lect airport engineering

Introduction toIntroduction to

Airport EngineeringAirport EngineeringAirport EngineeringAirport Engineering55. , . , 66. Lecture . Lecture

2626 1010 201220122626. . 1010. . 2012 2012 0303. . 1010. . 20122012

Prof. Dr. Eng Shafik JendiaProf. Dr. Eng Shafik Jendia

Introduction toIntroduction toIntroduction toIntroduction to

Airport EngineeringAirport Engineeringp g gp g g

Text BooksText Books-- Planning and Design of Airports ThirdPlanning and Design of Airports Third-- Planning and Design of Airports, Third Planning and Design of Airports, Third

Edition Edition AuthorsAuthors: Robert Horonjeff and Francis : Robert Horonjeff and Francis X Mckevey McGrawX Mckevey McGraw Hill Book CompanyHill Book CompanyX. Mckevey, McGrawX. Mckevey, McGraw--Hill Book Company.Hill Book Company.

-- Civil Engineering Hand Book , Civil Engineering Hand Book , AuthorAuthor: W. F : W. F Chen, Purdue University, West Lafayette, Chen, Purdue University, West Lafayette, Indiana.Indiana.



Airport EngineeringAirport Engineeringp g gp g gGuidelines & RegulationsGuidelines & RegulationsAerodromes, Annex Aerodromes, Annex 1414 to the convention of to the convention of International Civil Aviation, International International Civil Aviation, International Aviation Administration Montreal QueAviation Administration Montreal QueAviation Administration, Montreal, Que, Aviation Administration, Montreal, Que, Canda. Second EditionCanda. Second Edition--July July 19951995..Airport Pavement Design and Evaluation,Airport Pavement Design and Evaluation,Airport Pavement Design and Evaluation, Airport Pavement Design and Evaluation, Federal Aviation Administration. Washington, Federal Aviation Administration. Washington, D.C, Advisory Circular AC No.:D.C, Advisory Circular AC No.:150150//53205320--66D D Airport Design, Federal Aviation Airport Design, Federal Aviation Administration. Washington, D.C, Advisory Administration. Washington, D.C, Advisory Circular AC No :Circular AC No :150150//53005300--1313


Circular AC No.:Circular AC No.:150150//53005300--1313


Airport EngineeringAirport Engineering

A i ti O i tiA i ti O i ti

p g gp g g

Aviation OrganizationsAviation OrganizationsAircraft Characteristics Related to Aircraft Characteristics Related to Airport DesignAirport DesignAirport ConfigurationAirport ConfigurationAirport ConfigurationAirport ConfigurationRunway SystemRunway SystemStructural Design of Airport PavementsStructural Design of Airport Pavements


AVIATION ORGANIZATIONSAVIATION ORGANIZATIONSAVIATION ORGANIZATIONSAVIATION ORGANIZATIONSThe Organizations directly involved in U S andThe Organizations directly involved in U S andThe Organizations directly involved in U.S. and The Organizations directly involved in U.S. and

international airinternational air--carrier transportation and general carrier transportation and general aviation activity have an important influence onaviation activity have an important influence onaviation activity have an important influence on aviation activity have an important influence on

airport development as well as on aircraft airport development as well as on aircraft operationsoperationsoperations.operations.

These organizations can be classified into fourThese organizations can be classified into fourThese organizations can be classified into four These organizations can be classified into four groups, namely,groups, namely,

international government agenciesinternational government agencies federalfederalinternational government agenciesinternational government agencies, , federal federal agencies, agencies, state agenciesstate agencies andand industry or trade industry or trade

organizationsorganizationsProf. Dr. Eng Shafik JendiaProf. Dr. Eng Shafik Jendia

organizations.organizations.

AVIATION ORGANIZATIONSAVIATION ORGANIZATIONS

INTERNATIONAL CIVIL AVIATIONINTERNATIONAL CIVIL AVIATIONINTERNATIONAL CIVIL AVIATION INTERNATIONAL CIVIL AVIATION ORGANIZATIONORGANIZATION

