FAA – PDF Standards Store

FAA 150 5370 10H ERRATA 2020

Sun, 20 Oct 2024 10:05:36 +0000

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PDF Pages	PDF Title
1	2/15/2019
12	7/19/2019
13	10/21/2019
14	11/12/2019
16	4/30/2020
19	6/26/2020
21	8/19/2020

FAA 150 5370 10H 2018

Sun, 20 Oct 2024 10:05:35 +0000

PDF Catalog

PDF Pages	PDF Title
9	Part 1 – General Contract Provisions Section 10 Definition of Terms
17	Section 20 Proposal Requirements and Conditions
23	Section 30 Award and Execution of Contract
27	Section 40 Scope of Work
31	Section 50 Control of Work
39	Section 60 Control of Materials
43	Section 70 Legal Regulations and Responsibility to Public
53	Section 80 Execution and Progress
63	Section 90 Measurement and Payment
73	Part 2 – General Construction Items Item C-100 Contractor Quality Control Program (CQCP)
81	Item C-102 Temporary Air and Water Pollution, Soil Erosion, and Siltation Control
85	Item C-105 Mobilization
89	[ Item C-110 Method of Estimating Percentage of Material Within Specification Limits (PWL) ]
97	Part 3 – Sitework Item P-101 Preparation/Removal of Existing Pavements
107	Item P-151 Clearing and Grubbing
111	Item P-152 Excavation, Subgrade, and Embankment
125	Item P-153 Controlled Low-Strength Material (CLSM)
129	Item P-154 Subbase Course
137	Item P-155 Lime-Treated Subgrade
143	Item P-156 Cement Treated Subgrade
149	Item P-157 [ Cement ][ Lime ] Kiln Dust Treated Subgrade
157	Item P-158 Fly Ash Treated Subgrade
163	Part 4 –Base Courses Item P-207 In-place Full Depth Reclamation (FDR) Recycled Asphalt Aggregate Base Course
171	Item P-208 Aggregate Base Course
181	Item P-209 Crushed Aggregate Base Course
191	Item P-210 Caliche Base Course
197	Item P-211 Lime Rock Base Course
203	Item P-212 Shell Base Course
209	Item P-213 Sand-Clay Base Course
215	Item P-217 Aggregate-Turf Runway/Taxiway
223	Item P-219 Recycled Concrete Aggregate Base Course
232	Item P-220 Cement Treated Soil Base Course
240	Part 5 – Stabilized Base Courses Item P-304 Cement-Treated Aggregate Base Course (CTB)
250	Item P-306 Lean Concrete Base Course
262	Item P-307 Cement Treated Permeable Base Course (CTPB)
271	Part 6 – Flexible Pavements Item P-401 Asphalt Mix Pavement
302	Item P-403 Asphalt Mix Pavement [ Base ] [ Leveling ] [ Surface ] Course
330	Item P-404 Fuel-Resistant Asphalt Mix Pavement
355	Part 7 – Rigid Pavement Item P-501 Cement Concrete Pavement
399	Part 8– Surface Treatments Item P-608 Emulsified Asphalt Seal Coat
411	Item P-608-R Rapid Cure Seal Coat
421	Item P-609 Chip Seal Coat
429	Item P-623 Emulsified Asphalt Spray Seal Coat
437	Item P-626 Emulsified Asphalt Slurry Seal Surface Treatment
447	Item P-629 Thermoplastic Coal Tar Emulsion Surface Treatments
463	Item P-630 Refined Coal Tar Emulsion Without Additives, Slurry Seal Surface Treatment
471	Item P-631 Refined Coal Tar Emulsion with Additives, Slurry Seal Surface Treatment
479	Item P-632 Asphalt Pavement Rejuvenation
491	Part 9– Miscellaneous Item P-602 Emulsified Asphalt Prime Coat
495	Item P-603 Emulsified Asphalt Tack Coat
499	Item P-604 Compression Joint Seals for Concrete Pavements
507	Item P-605 Joint Sealants for Pavements
513	Item P-606 Adhesive Compounds, Two-Component for Sealing Wire and Lights in Pavement
519	Item P-610 Concrete for Miscellaneous Structures
529	Item P-620 Runway and Taxiway Marking
545	Item P-621 Saw-Cut Grooves
549	Part 10 – Fencing Item F-160 Wire Fence with Wood Posts (Class A and B Fences)
555	Item F-161 Wire Fence with Steel Posts (Class C and D Fence)
561	Item F-162 Chain-Link Fence
569	Item F-163 Wildlife Deterrent Fence Skirt
573	Item F-164 Wildlife Exclusion Fence
583	Part 11 – Drainage Item D-701 Pipe for Storm Drains and Culverts
595	Item D-702 Slotted Drains
599	Item D-705 Pipe Underdrains for Airports
609	Item D-751 Manholes, Catch Basins, Inlets and Inspection Holes
615	Item D-752 Concrete Culverts, Headwalls, and Miscellaneous Drainage Structures
619	Item D-754 Concrete Gutters, Ditches, and Flumes
621	Part 12 – Turfing Item T-901 Seeding
629	Item T-903 Sprigging
635	Item T-904 Sodding
641	Item T-905 Topsoil
645	Item T-908 Mulching
649	Part 13 – Lighting Installation Item L-101 Airport Rotating Beacons
655	Item L-103 Airport Beacon Towers
661	Item L-107 Airport Wind Cones
667	Item L-108 Underground Power Cable for Airports
683	Item L-109 Airport Transformer Vault and Vault Equipment
693	Item L-110 Airport Underground Electrical Duct Banks and Conduits
705	Item L-115 Electrical Manholes and Junction Structures
715	Item L-119 Airport Obstruction Lights
721	Item L-125 Installation of Airport Lighting Systems

FAA 150 5320 6G 2021

Sun, 20 Oct 2024 10:05:35 +0000

PDF Catalog

PDF Pages	PDF Title
11	Chapter 1. AIRPORT PAVEMENTS—THEIR FUNCTION AND PURPOSES 1.1 General. 1.1.1 An airport pavement is a complex engineering structure. Pavement analysis and design involves the interaction of four equally important components: 1.1.2 Airport pavements are designed and constructed to provide adequate support for the loads imposed by aircraft and to produce a surface that is: firm, stable, smooth, skid resistant, year-round all-weather surface, free of debris or other particle… 1.1.3 To fulfill these performance requirements the pavement will need: 1.2 Pavement Design Standards. 1.2.1 Flexible Pavement. 1.2.2 Rigid Pavement. 1.2.3 The failure curves have been calibrated with full-scale pavement tests at the FAA’s National Airport Pavement Test Facility (NAPTF).
12	1.3 FAA Pavement Design Program. 1.3.1 FAARFIELD. 1.4 Evaluation of Existing Pavements. 1.5 Construction Specifications and Geometric Standards. 1.5.1 Specifications. 1.5.2 Geometric Standards. 1.6 Airfield Pavements. 1.6.1 Types of Pavement. 1.6.1.1 Flexible pavements are those in which each structural layer is supported by the layer below and ultimately supported by the subgrade. Typically, the surface course for flexible pavements is asphalt mix, Item P-401. 1.6.1.2 Rigid pavements are those in which the principal load resistance is provided by the surface concrete layer. Typically, the surface course for rigid pavements is cement concrete pavement, Item P-501.
13	1.6.2 Selection of Pavement Type. 1.6.2.1 With proper design, materials, construction, and maintenance, any pavement type can provide the desired pavement service life. Historically, airport pavements have performed well for 20 years as shown in Operational Life of Airport Pavements,… 1.6.2.2 The selection of a pavement section requires the evaluation of multiple factors including cost and funding limitations, operational constraints, construction timeframe, material availability, cost and frequency of anticipated maintenance, envi… 1.6.3 Cost Effectiveness Determination. 1.6.3.1 A cost effectiveness determination includes a life-cycle cost analysis (LCCA). LCCA methodology includes the following steps: 1.6.3.2 Routine maintenance costs, such as incidental crack sealing, have a marginal effect on net present value (NPV). Focus on initial construction, planned preventative maintenance, and rehabilitation costs. Base salvage value on the remaining fun…
14	1.6.3.3 An LCCA in support of a pavement section does not ensure that funds will be available to support the initial construction. 1.6.3.4 For additional information on performing LCCA, refer to Airfield Asphalt Pavement Technology Program (AAPTP) Report 06-06, Life Cycle Cost Analysis for Airport Pavements, and the Federal Highway Administration Life-Cycle Cost Analysis Primer. 1.6.3.5 When considering alternative pavement sections, assume that all alternatives will achieve the desired result of a smooth, foreign object debris (FOD)-free surface with adequate profile and texture to safely operate aircraft. The question is w…
15	1.6.3.6 From a practical standpoint, if the difference in the present worth of costs between two design or rehabilitation alternatives is 10 percent or less, it is normally assumed to be insignificant and the present worth of the two alternatives can … 1.6.4 Pavement Structure.
18	1.7 Skid Resistance. 1.8 Staged Construction. 1.8.1 It may be necessary to construct the airport pavement in stages to accommodate changes in traffic, increases in aircraft weights, frequency of operation or to address funding limitations. The stages may be vertical (i.e. successive layer streng… 1.8.2 When designing airport pavements, give consideration for planned runway/taxiway extensions, widening, parallel taxiways, and other changes to ensure that each stage provides an operational surface that can safely accommodate the current traffic. 1.8.3 Consider alignments of future development when selecting the longitudinal grades, cross-slope grade, stub-taxiway grades, etc. 1.8.4 Design each stage to safely accommodate the traffic using the pavement until the next stage is constructed. 1.8.5 Consider the future structural needs for the full-service life of the pavement when evaluating the initial section to be constructed. 1.8.6 Design and construct the underlying layers and drainage facilities to the standards required for the final pavement cross-sections. Refer to AC 150/5320-5, Airport Drainage, for additional guidance on design and construction of airport surface … 1.9 Design of Structures.
19	Chapter 2. SOIL INVESTIGATIONS AND EVALUATION 2.1 General. 2.1.1 Soil. 2.1.2 Classification System. 2.1.3 Drainage. 2.2 Soil Conditions. 2.2.1 Site Investigation.
20	2.2.2 Sampling and Identification Procedures. 2.2.3 Soil Maps. 2.2.4 Aerial Photography. 2.3 Surveying and Sampling. 2.3.1 Subsurface Borings and Pavement Cores of Existing Pavement. 2.3.1.1 The initial step in an investigation of subsurface conditions is a soil survey to determine the quantity and extent of the different types of soil, the arrangement of soil layers, and the depth of any subsurface water. Profile borings will as…
21	2.3.1.2 Cores of existing pavement provide information about the existing pavement structure. Take color photographs of pavement cores and include with the geotechnical report. 2.3.2 Number of Borings, Locations, and Depths of New Construction. 2.3.2.1 Take a sufficient number of borings to determine and map existing soil conditions. 2.3.2.2 If past experience indicates that settlement or stability in deep fill areas at the location may be a problem, or if in the opinion of the geotechnical engineer more investigations are warranted, additional and/or deeper borings may be require… 2.3.2.3 See Table 2-1 for suggested criteria for the location, depth, and number of borings for new construction. These criteria vary depending upon the local conditions, e.g. number and type of subgrade materials or expected depth of embankment. Few… 2.3.3 Number of Borings on Rehabilitation Projects. 2.3.3.1 Borings are not always required on rehabilitation projects. For example, rehabilitation projects just to correct deficiency in wearing surface or grade generally do not require analysis of subsurface conditions. However, a rehabilitation pro… 2.3.3.2 As built plans from previous projects and available engineering reports, supplemented with nondestructive testing (NDT) and minimally destructive testing can often be used to establish strength of existing materials. Perform sufficient testin… 2.3.3.3 When pavement rehabilitation or reconstruction is required due to subgrade failure, obtain sufficient borings to characterize the depth and extent of subgrade material that needs to be improved, or removed and replaced. Improvements may inclu… 2.3.3.4 See Chapter 4 for additional information on pavement rehabilitation projects.
22	2.3.4 Soil Exploration Boring Log. 2.3.4.1 Summarize the results of the soil explorations in boring logs. A typical boring log includes: 2.3.4.2 Refer to ASTM D1586 Standard Test Method for Standard Penetration Test (SPT) and Split Barrel Sampling of Soils. 2.3.4.3 Obtain representative samples of the different soil layers encountered and perform laboratory tests to determine their physical and engineering properties. It is important that each sample tested be representative of a particular soil type and…
23	2.3.4.4 In-situ properties, such as in-place moisture, density, shear strength, consolidation characteristics etc., may require obtaining “undisturbed” core samples per ASTM D1587, Standard Practice for Thin-Walled Tube Sampling of Fine-Grained Soils … 2.3.5 In-place Bearing Testing. 2.3.6 Number of Cores. 2.3.7 Nondestructive and Minimally Destructive Testing. 2.3.7.1 NDT using FWD or HWD, as described in Appendix C, can be used to evaluate subgrade strength and to assist with establishing locations for soil borings as well as sampling locations for evaluation of existing pavements. 2.3.7.2 DCP tests, per ASTM D6951, Standard Test Method for Use of the Dynamic Cone Penetrometer in Shallow Pavement Applications, can quickly provide useful information regarding relative strength of material. DCP testing is classified as a minimall… 2.3.7.3 GPR can provide a continuous profile of subsurface conditions. GPR has the potential to assist with identification of several subsurface conditions such as providing a rough estimate of thickness of subsurface pavement layers, location of subs…
24	2.3.8 Soil Tests. 2.3.8.1 Soil Characterization Testing Requirements. 2.3.8.2 Moisture-Density Relations of Soils.
25	2.3.8.2.1 Pavements Loads of 60,000 Pounds (27,200 kg) or More. 2.3.8.2.2 Pavement Loads Less than 60,000 Pounds (27,200 kg). 2.3.8.2.3 Expansive Soils 2.3.9 Subgrade Support for Pavement Design. 2.3.9.1 Soil classification for engineering purposes provides an indication of the suitability of the soil as a pavement subgrade. However, the soil classification does not provide sufficient information to predict pavement behavior. Performance var… 2.3.9.2 The subgrade soil provides the ultimate support for both flexible and rigid pavements and the imposed loads. The pavement structure (surface, base and subbase) distributes the imposed loads to the subgrade over an area greater than the tire c… 2.3.9.3 Uniform subgrade support is as important as the amount of subgrade support. Avoid abrupt transitions between different subgrade materials. 2.3.9.4 The FAA recommends selecting a subgrade strength value for design that is one standard deviation (sample) below the mean of laboratory tests. Use a value for design that reflects the expected long-term subgrade support. Document and support … 2.3.9.5 Subbase and base layers are difficult to construct without adequate subgrade support. Constructability issues may require improvements to the subgrade to facilitate construction of the subbase and base layers. 2.3.9.6 Improving weak subgrades may be more cost effective than providing thicker layers of aggregate base and subbase.
