DESIGN OF AN AIRPORT

 

M (a on, Doom .0 a. s.
MICHIGAN STATE COLLEGE
R. W. Larson, Jr.
.1943

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THESIS

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Design of An Airport

A Thesis Submitted to
Th3 Faculty of

MICHIGAN bffiflfi COLLJGI

of

'1 TN [17 ‘V'

by

Lackelox of Science

JUne 1948

TH ESIS

 

 

PREFACS

The design of airports is a field which changas as
rapidly as tbs aircraft which usa tham. So swiftly has
haen tha advancamsnt of airport angineering that material
written on the subjact a yaar ago is alraady obsolata.

In this traatisa I propose to presant tha latest
data obtainabla on tha planning and design of airports

and to apply thasa principlas to the Ionia Airport.

20408 7'

ACKNOWLEDGEMJBT

For their invaluable assistance and advice in preparing

this thesis I would line to thank Professor L. V. Nothatine

of the Espartment of Civil Jngineering, M.b.C., Kr. Jayne

Colby of the Michigan state Department of Aeronautics, fhe

Staff of the Lansing Office of the Civil Aeronautics Author-

ity, and Mr. Allan Williams of the Ionia County Load Com-

mission.
Publications consulted freiuently in the preparation

of his paper are: Airport Jesign hanual, Civil Aeronautics

Administration; Airport Drainage, C.A.A.; Design Manual
for Airport Pavements for Classes 1 & 2 Airports, C.A.A.;

Airports, Glidden, H.K.; Airport Engineering, Sharp, Shaw,

Dun10p; Airport Construction and Op. Ref., Accidental

Pub. Co.

TABLE Ob CONTENTS

Introduction ...................... 1

Planning ........................ 1

Site Planning ---------------------- 15
Design ----------------- I ........ 19
Lighting ------------------------ 55
Marking ......................... 55
Required Drawings -------------------- 57
Bibliography ---------------------- 59

Tables and Diagrams

Population Curve ———————————————————— 5

‘ Design Standards .................... 3
Ruany Corrections ------------------- 11
Approach Standards ................... 17a
C.A.A. Marker System ------------------ 563

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INTRODUCTION

To the earliest fliers, the only requirements of an

airport were that it be large enough to nurse their frail
craft into and out of, and that it be fairly level.

It wasn't until after Vorld Jar I that municipalities
began building local airfields in COOperation with the U.S.

Air Service. Under this setup the cities constructed and

maintained fields with sod runways of at least "600 yd. in
any direction from which the wind was liable to blow", and
the government supplied steel hangars.

From then on airport design went on a rampage until by
1946, multiple runway fields with runways in six directions
were the order of the day for major terminals.

Now, with the develOpment of cross wind landing gear
and Other design devices, design practices have changed.
Runways in three directions provide sufficient wind coverage,
and for smaller fields, two are ample. Indeed, many air-
parks being built today have only one landing strip.

In order to be successful, an airport for any community,
large or small, must meet four fundamental conditions, which
may be stated as follows:

1. It must be planned broadly and comprehensively.

2. It must be designed functionally and practically.

3. It must be constructed soundly at reasonable cost.

4. It must be administered economically.1

The airport engineer is concerned with the first three

1"Airport Planning" by Charles Froesch and Walter Prokosch.

conditions. If the first two conditions are met, the

will be the most airport fbr the least

money, so, while not forgetting tn: neceSsity of cenStruction

Supervision and inspeCEion, the various aspects of anning

be discussed.

.
..,',

and designing an airport will

PLANNING

There are several ways in which the preliminary planning

may be accomplished. The Job may be given to the City

Planning Commission, Jngineer Park Department, or other
local official; an airport commission may be established,
or the services of an airport engineer may be obtained.
ixisting organizations should be by-passed because their
present duties would not permit proper attention to airport
planning. The airport commission being made up of the
community's leading citizens and local flying prOponents
would best serve the interests of the people because they
are familiar with existing conditions in the locality. Cn

the other hand, the professional engineer would rec0gnize

and consider in their proper relation, items ef engineering

importance in the planning of aircraft ground facilities.
The best planning setup would be provided by the

establishment of a permanent airport commission with the

authority to retain a consultant airport engineer to

collect and analyse pertinent data and prepare a report
containing his findings and recommendations for action.
From this report the airport commission should make its

recommendations to the community. After completion of the

first stage of develOpment the consultant would no longer

be needed, and the airport commission's duties would be

supervision of the operations at the airport(s) in the

interest of’the people of the community.