ICAOICAOICAOICAO

FEDERAL AGENCIES OF U.S. GOVERNMENTFEDERAL AGENCIES OF U.S. GOVERNMENT

CIVIL AERONAUTICS BOARDCIVIL AERONAUTICS BOARD CABCAB

FEDERAL AVIATION ADMINISTRATION FEDERAL AVIATION ADMINISTRATION FAAFAA

NATIONAL TRANSPORTATION SAFETY BOARD NATIONAL TRANSPORTATION SAFETY BOARD NTSBNTSB



STATE AGENCIESSTATE AGENCIESThe States are involved to varying degrees in the many The States are involved to varying degrees in the many aspects of aviation, including financial assistance, flight aspects of aviation, including financial assistance, flight

safety enforcement aviation education airportsafety enforcement aviation education airportsafety, enforcement, aviation education, airport safety, enforcement, aviation education, airport licensing, accident investigation, zoning, and licensing, accident investigation, zoning, and

environmental controlenvironmental controle o e ta co t oe o e ta co t o

INDUSTRY AND TRADE ORGANIZATIONSINDUSTRY AND TRADE ORGANIZATIONSINDUSTRY AND TRADE ORGANIZATIONSINDUSTRY AND TRADE ORGANIZATIONSThere are many groups involved in the technical and There are many groups involved in the technical and promotional aspects of aviation. The following is a promotional aspects of aviation. The following is a

partial list of those groups that are primarily concerned partial list of those groups that are primarily concerned with airport aspects of aviation. with airport aspects of aviation.



INDUSTRY AND TRADE ORGANIZATIONSINDUSTRY AND TRADE ORGANIZATIONS

1.1. Aerospace Industries Association of America Aerospace Industries Association of America (AIA)(AIA)22 Ai ft O d Pil t A i tiAi ft O d Pil t A i ti (AOPA)(AOPA)2.2. Aircraft Owners and Pilots Association Aircraft Owners and Pilots Association (AOPA)(AOPA)3.3. Air Line Pilots Association Air Line Pilots Association (ALPA)(ALPA)44 Airport Operators Council InternationalAirport Operators Council International (AOCI)(AOCI)4.4. Airport Operators Council International Airport Operators Council International (AOCI)(AOCI)5.5. Air Transportation Association of America Air Transportation Association of America (ATA)(ATA)6.6. American Association of Airport Executives American Association of Airport Executives (AAAE)(AAAE)pp ( )( )7.7.


Aircraft Characteristics Related Aircraft Characteristics Related to Airport Designto Airport Design

Landing

to Airport Designto Airport DesignLanding

Area

AirportTerminal

Airport

System AreaSystem


Aircraft Characteristics Related to Aircraft Characteristics Related to Airport DesignAirport DesignAirport DesignAirport Design

ICAO - Airport ClassificationThe ICAO uses a two element references code to

classify the geometric design standards for airports.classify the geometric design standards for airports.

The code element consists of a numeric and alphabetic designation.

The code number 1 through 4 classify the length ofThe code number 1 through 4 classify the length of the runway available and the code letters A

through E classify the wingspan and outer mainthrough E classify the wingspan and outer main gear wheel span for the aircraft for which the airport

h b d i dProf. Dr. Eng Shafik JendiaProf. Dr. Eng Shafik Jendia

has been designed.

Aircraft CharacteristicsAircraft Characteristics


Aircraft Characteristics Related to Airport Aircraft Characteristics Related to Airport DesignDesignDesignDesign

ICAO - Airport ClassificationCode Element Code Element 22Code Element Code Element 11

Outer mainOuter mainWingWingCodeCodeRunway LengthCode Outer main Outer main Gear Wheel Gear Wheel

Span (m)Span (m)

Wing Wing Span (m)Span (m)

Code Code LetterLetter

Runway Length (m)

Code Number

< < 44..55< < 1515AALess than 8001

44 55 -- << 661515 -- << 2424BB800 - <12002 44..55 661515 2424BB800 12002

6 6 -- < < 9924 24 -- < < 3636CC1200 - < 18003

99 -- < < 14143636 -- < < 5252DD1800 and more4

99 -- < < 14145252 -- < < 6060EE


Aircraft Characteristics Related to Aircraft Characteristics Related to Airport DesignAirport Design

Aircraft characteristics are essential for th l i d d i f i tthe planning and design of airports.

Aircraft weight is important forAircraft weight is important for determining the thickness of the runway,

t i d t d ittaxiway, and apron pavements, and it affects the takeoff and landing runway

length requirements at an airport.



The ingspan and the f selage lengthThe wingspan and the fuselage lengthinfluence the size of parking aprons, which in

turn influences the configuration of the terminal buildings.g

Size also dictates the widths of runway and taxiways and the distances between these

traffic ways, and it affects the required y , qturning radius on pavement curves.



Th it hThe passenger capacity has an important bearing on facilities within and

adjacent to the terminal buildings.

The r n a length infl ences to a largeThe runway length influences to a large part the land area required at an airport.



