interval 10 ft
Other areas 1 per 10,000 sq ft 10 ft
Borrow areas As necessary As necessary

Chapter 2
Split soil compaction requirements based upon

60,000 lb gross weight airplane
Light Load Pavement

< 60,000 lbs ASTM D 698 Standard Proctor
Heavy Load Pavement

> 60,000 lbs ASTM D 1557 Modified Proctor

Chapter 2
 Soil Strength Parameter for FLEXIBLE pavement Subgrade Modulus (E
psi) or CBR
 Design value – One Standard Deviation below the Mean
 Min 3 tests per soil type
 Lowest practical value CBR = 3
Otherwise stabilize or replace
 Soil Strength Parameter for RIGID pavement Resilient Modulus E (psi) or
Modulus of Subgrade Reaction – k-value (pci)
 Design value – “conservative selection”
 K-value can be estimated from CBR

Chapter 2
Seasonal Frost
 Same Frost Groups (FG-1, FG-2, FG-3 & FG-4)
 Determination of Depth of Frost Penetration

• Based on local Engineering experience
• i.e. local construction practice, building codes, etc.
• No nomographs or programs provided

Chapter 3
Pavement Design

Chapter 3 - Pavement Design
 Covers standard pavement design procedures for both

flexible and rigid pavement
 Applies to pavement designed for airplanes with gross
weights less than or exceeding 30,000 lbs
 Design procedure requires the use of computer program, i.e.
FAARFIELD

Traffic Models
 New procedures require that ALL anticipated traffic be
included in the traffic model.
 Concept of “design aircraft” is no longer used
 Cumulative Damage Factor (CDF) replaces need for
design aircraft procedure.

Remember
Must use the entire traffic mixture

=
No more “Design Aircraft”
Comparisons between new and previous design procedures using “design
aircraft” for the traffic model will result in significant differences

Traffic Model – Airplane Characteristics

 FAARFIELD program aircraft library updated.
 Each model is unique with respect to gross load, load
distribution, wheel spacing, and tire pressure
 Gear types identified in accordance with FAA Order
5300.7
• Eliminates “widebody” terminology

Traffic Model – Gear Naming Convention

Main Gear Designation Body/Belly Gear Designation
#X# / #X#
# of gear types in tandem Total # of body/belly gears

(A value of 1 is omitted for simplicity.) (Because body/belly gear may not be
symmetrical, the gear must identify the
total number of gears present and a
Gear type, e.g. S, D, T, or Q value of 1 is not omitted if only one gear
exists.)
# of main gears in line on
Gear type, e.g. S, D, T, or Q
one side of the aircraft
(Assumes gear is present on both
sides. The value indicates number of # of gear types in tandem
gears on one side. A value of 1 is (A value of 1 is omitted for simplicity.)
omitted for simplicity.)

Single Dual Triple Quadruple

S D T Q

Chapter 3 - Pavement Design -- Examples
Traffic Model – Gear Naming Convention
S D 2D
Single Dual Dual
3D
Wheel Wheel Tandem B777
2D/D1 2D/2D1
DC-10 A340-600

Chapter 3 - Pavement Design – Frost Design
FROST DESIGN - 3 options

 Complete Frost Protection
• Remove frost susceptible materials to below frost depth
 Limited Frost Protection
• Remove frost-susceptible material to 65% frost depth
• Limits frost heave to tolerable level
 Reduced Subgrade Strength (RSS)
• Reduce subgrade support value
• Design adequate load carrying capacity for weakened condition

Chapter 3 - Pavement Design – Frost Design
FROST DESIGN – Default CBR for RSS method

TABLE 3-3. REDUCED SUBGRADE STRENGTH RATINGS
Frost Group CBR Value

FG-1 9
FG-2 7
FG-3 4
FG-4 Reduced Subgrade Strength
Method Does Not Apply
FAARFIELD users must input the appropriate values

Chapter 3 - Pavement Design – Typical Sections
 Airport pavements are generally constructed in

uniform, full width sections
 Variable sections are permitted on runway pavements

Designer should consider:
Practical feasibility – complex construction operations
Economical feasibility – cost of complex construction

FLEXIBLE PAVEMENT DESIGN
AC 150/5320-6F, Airport Pavement Design and Evaluation

CHAPTER 3, Section 3.13 – Flexible Pavement Design

Chapter 3 – Flexible Pavement Design
Typical Flexible Pavement
Hot-Mix Asphalt Surface

Progressively stronger layers
Base Course (Minimum CBR=80)