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Before the airport commission and its consultant, which
group we shall call simply the airport authority, can make
specific plans for necessary landing facilities; it must
establish the boundary of the area served by the airport
plan and it should consider the following factors and from
them decide the type and number of airports required for the
community:

1. P0pulation.

2. Industry and agriculture.

3. Proximity of terminal and other airport facilities.

4. Tourist travel.

5. Postal receipts.

6. Public Opinion.

7. Local topography.

8. Applicable laws.

.9. Private assistance.

10. National defeese

11. Existence of schools in community which might give

aeronautnzal training.

12. No. of available and accessible sites.

13. Direction of prevailing winds.
POPULATION. A population study of the community should be
made and graphs drawn to show the expected pepulation the
field will serve. (See Table I for Ionia population curve.)
A study of that part of the population earning over 35000 a

‘ year will also indicate possible revenue scources.

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INDUSThY AND AGEICULIBLS. Local industrial and agricultural
products should be studied for the possibilities of air freight.
Manufacturers of’small high-value items, and growers of
flowers and perishable foods are turning more and more to
air-freight. .

PEOXIMITY OE OPHJE AIEPOhPS. A complete survey of all airports
in the area should be made, determining the nature and vol-

ule of businesscdone at each field and its plans for the

future. If there is a major air terminal within 100 miles,

it is very unlikely that other airports in the area will

ever support anything but feeder service.

Information on the financing and operation of existing
airports will also be of great help to the airport commission.
TOULISP ThAVJL. If the community is located in a resort
area which serves distant metropolitan areas, consideration
should be given to seasonal increase in charter and private
resort traffic. If conditions warrant it, seaplane facilities
should be provided.

POSTAL ZSOSIPTS. Postal receipts should be checxed to see

if direct airmail service would be feasible.

PUBLIC OPINION. ho municipal project can be a success with-
out the support and bacxing of the majority of the taxpayers
and the local administration. fhe administration “ill have

to approve the payment of expenses relative to the construction
and maintenance of the airport, and the taxpayers are the

ones who will foot the bill. If the recommended airport is

larger or smaller than the one the people of the community

-4...

had wanted, public opinion must be molded through the best
efforts of the airport authority. fhis is one reason Wh
it is advisable to have the communities leading citizens
on the airport commission.

If the owners of prOperty adjacent to the proposed
site are adverse to the idea of an airport right next door,
they too must be convinced that the field will be more
of an asse than a detriment.

LOCAL TOPOCLAPEY. If the surrounding terrain is hilly or
mountainous, or swampy, construction expense may necessitate
two or more communities pooling their recources to build

a suitable airport.

APPLICABLE LAIS. State and Local Laws should be chec

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to see if they:
1. Limit the area from which an airport may be selected.
2. Limit the indebtedness the public agency may assume
to pay for airport property.
3. Provide for airport property oondemmnation outside
of corporate boundaries.
4. Provide required police powers.‘
5. Provide for removal of obStrtctions without purchase
of propn ty.
IRIVAPJ ASSISTAKCj. Not to be overlooked is the possibility
or private contributions. Such contributions may appreciably
change the type of field, may to a certain extent decide
upon the site chosen, or may be the factor which convinces
the taxpayers that they need an airport.

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NATIONAL DJ“JNSS. The strategic locations of tee community
will determine the extent of planned improvements. In case
of national emergency, an airport in an important stra egic
zone should be readily adaptable for military use.

SCHOOLS. If there are schools or colleges in the community
which might give aeronautical training, such schools might
assist in the construction of the airport, and most certainly
would increase the volume of traffic on the field.

AVAILABLE SITJS. Perhaps the best method of quickly picking
out sites which might possibly be utilized is from the
correlation of aerial photographs for topograghy and
obstrtctions €16 ccrnty drain maps which show general drain-
age. The accessibilty of any site shall be measured, not

by the distance from the main part of town, but in terms of
the time required to reach the site.

PEJVAILING WIRJS. The preferred site would be one from which
the most outgoing traffic would not pass over thickly pOp-
ulated areas.

From the above data and information, the engineer makes
his recommendations as to the number and class of airports
required, the most desirable location for each field, restricted
zones, probabl’ develOpments, and the amount of money avail-
able for each field.