Components of Aircraft WeightComponents of Aircraft Weight

O ti E t W i htO ti E t W i htOperating Empty WeightOperating Empty Weight

The basic weight of the aircraft includingThe basic weight of the aircraft, including crew and all the necessary gear required for flight b t not incl ding pa load and f el Theflight, but not including payload and fuel. Theoperating empty weight is not a constant for a passenger aircraft, but varies with the seating

configuration. Prof. Dr. Eng Shafik JendiaProf. Dr. Eng Shafik Jendia

g


Zero Fuel WeightZero Fuel WeightComponents of Aircraft WeightComponents of Aircraft Weight

Zero Fuel WeightZero Fuel Weight

The operating empty weight + PayloadThe operating empty weight Payload

PayloadPayloadPayloadPayload

A term which refers to the total revenue-A term which refers to the total revenueproducing load. This includes the weight of

passengers and their baggage mail express andpassengers and their baggage, mail express and cargo.




Maximum Structural payloadMaximum Structural payloadMaximum Structural payloadMaximum Structural payload

The maximum load which the aircraft is certified to carry, whether this load be passengers, cargo,

or a combination of both.or a combination of both.

Theoretically, the maximum structural payload is the difference between the zero fuel weight and

the operating empty weight. Prof. Dr. Eng Shafik JendiaProf. Dr. Eng Shafik Jendia

t e ope at g e pty e g t



Maximum Structural Takeoff WeightMaximum Structural Takeoff WeightMaximum Structural Takeoff WeightMaximum Structural Takeoff Weight

The maximum Weight authorized at brakeThe maximum Weight authorized at brake release for takeoff. It excludes taxi and run-up fuel and includes the operating empty weight, trip and reserve fuel and p y g p

payload.



Ma im m Ramp WeightMa im m Ramp WeightComponents of Aircraft WeightComponents of Aircraft Weight

Maximum Ramp WeightMaximum Ramp Weight

The maximum Weight authorized for ground maneuver, including taxi and run-up fuel. As , g pthe Aircraft taxis between the apron and the

end of the runway it burns fuel andend of the runway, it burns fuel and consequently loses weight. The difference

between the max structural takeoff weight andbetween the max. structural takeoff weight and the max. ramp weight is very nominal, only a


few thousand pounds.


Maximum Structural Landing WeightMaximum Structural Landing Weight



Maximum Structural Landing Weight Maximum Structural Landing Weight jettisonjettisonjj



Maximum Structural Landing WeightMaximum Structural Landing Weight


Average Distribution of Weight Components Average Distribution of Weight Components for Passenger Turbinefor Passenger Turbine--Powered Aircraft, Powered Aircraft, %% of of gg ,,

Takeoff WeightTakeoff WeightOperatingOperating Fuel Fuel

reservereserveTrip fuelTrip fuelPayloadPayloadOperating Operating

empty empty weightweight

RangeRangeweightweight

446624246666Short Short RangeRange 446624246666RangeRange

MediumMedium44212116165959

Medium Medium RangeRange

55424210104444Long Long RangeRange

Prof. Dr. Eng Shafik JendiaProf. Dr. Eng Shafik JendiaRange = Distance that an aircraft can fly without refueling

Aircraft Characteristics Aircraft Characteristics Ch t i ti f P i i l T tCh t i ti f P i i l T tCharacteristics of Principal Transport Characteristics of Principal Transport

AircraftAircraft


Aircraft CharacteristicsAircraft CharacteristicsCh t i ti f P i i l T t Ai ftCh t i ti f P i i l T t Ai ftCharacteristics of Principal Transport AircraftCharacteristics of Principal Transport Aircraft


Aircraft CharacteristicsAircraft CharacteristicsCharacteristics of Principal Transport AircraftCharacteristics of Principal Transport AircraftCharacteristics of Principal Transport AircraftCharacteristics of Principal Transport Aircraft

An examination of the table reveals someAn examination of the table reveals some information:

The maximum takeoff weight varies from 79.000 lb (~36 000 kg) to 775 000 (~ 350 000 kg)lb (~36.000 kg) to 775.000 (~ 350.000 kg).

The maximum number of passengers varies fromThe maximum number of passengers varies from 65 to 500.

Runway lengths for typical airline aircraft vary from 6000 ft (~1800 m) to 12.000 ft (~3600 m).


o 6000 t ( 800 ) to 000 t ( 3600 )

Aircraft CharacteristicsAircraft CharacteristicsCharacteristics of Principal Transport AircraftCharacteristics of Principal Transport AircraftCharacteristics of Principal Transport AircraftCharacteristics of Principal Transport Aircraft

It will be noted that the heavier an aircraft, the longer it is and the greater is itsthe longer it is and the greater is its

wingspan

And as the range of an aircraft is increased, the proportion of trip fuel to takeoff weight

increases while the percentage of payloadincreases, while the percentage of payload decrease.