26	2.3.9.7 Characterize subgrade materials by a suitable strength or stiffness (modulus) parameter for pavement design and evaluation. For pavements to be designed with FAARFIELD, the quality of the subgrade is best characterized by the Elastic Modulus … 2.3.9.8 Typically, CBR tests are used to establish the strength of subgrade for flexible pavements. For fine grained non-expansive soils, the elastic modulus E can be estimated from CBR using the following correlation: E (psi) = 1500 × CBR or E (MPa)… 2.3.9.9 For rigid pavements, measure the strength of the subgrade with a plate load test (see paragraph 2.4.3), which gives the modulus of subgrade reaction (k-value). The elastic modulus E can be estimated from k-value using the following correlatio… 2.3.9.10 In some cases, for example when designing overlays on existing pavements, it is not possible to obtain estimates of E from CBR or plate load data. In these cases, an estimate of E may be obtained by backcalculation from deflectometer (FWD/H… 2.3.9.11 California Bearing Ratio (CBR). 2.3.9.11.1 Laboratory CBR.
27	2.3.9.11.2 CBR for Gravelly Materials. 2.3.9.11.3 Number of CBR Tests. 2.3.9.11.4 Lime Rock Bearing Ratio. 2.3.9.12 Plate Bearing Test. 2.3.9.12.1 The plate bearing test measures the bearing capacity of the pavement foundation. The result, modulus of subgrade reaction (k value), is a measure of the pressure required to produce a unit deflection of the pavement foundation. The k valu… 2.3.9.12.2 Perform plate bearing tests in accordance with the procedures contained in AASHTO T 222 Standard Method of Test for Non-repetitive Static Plate Load Test of Soils and Flexible Pavement Components for Use in Evaluation and Design of Airport … 2.3.9.12.3 Plate Bearing Test Conditions.
28	2.3.9.12.4 Plate Size. 2.3.9.12.5 Number of Plate Bearing Tests. 2.3.9.12.6 When plate bearing test data is not available the k value may be estimated from available CBR data, see paragraph 3.16.4. 2.3.9.13 Other tests to assist in evaluating subgrade soils include: 2.4 Subgrade Stabilization. 2.4.1 Where the mean subgrade strength is lower than CBR 5 (elastic modulus approximately 7,500 psi) it is recommended to improve the subgrade chemically, mechanically, or by replacement with suitable subgrade material. 2.4.2 When the mean subgrade strength is less than a CBR 3 (elastic modulus approximately 4,500 psi) improve the subgrade through stabilization or replacement with suitable subgrade material. 2.4.3 In addition, consider subgrade stabilization if any of the following conditions exist: poor drainage, adverse surface drainage, frost, periodic water inundation or the need to establish a stable working platform. Use chemical agents, mechanical… 2.4.4 Stabilize subgrade materials to a minimum depth of 12 in (300 mm), or to the depth recommended by the geotechnical engineer. To establish a stable working platform additional thickness may be required or limitations may be required on size and …
29	2.4.5 In FAARFIELD, model the stabilized layers as a user-defined layer. (see paragraph 2.5.4). 2.4.6 Chemical Stabilization. 2.4.6.1 Chemical stabilization of subgrade soils can increase their strength, bearing capacity, improve shrink/swell and freeze/thaw characteristics. Different soil types require different stabilizing agents for best results. Caution: check the solub… 2.4.6.2 Cement stabilization works best with coarse grained soils however it can stabilize most any soil. The objective of cement stabilization is to reduce the plasticity index (PI), increase strength and reduce permeability. Cement is typically ad… 2.4.6.3 Lime stabilization is most effective with plastic clayey soils, PI > 12. Lime treatment is generally performed to reduce the PI. This increases the optimum water content, permits compaction under wet conditions, and allows soils to dry out m… 2.4.6.4 Sandy soils with a pH 2% are classified as ‘poorly reacting soils’ and may not react normally with cement. If the existing soil has a low pH, chemical treatments using lime or cement will neutralize the soil an… 2.4.6.5 The following publications are recommended to determine the appropriate type and amount of chemical stabilization for subgrade soils: Unified Facilities Criteria (UFC) Manual Pavement Design for Airfields, UFC 3-260-02; Soil Cement Laboratory … 2.4.6.6 Both cement and lime stabilization will increase the long-term strength of soils. How much they will improve strength is dependent upon the type of soil, amount of cement or lime added as well as depth of treatment. Long term strength gains o…
30	2.4.7 Mechanical Stabilization. 2.4.7.1 Not all subgrades can be stabilized with chemical additives. The underlying soils may be so soft that stabilized materials cannot be mixed and compacted over the underlying soils without failing the soft underlying soils. 2.4.7.2 To facilitate construction of the pavement section, extremely soft soils may require bridging of the weak soils with a layer of rock or coarse sand. Bridging can be accomplished with the use of thick layers, 2-3 feet (600-900mm), of shot rock… 2.4.7.3 Geosynthetics may be used as the first layer of mechanical stabilization over soft fine-grained soils. The geosynthetic creates a working platform for the construction of the subsequent pavement layers. 2.4.8 Geosynthetics. 2.4.8.1 The term geosynthetics describes a range of manufactured synthetic products used to address geotechnical problems. Geosynthetics includes four main products: geotextiles, geogrids, geomembranes, and geocomposites. The synthetic nature of the m… 2.4.8.2 Include justification in the engineer’s report from the geotechnical engineer to support and justify what the geosynthetic will provide to the pavement structure. The most common use on airports is as a layer to prevent migration of fines, fo…
31	2.4.8.3 Document in geotechnical report the type of geosynthetic and support the expected long-term benefit, if any. 2.5 Seasonal Frost. 2.5.1 For detrimental frost action, three conditions are required: 2.5.2 Frost Susceptibility. 2.5.3 For frost design purposes soils are categorized into four frost groups, frost group FG-1, FG-2, FG-3, and FG-4,as defined in Table 2-2. The higher the frost group number, the more frost susceptible the soil, i.e., soils in FG-4 are more frost s… 2.5.4 Soils with high liquid limits combined with high silt and clay content are more susceptible to frost heave than soils that have coarser gradation such as gravels or sands.
32	2.5.5 Depth of Frost Penetration. 2.5.6 Free Water Necessary for Frost Action.
33	2.5.7 Edge drain systems may help reduce the amount of available water. However, the effectiveness of the edge drain system will be impacted by the type of subgrade soil present and the depth of frost. Edge drain systems are most effective in removing… 2.6 Frost Design. 2.6.1 See Chapter 3 for guidance on how to offset seasonal frost effects when designing pavements. A more rigorous evaluation for frost effects is necessary when designing for pavement service life greater than 20 years. 2.6.2 See Research Report No. FAA-RD-74-030, Design of Civil Airfield Pavement for Seasonal Frost and Permafrost Conditions, for a discussion of frost action and its effects. 2.6.3 It is desirable to have uniform subgrade materials and to have gradual transitions between areas of different materials to minimize the potential for differential frost heave. In areas of significant frost and permafrost it may be necessary to … 2.6.4 Permafrost. 2.6.4.1 In arctic regions, it is common to encounter soils that are frozen to considerable depths year-round. Seasonal thawing and refreezing of the upper layer of permafrost can lead to severe loss of bearing capacity and/or differential heave. 2.6.4.2 In areas with continuous permafrost at shallow depths, utilize non-frost susceptible base course materials to prevent degradation (thawing) of the permafrost layer. The frost susceptibility of soils in permafrost areas is classified the same a… 2.6.4.3 In areas of permafrost, design the pavement structure with an experienced pavement/geotechnical engineer familiar with permafrost protection. 2.6.4.4 Consider the depth of seasonal thaw when designing pavements in areas of permafrost. Base the thawing index for design (design thawing index) on the three warmest summers in the last 30 years of record. If 30-year records are not available, …
34	2.6.5 Muskeg. 2.6.5.1 Muskeg is a highly organic soil deposit encountered in arctic areas. 2.6.5.2 If construction in areas of muskeg is unavoidable, and the soil survey shows the thickness of muskeg is less than 5 feet (1.5 m), the muskeg should be removed and replaced with granular fill. 2.6.5.3 If the thickness of muskeg is too thick to remove and replace, place a 5-foot (1.5 m) granular fill over the muskeg. This thickness is based on experience, however, differential settlement will occur requiring considerable maintenance to main…
35	Chapter 3. PAVEMENT DESIGN 3.1 Design Considerations. 3.2 FAA Pavement Design. 3.2.1 The design of airport pavements is a complex engineering problem that involves the interaction of multiple variables. FAARFIELD uses layered elastic and three-dimensional finite element-based design procedures for new and overlay designs of fle… 3.2.2 On federally funded projects include a copy of the design in the engineer’s report. 3.3 Flexible Pavements. 3.3.1 For flexible pavement design, FAARFIELD uses the maximum vertical strain at the top of the subgrade and the maximum horizontal strain at the bottom of all asphalt layers as the predictors of pavement structural life. 3.3.2 FAARFIELD provides the required thickness for all individual layers of flexible pavement (surface, base, and subbase) required to support a given aircraft traffic mix for the structural design life over a given subgrade. 3.3.3 When all aircraft are less than 60,000 pounds (27,200 kg) full-depth asphalt pavements may be used. 3.3.4 FAARFIELD has the ability to analyze full depth asphalt pavements as a 2-layer structure consisting of only the asphalt surface layer and a subgrade layer. However, the preferred method of analyzing a full-depth asphalt pavement is to use a 3-la… 3.4 Rigid Pavements. 3.4.1 For rigid pavement design, FAARFIELD uses the horizontal stress at the bottom of the concrete panel as the predictor of the pavement structural life. The maximum horizontal stress for design is determined considering both edge and interior load…
36	3.4.2 FAARFIELD provides the required thickness of the rigid pavement panel required to support a given aircraft traffic mix for the structural design life over a given base/subbase/subgrade. FAARFIELD will check for minimum thicknesses of stabilized… 3.5 Stabilized Base Course. 3.5.1 When aircraft in the design traffic mix have gross loads of 100,000 pounds (45,359 kg) or more, then use of a stabilized base is required. Full scale performance tests have shown superior performance of both flexible and rigid pavements that inc… 3.5.2 Exceptions to use of stabilized base may be considered when less than 5% of the traffic is aircraft with gross loads of 100,000 pounds (45,359 kg), or more but all aircraft gross loads are less than 110,000 pounds (49,895 kg), or when the only a… 3.5.3 Superior materials that exhibit a remolded soaked CBR of 100 or greater and have proven performance under similar aircraft loadings and climatic conditions may be substituted for a stabilized base course. Lime rock must exhibit an LBR of 125 or… 3.5.4 Bases used under stabilized bases should exhibit a remolded soaked CBR (per ASTM D1883) of at least 35. Suitable bases for use under a stabilized base include P-209, P-208, or P-211. Other materials, such as P-219, may be acceptable. 3.5.5 Document and support in the engineer’s report, type of material, gradation and strength, for base and subbase as well as for stabilized base when pavement design includes aircraft over 100,000 pounds (45,359 kg). 3.6 Base or Subbase Contamination. 3.6.1 Contamination of subbase or base aggregates may occur during construction and/or once pavement is in service. A loss of structural capacity can result from contamination of base and/or subbase elements with fines from underlying subgrade soils….
37	3.6.2 Geosynthetic separation materials reduce contamination from subgrade, when placed between subgrade and aggregate layer when constructing a new pavement section. Include a geosynthetic separation material between non-frost susceptible material a… 3.6.3 Document and support need and use of geosynthetic separation material in geotechnical report. 3.7 Drainage Layer. 3.7.1 Drainage layers are recommended for pavements serving aircraft greater than 60,000 pounds, constructed in areas with excessive subsurface moisture and where existing soils have coefficient of permeability less than 20 ft/day (6 m/day). Document… 3.7.2 The use of drainage layers will protect pavements from moisture related subgrade, subbase and base failures. Drainage layers facilitate the quick removal of excess moisture from the pavement structure. Construct drainage layers to be free drai… 3.7.3 An effective drainage layer will attain 85 percent drainage in 24 hours for runways and taxiways, and 85 percent drainage in 10 days for aprons and other areas with low-speed traffic. Drainage layers that provide a permeability of 500 – 1500 ft… 3.7.4 Consider including a subsurface drainage layer in frost areas constructed on FG2 or higher subgrade soils. 3.7.5 When the drainage layer is located beneath an unbound aggregate base, limit the material passing the No. 200 (0.075 mm) sieve in the aggregate base to less than 5 percent to allow for movement of water through the aggregate base. 3.7.6 For Rigid Pavements. 3.7.7 For Flexible Pavements. 3.7.7.1 Place the drainage layer immediately above the subgrade, except as noted below or when geotechnical engineer recommends otherwise.