Inasmuch as most municipal fields are built with Federal
aid, the design standards of the Civil Aeronautics Authority

are used to determine the class of field to tare care of any

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Operational type anticipated. Tentative 1948 design standards
are shoe-n. in l‘able II.

The basic minimum runway lengths in fable II must be
corrected for elevation, temperature, and effectiveggrade.
All corrections are cumulative as shown in the following
excerpt fron.a C.A.A. form letter.

113 following table of correction factors, Iabld III,
has been prepared to facilitate the application of the
corrections reiuired for the airport eleVetion and highest
mean monthly t-mperature in beefi6. fhe mean temperature
of the hottest month may be obtained from tie feather Bureau
data locally, or reeuested from the Jashington office if
such data is not readily available. Jhere the mean temperature
is available only for the month of July, this may be used.
Average (mean) monthly temperatures are shown in Jeather
Bureau Bulletin "J”. Climatological Data and in Department
of Agriculture Year Book (1941) also called "Heather and Man."

fhe column in the table titled “Standard Temperatures“
was prepared for the correSponding altitudes by using the
normal lapse rate of 3.5660 per thousand feet of elevation.
The correction factors indicated in the table were ccnputed
from 40° to 100°. These factors include both the correction
fer temperature and elevation. f0 illustrate this procedure,
the following example is cited: Assuming field elevation of
3000'; average temperature of hottest month 70°F.; effective
runway gradient 0.253; airport classification "Local", run-
way lengths 4200'.

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Secondary

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Feeder

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Local

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500

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Express

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Deluxe

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International 400

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Global

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slevation Correction - 3000'.at 7$ per thousand.

3 x .07 z .21, Correction for Ilevation
Correction Factor for Elevation : 1.00 plus 0.21 - 1.21

This correction factor shall be fUrther increased at the
rate of i of 1% for each degree, which the mean temperature
exceeds the standard temperature.

Standard Temperature at 3000' is 48.30, therefore,

70 minus 48.3 g 21.70

21.7 x .005 z .1085, Correction for Temperature

Correction factor for remperature : 1.00 plus 0.1085

: 1.1085.
Therefore, 1.1085 x 1.21 g 1.34, Correction factor shown in
table.

4200' x 1.34 : 5628', Corrected length for temperature
and elevation.

rhe runway length shall also be increased to correct for
runway gradient at the rate of 20$ of the length corrected for
altitude aLd temperature fbr each 1% of effective runway
gradient. As in this example, the effective runway gradient
is 0.25%, the runway length will be corrected by 5.05, so

0.0 x 5628' = 281', Correction for Gradient
562 ' plus 281' : 5909'.

Use length to nearest 100'. fherefore, the corrected length
for temperature, elevation and gradient is 5900'.

PRILIMINAnY PLAELIEG F0; if] IONIA AILPOLT. The Ionia airport
Presents a considerably different problem from the theoretical
one. I am merely enlarging an existing field, so most of

tho studies and surveys discussed above are unnecessary.

However, from the information I have gathered, a class II

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import man d. AV me; 1311;211:141.) 0.0 1:01.11 ~22 11131200
Elevation ramp. 400 500 60° 70° 80° 900 100°
0 59.0 1.00 1.00 1.01 1.06 1.11 1.16 1.21
1000 55.4 1.00 1.04 1.09 1.15 1.20 1.26 1.31
2000 51.9 1.07 1.13 1.19 1.24 1.30 1.36 1.41
30000 48.3 1.16 1.22 1.28 1.34 1.40 1.46 1.52
4000 44.7 1.25 1.31 1.38 1.44 1.51 1.57 1.63
5000 41.2 1.34 1.41 1.48 1.54 1.51 1.68 1.75
6000 37.6 1.44 1.51 1.58 1.65 1.72 1.79 1.86
7000 34.0 1.53 1.61 1.68 1.76 1.83 1.91 1.98
8000 30.5 1.63 1.71 1.7,;- 1.87 1.95 2.02 2.10

The above information, courtesy 0.11.11.