Aircraft CharacteristicsAircraft CharacteristicsWh l C fi tiWh l C fi tiWheel ConfigurationWheel Configuration


Wheel ConfigurationWheel Configuration

Example Example 11: BOEING : BOEING 747747--200200


Wheel ConfigurationWheel Configuration

Example Example 22: BOEING : BOEING 757757--200200


Aircraft CharacteristicsAircraft CharacteristicsSt ti W i ht th M i G d th NSt ti W i ht th M i G d th NStatic Weight on the Main Gears and the Nose Static Weight on the Main Gears and the Nose

GearsGears

The distribution of the load between the main d th d d th tgears and the nose gear depends on the type

of aircraft and the location of the center of gravity of the aircraft.

F i ht th i i ftFor any gross weight there is a maximum aft and foreword center of Gravity to which the

aircraft can loaded for flight in order to maintain Stability.


maintain Stability.


GearsGearsThe distribution of the weight between the

nose and main gears is not constantnose and main gears is not constant.

For the design of pavements it is normallyFor the design of pavements it is normally assumed that 5 percent of the weight is

supported on the nose gear and the remaindersupported on the nose gear and the remainderon the main gears.

Thus if there are two main gears, each gear supports 47 5 % of the total weight


supports 47.5 % of the total weight.


GearsGears

For example if the takeoff weight of an aircraftFor example, if the takeoff weight of an aircraft is 300,000 lb, each main gear is assumed to

support 142 500 lbsupport 142,500 lb.

If the main gear has four tires it is assumedIf the main gear has four tires, it is assumed that each tire supports an equal fraction of the weight on the gear in the example 35 625 lbweight on the gear, in the example 35,625 lb.


Aircraft CharacteristicsAircraft CharacteristicsM i L di G Di iM i L di G Di iMain Landing Gear DimensionsMain Landing Gear Dimensions


Airport ConfigurationAirport ConfigurationAirport ConfigurationAirport Configuration


Airport ConfigurationAirport Configuration

The number of runways depends on the l f t ffi d th i t tivolume of traffic, and the orientation

depends on the direction of the wind and depe ds o t e d ect o o t e d a dsometimes on the area available for

airport developmentairport development.

The terminal buildings servingThe terminal buildings serving passengers should be located so as to provide easy and short access to the

runwaysProf. Dr. Eng Shafik JendiaProf. Dr. Eng Shafik Jendia

runways.

Airport ConfigurationAirport ConfigurationTh i t bThe airport can be

divided into two Landing

Area

principal elements:

Th l diTerminal

AreaThe landing area(runways and

Area

taxiways)

Th t i lThe terminal area(apron, buildings, car parking areas,

hangers, etc).Prof. Dr. Eng Shafik JendiaProf. Dr. Eng Shafik Jendia

hangers, etc).

Airport ConfigurationAirport Configuration

The airport system, however, induces a third element namelyinduces a third element, namely,the procedures and technique

governing the control of air traffic in the air space surrounding thethe air space surrounding the

airport (commonly referred to as terminal air traffic control).

T th th th l tTogether these three elements constitute the airport system.


co st tute t e a po t syste

Airport ConfigurationAirport ConfigurationI l th d th tiIn general, the runways and the connecting

taxiways should be arranged so as to:1- provide adequate separations in the air traffic patternpattern.

2- cause the least interference and delay in the landing, taxiing, and takeoff operations.

3- provide the shortest taxi distance possible from3 provide the shortest taxi distance possible from the terminal area to the ends of runways.

4 id d i l di i f4- provide adequate taxiways so landing aircraft can leave the runway as quickly as possible to the t i l


terminal area

Runway Configurations & Runway SystemRunway Configurations & Runway System

Runway SystemRunway System

The Runway System at an airport consists The Runway System at an airport consists of theof the structural pavementstructural pavement,, thetheof the of the structural pavementstructural pavement, , the the

shouldersshoulders, , the blast padthe blast pad, and , and the runway the runway f tf t


safety area.safety area.