(May Require Stabilization)
Subbase (Minimum CBR=20)

(May Require Stabilization)
Frost Protection (As Appropriate)
Subgrade

Surface BASE SUBBASE SUBGRADE

P-401 P-209 P-154 P-152
P-403 P-208 P-210 P-155*
P-211 P-212 P-157*
P-304* P-213 P-158*
P-306* P-301*
P-401*
P-403*
Rubblized PCC
* Chemically Stabilized Materials

Chapter– Flexible Pavement Design
Flexible Pavement Design based on

Layered Elastic Design (LED)
• Predictors of pavement life (FAARFIELD)

– Maximum vertical strain at the top of subgrade and
– Maximum horizontal strain at bottom of asphalt surface layer

Flexible Pavement Design
For asphalt fatigue, the failure model is based on the concept

that the number of coverages to failure is determined by a
quantity called Ratio of Dissipated Energy Change (RDEC). In
a large number of asphalt beam fatigue tests it has been found
that the “plateau value” (PV) of RDEC is a reliable predictor of
the number of cycles to fatigue failure (Nf). For a broad range of
asphalt mixes, this relationship is given by:
Nf=0.4801PV-0.9007

PV=44.422εh5.140S2.993VP1.850GP-0.4063
Note that S, the initial flexural stiffness of an asphalt beam specimen subjected to
fatigue cycles, is not the same as the HMA modulus used to compute strain in the
layered elastic analysis. The volumetric parameter VP and gradation parameter
GP are defined as follows:

Subgrade Compaction Requirements
• FAARFIELD computes compaction requirements for the specific pavement

design and traffic mixture and generates tables of required minimum density
requirements for the subgrade..
• The values in these tables denote the range of depths for which densities should
equal or exceed the indicated percentage of the maximum dry density as
specified in Item P-152.
• Since compaction requirements are computed in FAARFIELD after the thickness
design is completed, the computed compaction tables indicate recommended
depth of compaction as measured from both the pavement surface and the top of
finished subgrade. FAARFIELD determines whether densities are in accordance
with ASTM D 698 or ASTM D 1557 based on weight of aircraft. ASTM D 698
applies for aircraft less than 60,000 pounds (27 200 kg) and ASTM D 1557
applies for aircraft 60,000 pounds (27 200 kg) and greater.

Subgrade Compaction Requirements
• The compaction requirements implemented in the FAARFIELD computer

program are based on the Compaction Index (CI) concept. More
information may be found in U.S. Army Engineer Waterways Experiment
Station, Technical Report No. 3-529, Compaction Requirements for Soil
Components of Flexible Airfield Pavements (1959).
• FAARFIELD generates two tables applicable to non-cohesive and
cohesive soil types respectively. The appropriate compaction controls
should be used for the actual soil type. Note: Non-cohesive soils, for the
purpose of determining the compaction requirement, are those with a
plasticity index of less than 3.

Asphalt Surface Layer Characteristics

 Minimum material requirements
• P-401 or P-403
 Modulus fixed at 200,000 psi in FAARFIELD
• Conservatively chosen to correspond to pavement surface
temperature of 90° F
 4 inch minimum thickness
 Asphalt as overlay has the same properties except for

minimum thickness

Base Layer Characteristics

• P-209, P-208, P-211, P-304, P-306, P-401, P-403, & rubblized PCC
 Design assumes minimum strength – CBR > 80
 Aggregate layer modulus dependent on thickness
• Modulus calculated by FAARFIELD is dependent on thickness
 Stabilization required - airplane gross weight > 100,000 lbs

Minimum Layer Thickness - Flexible

Subbase Layer Characteristics

• P-154, P-210, P-212, P-213, P-301,
 Design assumes minimum strength – CBR > 20
 Aggregate layer modulus dependent on thickness
• Modulus calculated by FAARFIELD is dependent on thickness
 Thickness requirement determined as design solution

Chapter 4 – Pavement Rehabilitation.
Overlay on Rubblized Concrete Pavement

 Design process is similar to HMA over existing flexible
 Rubblized PCC layer is available in FAARFIELD
• Recommended modulus values:
– Slabs 6”-8” = 100 to 135 ksi
– Slabs 8”-14” = 135 to 235 ksi
– Slabs >14” = 235 to 400 ksi

CHAPTER 5
Pavement Evaluation

CHAPTER 6
PAVEMENT DESIGN FOR
AIRFIELD SHOULDERS

Chapter 6 – Pavement Design For Airfield Shoulders
 Shoulders are primarily intended to provide

 Protection from erosion and generation of debris from jet blast
 Support for airplanes running off the primary pavement
 Enhanced drainage

Shoulder must provide sufficient support for unintentional

or emergency operation of any airplane in the traffic mix.
Must also provide support for emergency and maintenance
vehicle operations

 Minimum section provided by Chapter 6 will not perform

in the same fashion as full strength pavement
 Expect considerable movement and possible rutting with
single operations
 Shoulder pavement should be inspected after every
operation.