-11-

ziircrt is grstiiied, £15 2111 prolebly be all Ionia will ever
need. The minimum runway length fer a class II airport at
Ionia, elevation 800 is 2700', computed as follbws:
Base length = 2300'
lltitude oorrcccion factor:
1 * (.07 I 8) = 10056
Temperature correction (hot mean temp. taren as 71:
1 e (71-56.1) (.005) = 1.075
Grade correction
812 - 809.3/2600 = .115
c.f. g (.115 x .20) 4 l : 1.023
Combined correction factor:
1.056 x 1.075 x 1.023 = 1.155
Runway length = 1.155 X 2300 n 2700 ft. (to nearest 100')
In making the final selection of the airport site, size,
obstructions, weathei conditions, compa1itive develOpment
and maintenance costs, and access are combined.
SIZfl. The required size of an airport is determined by the
number and length of runways. A single strip class I field
may require as little as 40 acres, while the laigest air
terminals measure their area in sections. It is of extreme
importance that the site be srfficiently large for any fl tvre
growth,
OZLTRUCTIOES. such obstructions as hills, power lines, radio
towers, etc. should e avoided as they are empensive to move.
YJAEHJh CONDITIONS. Sites subject to fog and unusual winds
should be avoided if possible.
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DJVELOPKJNB & hAINthnNCJ 00535. The best site in this respect
is the one with low costs on both sides of the ledger. This
being rarely possible however, it is best to sacrifice develop-
ment costs to keep maintenance down. rhat site should be

picked which has the best combination of’good natural drainage,

earth moving economy, and low cost.

blffl PLANNING
Once the airport site is selected there are other factors
of planning to be taken care of prior to the actual physical
design as follows:

1. Surveys.

2. hunway layout and Building Zones.

3. Master Plan.

SUEVJYS: Surveys relative to planning the site will now be
discussed. .

l. A tepoéraphic survey of the area should be made and
maps drawn showing, (1) the tOpography of the site, adjacent
highways, power lines, buildings, and other features, and,

(2) Obstructions in the approach zone.

2. A complete soil survey should be made, and a soil
map of the site produced. Ehe soil on the site must be
classified under the C.A.A. method. This classification
divides soil types according to their composition, texture,
and the results of the following standard tests:

mechanical analysis

Atterburg Limits

Capillary Rise
Califbrnia fearing hatio.

from the soil classification, and frost and drainage
conditions, an additional sub-base classification is given
to be used in conjunction with G.A.A. pavement designs.

3. A survey of the meteorological conditions should be
made covering the winds, rain, snow, and frsot penetration
in the area.

4. Information on the availability and cost of construction
materials is needed to design the most economical field.
Sufficient information should be gathered to:

(1.)Determine the ty,es and costs of locally available

and their quality.
(2.)3stimate the quantities available and daily production

of each item.
(3.)Outline transportation and haulage facilities and

difficulties.
(4.)Furnish names of dealers and producers of construction

materials.
(5.)Furnish applicable freiéht rates.
(6.)Outline local preference and experience with materials.1
5. With the help of the county drain commissioner, a survey
of the general drainage features of the area should be made.

fhis information will be ery useful when designing drainage

for the airport.

H.£. Glidden, H.J. Law, J.3. Cowles.
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1“Airports",

hUNJAY’LAYOUf ALD BCILnIhu ZULSS. There is no standard run-
way layout that can be used with any field. Lather the best
runway system of an airport is the one which most nearly

fits the ex sting situations of win tOpo graphy, obstructions,
approach zones, cizcrlation of traffic, _ni plans for fUture
Kore in detail, these factors are:

expansion.
would be to have 1003

JILD). Eaturally the ideal setup

direct coverage. fhis would only be possible
such a fie ld would

provide paven:ent for

with an all

way field, and to
be prohibitive. In figuring wind COVerage, it must be
assumed that cross wind landings and taheoffs will be un-
avoidable part of the time. According to its latest runway

.A.A. recommends the use of a

C.)

layout specifications the

This means that all aircraft should

15 mph beam component.
be able to negotiate a 15 mph direct cross wind. The

procedure for determining runway direction by the beam

compound method is as follows:

From the wind data obtained from the meteorological

survey, tabulate the winds 0-3 mph, 4-15 mph, 16-3 mph,

32-47 mph, and over 47 mph for as lonb a period as is
available. Now prepare a runway wind computer as in Fig. IV.

runway wind compute “: Eh) COIECJLLIERIC CILLCLJS 212-3 BL}
LIMIfb OF 3ACI JILD VJLOCITY G2 M DRADTI 30 PH} SCALS OF 1"
,,.

