Airport Pavement Design

Using FAARFIELD
Following AC 150/5320-6F

November, 2018
 Presentation Overview
 Pavement Design
 Subgrade Compaction
 Airport Pavements Typical Section
 Runway Variable Section
 Pavement Design using FAARFIELD
 Flexible Pavement Design in FAARFIELD
 FAARFIELD Run Screenshots - Flexible
 Rigid Pavement Design in FAARFIELD
 Joint Types
 Dowel and Tie Bar
 Slab Joint Layout
 FAARFIELD Run Screenshots - Rigid
 Pavement Design for Shoulders
 FAARFIELD Run Screenshots - Shoulder
 Airport Pavements

 FAA Advisory Circular for Airport Pavement Design and Evaluation: 150/5320-6F

 Airport pavements are designed and constructed to provide adequate support for
the loads imposed by airplanes and
To produce a firm, stable, smooth, skid resistant, year-round, all-weather surface
free of debris or other particles that can be blown or picked up by propeller wash or
jet blast.

 Design Methodology:
 Flexible pavement: Layered elastic theory
 Rigid pavement: Three-dimensional finite element theory
 FLEXIBLE PAVEMENT

• Flexible pavements are so named because the total pavement structure deflects,
or flexes, under loading.

• A flexible pavement structure is typically composed of several layers of materials.

• Each layer receives loads from the above layer, spreads them out, and passes on
these loads to the next layer below.
 RIGID PAVEMENT

• As the name implies, rigid pavements are rigid i.e, they do not flex much
under loading like flexible pavements.

• They are constructed using cement concrete.

• In this case, the load carrying capacity is mainly due to the rigidity ad high
modulus of elasticity of the slab (slab action).
 Pavement Design
 FAA computer program FAARFIELD is used for both flexible and rigid
pavement design.
 Flexible pavements:
 FAARFIELD uses maximum vertical strain at the top of subgrade and
maximum horizontal strain at the bottom of all asphalt layers as the predictor
of pavement structural life.
 The software provides required thickness for all individual pavement layers
of flexible pavement required to support a given airplane traffic mix for the
structural design life over a given subgrade.

 Rigid pavements:
 FAARFIELD uses maximum horizontal stress at the bottom of the PCC slab
as the predictor of the pavement structural life.
 It considers both PCC slab edge and interior loading conditions.
 The software provides required thickness of the rigid pavement slab required
to support a given airplane traffic mix for the structural design life over a
given base/subbase/subgrade.
 Base and Subbase course
Maximum aircraft load Material requirement
Base Course
45,359 kg (100,000 lbs) • Stabilized Base course
or more • Crushed aggregate base course with remolded
soaked CBR of 100 or more.
Less than 45,359 kg • Granular base course
(100,000 lbs)
Subbase course
All loadings • Subbase course with remolded soaked CBR of at
least 35.

Drainage layer:
• Rigid pavement: Placed immediately below concrete slab.
• Flexible pavement: Placed Immediately above subgrade.
 Subgrade Compaction
 Compaction requirements are computed in FAARFIELD.
 Compaction requirement table generated for both non-cohesive and cohesive
soil type respectively.
 Appropriate table shall be referred based on actual soil type.
 Minimum indicated compaction density as percentage of the maximum dry
density has to be achieved in the range of depths as indicated in the table.

Sample Compaction Table generated in FAARFILED

 Subgrade Compaction
Compaction in Natural in-place subgrade

 Natural in-place density shall be equal or greater than FAARFIELD requirement.

 Methods of improvements for subgrade with natural in place density less than
required:
1) To be compacted to achieve required density.
2) To be removed and replaced with suitable material at the required densities.
3) To be covered with sufficient select or subbase material so that the in-place densities
of natural subgrade meet the design requirements.
 Subgrade Compaction
Compaction in Fill
Soil type Compaction requirement
Cohesive soil • 90% of maximum density
Non-cohesive soil • Top 150 mm: 100% maximum density
• Lower layers: 95% maximum density

Compaction in Cut
 Good practice: rework and recompact at least top 300 mm.
 Depending upon the in-place densities additional depth may be required.
 Maximum practical depth of compaction in cut: 1829 mm below from
finished pavement top.
 Airport Pavements Typical Section

Uniform full width sections are recommended by

FAA, as construction of variable sections (Shown is
next slides) may be more costly due to the complex
construction process. This may negate any savings
from reduced material quantities by doing so.
Ref: Figure 3-4 of AC 150/5320-6F
 Runway Variable Section
 Full pavement thickness where departing traffic will be using the pavement.
 High speed exits (RETs) : Design using arrival weights and estimated frequency.
 Outer edges of runway : Design using departure weights and 1% of estimated frequency.

