Comfaa CO: Demonstration and Hands-On Training Hands-On Training

COMFAA
CO
Federal Aviation
Administration
Demonstration and
Hands-On Training
Presented to: VII ALACPA Airport Pavement

Seminar & V FAA Airport Pavement Workshop
By: David R. Brill, P.E., Ph.D.
Date: December 8, 2010
Acknowledgments
g
Gordon Hayhoe,
Ha hoe Rodney
Rodne Joel and Jeff
Rapol, FAA.
Ken DeBord and Mike Roginski, Boeing
Commercial Airplane Co.
COMFAA Demonstration
December 8, 2010
Federal Aviation
Administration
Outline
Brief re
review
ie of ACN/PCN system
s stem and ICAO
definitions.
FAA guidance on PCN calculation.
Draft AC 150/5335-5B and computer programs
(COMFAA 3.0 and new support program).
Flexible example using COMFAA 3.0.
Rigid example using COMFAA 3.0 for a large
hub airport.
airport
Using COMFAA 3.0 additional features.
December 8, 2010
Federal Aviation
Administration
The ACN/PCN System

y
- General
Aircraft Classification Number (ACN) is specified as
a standard by ICAO in Annex 14 to the Convention
on International Civil Aviation.
Aircraft manufacturers are required to publish properly
computed ACN values for all of their aircraft.
Pavement Classification Number (PCN) procedures

are given in the ICAO Aerodrome Design Manual,
Part 3,, Pavements.
The PCN procedures in the manual are for guidance only and
a great deal of latitude is provided.
Airport operators are responsible for determining and
publishing PCN values for runways.
December 8, 2010
Federal Aviation
Administration
ICAO Documents
Annex 14 to the Convention on
International Civil Aviation
December 8, 2010
ICAO Aerodrome Design Manual

Part 3 Pavements
Federal Aviation
Administration
ACN/PCN System
y
- Definitions
ACN A number expressing the relative effect of an
aircraft on a pavement for a specified standard
subgrade strength.
PCN - A number expressing the bearing strength of
pavement for unrestricted operations.
p
ap
Therefore, if a particular aircraft at a given weight
has an ACN less than, or equal to, the PCN of a
particular pavement (ACN PCN), then no
restrictions need to be placed on operation of that
aircraft on that pavement
pavement.
Special provisions for overload evaluation.
December 8, 2010
Federal Aviation
Administration
ACN Computation
p
ACN is computed as the ratio of a computed
(derived) single-wheel load to a reference singlewheel load.
Flexible: Based on the US Army Corps of Engineers ESWL
CBR method of design using alpha factors adopted by ICAO
O t b 2007.
October
2007 Thi
Thickness
k
iis computed
t d ffor 10
10,000
000 coverages.
Rigid: PCA Westergaard interior stress method of design.
Thickness is computed
p
for 10,000 coverages.
g
These are fixed, standard procedures. Other design

procedures or traffic levels cannot be substituted.
December 8, 2010
Federal Aviation
Administration
Subgrade
g
Strength
g for ACN Computation
p
Fle
Flexible:
ible The CBR of the subgrade
s bgrade soil
soil.
Rigid: The k-value at the top of the support,
including all subbase layers.
It is not the same as the k-value of the subgrade
soil.
December 8, 2010
Federal Aviation
Administration
PCN Reporting
p
g Format
PCN values
al es are reported in a coded format
using 5 parts separated by /
S
Sample
l 39/F/B/X/T
Information includes:
Numerical PCN Value (39 in this example)

Pavement Type (F = Flexible, R = Rigid)
Subgrade Strength Category (A, B, C or D)
Allowable Tire Pressure (X 1.5 MPa = 218 psi)
PCN Evaluation Method (U = Using, T = Technical)
December 8, 2010
Federal Aviation
Administration
Proposed Change to ICAO PCN Tire