Shoulder Design Procedure

 Uses FAARFIELD to determine “most demanding
airplane”
 Evaluate proposed shoulder section based on 15
operations

Shoulder Design Procedure – Material Requirements

 Asphalt
• P-401/403 or similar local material specifications
• Minimum compaction target density – 93% max theo. density
• Minimum thickness = 3 inches
 Portland Cement Concrete

• P-501 or similar local material specifications
• Minimum flexural strength = 600 psi

Shoulder Design Procedure – Material Requirements

 Base Material
• FAA specifications or similar local material specifications
• Expect CBR > 80
– May be reduced to 4 inch minimum if asphalt surface increased by 1 inch
 Subbase Material
• FAA specifications or similar local material specifications
• Expect CBR > 20
• Minimum thickness = 4 inches (practical construction limit)

Federal Aviation
Administration
FAA STANDARD
MATERIALS IN FAARFIELD
THICKNESS DESIGN
Presented to: 2018 ISAP Conference, Fortaleza, Brazil

By: Navneet Garg, Ph.D.
Date: June 18, 2018
AC 150/5370-10G
 Standards for Specifying

Construction of Airports.
 Most recent version – released 21
July 2014.
 Required to be used for all projects
funded under an Airport
Improvement Program (AIP) grant
(U.S.).
 Available at:
http://www.faa.gov/airports/
resources/advisory_circulars/

Included Specifications
(Partial List)
 Earthwork  Flexible Surface Courses

 P-152 Excavation & Embankment  P-401 Plant Mix Bituminous Pavement
 P-154 Subbase Course  P-403 Plant Mix Bit. (Base, Leveling or
Surface Course)
 Flexible Base Course
 P-209 Crushed Aggregate Base
 Rigid Surface Course
Course  P-501 Portland Cement Concrete
 P-219 Recycled Concrete Aggregate Pavement
Base Course  Miscellaneous
 Rigid Base Course  P-603 Bit. Tack Coat
 P-301 Soil-Cement Base Course  P-604 Compression Joint Seals
 P-304 Cement-Treated Base Course  P-609 Seal Coats and Bit. Surface
 P-306 Econocrete Base Course Treatments
 P-620 Runway and Taxiway Painting
 P-621 Saw-cut Grooves
Standard Materials for Flexible Pavement
Construction
 Flexible surface courses for pavements handling aircraft 5670 kg

(12,500 lbs.) or above must conform to item P-401.
 Item P-403 can be used for:
 HMA stabilized base courses;
 Leveling courses;
 Surfaces of shoulders or pavements for aircraft less than
5670 kg (12,500 lbs.) gross weight.
 Any material meeting P-401 will also meet P-403. (Reverse is not
true.)
 Standard base course (unstabilized) is item P-209.
 Subbase courses conform to item P-154.

Item P-401
Plant Mix Bituminous Pavements
 P-401 specification covers:

 Material requirements;
 Mix design (job mix formula);
 Construction methods;
 Acceptance requirements;
 Contractor quality control (QC);
 Method of payment and pay adjustment factors.
 Note that the AC cannot be used “by reference.” The engineer must
make appropriate insertions where indicated by brackets […] in the
text.

P-401 Mix Design
 Mix design is based on

Marshall criteria:
 Use 75 blows if aircraft gross
weight is 27,200 kg (60,000
lbs.) or more.
 50 blows for < 27,200 kg
 Aggregate gradation and
minimum VMA are specified
based on max. particle size. Aggregate Gradation Limits for Item P-401
 Alternate criteria based on (3/4 inch/19 mm maximum stone size)
Superpave Gyratory
Compactor (SGC).

P-401 Acceptance Criteria
Characteristic Acceptance Criteria

Marshall Stability and Flow PWL > 90%
Air Voids PWL > 90%
Mat Density PWL > 90%
Joint Density PWL > 90%
Thickness Max. deficiency on any sampled point = 6.4 mm (¼ in.)
Average thickness > indicated for each lift.
Smoothness Allow. variation on 16-foot straightedge = 6.4 mm (¼
in.)
Grade Allow. variation = 12.7 mm (½ in.) from plan elevation.
Notes:
PWL = Percent within limits.
When P-401 Superpave is used, Marshall stability and flow are not evaluated for acceptance.