Construction of variable sections may be more costly due to the complex construction process.
This may negate any savings from reduced material quantities by doing so.
Runway Variable Section
Runway Variable Section Example
 Pavement Design using FAARFIELD
Design Parameters
 Load:
 Maximum anticipated takeoff weight of airplanes in the fleet mix.
 FAARFIELD provides manufacture recommended gross operating weight and load
distribution of commonly used aircrafts.
 Gross weights to be verified with the latest aircraft data available at the time of
design.
 Use of aircraft landing weight for design is permitted in high-speed exit taxiways and
Runways where arrivals constitute 85% or greater.

 Tire pressure
 Tire contact area is maintained constant in FAARFIELD.
 Increase in gross weight causes a proportional increase in tire pressure.
 Major impact on strains in asphalt surface layer than on subgrade.
 Negligible impact on rigid pavement design.
 Pavement Design using FAARFIELD
Design Parameters
 Aircraft Traffic and Traffic Volume
 In general, regularly using aircraft with at least 250 annual departure is considered.
 Other seasonal or non-regular aircraft, if have significance impact on pavement
structure, has also to be considered.
 Generally only aircraft departure traffic is considered.
 If aircrafts arrive and depart at essentially the same weight, number of departures to
be adjusted accordingly.
 If the airplane must travel along the pavement more than once in one operation,
number of departures needs to be adjusted. (Eg: Runway with central taxiway
configuration; airplane will run twice during take off operation.)
 FAARFIELD evaluates total number of departure over the design life.
 Traffic mix can be developed using the airplanes in the program library.
 Non-aircraft vehicles like rescue and firefighting, snow removal or fuel tankers can
also be included in design traffic.

Substitution of equivalent aircraft for

actual aircraft is not recommended.
 Pavement Design using FAARFIELD
Design Parameters
 Pass-to-Coverage Ratio
 The ratio of the number of passes of airplane is required to apply one full load
application to a unit area of the pavement is expressed by the pass-to-coverage
(P/C) ratio.
 Mathematically derived internally in FAARFIELD.
 Flexible pavements: Coverages are a measure of the number of repetitions of the
maximum strain occurring at the top of subgrade.
 Rigid pavement: Coverages are a measure of repetitions of the maximum stress
occurring at the bottom of PCC layer.
 Pavement Design using FAARFIELD
Design Parameters
 Cumulative Damage Factor
 Fatigue damage is expressed in terms of cumulative damage factor (CDF) using
Miner’s rule.
 For a single aircraft and constant annual departure, CDF can be expressed by the
following:

 For new pavement design, pavement structure is adjusted until cumulative CDF = 1
reached.
 Pavement Design using FAARFIELD
Design Parameters
 FAARFIELD Material Properties:

 Each pavement layers are assigned with thickness, elastic modulus and
Poisson’s ratio.
 Layer thickness can be varied, subjected to minimum thickness requirement.
 Poisson’s ratio fixed for all materials.
 Elastic moduli are either fixed or variable within a permissible range depending
upon the material.
 Material designation in FAARFIELD is as per AC 150/5370-10.
 “User Defined” layer with variable properties can be defined by user.
 Minimum layer = 3 Maximum layer = 5 for rigid analysis.
 Minimum layer = 2 Maximum layer = Unlimited for flexible analysis.
 Pavement Design using FAARFIELD
Design Parameters
FAARFIELD Allowable Modulus values and Poisson’s Ratio for commonly used layers:
Layer Elastic Modulus (MPa)
Layer type FAA Specified Layer Poisson’s
Rigid Flexible Ratio
Pavement Pavement

P-501 PCC 30000 NA 0.15

Surface
P-401/P-403/P-601 HMA NA 1380 0.35

P-401/P-403 HMA 3000 0.35

Stabilized Base P-306 Lean Concrete 5000 0.20

and Subbase
P-304 Cement treated Base 3500 0.20

P-209 crushed aggregate Program Defined 0.35

Granular Base
and Subbase P-154 uncrushed aggregate Program Defined 0.35

Subgrade Subgrade 7 to 350 0.35

User-defined User-defined layer 7 to 30000 0.35

 Pavement Design using FAARFIELD
Design Parameters
FAARFIELD Minimum Layer thickness for Flexible Pavements (mm):