R S tR S tRunway Configurations & Runway SystemRunway Configurations & Runway System


St t l P tStructural Pavement supports the aircraft with respect to structural load, maneuver ability,load, maneuver ability, control, stability and other operational andother operational and dimensional criteria


Distribution of the aircraft movements on theDistribution of the aircraft movements on theRunway Configurations & Runway SystemRunway Configurations & Runway System

Distribution of the aircraft movements on the Distribution of the aircraft movements on the RunwayRunway


Airport Zurich/ SwitzerlandAirport Zurich/ SwitzerlandRunway Configurations & Runway SystemRunway Configurations & Runway System

Airport Zurich/ SwitzerlandAirport Zurich/ Switzerland




Th Sh ld djThe Shoulder adjacent to the end of the

structural pavement resists jet blast erosionresists jet blast erosion

and accommodates maintenance andmaintenance and

emergency equipment.




The blast pad is an area designedThe blast pad is an area designed to prevent erosion of the surfaces adjacent to the end of the runwaysadjacent to the end of the runways which are subjected to repeated jet

blast The ICAO requires a 100 ftblast. The ICAO requires a 100 ft (~30m) blast pad as a minimum

length It can reach 400 ft (120m)length. It can reach 400 ft (120m)depending on the type of Aircrafts.


Runway Configurations & Runway SystemRunway Configurations & Runway System

The runway safety area is an area

Runway SystemRunway SystemThe runway safety area is an area which is cleared, drained. It includes

the structural pavement, shoulders and blast pad. It must be capable of

supporting emergency and maintenance equipment as well asmaintenance equipment as well as

providing support for aircraft should be veer off the pavement for one reason orveer off the pavement for one reason or another. The minimum length of this area required according to ICAO is 275

ft (~83m) beyond each end of the runway. It can reach 1000 ft (300m) depending on the type of Aircrafts


depending on the type of Aircrafts.

Runway ConfigurationRunway Configuration

Many runway configurations g

exist.

MostMost configurations

areare combinations

of several basicof several basic configurations.

The basic configurations


are:

Runway ConfigurationRunway ConfigurationSingle RunwaySingle RunwaySingle RunwaySingle Runway

Runway

This is the simplest of the runway configurations

Hourly Capacity (in VFR conditions) =

50 100 operations50 – 100 operations

In (IFR) conditions = 50 – 70 operations( ) p

VFR = Visual Flight Rule


IFR = Instrument Flight Rule

Runway ConfigurationRunway ConfigurationE l f Si l RE l f Si l RExamples for a Single RunwayExamples for a Single Runway


Runway ConfigurationRunway Configuration

Parallel RunwaysParallel Runways

Two and four parallelTwo and four parallel runways are common

Spacing: Close = (700 –2500 ft), Intermediate =)(2500 – 4300 ft), far =(4300 ft and more). ( )threshold


E l f P ll l RE l f P ll l RRunway ConfigurationRunway Configuration

Example for Parallel Runways Example for Parallel Runways

Spacing =Spacing = far (Staggered Threshold)far (Staggered Threshold)Spacing =Spacing = far (Staggered Threshold)far (Staggered Threshold)


Runway ConfigurationRunway ConfigurationIntersecting RunwaysIntersecting Runways

Many of airports have two or more runway in differentMany of airports have two or more runway in different directions crossing each other. They are necessary when relatively strong winds blow from more thanwhen relatively strong winds blow from more than direction. Strong winds (only one can be used), light winds (both can be used)


winds (both can be used)

E l f I t ti RE l f I t ti RRunway ConfigurationRunway Configuration

Example for Intersecting Runways Example for Intersecting Runways


Runway ConfigurationRunway ConfigurationOpenOpen--V RunwaysV Runways

They are necessary when relatively strong winds blow f S (from more than direction. Strong winds (only one can be used), light winds (both can be used).


Airport ConfigurationAirport ConfigurationT iT iTaxiwaysTaxiways


Airport ConfigurationAirport ConfigurationAAApronsAprons


The airport systemThe airport systemThe airport systemThe airport system


Structural Design of Airport Pavementsg p

CBRCBR Method of Design for FlexibleMethod of Design for FlexibleCBRCBR-- Method of Design for Flexible Method of Design for Flexible Airport PavementAirport PavementPavement Design Using Elastic Layer Pavement Design Using Elastic Layer TheoryTheoryyyFAA Design Procedure for Flexible FAA Design Procedure for Flexible Airport PavementsAirport PavementsAirport PavementsAirport PavementsLoad Classification Number (LCN) Load Classification Number (LCN) ( )( )ProcedureProcedureICAOICAO (CAN/ PCN) Procedure(CAN/ PCN) Procedure


ICAOICAO-- (CAN/ PCN) Procedure(CAN/ PCN) Procedure

Runway Structural DesignRunway Structural Design

FAA Design Procedure for Flexible Airport Pavement

Flexible Pavement design is based upon theFlexible Pavement design is based upon the CBR method, an essentially empirical

th dmethod.