38	3.7.7.2 When the total thickness of the pavement structure is less than 12 inches (300 mm), place the stabilized drainage layer directly beneath the surface layer using the drainage layer in place of base and subbase. 3.7.8 In the structural design of sections with drainage layers, model these layers in FAARFIELD as user defined layers. The modulus value assigned to the drainage layer depends upon the material used. 3.7.9 See Engineering Brief (EB) 102 Item P-407 Asphalt Treated Permeable Base for sample specification. See AC 150/5370-10, Item P-307, Cement Treated Permeable Base Course, for an example of a stabilized drainage layer. See IPRF-01-G-002-1(G) Stab… 3.8 Subgrade Compaction. 3.8.1 FAARFIELD Compaction Depths for Subgrades Beneath Pavements. 3.8.1.1 The compaction requirements in FAARFIELD are based on the Compaction Index (CI) concept. Background information on this concept can be found in U.S. Army Engineer Waterways Experiment Station, Technical Report No. 3-529, Compaction Requiremen… 3.8.1.2 Complete the thickness design analysis in FAARFIELD before computing the subgrade compaction requirements. 3.8.1.3 FAARFIELD determines compaction depths using ASTM D698 or ASTM D1557 based on weight of aircraft. ASTM D698 applies for aircraft less than 60,000 pounds (27,200 kg) and ASTM D1557 applies for aircraft 60,000 pounds (27,200 kg) and greater. 3.8.1.4 FAARFIELD computes compaction requirements for the specific pavement design and traffic mixture and generates tables of required minimum density requirements for the subgrade beneath pavements. The values in these tables denote the minimum com…
39	3.8.1.5 FAARFIELD generates two tables one for non-cohesive soil types and one for cohesive soil types. When determining the compaction requirement, non-cohesive soils have a plasticity index of less than 3. 3.8.2 New Embankments. 3.8.2.1 Compact cohesive fill under pavement, including shoulders, to minimum of 12 inches (300 mm) or to depth calculated by FAARFIELD if greater, to 95 percent of maximum density. For embankments outside of paved areas, compact cohesive soils to at… 3.8.2.2 Compact the top 6 inches (150 mm) of non-cohesive fill under pavement, including shoulders, to 100 percent maximum density, and compact the remainder of the fill to 95 percent maximum density. 3.8.2.3 Adjust compaction requirements to address unique local soil conditions, when supported by a geotechnical engineer’s report. When constructing deep fills, soils may require special compaction requirements as directed by the geotechnical engineer. 3.8.3 Cut Sections. 3.8.3.1 Subgrade densities in cut areas under pavement, including shoulders, must be equal or greater than compaction requirements as calculated by FAARFIELD. 3.8.3.2 When densities cannot be achieved by reworking and compaction of existing subgrade, remove and replace with suitable select material. 3.8.3.3 It is a good practice to rework and recompact at least the top 12 inches (300 mm) of subgrade in cut areas under pavements, including shoulders. Depending upon the in-place densities, it may be necessary to rework and recompact additional mate… 3.9 Swelling / Shrinking Soils. 3.9.1 Soils that shrink or swell are usually clay soils or organic material that exhibit a significant volume change caused by moisture variations. Pavements constructed on swelling soils are subject to differential movements that may result in surfa…
40	3.9.2 All clay soils and organic material have potential for volume changes. Sands and Gravel with high clay content and all silts may be moderately expansive. Clean sands and gravels have little to no expansive potential. Clay soils that have liqui… 3.9.3 Treatment is required when soils compacted at 2-3 percent above optimum and that exhibit a swell of greater than 3 percent when tested, per ASTM D1883 Standard Test Method for California Bearing Ration (CBR) of Laboratory-Compacted Soils. When … 3.9.4 For additional information on identifying and handling swelling soils, see FAA Reports No. FAA-RD-76-066 Design and Construction of Airport Pavements on Expansive Soils, and DOT/FAA/PM-85115 Validation of Procedures for Pavement Design on Expans…
42	3.10 Pavement Life. 3.10.1 Design Life in FAARFIELD refers to structural life, the total number of load cycles a pavement structure will carry before it fails structurally. 3.10.2 Functional or useful life is the period of time that the pavement is able to provide an acceptable level of service as measured by performance indicators such as FOD, skid resistance, or roughness. Pavements may have significant remaining func… 3.10.3 Structural failure for rigid pavements occurs when concrete panels have extensive structural (load related) cracking. Structural failure for flexible pavements occurs when the subgrade is no longer protected from structural (load related) dama… 3.10.4 The structural design of airport pavements consists of determining both the overall pavement thickness and the thickness of the component parts of the pavement structure. 3.10.5 Properly maintained pavements will have a longer functional life. 3.10.5.1 To maximize a flexible pavement’s life, routine crack sealing and applications of pavement seal coats and small patches will be required. 3.10.5.2 To maximize a rigid pavement’s life, crack sealing, joint sealant repair/replacement, isolated panel replacement and partial depth spall repairs will be required. 3.10.5.3 Due to deterioration from normal use and the environment, both flexible and rigid pavements may require rehabilitation of surface grades and renewal of surface characteristics. A mill and overlay may be required with flexible pavements and su… 3.11 Pavement Structural Design 3.11.1 A number of factors influence the required thickness of pavement including:
43	3.11.2 Design Life. 3.11.3 It is theoretically possible to perform a pavement design for any service period. To achieve the intended design life requires consideration of many interacting factors including: (1) actual Aircraft mix as compared to traffic considered during… 3.11.3.1 On federally funded projects coordinate design period as well as any fiscal constraints with FAA and airport owner. 3.11.3.1.1 At large and medium hub airports a longer design life may be appropriate when accurate forecasts of the future aircraft traffic are available and where the size and configuration of the airport is not anticipated to change. 3.11.3.1.2 However, when designing a project at smaller airports, it may be more prudent to design for no more than 20 years since the configuration of the airport and the composition and frequency of future activity is unknown. Many airports have sig… 3.11.3.1.3 An LCCA will help to support design periods other than 20 years. However, fiscal constraints (i.e., funds available) may dictate which pavement section(s) and design life are considered. See paragraph 1.6.3 for additional discussion on LCCA. 3.11.3.2 Design new pavements on federally funded FAA projects for a minimum 20-year design life. 3.11.3.3 Design rehabilitation projects for a minimum 10-year design life. 3.11.3.4 Phased projects may only require a temporary pavement for 1-2 years. 3.11.3.5 On federally funded projects, include justification supporting design period used in engineer’s report. 3.12 Pavement Design Using FAARFIELD. 3.12.1 Application.
44	3.12.1.1 FAARFIELD currently does not take into account provisions for frost protection and permafrost discussed in paragraph 3.14. It is the responsibility of the user to check these provisions separately from FAARFIELD and to modify the thickness of… 3.12.1.2 Material or construction issues can lead to functional failures in pavements (e.g., excessive roughness, FOD, or surface deformations). These types of issues are not addressed directly by FAARFIELD. 3.12.1.3 FAARFIELD design assumes that all pavement layers meet the applicable requirements of AC 150/5370-10 for materials, construction, and quality control. User-defined layers must be used in FAARFIELD when utilizing materials other than FAA stand… 3.12.2 Cumulative Damage Factor (CDF). 3.12.2.1 FAARFIELD is based on the cumulative damage factor (CDF) concept in which the contribution of each aircraft type in a given traffic mix is summed to obtain the total cumulative damage from all aircraft operations in the traffic mix. 3.12.2.2 Thickness designs using FAARFIELD use the entire traffic mix. FAARFIELD does not designate a design aircraft; however, using the CDF method, it identifies those aircraft in the design mix that contribute the greatest amount of damage to the p… 3.12.2.3 Note, using departures of a single “design” aircraft to represent all traffic is not equivalent to designing with the full traffic mix in the CDF method and will generally result in excessive thickness. 3.12.3 Current Version FAARFIELD. 3.12.3.1 The current version of FAARFIELD is designated Version 2.0. Failure models used in FAARFIELD were calibrated using the most recent full-scale pavement tests at the FAA’s NAPTF. 3.12.3.2 The internal help file for FAARFIELD contains a user’s manual, which provides detailed information on proper execution of the program. The manual also contains additional technical references for specific details of the FAARFIELD design proc… 3.12.3.3 FAARFIELD software is available for download at (https://www.faa.gov/airports/engineering/design_software/).
45	3.12.4 Overview of FAARFIELD Program. 3.12.4.1 FAARFIELD consists of a main program that calls several subprograms (libraries), as shown schematically in Figure 3-1. The main subprograms are: 3.12.4.2 The FAARFIELD program operates either with U.S. customary or metric dimensions. The FAARFIELD program operates in four functional modes:
46	3.12.5 FAARFIELD Pavement Design Process. 3.12.6 Aircraft Traffic Considerations. 3.12.6.1 Load. 3.12.6.2 Landing Gear Type and Geometry. 3.12.6.3 Tire Pressure.
47	3.12.6.4 Aircraft Traffic Volume. 3.12.6.5 Departure Traffic. 3.12.6.6 Total Departures Over Design Life.
48	3.12.6.7 Aircraft Traffic Mix. 3.12.6.8 Cumulative Damage Factor (CDF) 3.12.7 Non-Aircraft Vehicles. 3.12.7.1 In some situations, non-aircraft vehicles such as aircraft rescue and firefighting, snow removal, fueling equipment, passenger boarding bridges or ground service equipment may place heavier wheel loads on the pavement than aircraft. FAARFIEL…
49	3.12.7.2 For small GA airports, it may be necessary to consider one or more of the following options: (1) limit the size of fuel trucks used for supply and refueling; (2) locate the fuel storage tanks in a location such that the trucks supplying fuel … 3.12.8 Pass-to-Coverage Ratio. 3.12.8.1 An aircraft seldom travels along a pavement section in a perfectly straight path or along the same path each time. This lateral movement is known as aircraft wander and is modeled with a normal distribution. As an aircraft moves along a tax… 3.12.8.2 The ratio of number of passes required to apply one coverage to a unit area of the pavement is expressed by the pass-to-coverage (P/C) ratio. The number of passes an aircraft may make on a given pavement is easy to observe, but the number of… 3.12.8.3 By definition, one coverage occurs when a unit area of the pavement experiences the maximum response (stress for rigid pavement, strain for flexible pavement) induced by a given aircraft. 3.12.8.4 For flexible pavements, coverages are a measure of the number of repetitions of the maximum strain occurring at the top of subgrade. 3.12.8.5 For rigid pavements, coverages are a measure of repetitions of the maximum stress occurring at the bottom of the rigid layer (see Report No. FAA-RD-77-81, Development of a Structural Design Procedure for Rigid Airport Pavements). 3.12.8.6 Coverages resulting from operations of a particular aircraft type are a function of the number of aircraft passes, the number and spacing of wheels on the aircraft main landing gear, the width of the tire-contact area, and the lateral distrib… 3.12.8.7 In calculating the P/C ratio, FAARFIELD uses the concept of effective tire width. For flexible pavements, the effective tire width is defined at the top of the subgrade. FAARFIELD establishes the flexible effective width with “response line…
51	3.12.9 Cumulative Damage Factor. 3.12.9.1 Fatigue failure in FAARFIELD is expressed by a CDF. The CDF is a form of Miner’s rule, a cumulative damage model for fatigue failure. Using Miner’s rule the total CDF is determined by summing the damage from each individual aircraft. The C… 3.12.9.2 FAARFIELD calculates a CDF for each 10-inch (254-mm) wide strip along the pavement over a total width of 820 inches (20.8 m). FAARFIELD calculates a pass-to-coverage ratio for each strip assuming 75 percent of passes occur within a “wander w… 3.12.9.3 In FAARFIELD, the “CDF Graph” function displays plots of CDF versus lateral offset for each gear in the design mix, and a plot of total CDF for all aircraft in the mix. For a completed design the peak value of total CDF = 1.0. The offset at…
52	3.12.10 FAARFIELD Material Properties. 3.12.10.1 In FAARFIELD, pavement layers are assigned a thickness, elastic modulus, and Poisson’s ratio. Flexible and rigid analysis utilize the same layer properties. FAARFIELD allows layer thicknesses to be varied, subject to minimum thickness requ… 3.12.10.2 In a rigid analysis, FAARFIELD requires a minimum of 3 layers (surface, base and subgrade) but allows up to a total of five (5) layers. A flexible design may have an unlimited number of layers or as few as 2 layers (asphalt surface and subg… 3.12.10.3 When designing a new pavement, on federally funded projects, use FAA standard materials as specified in AC 150/5370-10 unless the use of other materials has been approved by the FAA as a modification to standards (see FAA Order 5300.1). Whe…
54	3.12.11 Minimum Layer Thickness.
56	3.13 Typical Pavement Sections. 3.13.1 The FAA recommends uniform full width pavement sections, with each pavement layer constructed a uniform thickness for the full width of the pavement. See Figure 1-1 and Figure 3-3.
57	3.13.2 Since traffic on runways is distributed with the majority of traffic on the center (keel) portion of the runway, runways may be constructed with a transversely variable section. Variable sections permit a reduction in the quantity of materials… 3.14 Frost and Permafrost Design. 3.14.1 Consider the environmental conditions that will affect the pavement during its construction and service life when designing an airport pavement. In areas where frost and permafrost impact pavements, the address the adverse effects of seasonal f… 3.14.2 For first few years after construction or rehabilitation of flexible pavement depth of thaw may increase which could result in pavement irregularity and settlement. It may be necessary to limit loads during periods of thaw to minimize potentia… 3.14.3 It is important to keep cracks sealed to help prevent water from penetrating into base, subbase and subgrade. 3.14.4 To protect the non-frost susceptible or subbase from contamination by subgrade material, include a geosynthetic separation material at the interface between the non-frost susceptible base or subbase and the subgrade as recommended by geotechnic… 3.14.5 Seasonal Frost. 3.14.5.1 The adverse effects of seasonal frost are discussed in Chapter 2. Soil frost groups are described in Table 2-2. The design of pavements in seasonal frost areas can be based on any of three approaches: complete frost protection, limited fros… 3.14.5.2 When constructing pavements in areas subject to seasonal frost it is important to provide uniform subgrade soils beneath the pavement. Avoid abrupt transitions between different subgrade materials as well as abrupt changes in thickness of the…
58	3.14.5.3 The FAA considers base (P-209) material to be non-frost susceptible if less than 5% passes the No. 200 sieve, and less than 10% for subbase (P-154) material. 3.14.5.4 Note, studies with the Alaska Department of Transportation (AKDOT) have established that the percent passing the No. 200 sieve is approximately 2 times the amount of 0.02 mm material. Even though the 0.02 mm size is the critical opening size … 3.14.5.5 Follow the recommendations of a geotechnical engineer familiar with the available soils and how those soils react under freezing conditions as to the type and extent of frost protection required. Document and support type and depth of frost … 3.14.6 Complete Frost Protection. 3.14.6.1 Complete frost protection is based on the control of pavement deformations resulting from frost action. The combined thickness of the pavement and non-frost-susceptible material will minimize the adverse effects of frost penetration into the … 3.14.6.2 Complete frost protection is accomplished by providing a sufficient thickness of pavement and non-frost-susceptible material to contain frost penetration within the pavement structure. 3.14.6.3 The depth of frost penetration is determined by engineering analysis or by local codes and experience. 3.14.6.4 The thickness of pavement required for structural support is compared with the computed depth of frost penetration. The difference between the pavement thickness required for structural support and the computed depth of frost penetration is m… 3.14.6.5 Complete protection may involve removal and replacement of a considerable amount of subgrade material. Complete frost protection is the most effective method of providing frost protection. The complete frost protection method applies only t… 3.14.6.6 Generally, complete frost protection is only considered for runways and taxiways at large hub airports or in areas where frost penetration is minimal.
