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CE 452Design of Airfield Pavement I
Slides based on materials prepared by Prof Jie Han, University of Kansas, USA
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2
OutlineIntroductionBasic principlesRigid pavement designFAA method
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Airfield vs. Highway Pavements
• Repetition of load
• Distribution of traffic
• Geometry of the pavement
Affected by pavement width and type of aircraft
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Plan View of Basic
Types of Wheel
Configuration
a) single trailer-truck unit
b) tricycle landing gear with
single tires
c) twin-tandem landing gear
d) double twin-tandem gear
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Several Typical Aircrafts
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Effect of Standard Deviation of Aircraft
Wander on Pavement Damage
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Measu
red
tra
nsvers
e
cra
ck f
req
uen
cy (
%)
Pre
dic
ted
tra
nsvers
e
Eq
uiv
ale
nt
DC
-8-6
3F
Str
ain
rep
eti
tio
ns
(taxiw
ay)
Np
x 1
03
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Rigid Airport Pavement Design
– PCA method
– Corps of Engineering method
– FAA method: based on the Westergaard
analysis of edge loaded slabs
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FAA Pavement Design Principles
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FAA Airport Pavement Design
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Aircraft Considerations
Load (95% main landing gear, 5% nose gear)
Landing gear type and geometry
• Single gear aircraft
• Dual gear aircraft
• Dual tandem gear aircraft
• Wide body aircraft – B-747, B-767, DC-10, L-1011
Tire pressure: 75 to 200 psi (515 to 1,380 kPa)
Traffic volume
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AC 150/5320-6D
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Equivalent Single Wheel Load (ESWL)
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Design Procedure
• Forecast annual departures
• Select design aircraft that requires the thickest pavement
• Transform other aircrafts to equivalent departures of
design aircraft
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Determination of Design Aircraft
The required pavement thickness for each aircraft type
should be checked using the appropriate design curve
and the forecast number of annual departures for that
aircraft
The design aircraft is the aircraft type that produces the
greatest pavement thickness
The design aircraft is not necessarily be the heaviest
aircraft in the forecast
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Factors for Converting Annual
Departures by Aircraft to Equivalent
Annual Departures by Design Aircraft
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Conversion of Equivalent Annual
Departure of Design Aircraft
R1 – equivalent annual departures of the design aircraft
R2 – annual departures expressed in design aircraft landing
gear configuration
W1 – wheel load of the design aircraft
W2 – wheel load of the aircraft being converted
Each wide body as a 300,000-pound dual tandem aircraft
1
221
W
WRlogRlog !
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Example
Aircraft
727-100
727-200
707-320B
DC-9-30
CV-880
737-200
L-1011-100
747-100
Dual
Dual
Dual tandem
Dual
Dual tandem
dual
Dual tandem
Double dual
tandem
160,000
190,500
327,000
108,000
184,500
115,500
450,000
700,000
Gear typeAvg. ann
depart.
Max. takeoff
Weight (lbs).
Equiv. dual
gear depart
3760
9080
5185
5800
680
2650
2907
145
Wheel load
(lbs)
Wheel load
Design
aircraft (lbs)
Equiv. ann.
depart. design
aircraft
38,000
45,240
38,830
25,650
21,910
27,430
35,625
35,625
45,240
45,240
45,240
45,240
45,240
45,240
45,240
45,240
1,891
9,080
2,764
682
94
463
1,184
83
3760
9080
3050
5800
400
2650
1710
85
727-200 requires the greatest pavement thickness and thus is the design aircraft
1.7 x 85
Conversion
factor
190,500x0.95/4
45240
35625)145log(Rlog 1 !