Maximum Airplane Gross Weight Operating on

Layer type FAA Specified Layer Pavement. kg
< 5670 < 45360 ≥ 45360

HMA Surface P-401, HMA 75 100 100

Stabilized P-401 or P-403; P-304; P- Not Not Required 125

Base* 306 Required
Crushed P-209, Crushed Aggregate 75 150 150
Aggregate Base Course
Base
Aggregate P-208, Aggregate Base 75 Not Used Not Used
Base Course
Subbase P-154, Subbase Course 100 100 100

 FAARFIELD thickness to be rounded to the nearest 10 mm.

 Additional thickness of base and subbase may be required for frost protection.
* Crushed aggregate exhibiting a remolded soaked CBR of 100 or more may be substituted
for stabilized base course.
 Pavement Design using FAARFIELD
Design Parameters
FAARFIELD Minimum Layer thickness for Rigid Pavements (mm):

Maximum Airplane Gross Weight Operating on

Layer type FAA Specified Layer Pavement. kg
< 5670 < 45360 ≥ 45360

PCC Surface P-501, Portland Cement 125 150 150

Concrete (PCC) Pavements
Stabilized Base P-401 or P-403; P-304; P-306 Not Required Not Required 125

Base P-208, P-209, P-211, P-301 Not Required 150 150

As needed for As needed for

Subbase P-154, Subbase Course 100 frost or to frost or to create
create working working platform
platform

 FAARFIELD thickness to be rounded to the nearest 10 mm.

 P-208, P-209, P-211, P-219 and P-301 may also be used as subbase.
 If more than one layer of subbase is used, each layer should meet the minimum
thickness requirement in the table.
 Notes corresponding to Table 3-4 of AC 150/5320-6F are also to be referred.
 Pavement Design using FAARFIELD
Flexible Pavement Design Covered in Section 3.13 of AC 150/5320-6F

HOT Mix Asphalt (HMA) Surfacing

• Item p-401 : surface course for aircraft weighing more than 5670 kg.
• Item p-403 : surface course for aircraft weighing equal or less than 5670 kg.
• HMA surface and overlay types have same properties; E = 1380 MPa & μ = 0.35.
• HMA overlay can be placed over HMA or PCC surface or User-Defined layer.

Stabilized Base Course

• Stabilized flexible base: P-401/P-403 & Variable.
• P401/P-403 : E = 2760 MPa, & μ = 0.35.
• Variable: E = variable ranging between 1035 to 2760 MPa & & μ = 0.35.
• Stabilized rigid base: P-304, P-306.
• Reflective cracking prevention measures to be considered if used below flexible.

Aggregate Base Course

• P-209 : Crushed Aggregate base course; usually used.
• P-208 : Aggregate base course; can be used when aircraft weight is less than 27200
kg.
• Can be placed anywhere except surface and subgrade.
• Crushed aggregate layers must be placed above uncrushed layer.
• Layer modulus internally calculated in FAARFIELD.
 Pavement Design using FAARFIELD
Flexible Pavement Design
Minimum Base Course thickness
• Minimum base course structural thickness is computed by FAARFIELD to protect
a underlying layer with a CBR 20 and compared with minimum layer thickness
requirement. Thicker of the two is reported as design thickness.

Subbase Course
• A subbase is required for flexible pavement on subgrade with CBR less than 20.
• Standard subbase layer is P-154.
• Allowable materials are: P-210, P-212, P-213 and P-301. (P-213 & P-301 not
recommended in frost affected areas)

Subgrade
• Specification item P-152, Excavation, Subgrade and Embankment, covers the
construction and density control of subgrade soils.
• Subgrade E = 1500 x CBR, E in psi
• Either of CBR value & Elastic modulus value (E) can also be entered directly in
FAARFIELD.
• To model chemically stabilized top layer of subgrade, an user-defined layer is to
be introduced above subgrade and layer thickness to be designed in FAARFIELD.
 Pavement Design using FAARFIELD
Flexible Pavement Design

Failure Mode
• Two failure modes:
o Vertical strain in the subgrade (Most applicable failure mode)
o Horizontal strain in asphalt layer
• FAARFIELD computes only vertical subgrade strain for thickness design.
• Asphalt strain computation can be enabled by selecting “HMA CDF” checkbox
in FAARFIELD option screen.