59	3.14.7 Limited Subgrade Frost Penetration. 3.14.7.1 The limited subgrade frost penetration method, based on engineering judgment and experience, limits frost heave to an acceptable level of maintenance, generally less than 1 inch (25 mm) of frost heave. Frost is allowed to penetrate to a limit… 3.14.7.2 Non-frost susceptible materials are required for 65% of the depth of frost penetration, and a geosynthetic separation layer is required between the NFS subbase and fine grained subgrade materials. (See paragraph 3.14.5.2.) 3.14.7.3 This method applies to soils in all frost groups when the functional requirements of the pavement permit a minor amount of frost heave. Consider this method for primary commercial service airports serving aircraft greater than 60,000 lbs (27… 3.14.7.4 After determining the thickness required for structural support, additional thickness of NFS subbase may be required to ensure that the NFS pavement structure is at least 65% of the depth of frost penetration. This will reduce the amount of … 3.14.8 Reduced Subgrade Strength. 3.14.8.1 The reduced subgrade strength method is based on providing adequate pavement load carrying capacity during the critical frost melting period when the subgrade strength is reduced due to excessive moisture. 3.14.8.2 To use the reduced subgrade strength method, the design assigns a subgrade strength rating close to what could be expected during the frost melting period, typically equal to approximately 50% of the subgrade design strength. 3.14.8.3 This method applies to soils in FG-1, FG-2, and FG-3, which are uniform in horizontal extent or where the functional requirements of the pavement permit some degree of frost heave. Limit frost heave such that it does not impact safe operatio… 3.14.8.4 The required pavement thicknesses are determined using FAARFIELD, inputting 50% of the design subgrade strength, or the strength recommended by the geotechnical engineer for the frost melting period. The pavement thicknesses established refl…
60	3.14.8.5 This method is commonly used at non-primary airports serving aircraft less than 60,000 lbs. 3.14.9 Permafrost. 3.15 Flexible Pavement Design. 3.15.1 General 3.15.2 FAARFIELD Flexible Pavement Design Failure Mode.
61	3.15.3 Asphalt Mixture Surfacing. 3.15.3.1 The asphalt material surface or wearing course: limits the penetration of surface water into the base course, provides a smooth, skid resistant surface free from loose particles that could become FOD, and resists the shearing stresses induce… 3.15.3.2 Use Item P-401 as the surface course for pavements serving aircraft weighing more than 60,000 pounds (27,215 kg). Item P-403 may be used as a surface course for pavements serving aircraft weighing 60,000 pounds (27,215 kg) or less. See AC 15… 3.15.3.3 In FAARFIELD, the asphalt surface or overlay types have the same properties, with modulus fixed at 200,000 psi (1,380 MPa) and Poisson’s Ratio fixed at 0.35. The Asphalt Overlay type can be placed over asphalt or concrete surface types or us… 3.15.3.4 It is a best practice to use a solvent-resistant surface (such as P-501, P-404 or P-629) in areas subject to spillage of fuel, hydraulic fluid, or other solvents, such as aircraft fueling positions and maintenance areas. 3.15.4 Base Course. 3.15.4.1 The base course distributes the imposed wheel loadings to the pavement subbase and/or subgrade. The best base course materials are composed of select, hard, and durable aggregates. The base course quality depends on material type, physical … 3.15.4.2 Base courses are classified as either stabilized or unstabilized. 3.15.4.3 When aircraft in the design traffic mix have gross loads of 100,000 pounds (45,360 kg) or more a stabilized base is required (see paragraph 3.5 for exceptions). 3.15.4.4 AC 150/5370-10, Standard Specifications for Construction of Airports, includes the material specifications that can be used as base courses: stabilized (P-401, P-403, P-306, P-304, P-220) and unstabilized (P-209, P-208,P-210, P-211, P-212, P-…
62	3.15.4.5 P-207, when supported with laboratory testing, may be used as a base course. If CBR of P-207 is > 80 it may be used in place of P-209, if CBR is < 60 it may be used in place of P-208. P-207 may be used as a subbase under a stabilized base. 3.15.4.6 P-219 requires laboratory testing to establish performance as a base or subbase. If CBR > 80 may be used in place of P-209, if CBR > 60 in place of P-208. May be used as a subbase under stabilized base. 3.15.4.7 Stabilized Base Course. 3.15.4.8 Aggregate Base Course. 3.15.4.8.1 The standard aggregate base course for flexible pavement design is Item P-209, Crushed Aggregate Base Course. Item P-208, Aggregate Base Course, may be used as a base for pavements accommodating aircraft fleets with all aircraft less than … 3.15.4.8.2 The modulus of non-stabilized layers is computed internally by FAARFIELD and the calculated modulus is dependent on the thickness of the layer and the modulus of the underlying layer. Details on the sublayering procedure used by FAARFIELD …
63	3.15.4.8.3 Aggregate layers can be placed anywhere in the flexible pavement structure except at the surface. Only two aggregate layers may be present in a structure, one crushed and one uncrushed., with the crushed layer above the uncrushed layer. 3.15.4.8.4 Once the FAARFIELD design is complete, the modulus value displayed in the structure table for an aggregate layer is the average value of the sublayer modulus values. (Note: When a new P-209 crushed aggregate layer is created, the initial m… 3.15.4.8.5 For compaction control for unstabilized base material, follow ASTM D698 for areas designated for aircraft with gross weights of 60,000 pounds (27,200 kg) or less and ASTM D1557 for areas designated for aircraft with gross weights greater th… 3.15.4.9 Minimum Base Course Thickness. 3.15.4.10 Base Course Width. 3.15.5 Subbase. 3.15.5.1 A subbase is required as part of the flexible pavement structure on subgrades with a CBR value less than 20. The standard subbase layer (P-154) provides the equivalent bearing capacity of a subgrade with a CBR of 20. Subbases may be aggrega… 3.15.5.2 The minimum thickness of subbase is 6 inches (150 mm). This minimum is recommended as a practical construction layer thickness for non-stabilized aggregate subbase. Additional thickness may be required to structurally protect subgrade or to…
64	3.15.5.3 The material requirements for subbase are not as strict as for the base course since the subbase is subjected to lower load intensities. Allowable subbase materials include P-154, P-210, P-212, P-213, and P-220. Use of items P-213 or P-220 … 3.15.5.4 For compaction control for subbase material, follow ASTM D698 for areas designated for aircraft with gross weights of 60,000 pounds (27,200 kg) or less and ASTM D1557 for areas designated for aircraft with gross weights greater than 60,000 po… 3.15.6 Subgrade. 3.15.6.1 The ability of a particular soil to resist shear and deformation varies with its properties, density, and moisture content. Subgrade stresses decrease with depth, and the controlling subgrade stress is usually at the top of the subgrade. Se… 3.15.6.2 In FAARFIELD, the subgrade thickness is assumed to be infinite and is characterized by a modulus (E)value. Subgrade modulus values for flexible pavement design can be determined in a number of ways. The applicable procedure in most cases is… 3.15.6.3 It is also acceptable to enter the elastic modulus (E) directly into FAARFIELD. For existing pavements, the E modulus can be determined in the field from NDT. Generally, an HWD or DCP is used on airfields. See Appendix C, Nondestructive Tes… 3.15.6.4 Flexible thickness design in FAARFIELD is sensitive to the strength of subgrade. Use a subgrade strength that reflects the in-service strength. For guidance on determining the CBR value to use for design, refer to paragraph 2.3.9.11. 3.15.6.5 In cases where the top layer of subgrade is stabilized using a chemical stabilizing agent (cement, fly ash, etc.) per paragraph 2.4.6, the properties of the top layer of subgrade will be different from those of the untreated subgrade below. …
65	3.16 Rigid Pavement Design. 3.16.1 General. 3.16.1.1 Rigid pavements for airports are composed of concrete placed on a granular or stabilized base course supported on a compacted subgrade. See Figure 1-1 and Figure 3-3 for a typical pavement structure. 3.16.1.2 The FAARFIELD design process currently considers only one mode of failure for rigid pavement, bottom-up cracking of the concrete panel. Cracking is controlled by limiting the horizontal stress at the bottom of the concrete panel. The rigid p…
66	3.16.1.3 FAARFIELD uses a three-dimensional finite element model (FAASR3D) to compute the edge stresses in concrete panels. The finite element-computed free edge stress is reduced by 25% to account for load transfer across joints. Critical stresses i… 3.16.2 Concrete Surface Layer. 3.16.3 Base / Subbase Layers. 3.16.3.1 The base layer provides a uniform, stable support for the rigid pavement panels. Refer to for minimum base thicknesses required under rigid pavements. 3.16.3.2 Stabilized base is required for base under pavements designed to serve aircraft over 100,000 pounds. See paragraph 3.5 for additional discussion regarding stabilized base. 3.16.3.3 Subbase under stabilized base must exhibit a CBR > 35. The material under the stabilized base needs to provide a stable platform for the construction of the stabilized base layer. 3.16.3.4 The following materials are acceptable for use under rigid pavements: stabilized base (P-401, P-403, P-307, P-306, P-304, P-220) and unstabilized base/subbase (P-209, P-208, P-219, P-211, P-154). When supported with geotechnical laboratory … 3.16.3.5 Two layers of base material may be used, e.g., a layer of P-306 over a layer of P-209. Avoid producing a “sandwich section”, in which one or more pervious granular layers is located between two impervious layers. This is to prevent trapping…
67	3.16.3.6 Subbase material may be substituted for aggregate base material in rigid pavements designed to serve aircraft weighing 30,000 pounds (13,610 kg) or less. 3.16.3.7 Additional subbase may be needed for frost protection; or as a substitution for unsuitable subgrade material. 3.16.3.8 Best construction practice is to offset the stabilized base, base and subbase layers 12 to 36 inches from the edge of the concrete layer to create a solid platform for the paver or forms. The amount of the offset is related to the manner of … 3.16.3.9 Up to three base/subbase layers can be added to the pavement structure in FAARFIELD for new rigid pavement design. For standard base/subbase materials, the modulus and Poisson’s ratio are internally set and cannot be changed by the user. Wh… 3.16.3.10 Document and support the stabilized base (when required), base and subbase used in the engineer’s report. 3.16.4 Subgrade: Determination of Modulus (E Value) for Rigid Pavement Subgrade. 3.16.4.1 A value for the foundation modulus is required for rigid pavement design. The foundation modulus is assigned to the subgrade layer; i.e., the layer below all structural layers. Use the subgrade stiffness as identified in the project geotech…
68	3.16.4.2 It is also acceptable to enter the elastic modulus (E) directly into FAARFIELD. For existing pavements, the E modulus can be determined in the field from NDT. Generally, an HWD or DCP is used on airfields. See Appendix C, Nondestructive Tes… 3.16.5 Frost Effects. 3.16.5.1 For rigid pavements in areas where temperature, moisture and subgrade soil conditions are conducive to detrimental frost action, provide frost protection as recommended by the geotechnical engineer. 3.16.5.2 Concrete panels less than 9 in (230 mm) thick are more susceptible to damage (cracking) from frost than panels greater than 9 in (230 mm). The boundary between marked and unmarked areas on a runway, e.g. adjacent to the fixed distance markin… 3.16.5.3 It is a best practice to reinforce concrete panels less than 9 in (230 mm) with embedded steel providing no less than 0.050 percent steel in both directions when subgrade soils are prone to frost heave, sufficient subsurface moisture present … 3.16.5.4 As a minimum reinforce panels less than 9 in (230 mm) that include large areas of markings, (e.g., threshold bars, runway designation and fixed distance markings) and the panels immediately adjacent to the markings. Refer to paragraph 2.5 fo… 3.16.6 FAARFIELD Calculation of Concrete Panel Thickness. 3.16.6.1 FAARFIELD calculates the panel thickness based on the assumption that the aircraft gear induces a maximum stress on the bottom surface of the panel. Loads that induce top-down cracks (such as corner loads) are not considered for design. For…
69	3.16.6.2 FAARFIELD does not calculate the thickness of layers other than the concrete panel in rigid pavement structures. FAARFIELD will enforce the minimum thickness requirements for all layers as shown in Table 3-4 to assure the minimum thickness re… 3.16.6.3 FAARFIELD requires design input data from the following five areas: design life (years), concrete flexural strength (psi), structural layer data (type and thickness), subgrade modulus (k or E), and aircraft traffic mix (type, weight, frequenc… 3.16.7 Concrete Flexural Strength. 3.16.7.1 For pavement design, since the primary action and failure mode of a concrete pavement is in flexure the critical strength of the concrete is the flexural strength. Determine concrete flexural strength in accordance with the ASTM C78, Standar… 3.16.7.2 Consider the capability of the industry in a particular area to produce concrete at a particular strength when establishing the flexural strength for the thickness design. High cement contents may have a negative effect on concrete durabilit… 3.16.7.3 A design flexural strength between 600 and 750 psi (4.14 to 5.17 MPa) is recommended for most airfield applications. Avoid design flexural strengths higher than 750 psi (5.17 MPa), unless it can be shown that higher strength mixes are produc… 3.16.8 Jointing of Concrete Pavements. 3.16.8.1 Variations in temperature and moisture content can cause volume changes and warping of panels which may cause significant stresses.
70	3.16.8.2 Use joints to divide the pavement into a series of panels of predetermined dimension to reduce the detrimental effects of these stresses and to minimize random cracking. 3.16.8.3 Panels should be as nearly square as possible when no embedded steel is used. 3.16.8.4 Refer to Table 3-7 for recommended maximum joint spacing. Note that the panel thickness controls the joint spacing, not vice-versa. Table 3-7 is not intended to be used to establish panel thickness based on a predetermined joint spacing. In … 3.16.8.5 Seal all joints with appropriate joint sealant, using appropriate detail for sizing of joint, see Figure 3-4 and Figure 3-6. See AC 150/5370-10 for standard joint sealant specifications, Item P-604 Compressive Joint Seals for Concrete Paveme… 3.16.9 Joint Type Categories and Details 3.16.9.1 Pavement joints are categorized according to the function that the joint is intended to perform. Joint types are as described in Table 3-5 and below. Pavement joint details are shown in Figure 3-4, Figure 3-5, and Figure 3-6. The categories … 3.16.9.2 Design longitudinal joints to minimize pavement width changes.