Item P-403
(Base and Leveling Course, Shoulders)
 The P-403 specification is similar to Item

P-401, except:
 Marshall design criteria for stability, flow and air voids are not as
stringent.
 Acceptance based on mat and joint density, thickness, smoothness
and grade only (no evaluation of stability and flow from plant
material).
 Density is based on a straight acceptance limit (96% for mat density,
94% for joint density). PWL is not used.

Standard Materials for Rigid Pavement
Construction
 Portland cement concrete surface courses must conform to Item P-
501.
 Standard material is jointed plain concrete pavement (JPCP).
 Embedded steel concrete or continuous reinforced concrete pavement
(CRCP) may be used.
 Thickness requirement is the same as JPCP.
 Standard subbase (unstabilized) is item P-209.
 Stabilized subbase (required for aircraft heavier than 45,360 kg /
100,000 lbs.) can conform to:
 Item P-304 (cement-treated base)
 Item P-306 (econocrete base)
 Item P-403 (plant mix bituminous, base & leveling course)
Item P-501
Portland Cement Concrete Pavements
 P-501 specification covers:
 Material requirements;
 Mix proportions, cementitious materials, admixtures;
 Construction methods;
 Acceptance requirements;
 Contractor quality control (QC);
 Method of payment and pay adjustment factors.
 Note that the AC cannot be used “by reference.” The engineer must
make appropriate insertions where indicated by brackets […] in the
text.

P-501 Mix Design
Flexural Strength Test (ASTM C 78) on
Concrete Beam Specimen
 Mix design is based on achieving 28-day
flexural strength (ASTM C 78).
 Minimum flexural strength 4.1 MPa
(600 psi).
 28-day compressive strength can be
specified when aircraft weight is
under 13,500 kg (30,000 lbs.).
 Cementitious materials:
 Minimum cementitious material = 564
lbs./CY (335 kg/m3)
 Maximum water/cementitious
materials ratio = 0.45
 Flyash and Ground Blast Furnace Slag
(GBFS) may replace up to 55% of
portland cement.

P-501 Acceptance Criteria
Characteristic Acceptance Criteria

Flexural Strength (C 78) PWL > 90%
Thickness PWL > 90%
Smoothness Allow. variation on 16-foot straightedge = 6.4 mm
(¼ in.)
Grade Lateral alignment of pavement edge ± 30 mm (0.10
ft.)
Vertical deviation from plan grade ± 12 mm (0.04 ft.)
Edge Slump (for slip form) 15% or less of free edge > 6.4 mm (¼ in.);
0% > 9.5 mm (3/8 in.)
Dowel Bar Alignment Misalignment not to exceed 2% in either plane.
Notes:
PWL = Percent within limits.
Quality Control – HMA and PCC
 QC is the responsibility of the contractor.

 AC 150/5370-10G General Provision Section 100 requires a
Contractor Quality Control Program when P-401 or P-501 is in the
project.
 Specification items P-401 and P-501 contain minimum items to be
included in the Contractor Quality Control Program.
 Addresses labs and technicians.
 Processes include lab production, plant production and field
placement.
 Some processes require the contractor to use statistical quality control
measures (run and range charts).

FAA Standard Materials and Design Life
 FAA pavements are designed to meet a 20-year design life standard.

AC 150/5320-6F states:
Pavements on federally funded FAA projects are designed for a 20-
year structural life. Designs for longer periods may be appropriate at
airfields where the configuration of the airfield is not expected to
change and where future traffic can be forecast with relative
confidence beyond 20 years … On federally funded projects FAA
approval is required to use a design period other than 20 years.
 The thickness design given by FAARFIELD is valid, assuming that
the standards for materials, construction practices, and quality
control are all met.
 If not, then the pavement may not achieve the design life.

FAA 2004 Operational Life Study
Rigid Pavements
 Evaluated field data from 30 airports in
10 U.S. states.
 15 million m2 (161 million square ft.).
 Rigid and flexible.
 Grouped by feature, age & size.
 Concluded that flexible and rigid
pavements designed to FAA standards Flexible Pavements
provided in excess of 20 years of
structural life (SCI > 80).
 “While the structural performance of
flexible and rigid pavements were
comparable, a difference in functional
performance was noted.”