Pressure Limits (Flexible Only)
Tire Pressure
Category
g y
Current ICAO
Designations
g
and Limits
Proposed ICAO
Designations
g
and Limits
High: no pressure limit
Unlimited
Medium: pressure limited

to 1.50 MPa (217.6 psi)
High: pressure limited to

1.75 MPa (253.8 psi)
Low: pressure limited to

1.00 MPa (145.0 psi)
Medium: pressure limited

to 1.25 MPa (181.3 psi)
Very low: pressure limited

to 0.50 MPA (72.5 psi)
Low: pressure limited to

0.50 MPA (72.5 psi)
December 8, 2010
Federal Aviation
Administration
10
PCN Using
g Aircraft Method
Find the ACN of all of the aircraft regularly
reg larl
using the pavement and pick the largest
ACN to be the PCN of the pavement.
pavement
But see page 3-27 of the ICAO manual:
Support of a particularly heavy load, but only rarely,
does not necessarily establish a capability to support
eq i alent loads on a reg
equivalent
regular
lar repetiti
repetitive
e basis
basis.
Where is the line between regular and

overload
l d operation?
ti ?
December 8, 2010
Federal Aviation
Administration
11
PCN Technical Method

The ICAO manual
man al covers
co ers in detail a very
er
broad range of methods, including:
A
Any rational
ti
ld
design
i procedure
d
d
developed
l
d specifically
ifi ll
for airport pavements but applied in reverse for
pavement evaluation.
evaluation
Pavement surface deflection measured under the
load from a representative aircraft.
Non-destructive test results with backcalculation.
Allows for design and evaluation procedures not in
use when the manual was written.
December 8, 2010
Federal Aviation
Administration
12
FAA Guidance on PCN Calculation

The FAA is responsible for certifying
certif ing all
commercial airports in the U.S. and is the
organization generally responsible for
complying with international agreements on
aviation.
aviation
Well defined procedures are therefore
required for determining and publishing
PCN values for runways at all commercial
airports in the U.S.
S
December 8, 2010
Federal Aviation
Administration
13
AC 150/5335-5A (2006)
St d di d Method
Standardized
M th d off Reporting
R
ti
Ai
Airportt Pavement
P
t Strength
St
th PCN
Complete rewrite of AC 150/5335

150/5335-5.
5
Standardized the procedures for computing and
reporting PCN values for inclusion in the 5010
database.
150/5335 5A is based in large part on the
AC 150/5335-5A
procedures described in Boeing Report D6-82203
Precise Methods for Estimating Pavement
Classification Number, 1998.
D6-82203 is, in turn, based largely on
recommendations
d i
contained
i d in
i the
h ICAO
Aerodrome Design Manual.
December 8, 2010
Federal Aviation
Administration
14
Draft Advisory
y Circular 150/5335-5B
AC 150/5335
150/5335-5A,
5A PCN,
PCN
to be replaced by AC
150/5335 5B.
150/5335-5B.
Draft AC was posted
for comment October
2009.
Comment period has
ended.
Copy of draft AC is
i l d d on the
included
h CD.
CD
December 8, 2010
Federal Aviation
Administration
15
AC 150/5335-5B
STANDARDIZED METHOD OF REPORTING AIRPORT PAVEMENT
STRENGTH - PCN
The Pavement Classification Number (PCN) field has

been added to FAA Form 5010 and data collection is
underway.
During each airport inspection, the airport owner will
be asked to p
provide runway
y PCN information.
WHY?
With release of AC 150/5320-6E, the design aircraft concept
has been replaced.
This means the Aircraft Gross Weight fields on the 5010 will no
longer be used to describe load carrying capacity of runways
runways.
December 8, 2010
Federal Aviation
Administration
16
AC 150/5335-5B PCN
Gross Weight data

may transition.
PCN data request now part

of all airport inspections
The Master Record is required to be updated periodically.

PCN is
i now mandatory
d t
and
d Gross
G
Weight
W i ht data
d t will
ill possibly
ibl be
b
phased out with time.
December 8, 2010
Federal Aviation
Administration
17
Draft AC 150/5335-5B
- Changes from AC 150/5335
150/5335-5A
5A
The procedure for selecting the critical aircraft has
been substantially revised.
The procedure for computing equivalent departures
has been replaced by a new procedure based on
g factor (CDF).
(
)
cumulative damage
Except for obtaining the structure and aircraft
properties, the procedure has been completely
automated in a revised version of the computer
program COMFAA (COMFAA 3.0).
A spreadsheet
d h
application
li i has
h been
b
developed
d
l
d to
facilitate determining the evaluation thickness.
December 8, 2010
Federal Aviation
Administration
18
Draft AC 150/5335-5B
The design procedures recommended in the new
AC are:
CBR ESWL with the new alpha factors for flexible pavements.
Edge stress Westergaard as implemented in AC 150/5320-6C
and -6D.
The PCA center stress method can also be selected in
COMFAA 3.0.
These were selected for backward compatibility

with established methods and compatibility with
p
procedure.
p
the ACN computation
December 8, 2010
Federal Aviation
Administration
19
New PCN Methodology