The Design assumes that 95% of the grossThe Design assumes that 95% of the gross aircraft weight is carried on the main landing

bl d 5% thgear assembly and 5% on the nose gear assembly



St f FAA D i P dSteps of FAA -Design Procedure

Obtain forecasts of Obtain forecasts of annual departuresannual departures by by aircraft typeaircraft typeaircraft typeaircraft typeDetermine for each type the required Determine for each type the required

t thi kt thi k i th i ti th i tpavement thicknesspavement thickness using the appropriate using the appropriate design curve with the forecast number of design curve with the forecast number of annual departures for the aircraft annual departures for the aircraft Select the aircraft requiring the greatestSelect the aircraft requiring the greatestSelect the aircraft requiring the greatest Select the aircraft requiring the greatest pavement thickness as the pavement thickness as the design aircraftdesign aircraft




Convert the annual departures of all Convert the annual departures of all aircrafts toaircrafts to equivalent annualequivalent annualaircrafts to aircrafts to equivalent annual equivalent annual

departuresdepartures of the design aircraft by of the design aircraft by the following formula:the following formula:the following formula:the following formula:

Log RLog Reqeq = log (R= log (Rii x Fx Fii) x {W) x {Wii/W}/W}00..55



P t Thi k R i tPavement Thickness Requirements

Fi 62 16 62 22 th FAA d i h t fFigures 62.16–62.22 are the FAA design charts for different aircraft types.

The charts have incorporated the effects of load repetitions, landing gear assembly configuration, p , g g y g ,

and the “wandering” (lateral distribution) effect of aircraft movements.

With subgrade CBR, gross weight, and total equivalent annual departures of design aircraft asequivalent annual departures of design aircraft as input, the total pavement thickness required can be

read from the appropriate chartProf. Dr. Eng Shafik JendiaProf. Dr. Eng Shafik Jendia

read from the appropriate chart.

Pavement Thickness RequirementsFIGURE 62.16 Critical area flexible pavementflexible pavement thickness for single-wheel s g e eegear. (Source: Federal Aviation Administration.1978. Airport Pavement DesignPavement Design and Evaluation. Advisory Circular yAC No. 150/5320-6C. With


permission.)

Pavement Thickness RequirementsFIGURE 62.17 Critical area flexible pavementflexible pavement thickness for dual-wheel gear.ee gea(Source: Federal Aviation Administration.1978. Airport Pavement DesignPavement Design and Evaluation. Advisory Circular yAC No. 150/5320-6C. With


permission.)

Pavement Thickness RequirementsFIGURE 62.18 Critical area flexible pavementflexible pavement thickness for dual-tandem gear.ta de gea(Source: Federal Aviation Administration.1978. Airport Pavement DesignPavement Design and Evaluation. Advisory Circular yAC No. 150/5320-6C. With


permission.)

Pavement Thickness RequirementsFIGURE 62.19 Critical area flexible pavement thicknesspavement thickness for B-747-100, SR, 200B, 200C, and 00 , 00C, a d200F. (Source: FederalAviation Administration.1978 Airport1978. Airport Pavement Design and Evaluation. Advisory Circular AC No. 150/5320-6C.


Pavement Thickness Requirements

FIGURE 62.20 Critical area flexible pavement thickness for B-747 SP (Source:747-SP. (Source: Federal Aviation Administration.Administration.1978. Airport Pavement Design and Evaluation. Advisory Circular AC No 150/5320AC No. 150/5320-6C..



FIGURE 62.21 Critical area flexible pavement thickness for DC10 10 10CF10-10, 10CF.(Source: Federal AviationAviation Administration.1978. Airport Pavement Design and Evaluation. Advisory CircularAdvisory Circular AC No. 150/5320-6C.


6C.

Pavement Thickness RequirementsFIGURE 62.22 Critical area flexible pavementflexible pavement thickness for DC10-30, 30CF, 40, 0 30, 30C , 0,and 40CF.(Source: Federal AviationAdministration. 1978 Airport1978. Airport Pavement Design and Evaluation. Advisory Circular AC No. 150/5320-


6C.


P t Thi k R i tPavement Thickness Requirements

Each design chart also indicates the required thicknessEach design chart also indicates the required thickness of bituminous (asphalt) surface course.

The minimum base course thickness is obtained from Fig. 62.23.

