Requirements

y Provideadequatesupportforimposedloadsby

aircrafts
y Firm,stable,allweathersurface
y Freefromdust

FlexiblePavements
y Flexible Thinwearingsurfacebuiltoverabaseand

subbasecourserestingonacompactedsubgrade
y SurfaceCourse subjectedtohigheststressesand

severeweathereffectsandtraffic
y BaseCourse strongenoughtosupportanddistribute

theload
y LoadCarryingCapacity Loaddistributing

characteristicsofthelayeredsystem
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RigidPavements
y HighRigidityandModulusofElasticity
y Distributetheloadtoawiderareaofsoil
y StructuralStrengthofconcrete significant
y Contributionofbasetoloadcarryingcapacity minor
y Base controlpumping,frostaction,shrinkandswell

ofsubgrade,drainage
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ComparisonbetweenAirport&
HighwayPavements
y Designfactorsarethesamebutquantitativefactors

assignedtoeachfactorisdifferent
y Totalweightofairplaneishigherbutnumberof

repetitionofloadsismuchhigher
y Designloadforhighways 9000poundsondualtires

&expectedrepetitionis1000 2000trucksperday

ComparisonbetweenAirport&
HighwayPavements(contd.)
y DesignloadforAirportPavements 100,000pounds&

expectedrepetitionis20,000 40,000coveragesforlife
ofpavement
y 1Coverage eachpointonthetrafficareaofthe

pavementhasbeentraversedoncebyawheel

Coverage
y Flexiblepavements Eachpointofthepavement

withinthetrafficlinehasbeensubjectedtotyre
contactpoint
y Rigidpavements Eachpointofthepavementwithin

thetrafficlinehasbeensubjectedtoamaximumstress

ComparisonbetweenAirport&
HighwayPavements(contd.)
y TyrePressurefortrucks 6090psi&foraircraft

400psi
y LateralPlacementoftrafficonhighwaypavements
within34feetofpavementedgewhileinairfieldthe
distributionisconcentratedinthecentre 60feetof
thepavement
y Distressatpavementedgesforhighwaypavements
whileseveredistressoccurswheretrafficfollowsa
designatedlinealongapronsandtaxiwaysandat
runwayendswithlittledistressatapronsorcentre
portionofrunways
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ComparisonbetweenAirport&
HighwayPavements(contd.)
y MajorDifference Repetitionofloads,distributionof

traffic,geometryofpavement,whichareaffectedby
pavementwidthandtypeofaircraft
y Shouldersandareasadjacenttorunwayends
resistanttoerosionfromjetblast
y Effectsoffuelspillageandheat
y Factorsinfluencingthicknessofpavementinorderto
providesatisfactoryservice magnitudeofaircraft
wheelload,volumeoftraffic,distributionoftraffic,
andqualityofsubgradesoil.
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AircraftWheelLoad
y Tricyclegeararrangement 90%ofgrossweight

bornebymaingear&10%bythenosewheel
y Loadsonmultiwheelassembliesareconvertedinto

equivalentsinglewheelloading(ESWL)fordesign
purposes

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EquivalentSingleWheelLoad(ESWL)
y ESWL Loadonasingletyrethatwillcauseanequal

magnitudeofapreselectedparameter(stress,strain,
deflectionordistress)atagivenlocationwithina
specificpavementsystemtothatresultingfroma
multiple wheelloadatthesamelocationwithinthe
pavementstructure
y FlexiblePavementdesign VerticalSubgradestress&
Interfacedeflection
y RigidPavementdesign Maximumtensilestressin
thepavement
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EquivalentWheelLoadfactors(EWLF)
y EWLF Damageperpasscausedtoaspecific

pavementsystembythevehicleinquestionrelativeto
thedamageperpassofanarbitrarilyselectedstandard
vehiclemovingonthesamepavementsystem
y EquivalentdamagefactorFj functionofnumberof

repetitionstofailure functionofhowthedesign
criteriaaredeveloped
y CriteriaofPrincipalTensileStrains damagedueto

repetitivefatiguecracking
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Volume&DistributionofTraffic
y Aprons,taxiways,holdingaprons concentrationof

aircraftmovements
y Channelizationoftrafficproducesmorestressesthan
landingareaofrunway
y Lesspavementthicknessinnoncriticalrunwayareas
y Incrementaldetriment numberofwheels,wheel
configuration,wheelload,tirecontactareaand
locationofaircraftonpavement
y Effectofthesefactorsconsideredusingconceptof
Coverage
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QualityofSubgradeSoil
y Density
y Moisturecontent
y Soiltexture
y Drainageconditionatsite
y Depthofpenetrationoffrost

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PavementLayoutforVariableTraffic
y MajorDistress SlowMovingLoadsontaxiwaysand

endofrunways
y StaticLoad+vibrations highstressconcentrations
inpavements
y Highlychannelizedtrafficontaxiways,runwayends,
turnoffareasfromrunwaytotaxiwayortoapron
y Trafficconcentration centreofpavement
y Savingsininitialcost lessthicknessattheedgesof
thepavement
y TrafficAreas categorizecommonareasofanticipated
distress
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TypicalLayoutofTrafficAreasfor
HeavyLoad,ConcretePavements

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TrafficAreas
y TypeA
y Highestconcentrationofmaximumloadedaircraft

primarytaxiways,first500footendsofrunways
y 25,000coveragesforallheavymultiplewheelaircraft
exceptB52
y Becauseoflowernumberofoperations,designedfor
10,000coveragesofB52

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TrafficAreas
y TypeB
y Normaldistributionofmaximumloadedaircraft
y Second500footendsofrunwaysandapron,aircraft

maintenancepavementsforallheavymultiple wheel
aircraft
y Designedfor5000coveragesofmaximumloaded
aircraft

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TrafficAreas
y TypeC
y Areashavingareducedloadingofaircraftorwherethe

speedoftheaircraftresultsinlessthanthemaximum
stressesinthepavement
y RunwayInteriorandsecondarytaxiways
y Designedfor5000coveragesof75%ofthemaximum
aircraftgrossload

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TrafficAreas
y TypeD
y Occasionaltrafficlessthanmaximumgrossload
y AppliedtoairfieldshavingB52operationsandconsist

ofoutside100footwidthineachrunwayside
y Designedfor200coveragesof75%ofthemaximum
grossaircraftweight

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FlexiblePavementDesignMethods
y CaliforniaBearingRatio(CBR)Method
y FAAMethod
y McLeodMethod
y AsphaltInstituteMethod
y CBRMethod widelyused

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CaliforniaBearingRatio(CBR)Method
y DevelopedbyUSCorpsofEngineers
y Thicknessofdifferentelements fromCBRvalues
y Advantage Simplicitywithwhichthedesigntestcan

beperformed
y Disadvantage Empiricalandbasedoncorrelations
y PenetrationTest
y CBRexpressedas%ofpenetrationresistancetothatof
thestandardvalueforcrushedstone

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THANKYOU

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