The current methodology (-5A) finds the critical
aircraft and then finds the ACN of that aircraft at
the maximum allowable gross weight. That ACN is
then the PCN.
The new methodology is the same except that the
ACN at maximum allowable gross weight is
calculated
l l t d for
f all
ll off the
th aircraft
i
ft in
i the
th mix.
i The
Th CDF
procedure is used for equivalent coverages.
The largest ACN value is then selected as the PCN
PCN.
There is a need to eliminate occasional or
overload aircraft from the mix
overload
mix.
December 8, 2010
Federal Aviation
Administration
20
ACN-PCN Technical Evaluation

7 Basic Steps to Determine Pavement
Classification Number in AC 150/5335-6B:
1.
1
2.
3
3.
4.
Identify pavement features and properties

properties.
Determine traffic mixture.
Convert traffic to equivalent traffic of critical
critical aircraft.
aircraft
Determine allowable operating weight of critical
airplane.
airplane
5. Determine ACN of critical airplane at allowable weight.
6 Repeat with each airplane the critical airplane
6.
airplane.
7. Report PCN.
December 8, 2010
Federal Aviation
Administration
21
AC 150/5335-5B Computer
p
Programs
g
COMFAA 3.0
3 0 Program
Support Spreadsheet for COMFAA (Excel)
Input Support:
Flexible Layer Equivalency Worksheet
Rigid Pavement k-Value Worksheet
Output Support:
Output Data Parsing
Rigid and Flexible Chart Creation
FAA Form 5010 Preparation
December 8, 2010
Federal Aviation
Administration
22
COMFAA Support
pp
Spreadsheet
p
Flexible Layer Equivalency
The equivalent pavement
has three layers:
5 iin. P
P-401,
401
8 in. P-209,
P-154.
The spreadsheet
determines the maximum
thickness for the
equivalent
i l t pavementt
based on the userdefined layer equivalency
f t
factors.
December 8, 2010
Federal Aviation
Administration
23
COMFAA Support Spreadsheet

Fl ibl Pavement
Flexible
P
t Input
I
t
ENTER (or confirm)
layer equivalency
factors.
Refer to Table A2-1.
ENTER all existing

g
pavement layers
starting at the surface
off the
th pavement.
t
ENTER the subgrade
CBR value
value.
December 8, 2010
Reference Guidance AC 150/5335-5B Appendix A-2

Fig. A2-2 Figs. A2-1, A2-2
Flexible Pavement
Convert
Convert
Structure Items
to P-209
to P-154
1.4
1.5
P-401 and/or P-403 1.6
P-306
1.2
1.3
1.4
P-304
1.3
1.4
1.5
P-209
P-208 and/or P-211
P-301
n/a
P-154
n/a
Equivalent Thickness, in.
Existing
Flexible
Pavement
Layers
Existing
Layer
Thickness
1.6
1.8
1.9
2.0
ENTER P-401
2.0 and/or P-403
6.0 in.
1.2
1.6
1.7
1.8
1.6 ENTER P-306
0.0 in.
1.2
1.6
1.7
1.8
1.6 ENTER P-304
0.0 in.
1.0
1.2
1.3
1.4
1.4 ENTER P-209
12.0 in.
1.0
1.3
1.4
1.5
ENTER P-208
1.3 and/or P-211
0.0 in.
1.0
1.1
1.2
1.0 ENTER P-301
0.0 in.
1.0 ENTER P-154
13.0 in.
ENTER Subgrade CBR
Federal Aviation
Administration
9.0
24

Fl ibl Pavement
Flexible
P
t Output
O t t
COMFAA Evaluation Criteria
PAVEMENT TO BE
EVALUATED IN COMFAA
Equivalent Pavem ent
P-401
P-401
Evaluation thickness t = 33.8 in.