In most cases the thickness design

is governed by the subgrade strain
criterion however it is good
engineering practice to perform the
asphalt strain check for the final
design.
 FAARFIELD - OPTIONS
Asphalt Strain
Computation Toggle
Automatic Base
Design Toggle

Units Change
 FAARFIELD – Home Screen
1. Create a new Job
named “Training” To make one click copy
of any section within a
project; Select any
section on right side and
then click on the button
and provide a new
2. Base crust
name.
sections for
design, Click
to Select

3. (i) Click on copy

section
(ii) Click on sample
sections as required.
(iii)Click the Job name in
the left into which
section has to be copied.
(iv)Provide a name. Say
“Flex1”.
(v) Click on “End Copy”.
(vi) Section will be
copied in Project.
FAARFIELD – Modify Section

1. Click on the job name

“Training”, Then Select
section “Flex1” and
Click on “Structure” to
open modify & design
section window.

2. Click to modify
layer properties

3. Click to change design life

4. Click to change layer thickness

5. Click to change
Subgrade CBR or E Value
(Any one)

Note: Layer modulus values are fixed for

FAARFIELD defined layers. It can be
modified only for “undefined” layer types.
 FAARFIELD – Add or Delete New Layer
3. Select add and click
Ok to add and Delete
and click Ok to Delete

1. Click on the
blank space
beside any
layer to select
the layer; The
arrow on left
indicates the
selected layer

2. Click to add/delete
layers
 FAARFIELD – Layer Type Selection

Rigid

1. Click on the new User Defined

added later to open Layer
“Layer Type
Selection” Window Rigid Stabilized
Base
Flex

Flex Stabilized
Base

To modify any layer : Click layer name of that layer

Layer type to be selected as per design requirement.
Then, Change the layer thickness as required.
At Last step: Click on “End Modify” to accept the changes
 FAARFIELD – Aircraft Input
2. Click on Airplane group
name. Airplanes of the 1. Click “Airplane” to open
groups will be displayed Airplane input window
under “Library Airplanes”

4. Weight, Annual Departure and

% Growth can be modified by
clicking on the value and input
updated value

5. Click “save list” and OK to save the

updated airplane list. Click “Back”
to go back to Design window.

3. Click Aircraft name from the

list to select and Click “Add”

“Save to float” stores the airplane

list under “Float Airplanes”; This list
can be recalled by “Add Float” to use
in other sections.
FAARFIELD – Flexible Design

Input all layer properties as shown above.

Click on “Design Structure” to start design analysis.
 FAARFIELD – Flexible Design Process Window

If “automatic base design” is

enabled, First Granular base
(P-209 Cr Ag) thickness is
derived based on subgrade CBR
of 20.

Then, Subbase (P-154 UnCr Ag)

thickness is being designed
considering actual subgrade
CBR.

If “automatic base design” is not enabled, then the layer having arrow sign
in left will be designed by FAARFIELD keeping all other layer fixed.
FAARFIELD – Flexible Design Completed Window

Completed design thickness needs to be adjusted for rounding up of layer thickness or

final thickness to be constructed might be little more than the designed value.
FAARFIELD – Flexible Design for Adjusted Structure

In adjusted structure, usually base thickness (P-209) is adjusted and final design thickness of
subbase (P-154) is obtained.
Disable “automatic base design”.
Enable “HMA CDF” checkbox to check for fatigue failure.
FAARFIELD – Flexible Design for Adjusted Structure – Final Design Window

Input P-209 thickness as 210 mm by rounding up.

Perform design analysis by clicking “Design Structure”.
HMA CDF = 0.29 < 1.0 Hence safe in Fatigue.
Subase P-154 thickness to be rounded to nearest 10mm ie 370 mm.
FAARFIELD – Output Pavement Design Report (Page -1/3)
 FAARFIELD – Output Pavement Design Report (Page -2/3)

Aircraft With Max

CDF Contribution
 FAARFIELD – Output Pavement Design Report (Page -3/3)

The Airport Pavement Design report is automatically saved to a file named as follows: [job
name]_[section name].pdf into the same working directory that you designated for your
FAARFIELD job files.

The report can also be viewed from the startup screen by selecting ‘Notes’ button.