The FAA requires stabilized base and subbase courses to be used to accommodate jet aircraft weighing 100 000to be used to accommodate jet aircraft weighing 100,000

lb or more.

These stabilized courses may be substituted for granular courses using the equivalency


factors in Table 62.13.

Pavement Thickness RequirementsFIGURE 62.23 Minimum base course thicknesscourse thickness requirements. (Source: Federal (Sou ce ede aAviation Administration. 1978.Airport Pavement Design andDesign and Evaluation. Advisory Circular yAC No. 150/5320-6C, p. 53. With


permission.)



The FAA suggests that the full design thickness T be used at critical areas where departing traffic will beused at critical areas where departing traffic will be

using the pavement, 0.9T be used at areas receiving arriving traffic such as high-speed turnoffs and 0 7Tarriving traffic such as high-speed turnoffs, and 0.7T

be used where traffic is unlikely. Th d ti i thi k li d t bThese reductions in thickness are applied to base

and subbase courses.

Figure 62.24 shows a typical cross section for runway pavements.


y p



For pavements receiving high traffic volumes and exceeding 25,000 departures per annum, the FAA

requires that the bituminous surfacing be increased by 1 in. (3 cm) and the total pavement thickness be increased as follows: 104, 108, 110, and 112% of design thickness (based on 25,000

annual departures) for annual departures of 50,000, 100,000, 150,000, and 200,000,

respectively.


Example for FAA -Design Procedure1 St Obt i f t f l d t b1. Step: Obtain forecast of annual departures by

aircraft type

Max. Take Max. Take f W i htf W i htAv. AnnualAv. AnnualLandingLandingAi ftAi ft of Weightof Weight

KipsKips

Av. Annual Av. Annual DepartureDeparture

Landing Landing Gear TypeGear TypeAircraftAircraft

16016045004500DualDualB B 727727--100100190190 5599009900DualDualBB 727727 200200 190190..5599009900DualDualB B 727727--20020032732732003200Dual TandemDual TandemB B 707707--320320BB10810855005500DualDualDC DC -- 9 9 --303070070012001200Double DualDouble DualBB 747747 100100


70070012001200Double Dual Double Dual TandemTandem

B B 747747--100100

Example for FAA -Design Procedure2 St D t i f h i ft t thD t i f h i ft t th2. Step: Determine for each aircraft type the Determine for each aircraft type the

required pavement thicknessrequired pavement thicknessrequired pavement thicknessrequired pavement thickness

Assume:Subgrade CBR = 10%

Base Course CBR = 80%Base Course CBR = 80%

Sub Base CBR = 30 %


Example for FAA -Design Procedure2 St D t i f h i ft t thD t i f h i ft t th2. Step: Determine for each aircraft type the Determine for each aircraft type the

required pavement thicknessrequired pavement thicknessrequired pavement thicknessrequired pavement thicknessTotal Total Max. Max.

AvAvLandingLanding Pavement Pavement thicknessthickness

Take of Take of WeightWeight

Av. Av. Annual Annual

DepartureDeparture

Landing Landing Gear Gear TypeType

AircraftAircraft

in (cm)in (cm)kipskipsDepartureDepartureTypeType

1919 ((4848))16016045004500DualDualBB 727727--100100 1919 ((4848))16016045004500DualDualB B 727727 1001002828..5 5 ((7272))190190..5599009900DualDualB B 727727--2002002626 ((6666))32732732003200D l TD l TBB 707707 320320BB 26 26 ((6666))32732732003200Dual TanDual TanB B 707707--320320BB19 19 ((4848))10810855005500DualDualDC DC -- 99 --3030


(( ))27 27 ((6969))70070012001200Dual DTDual DTB B 747747--100100

Example for FAA -Design Procedure

3 Step: Log RLog R = log (R= log (R x Fx F ) x {W) x {W /W}/W}00 553. Step: Log RLog Reqeq = log (R= log (Rii x Fx Fii) x {W) x {Wii/W}/W}00..55

Single Single Max. Max. T k fT k f

Av. Av. A lA l Wheel Wheel

Load (Load (WWii) ) Take of Take of WeightWeight

Annual Annual DepartureDeparture

Landing Landing Gear TypeGear TypeAircraftAircraft

(kips)(kips)kipskipsRRii

WWii = = 383816016045004500Dual Dual (F(Fii = = 11))B B 727727--100100 ii(( ii ))

W = W = 4545..2424190190..5599009900Dual Dual (F(Fii = = 11))B B 727727--200200Dual TanDual TanBB 707707 WWii ==3838..838332732732003200Dual Tan Dual Tan