TZUALE 12 MPH. MIAbLhJD 330K EH} Clfiflfi CIl CL S IEDICABL

CALI-.18 A133) 1 ‘0 3 LEE, 4 to 15 mph, 16 to

The figure in each sector represents the wind 1n
For example:

31 mph, and over

32 mph.
that sector as a percent of thetotal wind.

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if wind from the south within the 16-31 group constitutes
2.6 per. of the tdal wind, this figure is entered in that
sector as 2.6. rho chart is based on a beam wind component
of 15 uph. To study runway directions, place a strip

of transparent paper tangent to the circle indicating 15
mph, so that it pivots from the center of the chart. Pivot
the paper strip until it covers the largest sum total of
percentage figures. Phis will give the principle runway
direction and the percent of wind covered for that particular
runway. Other runways and combinations of runways can be
studied by the same procedure. Results should be plotted
on the accompanying wind coverage tabulation chart. For
class II airports wind coverage should be around 95%.
TOPOGEAPBY. The runways should be layed out so that a
minimum of earth work will have to be done. An effort should
be made to retain the original drainage as much as possible.
OBthbCTIOHS. hunways should be so situated that as few
obstructions as pcssible must be removed to meet the approach
standards.

ArrioaoH zones. Approach zones must be brought up to
specifications with as little ex ense as possible. C.A.A.
approach standards are shown in Fig. 4.

TRAFFIC CILCLLaflION. ways and taxiways must be so layed
out as to eliminate congestion of ground traffic.

l’PANsION. Consideration must be given to future eveIOpment
of the site. Jhis should be as economical an operation as
possible.

-17-

 

Fig. 4

Building layout should be-desitned to give easy access
to facilities by aircraft by ground tranSportation.
MASTJR.PLAI. It is impossible to forecast the exact airport
needs of a community. Therefore, the only economical thing
to do is to build only that facilities are needed at present
and to plan for future deveIOpment. A master plan of the
site should be made. Dhe master plan should include present
and proposed runway, taxiuay and apron layout, building lay~
out and outline of future expansion, and other pre ant and
prOposed facilities ShCh as access roads, ramp facilities,
utilities, auto parking area, and landscaping.

From the runway layout as decided upon from the criteria
of the runway center-lines, and tentative grades established.
The grades of the secondary runnay(s) will hinge on those
of the primary runway, it being necessary that they cross
at the same elevation. rrom these profiles and the top-
ographic map approximate earthw01k quantities may be estimates.

Iefore proceeding further, it is wise at this point
to check runway layout, earthwork balance, obstructions,
chances to expand, drainage, and the best typical section
to use. If satisfied with the s tration, it is alright

to proceed ¢it2 the final grade design and computations.

In laying out grades, the specifications for transverse,
longitudinal, and effective grades as shown in Table II
must be observed. Because of the high speed of aircraft.
grade breaks should be over circular curves of a minimum

-18-

 

radius of 500 feet. There must also be no sharp grade breaks.

DSsIGN
GRADING. Grading is one of the more important features
of airport design. It is frequently the most costly single
item of the preposed work and the one that is the most
difficult to revise in a satisfactory manner once it is
completed. Thatis the reason why extreme care must be
exercised in.design, and all factors affecting drainage and
pavement design.mwet be given due consideration.

Grading design is concerned with establishment of
suitable grades, typical sections and transitions, and the
computation of the earthwork quantities involved. Seually
important is the consideration of soil types to be encounter-
ed, the s10pes to be used, and the selective grading
necessary to secure a well drained outgrade at the inter-
section of two runways. In such a case the sections of
one runway must vary uniformly from its normal section to
blend with the other paved areas.

One method of computing earthwork is by use of a grid
system. A sy‘tem of 100 foot grids is layed out in the
area to be graded and the original elevations of the corners
of the squares marked. From the profiles, the final
elevations computed, and marked. rhe cut or fill for each
corner should be set down with the two sets of-elevations.
Now the average cut or fill of the corners of a sonare

times the area of the siuare will give the earthwork volume.

-19-

To allow for shrincage use a factor of 1.3 on all fill.

If the necessary soil to produce a tOOd subgrade in
the fills was notaevailable, it would be economical to
borrow from quite a distance to obtain a subgrade that
will stand up and not produce frost heave. All fill should
be placed in layers of no more than one foot, wet down
and thoroughly compacted. Outside of the landing strip
area a minimum fill lepe of 2:1 is recommended. To
eliminate erosion and danger to aircraft a minimum lepe
of 5:1 is recommnnded for cuts.