71	3.16.9.3 Isolation Joints (Types A, A-1). 3.16.9.3.1 Type A joints are created by increasing the thickness of the pavement along the edge of the panel (see Figure 3-4). This thickened edge will accommodate the load that otherwise would be transferred with dowels or by aggregate interlock in … 3.16.9.3.2 Type A-1 joints are reinforced to provide equivalent load carrying capacity as a thickened edge and may only be used for concrete pavements greater than 9 inches (228 mm). The joint between the runway and connecting, crossover, and exit ta… 3.16.9.4 Contraction Joints (Types B, C, D). 3.16.9.5 Construction Joints (Types E and F).
77	3.16.10 Dowels and Tie Bars for Joints. 3.16.10.1 Tie Bars. 3.16.10.2 Dowels. 3.16.10.2.1 Provide dowels in the last three transverse contraction joints from a free edge. Research indicates that when stabilized base is included in the pavement section, the stabilized base will provide panel support assisting with load transfer… 3.16.10.2.2 Dowels are required in all construction joints regardless of if they are longitudinal or transverse, unless a thickened or reinforced edge is provided, except as noted in paragraph 3.16.9.5. 3.16.10.2.3 Size Length and Spacing of Dowels. 3.16.10.2.4 Dowel Positioning.
78	3.16.11 Joint Sealants and Fillers. 3.16.11.1 Premolded compressible filler is used in isolation joints to accommodate movement of the panels, and sealant is applied above the filler to prevent infiltration of water and foreign material. 3.16.11.2 The depth (D) and width (W) of the joint sealant reservoir is a function of the type of sealant material used. Construct the joint reservoir and install the joint sealant material in accordance with the joint sealant manufacturer’s recommen… 3.16.11.3 Standard specifications for joint sealants can be found in Item P-605, Joint Sealants for Concrete Pavements, and Item P-604, Compression Joint Seals for Concrete Pavements. 3.16.12 Joint Layout and Spacing.
79	3.16.12.1 Isolation Joints. 3.16.12.2 Odd-Shaped Panels, Panels with Structures, or Other Embedments. 3.16.12.2.1 When the length-to-width ratio of panels exceeds 1.25, or when panels are irregular in shape (e.g. trapezoidal), provide a minimum of 0.050 percent of the panel cross-sectional area in reinforcement in both directions,. 3.16.12.2.2 Steel does not prevent cracking, it helps keep the cracks that do form tightly closed. The interlock of the irregular faces of the cracked panel provides structural integrity of the panel maintaining pavement performance. In addition, by… 3.16.12.2.3 Steel may be bar mats or welded wire fabric installed to provide steel throughout the panel. Space longitudinal members such that they are not less than 4 inches (100 mm) or more than 12 inches (305 mm) apart. Space transverse members su… 3.16.12.2.4 The thickness of pavements with crack control steel is the same as for plain concrete pavement. 3.16.13 Joint Spacing.
80	3.16.13.1 Without Stabilized Base. 3.16.13.2 With Stabilized Base.
81	3.16.14 Jointing Considerations for Future Pavement Expansion. 3.16.1 Joint between New and Existing rigid pavement.
82	3.16.2 Transition Between Concrete and Asphalt. 3.17 Pre-stressed, Precast, Reinforced and Continuously Reinforced Concrete Pavement.
83	3.18 Aggregate Turf Pavements. 3.18.1 Materials. 3.18.2 Thickness.
84	3.18.3 Aggregate Turf Pavement Example. 3.18.3.1 The aggregate turf pavement will be constructed on a subgrade CBR = 5 and FAARFIELD will be used to determine the thickness of the aggregate stabilized base course layer. 3.18.3.2 A minimum thickness of 2 inches (50 mm) is assigned to the turf seedbed, although the actual thickness of soil will be determined by growing requirements. The turf seedbed is represented as a user-defined layer, with a nominal E-modulus of 3…
85	3.19 Heliport Design. 3.19.1 The guidance contained in this chapter is appropriate for pavements designed to serve rotary-wing aircraft. Refer to AC 150/5390-2, Heliport Design, for additional guidance on heliport gradients and heliport pavement design. 3.19.2 Generally, heliports are constructed with a rigid surface. The pavement is designed considering a dynamic load equal to 150 percent of the gross helicopter weight, equally distributed between the main landing gears. See Appendix B of AC 150/53… 3.20 Passenger Loading Bridge. 3.20.1 Design of the passenger loading bridge operating area is separate from the design of the adjacent aircraft apron. Due to the large range of potential loads, verify the actual loads and contact tire pressure with the manufacturer of the passenge… 3.20.2 Loads of passenger loading bridges range from 40,000 – 100,000 pounds supported on two semi-solid tires with tire contact pressures ranging from up to 600-700 psi per tire. Verify actual wheel loads due to wide range of loading of passenger lo… 3.20.3 Use rigid pavement where the passenger loading bridge will operate, if available. 3.20.4 Do not locate drainage structures or fuel hydrants in the jet bridge operation area. 3.20.5 Do not include the load of the passenger loading bridge when designing the adjacent aircraft parking apron, only consider the aircraft and any equipment that will use the apron. 3.20.6 For bridges with 25,000-pound (11,340 kg) wheel loads use 15-inch (380 mm) plain concrete pavement or 8-inch (200 mm) reinforced pavement with no 8 bars spaced at 12 inches each way for any panels where the bridge can operate. 3.20.7 For bridges with 50,000-pound wheel loads use 24-inch (600 mm) plain concrete pavement or 12-inch (200 mm) reinforced concrete with no 8 bars spaced at 8 inches (200 mm) each way for any panels where the bridge can operate. 3.21 Ground Servicing Equipment. 3.21.1 When designing of pavement that is only utilized by ground servicing equipment, only consider the loads of the ground servicing equipment.
86	3.21.2 The loads for the tugs used to handle large aircraft can be significant, up to 120,000 – 150,000 pounds, generally distributed between 4 wheels. Tugs that can accommodate Boeing 737 and Airbus A320 type aircraft are generally weigh between 35,…
87	Chapter 4. PAVEMENT MAINTENANCE, REHABILITATION and RECONSTRUCTION 4.1 General. 4.1.1 Pavement maintenance and rehabilitation are most effective when implemented as part of an overall Pavement Management Program (PMP). See AC 150/5380-7, Airport Pavement Management Program (PMP) for more information on development and implementa… 4.1.2 Lower project costs and greater long-term benefits are achieved the earlier that maintenance or rehabilitation techniques are implemented. The condition of the pavement at the time of project greatly affects how much the functional life of the … 4.1.3 Maintenance is necessary to minimize damage caused by both loading and the environment (e.g. climate, temperature, moisture and exposure to sun). Many pavements deteriorate more from environmental distress than from structural loading. 4.1.4 Pavement Condition Index (PCI) numbers should be used with caution since they only give a relative indication of the surface condition of a pavement. The PCI numbers referenced for maintenance, rehabilitation and reconstruction are just relativ… 4.1.5 When considering pavement reconstruction, in-place recycling methods such as full depth reclamation of flexible pavement and rubblization of rigid pavements may be cost-effective alternatives to removal of the existing pavement section. 4.1.6 Document and support need for maintenance, rehabilitation or reconstruction in the engineer’s report. 4.2 Pavement Maintenance. 4.2.1 All pavements benefit from timely maintenance. Pavements with a PCI greater than 70 are candidates for some form of maintenance. It is always more cost effective to extend the life of a pavement in good condition than to rehabilitate or recons… 4.2.2 Timely crack sealing and application of surface treatments on flexible pavements is a cost-effective method to extend a pavement’s functional life. Surface treatments are more effective the sooner the treatment is applied. Surface treatments m…
88	4.2.3 Timely resealing of joints on rigid pavement to keep water and incompressible material out of joints will extend the functional life of rigid pavements. Timely repair of spalling with partial depth repairs will extend the functional life of rig… 4.2.4 Document and support method, timing and extent of maintenance in engineer’s report. 4.3 Rehabilitation. 4.3.1 Rehabilitation is defined as the replacement of a portion of the pavement structural layers. It is generally more cost effective to rehabilitate a pavement than to reconstruct it. 4.3.2 Pavements with a PCI less than 70 and greater than 55 are candidates for rehabilitation. There are times when a rehabilitation strategy is justified on pavements with PCI greater than 70 or less than 55. 4.3.3 Pavements require rehabilitation for a variety of reasons, for example, to correct surface conditions that affect aircraft performance (roughness, surface friction, and/or drainage) or material-related distresses or repair of localized structura… 4.3.4 Rehabilitation of flexible pavement consists of removal and replacement of a portion or all of the wearing surface. A mill and overlay of a flexible pavement will often provide a significant additional functional and structural life. Overlays … 4.3.5 Rehabilitation of rigid pavement may include repairing or replacing up to 30 percent of isolated panels. Rehabilitation of rigid pavement may also include asphalt or concrete overlays, or diamond grinding of the surface to restore the wearing s… 4.3.6 Document and support method, timing and extent of rehabilitation in the engineer’s report. 4.4 Reconstruction. 4.4.1 Reconstruction is the replacement of the main structural elements of the pavement. 4.4.2 The panel is the main structural element of a rigid pavement. Replacement of more than 30% of the panels is reconstruction.
89	4.4.3 For flexible pavements all improved materials above the subgrade such as: sub-base, base, stabilized base and surface course, constitute the pavement structure. Removal and replacement of any structural layer below the surface course is recons… 4.4.4 Pavements that have a pavement condition index less than 55 may be candidates for reconstruction. There are times when it is necessary to reconstruct a pavement with a PCI greater than 55. Similarly, there are times when a pavement with a PCI … 4.4.5 Partial reconstruction of just the areas that are severely distressed, e.g. in the center (keel) sections, may be a cost-effective alternative to total reconstruction. 4.4.6 Existing base and subbase materials in good condition can be reused in place. 4.4.7 Document and support method, timing and extent of reconstruction in the engineer’s report. 4.5 Design Considerations for Rehabilitation and Reconstruction 4.5.1 Assessment of Existing Conditions. 4.5.1.1 PCI is just a visual rating of the surface condition of a pavement; additional investigations are required to identify the underlying reason for the distress. 4.5.1.2 Assess the existing pavement structure including an evaluation of the thickness, condition and stiffness of each layer. 4.5.1.3 Study distressed areas in the existing pavement to determine the cause of the distresses and to identify potential mitigation strategies. 4.5.1.4 Include an evaluation of surface and subsurface drainage conditions and note any areas of pavement distress attributed to poor drainage. Overlaying an existing pavement without correcting poor subsurface drainage usually results in poor overl… 4.5.1.5 NDT is a valuable technique for assessing the structural condition of the existing pavement, (see Appendix C). NDT can be used to estimate foundation stiffness, measure load transfer across existing concrete joints, and possibly detect voids b…
90	4.5.2 Structural Considerations. 4.5.2.1 A structural overlay may be required, if significant changes have occurred or are anticipated in composition or frequency of aircraft traffic. A FAARFIELD analysis of the existing structure will identify if the pavement structure is adequate … 4.5.2.2 Structurally, reconstruction is no different than designing a new pavement structure. Refer to Chapter 3 when reconstruction of pavements is required. When reconstructing a pavement due to structural failures, correct all deficiencies that con… 4.5.2.3 When correcting structural distress it is necessary to establish the quality, thickness, and in-situ modulus of existing materials with laboratory and/or field tests. Perform sufficient number of tests to ensure statistical accuracy of results… 4.5.3 Materials. 4.5.3.1 When selecting the type of overlay material, take into account existing pavement type, available materials, available contractors and cost of materials and construction. 4.5.3.2 Both rehabilitation and reconstruction can make use of existing materials by reusing existing layers in place, or by using reusing/recycling materials for base and subbase layers. 4.5.3.3 AC 150/5370-10 includes specifications Item P-207 In-place Full Depth Reclamation (FDR) Recycled Asphalt Aggregate Base Course and Item P-219 Recycled Concrete Aggregate Base Course. 4.5.3.4 How a recycled material performs structurally depends on many factors, including the type and condition of the recycled material and the method of recycling. 4.5.3.5 Material recycled in place will perform differently than material that is removed, reprocessed and replaced. 4.5.3.6 Both recycled asphalt pavement and recycled concrete pavement may be processed for use as a subbase material meeting Item P-154.
91	4.6 Construction Considerations 4.6.1 Assessment of Construction Methods and Equipment. Perform on-site investigations to ensure that selected method of rehabilitation can be accomplished with available materials and equipment. Perform investigations before or during the design ph… 4.6.2 Before constructing overlay, remove weathered, raveled, or otherwise distressed asphalt material by milling or other means. When removing areas of distressed asphalt mixture by milling, either remove the entire layer or leave sufficient materia… 4.6.3 Consider the transition to existing pavement structures and drainage when selecting the rehabilitation method. It may be necessary to remove sections of the existing pavement structure beyond the area of distressed pavement to comply with airpo… 4.7 Overlay Structural Design. 4.7.1 General. 4.7.2 Design Life. 4.7.3 Design Traffic. 4.7.4 Types of Structural Overlays.
92	4.7.4.1 Overlays of Existing Flexible Pavements. 4.7.4.2 Concrete Overlay of an Existing Flexible Pavement. 4.7.5 Overlays of Existing Rigid Pavements.
93	4.7.5.1 FAARFIELD uses three values to characterize the strength and condition of the existing concrete surface: the flexural strength (R) of the existing material, the Structural Condition Index (SCI) and the Cumulative Damage Factor Used (CDFU). ND… 4.7.5.2 Rigid pavements that have significant structural distress generally are not candidates for an overlay. Generally, pavements with an SCI less than 80 are not acceptable candidates for a standard overlay because they would require extensive rep… 4.7.5.3 Structural Condition Index (SCI). 4.7.5.4 Cumulative Damage Factor Used (CDFU).
94	4.7.5.5 Asphalt Overlays of Existing Rigid Pavements.
95	4.7.5.5.1 Case 1: SCI Less Than 100. 4.7.5.5.2 Case 2: SCI Equal to 100. 4.7.5.6 Treatment of Thick Asphalt Overlays on Existing Rigid Pavements. 4.7.5.7 Concrete Overlays of Existing Rigid Pavements.