Evaluation CBR = 9.0
P-209
10
Deptth from Surface, iin.
Recommended PCN Codes: F/B/W or

Recommended PCN Codes: F/B/X
Existing Pavem ent

0
P-209
15
20
P-154
25
P-154
30
35
Subgrade
CBR 9.0
Subgrade
CBR 9.0
The spreadsheet determines and consolidates COMFAA software

p values and recommends three of five necessary
y PCN codes.
input
The spreadsheet updates the graphical representation of the existing
and equivalent pavement.
December 8, 2010
Federal Aviation
Administration
25
Using
g the COMFAA 3.0 Program
g
December 8, 2010
Federal Aviation
Administration
26
COMFAA Input
December 8, 2010
Federal Aviation
Administration
27
Aircraft Window COMFAA Input

p
December 8, 2010
Federal Aviation
Administration
28
Main Window - COMFAA Input

p
Click
PCN Flexible Batch
Batch
PCN
Click CBR Enter

9.0 in the dialog box.
December 8, 2010
Enter the evaluation

thickness = 33.8 in.
Federal Aviation
Administration
29
COMFAA Output
p
Click Details to view
the detailed output
output.
Message Flexible
Computation Finished
December 8, 2010
Federal Aviation
Administration
30
COMFAA Detailed Output

p Screen
Summary Aircraft Table
with
ith -6D
6D Thi
Thickness
k
Requirements
December 8, 2010
Federal Aviation
Administration
31
COMFAA Output
p Details ((I))
COMFAA generates
t an aircraft
i
ft ACN table.
t bl
CBR 9 indicates B subgrade designation.
PCN based on using aircraft ACN can be reported as

54.
December 8, 2010
Federal Aviation
Administration
32
COMFAA Output
p Details ((II))
COMFAA generates a table based
on the CDF method. For each
aircraft, allowable gross weight
and corresponding PCN are
identified.
December 8, 2010
CBR 9 indicates B
subgrade designation
designation.
Federal Aviation
Administration
33
COMFAA Output
p Details ((III))
CDF method identifies (3) aircraft that contribute

substantial
b t ti l structural
t
t
l damage
d
based
b
d on pavementt
structure: 727-200, 747-400, and A300-B4.
PCN based on technical CDF method can be
reported as the highest PCN of these aircraft = 73.
December 8, 2010
Federal Aviation
Administration
34
COMFAA Detailed Output

p Screen
Copy and paste data into

COMFAA support
spreadsheet.
December 8, 2010
Federal Aviation
Administration
35
COMFAA Support
pp
Spreadsheet
p
Data Parse
Copy/Paste output
data into Cell B5
Click Create
Flexible Pavement
Charts
Airplanes are
ordered by PCN
number, with the
aircraft at top giving
the highest PCN
when treated as
critical.
December 8, 2010
Federal Aviation
Administration
36