DRAINAGJ. The provision of proper drainage for an airport
presents more of a desibn problem than the drainage of city
streets, railroads, and highways. Dhis is due to the
extensive area under consideration; varying soil conditions;
heavy concentrated loads; wide runways, taxiways, and
aprons; flat longitudinal and transverse grades; absence

of side ditches, and concentration of outfall flow.

Because of the complexity of the problem, careful
thought must be given to each phase of design to obtain
the full dollarvalue of the investment.

The tOpOgrafliy of the site will determine, to a great
measure, the extent of the drainage system because it
affects the location of all pavements and building areas,
and their location determines the grading. All surface
water flowing into the airport must be intercepted, and
disposed of. Bonding areas must be prOperly drained, and
all accumulated run-off conducted to adeiuate outfalls.

-20-

The grading of the airport should be controlled so that all
slopes drain a ay from pavements.

fhe purpose of airport drainage mipht be stated as to
reduce the amount of water entering the soil, and to main-
tain a firm stable, reasonably dry surface, within economic
limitations, for the safe use by airc craft for which the
field was designed. rhe drainage system should provide
f01 the interception and removal of surface and under-
greund water flaring to’ard the airport from adjacent areas,
the collection and removal of surface run off from the air—
port are , the-remwal of excess underground tater, the
lowering of thevemier table if needed, and the protection
of SlOpes.

Artificial drainage facilities should be sufficient
for present an” expected reeuirements. in's .Ly me an no
artificial facilities are reirired, or it may mean the
installation of a Cofimidx system for removing both 5 1face
and subsurface water.

Information ne sded for the desibn of the drainage may

be taXen from the topoLI iaphic and profile maps, from t

F\4

data collected in the meteorOIOgioal survey and from the
soil survey.

Jith this information in hand the eheineer can procee
with the drainageciesign. The details of the desibn jiOCSJdLr3
are standard and.need not be discrsse here. In figuring

rainfall, us sing the maximum rainfall for a five year period

is conservative practice.
-21-

PAVILIRP. In selecting a pavement the prime consideration
is maintenance cost. t uavs several fold to put in a good
pavement at first beca se of the lower main enance costs.

Pavement design and types will vary with different

locations, soils, available materials, and climate Conlitione.

The experience and judgement of different JubinJ3IS will
also cause a variation of design.

fhe importa1ce of a stable well drain:d s birade
cannot be over-emphasized. fhe majority of airpOrt pavement
failures have been caused oy poor subgrades. The pavenent
surface should be considered as a roof over the subtrade
protecting it and distributinb the load OVJl a maximum
area, as well astn provide a smooch all weather surface.
fie load bearing value built into the subprade during
construction is the basis of pavement design. If the sub-
grade has a low bearing capacity, a heavy and costly
pavement will benecessary. Dollars can be saved in pave;
ment costs and maintenance expenses if the highest possible
bearing value consistent with reasonable costs is built
into the subgrade.

Any section of suberade which kneads under the load
of hauling or compaction eiuipment should be removed and
replaced. If this is not practical, unusual care must be
tahen in designing drainage for the bad section.

fhe worst subgrade conditions will govern pavement

design, so it is important that as work progresses on the

-22-

 

subgrade, samples be tanen from the finis1ed s1bL1ade should
be used to classify the soils

The efficiency of the drainace system which controls
the moisture content of the subgrade can have as much

-‘

he bearing capacity and life of the pav

\U

ment

(‘7’

effect on
as any Other factor-~3ven the subgrade material. Shere
can be no doubt‘that a.we11 drained subgrade possesses the
maximum stability'and drainage power possible with the
particular soil being dealt with. In the C.A.A. method
of design which will be discussed later considerable allow-
ance is give n to good drainage.
If the subgrade is well drained and the subbase free
from capillary aetion, drainage from frost heave will be nil.
fhe aggregates available for construction of pavement
surfaces also affect design. Various paving materials reetire
different agg1egates, so the type of su1face is somewhat
epende nt upon the aggregate available.
Cons truction.eiuipment and facilities of local contractors
must be considered when selectiné the type of pavement.
Surface te XELIS, color, and width are general design
features which amould be considered. fhe surface should be
rough to insure sufficient friction fbr effective braxing
action with the minimum of tire wear. A color contrasting
with that of the rest of the area is desirable, but the
expenditure of any appreciable amount of money to secure
a certain color of pavement is not warra1ged. Ehe widths
Specified in the design.standards are ample for any aircraft

-23-

 

 

using the runway.