96	4.7.5.7.1 Fully Unbonded Concrete Overlays. 4.7.5.7.2 Fully Bonded Concrete Overlays. 4.7.6 Jointing of Concrete Overlays. 4.7.6.1 Some modification to jointing criteria in paragraph 3.16.8 may be necessary because of the design and joint arrangement of the existing pavement. For unbonded concrete overlays, follow the joint spacing requirements of paragraph 3.16.12 using… 4.7.6.2 The following may be used as a guide in the design and layout of joints in concrete overlays.
97	4.7.7 Rigid Pavement with Previous Flexible Overlay. 4.8 Nonstructural Flexible Overlays. 4.9 Alternatives for Reconstruction of Existing Pavement. 4.9.1 General.
98	4.9.2 Full-Depth Reclamation (FDR) of In-Place Hot Mix Asphalt (HMA). 4.9.2.1 This technique consists of pulverizing the full pavement section prior to overlaying with either asphalt or concrete. Pulverization may include mixing in a stabilization agent (fly ash, cement, emulsified or foamed asphalt), leveling, and com… 4.9.2.2 At non-primary general aviation airports, serving aircraft less than 30,000 pounds gross weight, it may be possible to place a surface layer of asphalt or concrete directly on the recycled base. However, at larger airports a crushed aggregate… 4.9.2.3 In FAARFIELD, model the FDR layer as a user-defined layer with recommended modulus values ranging from 25,000 to 500,000 psi. When supported with laboratory testing or in-place field tests, higher values may be used. Engineering judgment is … 4.9.2.4 For the standard construction specification, see AC 150/5370-10, Item P-207, Full Depth Reclamation (FDR) Recycled Aggregate Base Course. 4.9.3 Rubblization of Existing Rigid Pavement. 4.9.3.1 The rubblization process eliminates the panel action by breaking the concrete panel into 1 to 3inch (25 to 75-mm) pieces at the top and 3 to 15-inch (75 to 381-mm) pieces at the bottom. Rubblization is accomplished either through mechanical f… 4.9.3.2 The thickness design procedure for an overlay over a rubblized concrete base is similar to a new flexible or new rigid pavement design. In FAARFIELD, model the rubblized concrete pavement layer as a user-defined layer with recommended modulus… 4.9.3.3 Use engineering judgment when selecting the appropriate modulus value to characterize the rubblized concrete pavement layer. Many factors influence the modulus of the rubbilized layer including: the thickness, strength and particle size of the…
99	4.9.3.4 Install subsurface drainage for rubblized layers prior to rubbilization. See AAPTP Report 04-01. 4.9.3.5 An aggregate leveling course of P-209 will minimize any difficulties with a rubblized surface being rough or uneven. Whether or not a leveling course will be required depends upon the thickness of concrete being rubblized and the amount and s… 4.9.4 Crack and Seat. 4.9.5 Pavement Interlayers. 4.9.5.1 An interlayer is a material or mechanical system placed between the existing pavement and the overlay to improve overlay performance. Types of interlayers may include: aggregate-binder courses; double chip seal, stress absorbing membrane inte… 4.9.5.2 Before including pavement interlayers to retard reflective cracking, compare the cost of the interlayer the cost of providing additional thickness of asphalt material. 4.9.5.3 Do not consider pavement interlayers when existing pavements (flexible or rigid) show evidence of excessive deflections, substantial thermal stresses, and/or poor drainage. Some interlayers may impede future rehabilitation or reconstruction. …
100	4.9.5.4 Paving fabrics provide waterproofing when overlaying full depth asphalt pavement minimizing the amount of water that can get into the subgrade. However, the fabric may trap water in the upper layers of the pavement structure leading to premat… 4.9.5.5 FAARFIELD does not attribute any structural benefits to pavement for any type of interlayers in flexible thickness design. Evaluate the cost and benefits of an interlayer versus additional thickness of asphalt surface material on federally fu… 4.9.5.6 The FAA does not support the use of interlayers unless documentation in engineering report supports why the use is justified and what benefit it will provide to cost and life of pavement structure. 4.10 Preparation of the Existing Pavement Surface for an Overlay. 4.10.1 Flexible Pavements. 4.10.1.1 Patching. 4.10.1.2 Profile Milling.
101	4.10.1.3 Cracks and Joints. 4.10.1.4 Grooves. 4.10.1.5 Porous Friction Courses (PFC). 4.10.1.6 Paint and Surface Contaminants. 4.10.2 Rigid Pavements. 4.10.2.1 Broken and Unstable Panels. 4.10.2.2 Leveling Course. 4.10.2.3 Cracks and Joints.
102	4.10.2.4 Surface Cleaning. 4.10.3 Bonded Concrete Overlays. 4.10.4 Materials and Methods.
103	Chapter 5. PAVEMENT STRUCTURAL EVALUATION 5.1 Purposes of Structural Evaluation. 5.2 Evaluation Process. 5.2.1 Records Research. 5.2.2 Site Inspection. 5.2.3 Pavement Condition Index (PCI).
104	5.2.4 Sampling and Testing. 5.2.4.1 Direct Sampling. 5.2.4.2 Grade and Roughness Assessment. 5.2.4.3 Nondestructive Testing (NDT) Using Falling Weight Deflectometer and Heavy Falling Weight Deflectometer. 5.2.4.4 Nondestructive Testing and Minimally Destructive Testing– Methods other than FWD/HWD. 5.2.4.4.1 Ground Penetrating Radar (GPR).
105	5.2.4.4.2 Dynamic Cone Penetrometer (DCP). 5.2.4.4.3 Infrared Thermography. 5.2.5 Pavement Evaluation Report. 5.2.5.1 Incorporate the analyses, findings, and test results into an evaluation report, a permanent record for future reference. Evaluation reports can be in any form, but the FAA recommends it include a drawing identifying limits of the evaluation. … 5.2.5.2 Include any impacts that frost action may have on the pavement structure. Frost evaluations include review of soil, moisture, and weather conditions conducive to potential of detrimental frost action. Frost action may result in reduction in …
106	5.3 Flexible Pavements. 5.3.1 Layer Thicknesses. 5.3.2 Subgrade Stiffness 5.3.3 Layer Properties. 5.3.4 Example of Flexible Pavement Evaluation Procedures.
109	5.4 Overlay Requirement.
110	5.5 Rigid Pavements. 5.5.1 Layer Thicknesses. 5.5.2 Concrete Flexural Strength. 5.5.2.1 Use construction records or NDT data as the source for concrete flexural strength data. Construction strength data of the concrete strength may need to be adjusted to account for strength gain with age. Correlations between flexural strength… 5.5.2.2 ASTM C496, Standard Test Method for Splitting Tensile Strength of Cylindrical Concrete Specimens, provides an approximate relationship between concrete flexural strength and tensile splitting strengths, which is given by the following formula:
111	5.5.3 Subgrade Modulus. 5.5.3.1 Construction records or supplemented with NDT or DCP data are typically used to establish subgrade modulus. When subgrade conditions at time of testing are not representative of average annual conditions, adjust results as necessary. Appendi… 5.5.3.2 The modulus of subgrade reaction, k, can be determined by plate bearing tests performed on the subgrade in accordance with the procedures established in AASHTO T 222 but is more commonly obtained from NDT test procedures such as FWD or HWD. (… 5.5.4 Back Calculated E Modulus Value or k Value in FAARFIELD. 5.5.4.1 The backcalculated E modulus value or k value can be input directly into FAARFIELD. If a backcalculated k-value is used, FAARFIELD will convert it to an E-modulus using the formula given in paragraph 3.16.4. 5.5.4.2 Material types in FAARFIELD are designated by item numbers that correspond to standard materials in AC 150/5370-10. For example, a flexible pavement consisting of an asphalt material surface on a high-quality crushed aggregate base, in FAARFI… 5.5.5 Example of Rigid Pavement Evaluation Procedures. 5.5.5.1 Use FAARFIELD to determine the remaining structural life of an existing pavement for a given traffic mix. For this example, consider a concrete-surfaced taxiway designed for a 20-years structural life with the structure and traffic as shown b…
112	5.5.5.2 After 10 years of use, the aircraft traffic mix using the taxiway recently changed and now includes heavier aircraft. An evaluation of the subgrade using NDT provided a backcalculated E-modulus of 7500 psi (52 MPa). Cores taken on the taxiway…
113	5.5.5.3 A life evaluation of the existing pavement structure indicates a remaining structural fatigue life of 15.5 years with the current traffic mix (Figure 5-3). Strictly speaking, this is the total life, not the remaining life, because the FAARFIE…
114	5.6 Use of Results. 5.7 Reporting Pavement Weight Bearing Strength. 5.7.1 Aircraft Classification Rating/Pavement Classification Rating (ACR/PCR). 5.7.1.1 The International Civil Aviation Organization (ICAO) has a standardized method of reporting airport pavement weight bearing strength known as ACR/PCR. ACR-PCR reports strength relative to a derived equivalent single wheel load. FAARFIELD 2.0 …
115	5.7.1.2 Once a PCR value and the coded entries are determined, report on the Airport Master Record, FAA Form 5010-l. The PCR code will be disseminated by the National Flight Data Center through aeronautical such as the Chart Supplements (formerly kno…
117	Chapter 6. PAVEMENT DESIGN FOR SHOULDERS 6.1 Purpose. 6.1.1 This chapter provides the FAA design procedure for paved airfield shoulders. Design blast pads and stopways following these same procedures. 6.1.2 Paved or surfaced shoulders provide resistance to erosion and debris generation from jet blast. Jet blast can cause erosion of unprotected soil immediately adjacent to airfield pavements. Design shoulders to support the occasional passage of t… 6.1.3 Refer to AC 150/5300-13 for standards and recommendations for paved shoulders on runways. Stabilized soil shoulders are recommended when paved shoulders are not needed. Suitable stabilizers include turf, aggregate-turf, soil cement, lime or bi… 6.2 Shoulder Design. 6.2.1 Design shoulders to accommodate the most demanding of (1) a total of 15 passes of the most demanding aircraft or (2) anticipated traffic from airport maintenance vehicles. See Table 6-1 for minimum layer thicknesses for shoulder pavement. Desi… 6.2.2 Consider drainage from the adjacent airfield pavement base and subbase when establishing the total thickness of the shoulder pavement section. A thicker shoulder section than is structurally required and edge drains may be necessary to avoid tr… 6.2.3 Shoulder pavement thickness is determined using the FAARFIELD design software. The most demanding aircraft is generally the aircraft with the largest contribution to the CDF. It is not necessary to perform a separate design for each aircraft in… 6.2.4 Use the following steps for the shoulder design procedure:
119	6.3 Shoulder Material Requirements. 6.3.1 Asphalt Surface Course Materials. 6.3.2 Cement Concrete Surface Course Materials. 6.3.3 Base Course Materials. 6.3.4 Subbase Course Materials. 6.3.5 Subgrade Materials. 6.4 Reporting Paved Shoulder Design.
121	Appendix A. SOIL CHARACTERISTICS PERTINENT TO PAVEMENT FOUNDATIONS
123	Appendix B. DESIGN OF STRUCTURE B.1 Background. B.2 Recommended Design Parameters. B.2.1 Structural Considerations. B.2.2 Foundation Design. B.2.3 Loads.
124	B.2.4 Direct Loading. B.2.5 Pavement to Structure Joints.
125	Appendix C. NONDESTRUCTIVE TESTING (NDT) USING FALLING-WEIGHT-TYPE IMPULSE LOAD DEVICES IN THE EVALUATION OF AIRPORT PAVEMENTS C.1 General. C.2 NDT Using Falling-Weight-Type Impulse Load Devices. C.2.1 FWD imposes dynamic loading on the pavement surface using a load cell and measures surface deflections with sensors. Load levels of the FWD are often not adequate for evaluating thicker airfield pavement structure but may have applications for t…
126	C.2.2 HWD is commonly used in airfield pavement evaluation and uses the similar principle with FWD, while using greater load levels of nearly 70 kips. HWD is typically used on flexible asphalt, rigid concrete, or composite pavements. For more informat… C.2.3 LWD is a portable version of the FWD using a load cell and deflection measuring sensors. The LWD data can be used to calculate material stiffness of airport pavement layers but is limited to unbound materials such as aggregate (base layers) and…
127	C.3 NDT Using Falling-Weight-Type Impulse Load Devices Advantages. C.3.1 There are several advantages to using NDT in lieu of or as a supplement to traditional destructive tests. A primary advantage is the capability to accurately and quickly measure data at several locations while keeping a runway, taxiway, or apro… C.3.2 Collecting NDT data is economical to perform at up to 250 locations per day using a FWD/HWD. FWD/HWD equipment measures pavement surface response (i.e., deflections) from an applied dynamic load that simulates a moving wheel. Engineers can var… C.3.3 The deflection data collected with FWD/HWD equipment provides both qualitative and quantitative data about the stiffness of an entire pavement structure at the time of testing. The raw deflection data directly beneath the load plate sensor prov… C.3.4 In addition, deflection or stiffness profile plots of deflection data along an entire pavement facility show relatively strong and weak locations. C.3.5 Quantitative data derived from FWD/HWD include material properties for flexible, rigid, or composite pavement layers and the subgrade layer. Engineers use the FWD/HWD derived material properties (e.g., modulus of elasticity, modulus of subgrade… C.3.6 LWD provides material properties of unbound aggregate and subgrade layers to use for quality control and quality assurance during construction. Modulus of elasticity is more useful for pavement evaluation and design than conventional methods of…
128	C.4 NDT Using Falling-Weight-Type Impulse Load Devices Limitations. C.4.1 NDT has some limitations. NDT is a very good methodology for assessing the structural condition of an airfield pavement; however, other methods are necessary to evaluate the functional condition of the pavement (e.g., visual condition, roughness… C.4.2 The differentiation between structural and functional performance is important in developing requirements for pavement rehabilitation. For example, a pavement may have a low PCI primarily caused by environmental distresses, yet the pavement has … C.4.3 NDT may provide excellent information about structural capacity to evaluate an in place pavement structure, but the equipment is not sensitive enough to evaluate other important engineering properties of the pavement layers (e.g., grain-size dis… C.4.4 Material property results derived from raw NDT data are model dependent. The backcalculated layer material property results depend on the structural models and software algorithms that process NDT data. For flexible pavements, static HWD backcal… C.4.5 The structural theory and models for continuously reinforced concrete pavement, post-tensioned concrete, and pre-tensioned concrete are significantly different from traditional pavements. Most NDT software only evaluates asphalt, jointed plain … C.4.6 FWD/HWD results are time and temperature sensitive. Testing conducted at different climatic conditions during the year may give different results. For example, tests conducted during spring thaw or after extended dry periods may provide non-repr… C.4.7 Due to the load cell size of an LWD, applications are limited to unbound materials or thin asphalt pavement layers.
