International Conference on Road and Airfield Pavement Technology

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Browsing International Conference on Road and Airfield Pavement Technology by Author "Bell, P"

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    Comparison of flexible airfield pavement designs using faarfield v1.42 and apsds 5.0
    (Springer, 2021) Chai, G; Bell, P; McNabb, K; Wardle, L; Oh, E; Pasindu, HR; Bandara, S; Mampearachchi, WK; Fwa, TF
    A case study has been carried out to compare the design of airfield pavements for a major airport using FAARFIELD v1.32 and APSDS 5.0. For the aircraft departure data used in the study, the pavement analysis shows that the APSDS 5.0 design method yielded pavement structure thicknesses that are nearly the same as FAARFIELD v1.32 for CBR greater than 10%. An adjustment factor kc is required for APSDS design thickness to produce designs that are consistent with FAARFIELD for CBR less than 10%. In May 2017, FAA developed new subgrade failure models for flexible pavements in FAARFIELD v1.41 using the full-scale traffic test data collected at the NAPTF for Test Sections in Construction Cycles CC3 and CC5. FAARFIELD v1.41 was subsequently updated and evolved to version 1.42 in September 2017. In this paper, a comparison is carried out using the latest version of FAARFIELD v1.42 to examine if the new subgrade deformation models compute the design thicknesses that are compatible with that generated by APSDS 5. For the Boeing 737-800 (Code C) and 777-300ER (Code E) aircrafts spectrum and 100,000 movements analyzed in the study, the new subgrade failure models developed for the latest version of FAARFIELD generate the flexible pavement thicknesses that are not significantly difference from that of APSDS 5.0 for subgrade CBR ≥5%. The new failure model in FAARFIELD v1.42 produces flexible design thicknesses that differ less from APSDS 5.0 than FAARFIELD v1.32. The design thicknesses are more consistent for B737-800 with 2 wheels configuration. However, the differences are observed to be larger for CBR ≤5% when modelled with B777-300ER having 6 wheels configuration. The differences in the design thickness are attributed to the different coefficients adopted in the subgrade failure models in the design software.
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    Runway grooving techniques and exploratory study of the deterioration model
    (Springer, 2021) Miah, MT; Oh, E; Chai, G; Bell, P; Pasindu, HR; Bandara, S; Mampearachchi, WK; Fwa, TF
    The friction of runway pavement is critical for the safety of aircraft landing and movement on the runway. Tire hydroplaning may lead the aircraft to move off the runway and hinder the safe landing during wet weather conditions. Grooving on the runway is one way to develop frictional braking resistance and diminish hydroplaning’s potential risk by improving runway surface drainage capacity during damp weather. According to the Federal Aviation Administration (FAA), groove construction must follow specific dimensions to maintain skid-resistant airport pavement surfaces. However, the groove area can be reduced for several reasons, and regrooving is essential if 40% of the runway groove of a substantial length decreased to 50% of its original dimension. Grooves initiate different potential distress mechanisms that are not found in an ungrooved pavement surface. Groove closure in different airports with hot weather is a frequent and prominent form of distress that substantially declines the grooves’ effectiveness. Moreover, the degree of the declination of groove dimensions has not been quantified in a theoretical method. This paper discussed the current technique and importance of runway grooving. In addition to this, this paper reviews different potential distress mechanisms and issues related to groove deterioration. Finally, a brief of a predictive modeling requirement is illustrated, which is significant for the authority concern for maintenance and reinstate the grooving in the runway for friction development.