The design report summarizes the Pavement Structure, Airplane Traffic and the CDF
contribution of each aircraft evaluated.
FAARFIELD – Flexible Design – Life /Compaction Calculation

To calculate Compaction requirement go back to home screen by clicking “Back”.

Go to “Options” and tick “Compute compaction requirement checkbox”.
Return to the design structure window.
Click on “Life/Compaction” button.
FAARFIELD – Flexible Design – Life /Compaction Calculation

After finishing compaction calculation following window will appear.

Structure life is shown 20.0 years.
Click “back” to go to home screen and click “Notes” to open notes.
 FAARFIELD – Compaction Requirement

Open Notes and scroll down to get “Subgrade Compaction Requirement” table as shown
above.
Compaction requirement is provided for both Cohesive and Non-cohesive soils.
Requirement to be followed as per soil types.

NOTE: “Compaction” function wont be available if the design has not been completed, or if
the “Compute Compaction Requirement” option has not been selected. In this case, the
button will just read “Life”.
 Pavement Design using FAARFIELD
Rigid Pavement Design Covered in Section 3.14 of AC 150/5320-6F

Concrete Surface Layer

• Fixed Modulus value: 27580 MPa, Poisson’s ratio: 0.15.
• Flexural strength to be specified. Default value is 4.48 MPa.
• The quality of concrete, acceptance and control tests, method of construction
and handling, and quality of workmanship is covered in Item P-501, Portland
Cement Concrete Pavement of FAA AC 150/5370-10.
• Only PCC layer thickness is designed in FAARFIELD rigid design.

Base/Subbase Layer
• Stabilized base is required for airplanes weighing over 45359 kg.
• Two layers of base comprising of stabilized and granular base can be used like
P-306 over P-209.
• Weaker layer must not be placed above stronger layer.
• Subbase may be substituted for base layer for aircrafts weighing 13610 kg or
less.
• In other cases subbase may be used for frost protection or as a substitution for
unsuitable subgrade material.
• Stabilized base materials: P-401, P-403, P-306, P-304
• Unstabilized base/subbase materials: P-209, P-208, P-211, P-154
 Pavement Design using FAARFIELD
Rigid Pavement Design

Number of Base/Subbase Layers

• Up to 3 base/subbase layers can be added to pavement structure.
• Layer thickness must be entered for each of the layers.
• No base/subbase layer thickness is designed in FAARFIELD.
• Material properties for standard base/subbase layers are internally set and
cannot be modified.
• For variable or use-defined layers, modulus values can be input directly.

Subgrade
• Subgrade Foundation modulus is required for rigid pavement design.
• Foundation modulus can be expressed as the modulus of subgrade reaction, k
or as Elastic modulus E.
• Both k and E can be used as input for FAARFIELD.
• Foundation modulus provided as k value is automatically converted into E
using the equation: E = 20.15 x k1.284
 Pavement Design using FAARFIELD
Rigid Pavement Design

Failure Mode
• FAARFIELD utilizes three-dimensional finite element model to compute edge
stress in slab.
• Interior stress is also computed using LEAF.
• Edge stress from 3D-FEM is reduced by 25% accounting load transfer.
• Maximum of the two stress is considered for design.
• FAARFIELD considers bottom up cracking failure of pavements.
• Loads resulting top down cracking (Eg: Corner Load) are not considered in
FAARFIELD design.
• Airplane gear is positioned either parallel or perpendicular to slab edge to get
maximum stress.
• It does not calculate thickness of layers other than PCC, hence other layer
thickness have to be provided by user considering minimum layer thickness
requirements.
• Pavement thickness shall be rounded to nearest 10mm.
 Rigid Pavement Joint Types
1. Isolation Joints: (Type A, A-1)
It is only needed where the pavements abuts a structure or to isolate intersecting pavements
where difference in direction of movements of the pavements may occur.

Can be created by edge thickening or by reinforcing to provide equivalent load carrying

capacity as a thickened edge for PCC pavements greater than 228 mm (9 inch).
 Rigid Pavement Joint Types
2. Contraction Joints: (Types B,C,D)
It provides controlled cracking of the pavement when the pavement contracts due to a
decrease in moisture content or a temperature drop. It also decreases stress caused by
slab warping.
 Rigid Pavement Joint Types
3. Construction Joints: (Types E and F)
Construction joints are required when two abutting slabs are constructed at different
times, such as end of day’s work or between paving lanes.