129	C.5 NDT Test Planning. C.5.1 NDT combined with the analytical procedures described here can provide a direct indication of a pavement’s structural performance. Visual condition surveys, such as the PCI procedure, provide excellent information regarding the functional condit… C.5.2 Project-level evaluation objectives focus on load-carrying capacity of existing pavements or provide material properties of in-situ pavement layers for rehabilitation design. Network-level objectives include collection of NDT data to supplement … C.5.3 Several methods evaluate the structural condition of an existing pavement structure using deflection data. The most common use of deflection data is to backcalculate the material stiffness of the structure from the measured deflection basin to d…
130	C.6 Climate and Weather Affects. C.7 Mobilization. C.8 FWD/HWD Test Locations and Spacing. C.8.1 For all types of pavements, the most common is a center test. For jointed concrete and asphalt overlaid concrete pavements, this is a test in the center of the concrete pavement panel. For asphalt pavements, this is a test in the center of the w…
131	C.8.2 For concrete and asphalt overlaid rigid pavements, FWD/HWD at various locations along the joints reflection cracking through the overlay provides data regarding pavement response to aircraft loading and changes due to climatic conditions. C.8.3 FWD/HWD testing at longitudinal and transverse concrete joints measures load transfer of an aircraft’s main gear from the loaded panel to the unloaded panel. Pavement life extends when load transfer increases to the unloaded panel, because the f… C.8.4 FWD/HWD testing at the corner of a concrete panel is another common test location. The corner of a concrete panel is an area where loss of support beneath the concrete panel occurs more often than other areas in the panel. Corner testing is perf… C.8.5 Center, joint, and corner of concrete tests are performed on the same panel to evaluate the relative stiffness at different locations. C.8.6 Use a testing interval and locations sufficient to characterize the material properties. Use center panel FWD/HWD test locations and spacing in the wheel paths, spaced between 100 feet and 400 feet along the runway length. Include additional te… C.9 Deflection Measuring Parameters. C.9.1 The most common type of equipment in use is the falling-weight-type impulse load device. ASTM D4694, Standard Test Method for Deflections with a Falling-Weight-Type Impulse Load Device, addresses key components of this device including instrumen… C.9.1.1 Load Plate Diameter. C.9.1.2 Sensor Spacing and Number.
132	C.9.1.3 Pulse Duration. C.9.1.4 Load Linearity. C.9.2 Sensitivity studies at the FAA’s National Airport Pavement Test Facility (NAPTF) and Denver International Airport (DIA) have shown there is little difference in the pavement response under varied FWD/HWD impulse loading. For pavements serving co… C.10 Pavement Stiffness and Sensor Response. C.10.1 The load-response data that falling-weight-type impulse load equipment measures in the field provides valuable information on the material stiffness of the pavement structure. Initial review of the deflection under the load plate (d0) is an ind…
133	C.10.2 Pavement stiffness is the dynamic force divided by the pavement deflection at the center of the load plate. The Impulse Stiffness Modulus (ISM) is defined as follows for falling-weight-type impulse load equipment, respectively: C.11 Deflection Basin. C.11.1 After the load is applied to the pavement surface, the deflection sensors measure the deflection basin. Figure C-2 is a schematic showing the zone of load influence created by a FWD/HWD and the relative location of the sensors that measure the… C.11.2 The response of the pavement to the applied load creates the shape of the deflection basin based on the thickness, stiffness, and material type of all the individual layers. The pavement deflection should be the largest directly beneath the lo…
134	C.11.3 To illustrate the importance of measuring the deflection basin, Figure C-2, also shows a comparison of three pavements. Pavement 1 is concrete and pavements 2 and 3 are asphalt. As expected, the rigid concrete pavement distributes the applied l…
135	C.11.4 In addition to each layer’s material properties, other factors can contribute to differences in the deflection basins. Underlying stiff or apparent stiff layers, the temperature of the asphalt layer during testing, moisture contents in each of … C.12 Process Raw Deflection Data. C.12.1 The boundary limits of pavement sections within a facility are defined in an airport PMP. In a PMP, a section is defined as an area of pavement that is expected to perform uniformly with similar aircraft traffic levels, pavement age, condition,… C.12.2 A raw deflection data file may contain several types of deflection data, such as center, panel joint, and panel corner tests. The deflection data must be extracted from the file and organized by type and location of tests. The preliminary analy… C.12.3 Raw data deflections may be normalized by adjusting measured deflections to an aircraft standard load or the critical aircraft in the fleet mix. C.12.4 Look for patterns of uniformity and points of change identifying sections when reviewing the profile plots of ISM values or normalized deflections. The ISM values or normalized deflections under the load plate provide an indication of the overa…
137	C.12.5 Figure C-3 illustrates how the ISM profile plots were used to identify four different pavement sections within this pavement facility. This figure shows that section 1 is the strongest of all four sections since its average ISM value is signifi… C.12.6 Likewise, section 2 may be the weakest of the sections because the HMA layer is less than 5 inches (13 cm) thick or the stabilized base may be very weak. Profile plots can identify locations where additional coring may be needed to provide info… C.12.7 Figure C-4 shows that normalized deflection profile plots can also be used to identify the limits of pavement sections within a particular facility. As these profile plots show, stronger pavement sections have lower normalized deflections. The … C.12.8 Deflection data can also be used to identify variations in subgrade stiffness beneath a pavement. A sensor that is located a precomputed distance from the center of the load plate may provide a good estimate of the subgrade stiffness. The Ameri…
138	C.12.9 Using the deflection test data separated by pavement sections and test type, the following may be determined; pavement layer stiffness and material durability can be determined from center deflection data; joint condition and material durabilit… C.13 Software Tools. C.14 Backcalculation Analysis. C.14.1 The engineer can use deflection basin data from flexible pavements and rigid center tests to compute the stiffness of pavement layers. The process used to conduct this analysis is referred to as backcalculation because the engineer normally doe… C.14.2 Backcalculation analysis work that falls in the static-linear category is typically conducted using two procedures. The first category allows the engineer to use closed-form procedures that directly compute the elastic modulus of each layer by … C.14.3 Before conducting an analysis, review the deflection tests that have been separated by pavement facility and section for backcalculation. Regardless of the analysis software tool, linear-elastic theory requires that pavement deflections decreas… C.14.4 Deflection basin anomalies could occur for several reasons, including the presence of a crack near the load plate, a nonfunctioning sensor, sensor and equipment configuration error, sensors not properly calibrated, voids, loss of support, tempe…
139	C.14.4.1 Type I Deflection Basin. C.14.4.2 Type II Deflection Basin. C.14.4.3 Type III Deflection Basin. C.14.5 For rigid pavement analysis, asphalt overlays are considered to be thin if they are less than 4 inches (10 cm) thick and the concrete layer thickness is less than 10 inches (25 cm). The asphalt overlay is also considered to be thin if it is les… C.14.6 If the rigid pavement structure does not contain a stabilized base, asphalt overlay, or concrete overlay, the backcalculated dynamic effective modulus is the rigid pavement modulus of elasticity (E). The backcalculated dynamic k-value will need… C.14.7 National Cooperative Highway Research Program (NCHRP) Report 372, Support Under Portland Cement Concrete Pavements, reported that the static k-value is equal to one-half of the dynamic k-value. The static-k value is the value that would be obta… C.14.8 If the rigid pavement structure contains a stabilized base, thin asphalt overlay, or concrete overlay, the backcalculated dynamic effective modulus may be used to compute two modulus values. Possible modulus scenarios are as follows: bonded or … C.14.9 The results that are obtained through iterative backcalculation are influenced by many factors, such as number of layers, layer thicknesses, layer interface condition, hma layer temperature, environmental conditions, adjacent layer modulus rati… C.15 Rigid Pavement Considerations.
140	C.15.1 Joint Analysis. C.15.2 The analysis of joints or cracks in rigid pavements is important because the amount of load that is transferred from one panel to the adjacent panel can significantly impact the structural capacity of the pavement. C.15.3 The amount of aircraft load transfer depends on many factors, including gear configuration, tire contact area, pavement temperature, use of dowel bars, and use of a stabilized base beneath the surface layer. C.15.4 Deflection load transfer efficiency (LTE∆) is most frequently defined as shown in Equation C-3. If the LTE∆ is being calculated at a reflective crack in in the asphalt overlay of a rigid pavement, compression of the asphalt overlay may result i… C.15.5 Relate computed LTE∆ values, to the stress load transfer efficiency (LTE) to understand how load transfer will impact the structural capacity of a pavement section. This is necessary because the FAA design and evaluation procedures in this AC …
141	C.15.6 Rigid Pavement Void Analysis. C.15.6.1 In addition to joint load transfer, another important characteristic of a rigid pavement is the panel support conditions. One of the assumptions made during rigid pavement backcalculation is that the entire panel is in full contact with the f… C.15.6.2 A loss of support may exist because erosion may have occurred in the base, subbase, or subgrade; settlement beneath the rigid pavement layer; or due to temperature curling or moisture warping. C.15.7 Concrete Pavement Durability Analysis. C.15.7.1 The backcalculation analysis procedures assume that the concrete pavement layer is homogenous and the results are based on center panel deflections and the condition of the panel in the interior. Concrete pavements can experience durability p… C.15.7.2 Surface conditions may not be a good indicator of the severity several inches below the surface and NDT deflection data may be very useful in assessing the severity of durability-related problems. This is especially true if a concrete pavemen… C.15.7.3 The extent of the durability problem can be assessed by evaluating the ISM obtained from the center of the panel and comparing it to the ISM at a transverse or longitudinal joint or at the panel corner. The ISMratio will not be equal to one f…
142	C.15.7.4 An ISMratio greater than 3 may indicate that the pavement durability at the panel corner or joint is poor. If it is between 3 and 1.5, the durability is questionable. Finally, if the ratio is less than 1.5, the pavement is probably in good co… C.15.7.5 Use of the ISMratio for asphalt overlays of concrete pavements has the advantage of eliminating the “HMA compression” effect that occurs during NDT. Assuming that the HMA layer is the same thickness and that its condition (for example, stiffn… C.16 FWD/HWD Derived Evaluation and Design Inputs. C.16.1 This section provides guidance on use of inputs developed from deflection data for structural evaluation and design in accordance with this AC and AC 150/5335-5. These inputs are used for pavement evaluation and design including layer thickness… C.16.2 For a more conservative evaluation or design approach, the FAA recommends that in general, the mean minus one standard deviation may be used for establishing evaluation and design inputs. Remove outliers, if the coefficient of variation is larg… C.16.3 Use of Backcalculated Flexible and Rigid Surface Moduli.
143	Appendix D. DYNAMIC CONE PENETROMETER (DCP) D.1 Dynamic Cone Penetrometer (DCP) D.1.1 The DCP consists of two or more 5/8 inch (16 mm) shafts connected for desired depth. The lower drive rod contains a pointed tip, which is driven into the pavement material or subgrade. A sliding 10.1-lb (4.6-kg) or 17.6-lb (8-kg) hammer contai…
145	Appendix E. GROUND PENETRATING RADAR E.1 Ground Penetrating Radar (GPR).
149	Appendix F. REINFORCED ISOLATION JOINT F.1 Reinforced Isolation Joint Description. F.1.1 A reinforced isolation joint (Type A-1 ) can be used as an alternative to a thickened edge joint for concrete panels that are greater than or equal to 9 inches, that occur where pavement centerlines intersect at approximately 90 degrees. When i… F.1.2 Provide steel reinforcement at the bottom of the concrete section to sufficient to resist the maximum bending moment caused by the most demanding aircraft loading the free edge of the panel, assuming no load transfer, and application of a live l… F.1.3 Place an equal amount of steel reinforcement at the top of the panel to resist negative moments that may arise at the panel corners. F.1.4 Follow requirements of paragraph 3.16.12.1 for additional embedded steel used for crack control. F.1.5 Where a reinforced isolation joint intersects another joint, do not terminate the steel abruptly or allow it to continue through the intersecting joint. F.1.6 At each intersecting joint, both top and bottom reinforcing bars should be bent 90 degrees in the horizontal plane and continue at least one bar development length (ld) or 12 bar diameters (12 db) beyond a point located a distance 49 inches (1.2… F.1.7 Maintain a minimum of 3 inches (75 mm) clear cover on all reinforcing bars.
150	F.2 Design Example Reinforced Isolation Joint (Type A-1). F.2.1 A new rigid pavement will be constructed for the following mix of aircraft: DC10-10, B747-200B Combi Mixed, and B777-200ER. An isolation joint will be provided at the location of planned future expansion. Because of the potential for trapped w…
151	F.2.2 For this design example, the maximum concrete horizontal edge stress from the output file Output-Max Stress.txt was found to be 356.87 psi, for the B747-200B. Therefore, the maximum (working) free edge stress for the concrete section design is … F.2.3 The reinforced concrete section will be designed using the ultimate strength method. The dead load will be neglected.
153	Appendix G. USER-DEFINED VEHICLE IN FAARFIELD G.1 Creating a User Defined Vehicle in FAARFIELD. G.1.1 New User Defined Vehicle. G.1.2 Gross Taxi Weight.
154	G.1.3 Percent Gross Weight on Whole Main Gear. G.1.4 PCR Percent Gross Weight on Gear. G.1.5 Tire Coordinates. G.1.6 Evaluation Points.