(F(Fii ==11..77))B B 707707--320320BB

WW ==2525 656510810855005500D lD l (F(F == 11))DCDC 99 3030 WWii ==2525..656510810855005500Dual Dual (F(Fii = = 11))DC DC -- 99 --3030

WWii ==4141..252570070012001200Dual DT (FDual DT (Fii = = 11..77))B B 747747--100100



Conversion Factors for computingConversion Factors for computingConversion Factors for computingConversion Factors for computing



3 Step: Log RLog R = log (R= log (R x Fx F ) x {W) x {W /W}/W}00 553. Step: Log RLog Reqeq = log (R= log (Rii x Fx Fii) x {W) x {Wii/W}/W}00..55

Equivalent Equivalent Single Single Equivalent Annual Depart. Annual Depart.

By Design By Design Wheel Wheel

Load (Load (WWii) ) Dual Wheel

Gear Depart. AircraftAircraft

Aircraft Aircraft RReqeq((kips)kips)Ri x Fi

22202220WWii = = 383845004500 x x 11==45004500B B 727727--100100 ii

99009900W = W = 4545..24249900 9900 x x 11==99009900B B 727727--200200BB 707707 28902890WWii ==3838..83833200 3200 x x 11..77==54405440B B 707707--320320BB

655655WW ==2525 656555005500 xx 11==55005500DCDC 99 3030 655655WWii ==2525..656555005500 x x 11==55005500DC DC -- 99 --3030

871871WWii ==4141..25251200 1200 x x 11..77==20402040B B 747747--100100


16536165362738027380SUMSUM


FIGURE 62.17 Critical area flexible pavementflexible pavement thickness for dual-wheel gear.ee gea(Source: Federal Aviation Administration.1978. Airport Pavement DesignPavement Design and Evaluation. Advisory Circular

Pavement Thickness ~ 30 inch = 76 cmy

AC No. 150/5320-6C. With


permission.)


FIGURE 62.17 Critical area flexible pavementflexible pavement thickness for dual-wheel gear. Asphalt + Base

Thi k 13 5 i hee gea

(Source: Federal Aviation

Thickness ~ 13.5 inch = 34 cm

Sub Base 16.5 ~ 42 cmAdministration.1978. Airport Pavement DesignPavement Design and Evaluation. Advisory Circular yAC No. 150/5320-6C. With


permission.)


FIGURE 62.17 Critical area flexible pavementflexible pavement thickness for dual-wheel gear.ee gea(Source: Federal Aviation Administration.1978. Airport Pavement Design

Asphalt Thickness ~ 8 inch = 20 cm

Base = 13 5 8 =Pavement Design and Evaluation. Advisory Circular

Base = 13.5 – 8 = 5.5 in ~ 14 cm

yAC No. 150/5320-6C. With


permission.)

Pavement Thickness RequirementsFIGURE 62.23 Minimum base course thicknesscourse thickness requirements. (Source: Federal Minimum Base

Thickness = 15 inch ~(Sou ce ede aAviation Administration.

Thickness = 15 inch ~ 38 cm

1978.Airport Pavement Design andDesign and Evaluation. Advisory Circular yAC No. 150/5320-6C, p. 53. With


permission.)


Pavement:Asphalt Layers = 8 in ~ 20 cm

Base Course = 15 in ~ 38 cm

Sub Base 30 – 13 5 = 16 5 in ~ 42 cmSub Base 30 – 13.5 = 16.5 in 42 cm

Total Thickness = 39.5 in ~ 100 cm


Home Work for FAA -Design Procedure

Determine the thickness of Runway and Taxiway of the Airport. Drawing is requiredy p g qAssume:Subgrade CBR = 12%, Base Course CBR = 80%, Sub Base CBR = 25% (using several types of baseSub Base CBR = 25%. (using several types of base courses)

8 Types of Aircraft need to use the airport.

3 of them take off (10 – 15) a day3 of them take off (10 15) a day.

3 of them take off (16 – 25) a day.

Prof. Dr. Eng Shafik JendiaProf. Dr. Eng Shafik Jendia2 of them take off (26 – 40) a day.

أل أل أهنئكم بمناسبة حلول عيد األ األضحىأ

متمنياً أن يعيده اهللا علينا

وقد وحد كلمتنا

ورص صفوفنا

وحرر قدسنا

إنه سميع مجيبProf. Dr. Eng Shafik JendiaProf. Dr. Eng Shafik Jendia

lect airport engineering

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