Doweled construction joints (Type E) are to be used for aircraft weight 13610 kg or
more. Type F butt joints may be used for aircraft weight less than 13610 kg and
pavement with stabilized base.
 Rigid Pavement Joint Types
Rigid Pavement Joints Types (Ref: Table 3-7 of AC 150/5320-6F)
 Rigid Pavement Joint Types
Rigid Pavement Joints Types (Ref: Table 3-7 of AC 150/5320-6F)

 All joints are to be sealed. All longitudinal construction joints should be

doweled joint, except isolation joints.
 For aprons undoweled construction joints are acceptable for intermediate
longitudinal joints located more than 6m away from free edge.
 Taxiway pavements greater than 225 mm require doweled intermediate
longitudinal contraction joints adjacent to a free edge and last three transverse
joints form a free edge to be doweled.
 Tied longitudinal contraction joint and tied transverse contraction joint for last
three joint from end are acceptable in case of narrow taxiway (≤ 20 m) and
thickness less than 225 mm on unstabilized granular bases.
Joint Sealing

Notes:
1. Initial saw cut T/6 to T/5
(minimum 25 mm) when using
early entry saw.
2. Field poured sealant reservoir
sized to provide proper shape
factor, D : W based upon
sealant manufacturer
requirements. Typical value for
hot pour sealant 1:1 and Silicon
sealant 1:2.
3. Hold all sealants down 3/8” on
grooved RW.
 Dowel Bars
 Provide load transfer across the join and prevent relative vertical
displacement of adjacent slabs.

 Dowels must be provided for three transverse joints from free edge.

 Transverse dowels requires use of fixture for placing at proper position.

Ref: AC 150/5320-6F
 Tie Bars
 Only used in longitudinal contraction joints within 6m of free edge with slab
less than or equal to 225mm thick. Load transferred by aggregate
interlock.

 It is used to hold the slab faces in close contact, not for load transfer.

 Deformed bars conforming to specification P-501.

 Slabs ≤ 150 mm, No.4 tie bars @ 510 mm long with 900mm C/C spacing.

 Slabs > 150 mm, No.5 tie bars @ 762 mm long with 762 mm C/C spacing.

 Tie bars must not be used to create continuous tied joints greater than
23m.
 Slab Joint Layout
 Slab width to length ratio should not be greater than 1:1.25.

 Joint should be placed with respect to light fixtures on pavement.

 Intersecting pavements, such as runway and taxiway, should be isolated

to allow independent movement of slabs.

 Isolation joints are required at locations where joint patterns gets changed.

 Slab sections shall be maintained as nearly square or rectangular in shape

 Dowels must be provided for three transverse joints from free edge.
 Reinforced Slab
Reinforced slabs:
 Steel not less than 0.050% of gross c/c area of slab in both direction.
 Required for odd shaped slabs and slabs not rectangular in shape.
 Required for slabs with embedded structures.
 Required in slabs where length to width ratio exceeds 1.25.
 Additional Embedded steel must be placed around the perimeter of
embedded structure.
 Longitudinal reinforcement spacing: 100 mm to 305 mm.
 Transverse reinforcement spacing: 100 mm to 610 mm.
 Side laps: min 150 mm but not less than 20 times dia of transverse
bars.
 End & Side clearance: max 150 mm & min 50 mm.
 Reinforcement should be placed approx middle of slabs.
 Slab Joint Spacing
 Slab joint spacing is impacted by many factors:
• Total width and thickness of pavement to be constructed.
• Location and size of in-pavement objects.
• Type of aggregates in concrete.
• Range of temperature that pavement is exposed to
• Base restraint and warping stress
 Shorter joint spacing generally provides long-term in-service performance.

Ref: AC 150/5320-6F
Typical Slab Joint Layout
Last 3 transverse joints
from free edge is doweled.

Thickened edge
isolation Joint
FAARFIELD – Rigid Design – Layer Types Selection

Modulus to be
used as per
concrete mix
design

 Copy “New Rigid” section from Samples job file to the job “Training” as done before for flexible.
 Layer type and thickness to be provided as per layers to be constructed.
 Layers underlying PCC will not be designed in FAARFIELD but minimum layer thickness will be
ensured in FAARFIELD.
 PCC surface layer thickness can be kept as by default – it will be designed.
FAARFIELD – Rigid Pavement Design – Aircraft Data

 Airplane data can be added by selecting aircrafts from the list.