Fl ibl Charts
Flexible
Ch t
1,200
Most Demanding
g Aircraft in Traffic Mix
Rigid Pavemen
nt Thickness
35 in.
1,000
30 in.
800
25 in.
20 in
in.
600
15 in.
400
10 in.
200
5 in.
0 in.
```
DC8-63
767-200
ER
0
777-200 A300-B4 747-400
Airp
plane Gross Weig
ght, lbs. (thousan
nds)
AC 150/5335-5B Example
727-200
1. 6D thickness at traffic mix

GW
25.7
25.7
25.5
27.5
28.8
23.1
2. CDF thickness at max.

GW
33.2
31.4
31.9
29.5
29.3
27.5
3. Evaluation thickness from

equivalent pavement
33.8
33.8
33.8
33.8
33.8
33.8
4 Max
4.
Max.Allowable
Allowable Aircraft
GW from CDF
378 158
378,158
365 739
365,739
646 354
646,354
443 728
443,728
992 902
992,902
253 830
253,830
5. Aircraft GW from traffic

mix
370,000
330,000
600,000
370,000
820,000
185,000
December 8, 2010
Thickness
Comparison
Compare
thickness and
gross weights.
When CDF
thickness (yellow)
is less than
evaluation
thickness (red),
excess PCN is
available.
Federal Aviation
Administration
37

Fl ibl Charts
Flexible
Ch t
73
71
68
PCN= 70
2,500
57
57
PCN= 60
PCN= 50
45 47
49
51
52
54
48
2,000
1,500
PCN= 40
PCN= 30
1,000
PCN= 20
500
PCN= 10
PCN= 0
PCN needed for

using traffic is 54.
PCN based on
CDF analysis can
be reported as
high as 73.
767-200
ER
DC8-63
777-200
A300-B4
747-400
727-200
1. Aircraft ACN at traffic mix

GW
45.2
48.8
51.3
52.4
53.9
48.2
2. Calculated PCN at CDF

max. GW
46.6
56.7
57.0
68.3
70.6
72.8
3. Annual Departures from

traffic mix
2,000
800
300
1,500
3,000
400
December 8, 2010
PCN
Comparison
3,000
PCN= 80
Annual Departure
A
es
Subgrade cod
de= B at CBR= 9
9.0, t= 33.8
3,500
Most Demanding Aircraft in Traffic Mix
PCN= 90
Federal Aviation
Administration
38
Technical Method Example

p Case 1
International h
hub
b airport
airport.
Rigid pavement.
Large number of narrow-body, dual-wheelgear aircraft.
Example courtesy of Rodney Joel.
December 8, 2010
CASE 1
Federal Aviation
Administration
AIRCRAFT
DC-9-30/40
Traffic Data
December 8, 2010
39
ACN
gear
Operating
Weight, lb
Gear Load.
lbs.
Wheel
Load, lbs.
Avg Annual
Departures
Total
Coverages
20 yrs
109000
51775
25888
44
B717-200
122000
57950
28975
301
1701
A318-100 std
124500
59138
29569
654
3593
A319-100 std
142500
67688
33844
13,002
70663
A320-100
151000
71725
35863
15,280
79583
MD-80/83/88
161000
76475
38238
739
4322
MD-90
168500
80038
40019
213
1283
B727-200 basic
185200
87970
43985
111
760
B737-700
188200
89395
44698
18,133
96709
B757-300
2D
271000
128725
32181
10,079
51555
DC-8-60/70
2D
358000
170050
42513
79
472
A300-b4 std
2D
365750
173731
43433
831
4579
B767 300
B767-300
2D
413000
196175
49044
2 521
2,521
14006
DC-10
2D
458000
217550
54388
115
622
B787-8
2D
478000
227050
56763
32
169
A330-200 std
2D
509000
241775
60444
88
936
A340-300 std
2D
608000
243200
60800
179
1884
MD-11
2D
633000
245288
61322
44
240
B747-400
B747
400
2D
877000
208288
52072
754
4358
A380 (2D)
2D
1235000
469300
117325
59
309
255075
Federal Aviation
42513
1,095
Administration
B777-200 base
3D
537000
5153 40
CASE 1
Existing
E
isting
Pavement
Data
Effective k at top of
base = 323 psi/in
17 PCC,, R = 775 p
psi
8 CTB
k-value = 160 psi/in
The original design based on procedures in AC

150/5320-6D called for 16.3 inches of PCC. This
value was rounded to 17.0 inches.
December 8, 2010
CASE 1
Pavement thickness
requirements based
on actual annual
departures:
FAA AC 150/5320-6D
PCA method
B737-700 appears to
be the design
design
airplane based on
5335-5A procedures.
B737-700 is comprised
of several D gear
airplanes.
December 8, 2010
Federal Aviation
Administration
AIRCRAFT
ACN
gear
Operating
Weight (lb)
41
Annual
Departures
-6D Edge Load

Thickness (in)
PCA Design
Thickness (in)