156	G.2 Editing a User Defined Vehicle in FAARFIELD.
158	G.3 UDA Data Files.
159	Appendix H. FAARFIELD EXAMPLES H.1 Example CDF Concept. H.1.1 The following example illustrates the concept. H.1.2 To view the graph after the design is complete, select CDF Graph from the explorer on the left side of the screen. This action will display a graph depicting the contribution of each aircraft, as well as the combined CDF, as a function of later…
160	H.2 Example Flexible Pavement Design. H.2.1 Flexible Design Example.
167	H.3 Example Rigid Pavement Design
175	H.4 Example Flexible Overlay of Flexible H.4.1 Example – Asphalt Overlay on Existing Flexible Pavement.
176	H.5 Example Rigid Overlay of Flexible. H.5.1 Example – Concrete Overlay on Existing Flexible Pavement.
177	H.6 Example Flexible Overlay of Rigid H.6.1 Example – Asphalt Overlay on Existing Rigid Pavement.
179	H.7 Example Rigid Overlay of Rigid H.7.1 Example – Fully Unbonded Concrete Overlay on Existing Rigid Pavement.
180	H.8 Example FAARFIELD Compaction. H.8.1 Detailed Example FAARFIELD Compaction Table.
183	H.9 Example CDFU. H.9.1 CDFU Example.
187	Appendix I. RUNWAY WITH VARIABLE CROSS SECTION I.1 Runways may be constructed with a transversely variable section. Variable sections permit a reduction in the quantity of materials required for the upper pavement layers of the runway. Consider the following criteria when designing a variable sec… I.2 Specify full pavement thickness where departing traffic will be using the pavement. This typically includes the keel section of the runway, entrance taxiways, and aprons. The full-strength keel section is the center 50 feet (15 m) of a 150-foot … I.2.1 For high-speed exits, the pavement thickness is designed using arrival weights and estimated frequency. I.2.2 Along the extreme outer edges of the runway where pavement is required but traffic is unlikely, the pavement thickness is designed using the departure weights and 1 percent of estimated frequency. I.2.3 Construction of variable sections is usually more costly due to the complex construction associated with variable sections and this may negate any savings realized from reduced material quantities. I.3 For rigid pavements the variable thickness section of the thinned edge and transition section, the reduction applies to the concrete panel thickness. Accomplish the change in thickness for the transitions over an entire panel length or width. In…
189	Appendix J. RELATED READING MATERIAL J.1 The following advisory circulars are available for download on the FAA website (https://www.faa.gov/airports/resources/advisory_circulars): J.2 The following orders are available for download on the FAA website (https://www.faa.gov/airports/resources/publications/orders/):
190	J.3 Copies of the following technical reports may be obtained from the National Technical Information Service (https://www.ntis.gov):
191	J.4 Copies of ASTM standards may be obtained from the ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, Pennsylvania, 19428-2959 or from the ASTM International website: https://www.astm.org/Standard/standards-and-publications… J.5 Copies of Unified Facility Criteria (UFC) may be obtained from the National Institute of Building Sciences Whole Building Design Guide website: https://www.wbdg.org/. J.6 Copies of Asphalt Institute publications are available from Asphalt Institute, 2696 Research Park Drive, Lexington, KY 40511-8480 or their website: http://www.asphaltinstitute.org/. J.7 Miscellaneous.
193	Appendix K. ACRONYMS AND ABBREVIATIONS

FAA 150 5320 5D 2013

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PDF Pages	PDF Title
7	CONTENTS
18	CHAPTER 1 INTRODUCTION 1-1 PURPOSE. 1-2 SCOPE. 1-3 REFERENCES. 1-4 UNITS OF MEASUREMENT. 1-5 APPLICABILITY. 1-5.1 Previous Standards. 1-5.2 Applicability Within DOD. 1-5.3 Design Objectives
19	1-5.4 Waivers to Criteria. 1-6 GENERAL INVESTIGATIONS. 1-7 ENVIRONMENTAL CONSIDERATIONS. 1-7.1 National Environmental Policy.
20	1-7.2 Federal Guidelines. 1-7.3 Regulatory Considerations. 1-7.4 Federal Regulations.
24	1-7.6 Local Laws. 1-7.7 U.S. Army Environmental Quality Program.
25	1-7.8 U.S. Air Force Environmental Quality Program. 1-7.9 U.S. Navy Environmental Quality Program. 1-7.10 FAA Environmental Handbook. 1-7.11 Environmental Impact Analysis. 1-7.12 Environmental Effects of Surface Drainage Systems.
26	1-7.13 Discharge Permits. 1-7.14 Effects of Drainage Facilities on Fish.
27	CHAPTER 2 SURFACE HYDROLOGY 2-1 PURPOSE AND SCOPE. 2-2 HYDROLOGIC CRITERIA. 2-2.1 Design Objectives. 2-2.2 Degree of Drainage Required. 2-2.3 Surface Runoff from Design Storm. 2-2.4 Design Storm Frequency
28	2-2.5 Surface Runoff from Storms Exceeding Design Storm. 2-2.6 Reliability of Operation.
29	2-2.7 Environmental Impact. 2-2.8 Maintenance. 2-2.9 Future Expansion. 2-3 HYDROLOGIC METHODS AND PROCEDURES. 2-3.1 Rainfall (Precipitation).
32	2-3.2 Determination of Peak Flow Rates.
42	2-3.3 USGS Regression Equations.
45	2-3.4 SCS TR-55 Peak Flow Method.
49	2-4 DEVELOPMENT OF DESIGN HYDROGRAPHS.
50	2-4.1 SCS Tabular Hydrograph.
54	2-4.2 SCS Synthetic Unit Hydrograph (UH).
58	CHAPTER 3 PAVEMENT SURFACE DRAINAGE 3-1 OVERVIEW. 3-2 DESIGN FREQUENCY AND SPREAD. 3-2.1 Selection of Design Frequency and Design Spread
59	3-2.2 Selection of Check Storm and Spread 3-3 SURFACE DRAINAGE. 3-3.1 Longitudinal Slope.
60	3-3.2 Cross (Transverse) Slope.
61	3-3.3 Curbs and Gutters.
62	3-3.4 Roadside and Median Channels 3-4 FLOW IN GUTTERS.
63	3-4.1 Capacity Relationship
64	3-4.2 Conventional Curb and Gutter Sections.
71	3-4.3 Shallow Swale Sections
78	3-4.4 Flow in Sag Vertical Curves. 3-4.5 Gutter Flow Time.
80	3-5 DRAINAGE INLET DESIGN. 3-5.1 Inlet Types.
82	3-5.2 Characteristics and Uses of Inlets 3-5.3 Inlet Capacity.
90	3-5.4 Interception Capacity of Inlets on Grade.
104	3-5.5 Interception Capacity of Inlets in Sag Locations.
112	3-5.6 Inlet Locations.
121	3-5.7 Median, Embankment, and Bridge Inlets.
130	3-6 GRATE TYPE SELECTION CONSIDERATIONS.
132	CHAPTER 4 CULVERT DESIGN 4-1 PURPOSE.
134	4-2 FISH PASSAGE CONSIDERATIONS. 4-2.1 General. 4-2.2 High Inverts. 4-2.3 High Velocities in Culverts. 4-2.4 Undersized or Failed Culverts.
135	4-2.5 Erosion Along Drainageways or at Outlets. 4-2.6 Channel Filling. 4-2.7 Culvert Installation. 4-2.8 Control of Icing. 4-3 DESIGN STORM 4-4 DESIGN.
136	4-4.1 Hydraulic Design Data for Culverts
170	4-4.2 Headwalls and Endwalls
180	4-4.3 Erosion Control at Outlets.
193	4-4.4 Vehicular Safety and Hydraulically Efficient Drainage Practice
194	4-5 OUTLET PROTECTION DESIGN EXAMPLES.
204	CHAPTER 5 CHANNEL DESIGN 5-1 OPEN CHANNEL FLOW. 5-1.1 Flow Resistance.
210	5-1.2 Stable Channel Design.
215	5-2 DESIGN PARAMETERS. 5-2.1 Discharge Frequency. 5-2.2 Channel Geometry. 5-2.3 Channel Slope. 5-2.4 Freeboard.
217	5-2.5 Shear Stress.
220	CHAPTER 6 STORM DRAIN DESIGN 6-1 PURPOSE AND SCOPE. 6-2 DESIGN PROCEDURES FOR THE DRAINAGE SYSTEM. 6-2.1 Grading. 6-2.2 Classification of Storm Drains.
221	6-2.3 Hydraulics of Storm Drainage Systems.
230	6-2.4 Design Guidelines and Considerations.
234	6-3 PRELIMINARY DESIGN PROCEDURE. 6-3.1 Step 1.
239	6-3.2 Step 2. 6-3.3 Step 3. 6-3.4 Step 4.
240	6-3.5 Step 5. 6-3.6 Step 6. 6-4 ENERGY GRADE LINE EVALUATION PROCEDURE.
249	CHAPTER 7 DRAINAGE STRUCTURES 7-1 GENERAL. 7-2 INLETS. 7-2.1 Configuration.
250	7-2.2 Area Inlets.
253	7-3 MANHOLES. 7-3.1 Configuration.
254	7-3.2 Chamber and Access Shaft. 7-3.3 Frames and Covers.
258	7-3.4 Channels and Benches. 7-3.5 Manhole Depth.
259	7-3.6 Location and Spacing. 7-3.7 Settlement of Manholes.
260	7-4 JUNCTION CHAMBERS. 7-5 MISCELLANEOUS STRUCTURES. 7-5.1 Chutes. 7-5.2 Security Fencing.
263	7-5.3 Fuel/Water Separators. 7-5.4 Outlet Energy Dissipators.
265	7-5.5 Drop Structures and Check Dams. 7-5.6 Transitions. 7-5.7 Flow Splitters.
266	7-5.8 Siphons.
267	7-5.9 Flap Gates.
268	7-6 DESIGN FEATURES. 7-6.1 Grates.
269	7-6.2 Ladders.
272	7-6.3 Steps. 7-7 SPECIAL DESIGN CONSIDERATIONS FOR AIRFIELDS. 7-7.1 Overview. 7-7.2 Recommended Design Parameters
275	CHAPTER 8 STORM WATER CONTROL FACILITIES 8-1 GENERAL. 8-1.1 Storage and Detention/Retention Benefits.
276	8-1.2 Design Objectives 8-2 ISSUES RELATED TO STORM WATER QUANTITY CONTROL FACILITIES. 8-2.1 Release Timing.
277	8-2.2 Safety
278	8-2.3 Maintenance. 8-3 STORAGE FACILITY TYPES.
279	8-3.1 Detention Facilities
280	8-3.2 Retention Facilities 8-3.3 Wet Pond Facilities
281	8-3.4 Infiltration Facilities
282	CHAPTER 9 PIPE SELECTON, BEDDING AND BACKFILL 9-1 GENERAL. 9-1.1 Pipe Selection 9-1.2 Selection of n Values. 9-1.3 Restricted Use of Bituminous-Coated Pipe.
283	9-1.4 Classes of Bedding and Installation.
284	9-1.5 Strength of Pipe. 9-1.6 Rigid Pipe.
300	9-1.7 Flexible Pipe. 9-1.8 Bedding of Pipe (Culverts and Storm Drains). 9-2 FROST CONDITION CONSIDERATIONS.
302	9-3 INFILTRATION OF FINE SOILS THROUGH DRAINAGE PIPE JOINTS.
303	9-4 MINIMUM AND MAXIMUM COVER FOR AIRFIELDS.
304	9-5 MINIMUM AND MAXIMUM COVER FOR ROADWAYS.
306	CHAPTER 10 GUIDELINES FOR DESIGN IN THE ARCTIC AND SUBARCTIC 10-1 GENERAL. 10-2 ICING. 10-2.1 Description. 10-2.2 Types.
308	10-2.3 Natural Factors Conducive to Icing Formation. 10-2.4 Effects of Human Activities on Icing.
309	10-2.5 Methods of Counteracting Icing.
315	10-3 GUIDELINES FOR DESIGN OF STORM DRAINS IN THE ARCTIC AND SUBARCTIC.
317	10-4 GRADING. 10-5 TEMPORARY STORAGE. 10-6 MATERIALS. 10-7 MAINTENANCE. 10-8 JOINTING. 10-9 END PROTECTION.
318	10-10 ANCHORAGE AND BUOYANCY. 10-11 DEBRIS AND ICING CONTROL. 10-12 TIDAL AND FLOOD EFFECTS. 10-13 INSTALLATION.
319	CHAPTER 11 WATER QUALITY CONSIDERATIONS 11-1 GENERAL. 11-2 GENERAL BMP SELECTION GUIDANCE
322	11-4 EXTENDED DETENTION DRY PONDS. 11-5 WET PONDS. 11-6 INFILTRATION/EXFILTRATION TRENCHES.
323	11-7 INFILTRATION BASINS. 11-8 SAND FILTERS. 11-9 WATER QUALITY INLETS. 11-10 VEGETATIVE PRACTICES. 11-11 ULTRA-URBAN BMPs.
324	11-12 TEMPORARY EROSION AND SEDIMENT CONTROL PRACTICES.
325	CHAPTER 12 DESIGN COMPUTER PROGRAMS 12-1 STORM WATER MANAGEMENT PROGRAMS. 12-2 DRIP (Drainage Requirement in Pavements). 12-3 CANDE (Culvert Analysis and Design). 12-4 MODBERG. 12-5 PIPECAR. 12-6 ADDITIONAL SOFTWARE.
327	12-6.1 HYDRAIN. 12-6.2 HYDRA.
328	12-6.3 WSPRO. 12-6.4 HYDRO.
329	12-6.5 HY8.
330	12-6.6 HYCHL. 12-6.7 NSS. 12-6.8 HYEQT. 12-6.9 TR-55.
331	12-6.10 TR-20.
332	12-6.11 HMS.
333	12-6.12 HEC-RAS.
334	12-6.13 SWMM.
335	12-7 HYDRAULIC TOOLBOX (HY-TB). 12-7.1 HY12. 12-7.2 HY15. 12-7.3 BASIN. 12-7.4 SCOUR. 12-8 URBAN DRAINAGE DESIGN PROGRAMS.
336	12-8.1 Manning’s Equation. 12-8.2 HEC-22. 12-8.3 Stormwater Management. 12-9 DR3M. 12-9.1 Rainfall-Excess Components. 12-9.2 Impervious Surfaces.
337	12-9.3 Routing. 12-9.4 Model Versatility. 12-9.5 Urban Basin Planning. 12-9.6 Usability. 12-10 EVALUATION OF WATER QUALITY
338	12-11 SOFTWARE AVAILABILITY.
340	GLOSSARY
344	APPENDIX A REFERENCES
351	APPENDIX B LIST OF CHARTS
402	APPENDIX C LIST OF SYMBOLS
407	APPENDIX D BIBLIOGRAPHY
415	APPENDIX E WAIVER PROCESSING PROCEDURES FOR DOD
418	APPENDIX F FAA ORDER 5300.1, MODIFICATIONS TO AGENCY AIRPORT DESIGN, CONSTRUCTION, AND EQUIPMENT STANDARDS.
421	APPENDIX G (FAA ONLY) DESIGN OF SUBSURFACE PAVEMENT DRAINAGE SYSTEMS.
463	INDEX