 Alternatively if same aircraft data is to be used for two sections:
1) Airplane data from other sections can be stored in “Float” by “Save to Float” option.
2) Clear the default present aircraft list by “Clear List” option.
3) Add the stored aircraft data by “Add Float” option.
4) Then, ‘Save list” to save aircraft data.
FAARFIELD – Rigid Design – Design Analysis

Perform Design
Analysis

Rigid design takes longer time to finish in compared to flexible

design due to finite element process.
FAARFIELD – Rigid Pavement Design - Thickness

Designed PCC
Thickness

Compaction
Requirement can
be calculated only
after design
completion

NOTE: “Compaction” function wont be available if the design has not been completed, or if
the “Compute Compaction Requirement” option has not been selected. In this case, the
button will just read “Life”.
FAARFIELD – Rigid Design – Output (Page 1/4)
FAARFIELD – Rigid Design – Output (Page 2/4)

Aircraft With Max CDF Contribution

FAARFIELD – Rigid Design – Output (Page 3/4)
FAARFIELD – Rigid Design – Output (Page 4/4)
 Pavement Design for Shoulders - Requirements
 Paved or surfaced shoulders provide resistance to erosion and debris generation
from jet blast.

Requirement of shoulders
 Airplane Design Group (ADG IV) and above: Paved shoulders for runways,
taxiways, taxilanes and aprons.
 ADG III Aircrafts: Paved shoulders for runway only.
 ADG I and II aircrafts only: Shoulder surface can be turf, aggregate-turf, soil
cement, lime or bituminous stabilized soil.

Design Criteria
• Shoulders are designed to accommodate the most demanding of following two:
1) A total of 15 fully loaded passes of most demanding airplane.
2) Anticipated traffic from airport maintenance vehicles.
Pavement Design for Shoulders – Materials and Thickness
 Minimum shoulder pavement layer thickness is different from that of high
strength aircraft pavements.

Drainage
• A thicker shoulder section than structurally required and edge drains may be
necessary to avoid trapping of water under airfield pavement.
• This is typically done by using minimum base/subbase on the outer edge and
tapering back to match with the base/subbase thickness of adjacent runway
pavement.
 Shoulders – FAARFIELD Design
 A complete traffic mixture is not considered.
 Airplane requiring the thickest pavement section is used to determine the
shoulder thickness.

“User defined”
can be used if
layer thickness is
less than
minimum

Step 1: Create Job file and section and input layer type and thickness
 Shoulders – FAARFIELD Design

Step 2: To get highest demanding aircraft with highest CDF, make annual
departure of all the aircrafts same, say 1200 and perform “Life” calculation.
 Shoulders – FAARFIELD Design

2-3 Aircrafts with

highest CDF max
value to be
considered for
design.

Step 3: After “Life” calculation, go back and open Notes window and scroll
down to above part.
 Shoulders – FAARFIELD Design

Step 4: Clear aircraft window and keep only the most demanding aircraft.
Change annual departure to 1.
Step 5: Return to structure screen and change the design period to 15. It
signifies 15 full run of aircraft over pavement. Perform Design analysis.
 Shoulders – FAARFIELD Design

Step 6: Design thickness for Aircraft is obtained.

Automatic base design will not work if any “User defined” layer is present. In that case
individual layer thickness can be designed.

Step 4, 5 & 6 to be performed for all other demanding aircrafts marked in Step 3 to
identify maximum thickness
 Shoulders – FAARFIELD Design

Add
Vehicles
Provide actual Provide actual number
gross weight of operations

Step 7: Calculate design thickness requirement for ARFF, maintenance

vehicle etc.
 Shoulders – FAARFIELD Design

Provide Design Life

Step 8: Minimum subbase thickness of 100 mm is achieved hence design stopped

and required pavement layer thickness for ARFF etc achieved.

Alternatively, User defined layers may be used in place of P-209 to design with minimum base
thickness of 150 mm. Modulus of the layer should be provided by designer in that case.
Shoulders – FAARFIELD Design – Final Design Thickness

Step 9:

 Compare pavement thickness requirement for different demanding aircrafts

(obtained in step 6) with that for ARFF etc vehicles (obtained in step 8).

 Maximum of these pavement thicknesses to be adopted for shoulder

pavement.

 A thicker shoulder section than structurally required and edge drains may be
necessary to provide drainage from the adjacent airfield pavement base and
subbase to avoid trapping water under the airfield pavement.