DC-9-30/40
109000
8 04
8.04
7 24
7.24
B717-200
122000
301
9.66
8.65
A318-100 std
124500
654
9.23
8.18
A319-100
A319
100 std
142500
13 002
13,002
12 17
12.17
10 14
10.14
A320-100
151000
15,280
12.98
10.73
MD-80/83/88
161000
739
11.67
10.46
MD-90
168500
213
11.49
10.27
B727-200 basic
185200
111
10.92
9.81
B737-700
188200
18,133
15.47
12.71
B757-300
2D
271000
10,079
10.85
10.31
DC-8-60/70
2D
358000
79
10.05
9.72
A300-b4 std
2D
365750
831
10.78
10.62
B767-300
2D
413000
2,521
11.62
11.26
DC-10
2D
458000
115
9.52
9.21
B787-8
2D
478000
32
10.57
10.1
A330-200 std
2D
509000
88
10.84
10.28
A340-300 std
2D
608000
179
10.99
10.45
MD-11
2D
633000
44
10.65
10.27
B747-400
2D
877000
754
11.17
11.07
A380 (2D)
2D
1235000
59
10.60
10.13
B777-200 base
3D
537000
1,095
Federal8.85
Aviation
Administration
9.46
42
CASE 1 Current Procedure

Following
g 5335-5A p
procedures the B737-700
would become the Critical Aircraft due to
its individual p
pavement thickness
requirement.
5320-6D
6D procedure
This is true for either the 5320
or the PCA center slab procedure.
It was speculated that the B737 was
artificially elevated as the design airplane
due to high departure levels caused by
lumping several D-gear airplanes into one.
December 8, 2010
CASE 1
PCN values calculated

by following the
procedures in AC
150/5335 5A and
150/5335-5A
d
assuming that each
airplane is the design
airplane.
In this mix, the B737700 is comprised of
several D gear
airplanes, some with
lower operating
weights.
December 8, 2010
Federal Aviation
Administration
43
Allowable
Operating
Weight
Equiv.
Annual
Departures
5335-5A
PCN/R/B
AIRPLANE
ACN
gear
DC-9-30/40
148600
739535
45.4
A318-100 std
181000
345027
46.1
B717-200
158900
386168
50.1
A319-100 std
189250
168314
52 1
52.1
A320-100
189500
125753
55.2
B737-700
201400
45167
59.8
MD-80/83/88
184000
92089
60.1
MD-90
189100
74317
61.4
B727-200 basic
222200
48463
65.7
B757-300
2D
385300
130968
68.7
A300-b4 std
2D
481000
32997
84 9
84.9
DC-8-60/70
2D
457500
36135
85.6
B767-300
2D
553000
20131
87.3
A330-200 std
2D
672000
9296
89.3
A340-300 std
2D
806000
10907
90.1
A380 (2D)
2D
1568000
20322
92.0
B747-400
2D
1148000
15972
92.8
DC-10
2D
653600
13572
93 0
93.0
B787-8
2D
608500
11612
96.4
MD-11
2D
820500
9462
100.6
B777-200 base
3D
920500
23190
115.2
Federal Aviation
Administration
44
Assuming the B737-700

as the design airplane
per the procedures in
5335-5A
Calculated PCN
59 8/R/B
59.8/R/B
PCN = (60/R/B)
December 8, 2010
Operating
Weight
Airplane
ACN/R/B
A318-100 std
124500
29.5
DC-9-30/40
109000
31.3
B717-200
122000
36.5
A319-100 std
142500
37.2
B757-300
2D
271000
41.4
A320-100
151000
42.2
B777-200
B777
200 baseline
3D
537000
47.4
MD-80/83/88
161000
51.3
B727-200 basic
185200
52.7
MD-90
168500
53.5
B737-700
188200
55.2
DC-10
2D
458000
56.4
A300-b4 std
2D
365750
57.3
57.4
B767-300
2D
413000
DC-8-60/70
2D
358000
60
A330-200 std
2D
509000
61.2
A340-300 std
2D
608000
61.4
B747-400
2D
877000
63
A380 (2D)
2D
1235000
65.8
B787-8
2D
478000
68.3
MD-11
2D
633000
69.6
Airplan
nes can o
operate
withou
ut restrictiion
ACN values for each

airplane
(from COMFAA)
AIRPLANE
Weight
Restricttions
CASE 1
Gear
type
for
ACN
Federal Aviation
Administration
45
Case 1 New CDF PCN Procedure

The procedure for finding equivalent
coverages in AC 150/5335-5A is based on
gear equivalency factors and the ratio of
wheel loads.
An alternative procedure based on
cumulative damage factors (CDF) gave
more consistent,
consistent and rational,
rational results.
results
The new procedure for finding equivalent
coverages has
h been
b
incorporated
i
t d in
i the
th new
AC 150/5335-5B.