300,000x0.95/8
Wide body
Total = 16,241
Final design: 16,241 annual departures of a dual wheel aircraft weighing 190,500lbs
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Typical Design Section of Runway
Pavement
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FAA Rigid Pavement Design
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Principles of Rigid Airport Pavement
Design
Based on Westergaard analysis of edge loaded slabs
(modified to simulate a jointed edge condition)
Determine k value for rigid pavement
Concrete flexural strength
Gross weight of design aircraft
Annual departures of design aircraft
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Subbase Requirements
A minimum thickness of 4 in. subbase
Types of subbase courses
- Item P-154: subbase course
- Item P-208: aggregate base course
- Item P-209: crushed aggregate base course
- Item P-211: lime rock base course
- Item P-304: cement treated base course
- Item P-306: econocrete subbase course
- Item P-401: plant mix bituminous pavements
Stabilized subbase (aircraft weight > 100,000 lbs)
- Item P-304: cement treated base course
- Item P-306: econocrete subbase course
- Item P-401: plant mix bituminous pavements
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Exceptions for No Subbase
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Concrete Flexural Strength
Design strength of 600 to 650 psi is recommended for
most airfield applications
Strength at 28 days
5% less than the test strength used for thickness design
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Effect of Subbase on K- Well-Graded Crushed Aggregate
(MN
/m3)
K o
n t
op
of
su
bb
as
e(l
b/i
n3)
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Effect of Subbase on K- Bank-Run Sand & Gravel (PI<6)
(MN
/m3)
k o
n t
op
of
su
bb
as
e(l
b/i
n3)
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Effect of
Subbase
on K- Stabilized
Subbase
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Design Curves – Single Wheel Gear
Gross weight of design aircraft
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Design Curves – Dual Wheel Gear
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Design Curves – Dual Tandem Gear
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Critical and Noncritical Areas
Total critical pavement thickness = T
Noncritical pavement thickness (for concrete slab thickness)
= 0.9T
For variable section of the transition section and thinned
edge, the reduction applies only to the concrete slab
thickness
The change in thickness for the transitions should be
accomplished over an entire slab length and width
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Critical and Non- critical Areas
CriticalAircraft speed is low/ aircraft is at rest
e.g. Apron, Taxiway
Non-critical Aircraft speed is high/ aircraft is already partially airborne
E.g. central portion of runway
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Design Example
• Dual tandem aircraft: gross weight = 350,000 lbs, annual
equivalent departures =6000 (including 1200 of B-747
weighing 780,000 lbs)
• Subgrade k =100pci with poor drainage, frost penetration
=18 in.
• Primary runway, 100% frost protection
• Subgrade soil is CL
• MR = 650 psi
Stabilized
subbase required
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Design Steps
• Several thickness of subbase thickness should be tried =>
most economical section
• Assume P-304 (cement treated base course) to be used
• Trial thickness of subbase = 6 in.
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Slab Thickness
• 16.6 in. round off to 17 in.
• 17 + 6 =23 in. > 18 in. (frost depth)
• Wide body aircraft did not control slab thickness but to
be considered in establishment of jointing requirements
and design of drainage structures
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Rigid Pavement Joint Types and Details
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Recommended Maximum Joint Spacing- Rigid Pavement without Stabilized Subbase
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Recommended Maximum Joint Spacing- Rigid Pavement with Stabilized Subbase
Joint spacing (unit: in.)/radius of relative stiffness < 5.0
to control transverse cracking
Maximum joint spacing = 60 ft.
Radius of relative stiffness:
" #4/1
2
3
k112
Eh$%
&'(
)
*+!
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Dimensions and Spacing of Steel Dowels
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Amount of Reinforcement for Reinforced
Concrete Pavements
s
sf
LtL7.3A !
where As = area of steel per foot of width or length (in2)
L = length or width of slab, ft.
T = thickness of slab, in.
fs = allowable tensile stress in steel, psi, 2/3 yield strength
Minimum percentage of steel reinforcement = 0.05%
to the area of concrete per unit length or width
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Allowable Strengths of Various Grades of
Reinforcing Steel
Allowable
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Dimensions and Unit Weights of
Deformed Steel Reinforcing Bars
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Sectional Areas of Welded Fabric
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Jointing of Reinforced Rigid Pavements
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Spreadsheet Programs
• F806FAA for flexible pavement design
• F805FAA for rigid pavement design