AC 150/5370-10G Materials Used in
FAARFIELD Design
 Most structural layer types in
FAARFIELD refer to
specification items in AC
150/5370-10G.
 The assumption is that if
pavement layers are
constructed according to FAA
standards, they will have
uniform, predictable design
properties.
 This is also the justification for
setting limits on input values
for standard materials in
FAARFIELD.

Design Properties of
Standard Layers in FAARFIELD
Item Layer Type E, psi (MPa) Poisson’s Ratio

P-401 HMA Surface/Overlay 200,000 (1379) 0.35
P-403 HMA Base 400,000 (2758) 0.35
P-501 Portland Cement Concrete 4,000,000 (27,580) 0.15
P-306 Econocrete Base 700,000 (4826) 0.20
P-304 Cement-Treated Base 500,000 (3447) 0.20
P-301 Soil-Cement Base 250,000 (1724) 0.20
P-209 Crushed Aggregate Base computed 0.35
P-208 Aggregate Base computed 0.35
P-154 Subbase Course computed 0.35

Alternate and Nonstandard Materials
in FAARFIELD Design
 Situation may arise due to:

 Local unavailability of standard
FAA materials.
 International location (non-U.S.).
 Overlay on an existing damaged or
non-standard section.
 In addition, many spec materials
permitted in AC 150/5320-6F do not
have standard properties assigned in
FAARFIELD. Non-Standard Structure in FAARFIELD

Sensitivity of FAARFIELD Thickness
 Pavement life is most sensitive to total pavement thickness (flexible) and

PCC slab thickness (rigid), followed by subgrade CBR and aircraft gross
weight.
 Life is relatively insensitive to HMA modulus, especially at low CBR.
 This shows that for design purposes a wide range of asphalt specifications
can reasonably be represented by the P-401 layer.
 User-defined layer may be used in special circumstances (e.g., seasonal
effects).
 Similarly, a wide variety of granular base materials can be represented by
the P-209 model.

Equivalence with FAA Materials
 No official guidance for use of non-FAA materials. Needs to be

evaluated on a case-by case basis considering:
 Material characterization and testing.
 Variability.
 Construction methods and acceptance.
 Limited comparative testing has been done between French and U.S.
standard materials.
 Memorandum of Agreement (MoA) between the FAA and Direction
Generale del'Aviation Civile (DGAC) – France.
 Considered bound (asphalt) and unbound materials commonly used in
airport pavement construction in both countries.
 Complicated because of a lack of agreement on standard structures
and test methods.
Navneet Garg, Ph.D.
Program Manager , NAPMRC
Airport Technology R&D Branch
Navneet.Garg@faa.gov
(609)485-4483
http://www.airporttech.tc.faa.gov


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WORKSHOP - Flexible Pavement Design for

FAA ADVISORY CIRCULAR

Presented to: 2018 ISAP Conference, Fortaleza, Brazil

 Issued Nov. 10, 2016.

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

 Eliminated separate chapter for light-load design (intended to handle

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

 Clarified subgrade characterization using CBR.

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

 Modified conversion from CBR to k-value.

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

 Chapter 1: Airport Pavement Function

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

1. Design Considerations 11. Pavement Life

NOTE: No more separate chapter for

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

 Very few significant changes

Same minimum subsurface boring recommendations

AREA Minimum spacing Minimum depth

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

Split soil compaction requirements based upon

Light Load Pavement

Heavy Load Pavement

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

 Determination of Depth of Frost Penetration

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

 Covers standard pavement design procedures for both

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

Must use the entire traffic mixture

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

Traffic Model – Airplane Characteristics

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

Traffic Model – Gear Naming Convention

# of gear types in tandem Total # of body/belly gears

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

Single Dual Triple Quadruple

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

Traffic Model – Gear Naming Convention

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

FROST DESIGN - 3 options

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

FROST DESIGN – Default CBR for RSS method

Frost Group CBR Value

FAARFIELD users must input the appropriate values

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

 Airport pavements are generally constructed in

 Variable sections are permitted on runway pavements

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

AC 150/5320-6F, Airport Pavement Design and Evaluation

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

Typical Flexible Pavement

Hot-Mix Asphalt Surface

Base Course (Minimum CBR=80)

Subbase (Minimum CBR=20)

Frost Protection (As Appropriate)

WORKSHOP - Flexible Pavement Design for Airports Using FAARFIELD 1.42

Surface BASE SUBBASE SUBGRADE

* Chemically Stabilized Materials