December 8, 2010
Federal Aviation
Administration
46
COMFAA 3.0 Case 1
December 8, 2010
Federal Aviation
Administration
47
COMFAA Support
pp
Spreadsheet
p
Rigid Pavement k-Value
k Value
Each subbase layer
contributes to an improved
subgrade support k-value.
k value
ENTER all existing pavement
layers.
ENTER the flexural strength
of the concrete and the
subgrade support k-value.
The spreadsheet updates the
graphical representation of
the existing and equivalent
pavement.
December 8, 2010
Federal Aviation
Administration
48
COMFAA 3.0 Aircraft Window
December 8, 2010
Federal Aviation
Administration
49
COMFAA 3.0 Case 1 Results

Subgrade Category B
December 8, 2010
Federal Aviation
Administration
50
COMFAA 3.0 Case 1 Results

Copy and Paste Data into
Support Spreadsheet
December 8, 2010
Federal Aviation
Administration
51

C
Case
1
Data Parse
Copy/Paste output
data into Cell B5
Click Create Rigid
Pavement Charts
p
are
Airplanes
ordered by PCN
number, with the
aircraft at top
pg
giving
g
the highest PCN
when treated as
critical.
Next, click Rigid
Chart tab.
December 8, 2010
Federal Aviation
Administration
52

Ri id Charts
Rigid
Ch t Case
C
1
1,800
1,600
Rigid Pavement Th
R
hickness
16 in.
1,400
14 in.
1,200
12 in.
1,000
10 in.
800
8 in.
600
6 in.
400
``
4 iin.
200
2 in.
0 in.
B747-400
1. 6D thickness at traffic mix
GW
11.1
B787-8
A330-200 A340-300
A380-Wing (Preliminar
std
std
y)
10.8
11.1
10.6
10.5
Compare
thickness and
gross weights.
When CDF
thickness (yellow)
is less than
evaluation
thickness (red),
excess PCN is
available.
0
MD11
10.6
15.0
15.0
15.0
15.0
14.9
14.9
3. Evaluation thickness from

equivalent
i l t pavementt
17.0
17.0
17.0
17.0
17.0
17.0
4. Max.Allowable Aircraft GW
from CDF
1,076,982
657,683
785,764
1,558,981
590,004
792,982
5. Aircraft GW from traffic mix
877,000
509,000
608,000
1,235,000
478,000
633,000
2. CDF thickness at max. GW
Thickness
Comparison
Airplane
e Gross Weight, lb
bs. (thousands)
18 in.
December 8, 2010
Federal Aviation
Administration
53

Ri id Charts
Rigid
Ch t Case
C
1
Subgra
ade code= B323.0, t= 17.0
PCN= 100
61
61
66
68
70
PCN= 60
500
400
PCN= 50
300
PCN= 40
PCN 30
PCN=
200
PCN= 20
100
PCN= 10
PCN= 0
A330-200
A330
200 A340-300
A340 300
B747-400
std
std
A380A380
Wing
B787-8
(Prelimina
ry)
MD11
1. Aircraft ACN at traffic mix

GW
63.0
61.2
61.4
65.8
68.3
69.6
2. Calculated PCN at CDF

max. GW
84.6
86.6
87.0
91.2
92.2
95.8
3. Annual Departures from

traffic mix
754
88
179
59
32
44
December 8, 2010
PCN
Comparison
700
600
PCN= 80
63
96
92
91
87
87
85
PCN= 90
PCN= 70
800
Annual Departu
ures
PCN= 110
PCN
6 most demanding
aircraft in mix.
PCN needed for
using traffic is 70
70.
PCN based on
CDF analysis can
be reported as
high as 96.
Next, click on
Form 5010 tab
tab.
Federal Aviation
Administration
54

Ri id Charts
Rigid
Ch t Case
C
1
Project info
FLEXIBLE PAVEMENT
Form 5010
MAXIMUM TIRE PRESSURE METHOD USED TO DETERMINE PCN
A Subgrade Category (CBR 15)

B Subgrade Category (CBR 10)
W Unlimited
Using Aircraft
X 218 psi
Technical
Enter PCN Number.

p
as:
PCN can be reported
Y 145 psi
C Subgrade Category (CBR 6)
73 psi
96/R/B/W/T
D Subgrade Category (CBR 3)
RIGID PAVEMENT
AIRCRAFT GEAR TYPE IN TRAFFIC MIX

S (single wheel gear)
A Subgrade Category (k 552 pci)
D (dual wheel gear)
B Subgrade Category (k 295 pci)
2D OR 3D (dual tandem OR triple tandem wheel gear)

C Subgrade Category (k 147 pci)
W/B (tandem gear under wing AND tandem gear under body)
D Subgrade Category (k 74 pci)
Enter PCN
96
FAA Form
Gross Weight
5010 Data
and PCN
Element
#35 S
100
#36 D
280
#37 DT
793
#38 DDT
#39 PCN 96 / R / B / W / T
December 8, 2010
Federal Aviation
Administration
55
Case 1 PCN Comparison

PCN calculated
l l t d assuming
i each
h airplane
i l
is
i treated
t
t d as the
th design
d i airplane
i l
120
D Gears
2D Gears
100
PCN
N or ACN
80
60
A380
B747
40
B757
20
B777
5335 5A PCN/R/B
5335-5A
5335-5B PCN/R/B
Airplane ACN/R/B
0
0
200,000
400,000
600,000
800,000
1,000,000
1,200,000
1,400,000
Reported Operating Weight, lbs. (not the weight used for PCN calculation)
December 8, 2010
Federal Aviation
Administration
56
COMFAA 3.0 Options

p
Batch
Runs all airplanes in
succession.
Automatically invoked by PCN
Flex and Rigid Batch function.
Metric
PCA Thick
Equivalent coverages
computed with the PCA
interior stress design method.
PCA GW
Maximum gross weight
computed with the PCA
interior stress design method.
December 8, 2010
Federal Aviation
Administration
57
COMFAA 3.0 Computational

p
Modes
ACN Computes
C
t ACN att
indicated gross weight & strength.
PCN Computes
p
PCN using
g
CDF-based procedure.
Thickness Computes by AC
150/5320 6D procedure.
150/5320-6D
d
MGW Computes maximum

gross weight
g
g for airplane.
p
Life Computes coverages to

failure for indicated thickness.
Interior Stress
Edge Stress
December 8, 2010
Federal Aviation
Administration
58
COMFAA 2.0 Will Continue to be

S
Supported
t d Simpler
Si
l and
d Old Alphas
Al h
December 8, 2010
Federal Aviation
Administration
59
More Information
Contact Dr
Dr. Gordon Ha
Hayhoe
hoe
Gordon.Hayhoe@faa.gov
FAA Airport Technology R&D Group

www.airporttech.tc.faa.gov
Click on Downloads then Pavements
December 8, 2010
Federal Aviation
Administration
60
Questions?
December 8, 2010
Federal Aviation
Administration
61

Comfaa CO: Demonstration and Hands-On Training Hands-On Training

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COMFAA

Presented to: VII ALACPA Airport Pavement

The ACN/PCN System

Pavement Classification Number (PCN) procedures

ICAO Aerodrome Design Manual

These are fixed, standard procedures. Other design

Numerical PCN Value (39 in this example)

Proposed Change to ICAO PCN Tire

High: no pressure limit

Medium: pressure limited

High: pressure limited to

Low: pressure limited to

Medium: pressure limited

Very low: pressure limited

Low: pressure limited to

Where is the line between regular and

PCN Technical Method

FAA Guidance on PCN Calculation

Complete rewrite of AC 150/5335

The Pavement Classification Number (PCN) field has

Gross Weight data

PCN data request now part

The Master Record is required to be updated periodically.

These were selected for backward compatibility

New PCN Methodology

ACN-PCN Technical Evaluation

Identify pavement features and properties

COMFAA Support Spreadsheet

ENTER all existing

Reference Guidance AC 150/5335-5B Appendix A-2

P-401 and/or P-403 1.6

P-208 and/or P-211

Equivalent Thickness, in.

1.6 ENTER P-306

1.6 ENTER P-304

1.4 ENTER P-209

1.0 ENTER P-301

1.0 ENTER P-154

ENTER Subgrade CBR

COMFAA Support Spreadsheet

Equivalent Pavem ent

Evaluation thickness t = 33.8 in.

Recommended PCN Codes: F/B/W or

Existing Pavem ent

The spreadsheet determines and consolidates COMFAA software

Aircraft Window COMFAA Input

Main Window - COMFAA Input

Click CBR Enter

Enter the evaluation

COMFAA Detailed Output

PCN based on using aircraft ACN can be reported as

CDF method identifies (3) aircraft that contribute

COMFAA Detailed Output

Copy and paste data into

COMFAA Support Spreadsheet

1. 6D thickness at traffic mix

2. CDF thickness at max.

3. Evaluation thickness from

5. Aircraft GW from traffic

COMFAA Support Spreadsheet

PCN needed for

1. Aircraft ACN at traffic mix