Thickness Design. Iecause of the multittde of facto1s involve(

in the design cf’pavement thickness, it is only nattial

that there should be several interpretations of proper

design proceedure. Four general methods in use today are

the C.A.A. method, the U.b. Jnéineer hepartment Method, and
the U.S. Navy Department Kethod—~all of which p1oduce esigns
of proven quality. It is beyond the scope of this paper

to present detailed information an all the e m thods.
however, to give an idea of design p1oceedtre, t-e C.A.A.
proceedure, as outlined in their pavement design manual,

is herewith included.

-24-

DEPARTMENT OF COMMECE
Civil Aeronautics Administration

DESIGN MANUAL

(CLASSES I &'2‘- AIRPORTS) '
' O s../ - '

DESIGN LOADING

The loadings for the design charts as contained in
this manual have purposely been extended over a range
well beyond the limits of what is commonly called the
small airport.‘ This has been done in order to indicate ,A
that the magnitude of the‘wheel load radically affects
the pavement thickness and that the pavement as designed
for a particular wheel load may not be suitable for traf-
fic of much greater weight. While the length of runways
as constructed on even relatively small airfields may be
sufficient for the use 'of comrnercial'planes with heavier,
wheel loads than Class 1 and Class 2 designs, the imposi-
tion of a load above the designed load will adversely , .
affect the pavement. There will probably be eXceptions'
to the above due to inherent local soil conditions.

Methods and devices are now being devised to reduce
the unit load on pavements caused by the planes. The
adoption of these methods and devices will unquestionably
allow the use of heavier commercial planes to utilize
Class 1 and 2 pavements.

The charts include designs for planes in the 4,000
pound and 10,000 pound classes. It is possible that
occasional plane loads could safely exceed the design re-
quirements by so much ,as fifty percent but if, a Class 2
airport is eacpected to carry traffic ordinarily found on ‘
a Class 3 field the subbase andbase-course requirements
should approach the standard requirements for a Class 3
field. Surface course requirements should be reduced
somewhat when sufficient funds are not available with the
mxderstanding that additional surfacing will be placed at
a later date. ; ‘ ‘

SOIL AND MATERIAL SURVEYS

The soil survey should include a" complete investigation
of soil and drainage conditions to be expected on the project.

} 113'” ”25"

 

If pavements are to be placed on the small fields the per-
fomance record of adjoining secondary roads should be
investigated. Drainage investigations should include not
only the airport site but those areas through which the
drainage flows and to which ‘the airport drainage is con-
nected.

Borings should cover not only the airport site but
those areas on which acceptable local materials may be .-
found. The use of aerial photographs and Department of
Agriculture soil charts will assist in such surveys and
in the establishment of the proper drainage classifications.

The soil survey should be representative of site con-
ditions with borings taken at such intervals as to insure
complete data. The borings should cover all areas on which
grading operations are to be conducted. The data should
be shown on the construction plans, indicating the various
soil strata, location, and type of soil encountered. These
data will be used in the proper establishment of the grade
line. . Where rock is mcountered particular note of this
condition should be recorded.

CLASSIFICATION OF SUBGRADE AND SUBBASE MATERIALS

On the basis of the'information obtained in the soil, ‘
and material surveys and laboratory analyses, all available
materials. should be classified in accordance .with Chart 1,
Soil and Material Classification. Good judgment "will be re-
quired in the proper classification of the materials. Selec-
tion of the proper frost and drainage conditions should be
made on the basis of local investigation at the airport ,
site, aided by any information available from the Weather
Bureau and local construction agencies.

Shallow pavement depths for small airports places a,
greater percentage of the designs within a severe frost
classification. This severe frost classification shall be
defined as a condition where frost is likely to penetrate
to the subgrade. ‘ Poor drainage is defined as, a condition
in which the subgrade is expected to become saturated because
of poor vertical drainage, condensation, capillary moisture,
or any other cause that may result in a saturated subgrade.

-26-

it”?

a.

_ 3 _

SUBGRADE

Selective grading is contemplated to obtain the best
possible soil structure within economical limits. A sub-
grade of uniform quality should be obtained where prac—
ticable to avoid different pavement sections.

Compaction requirements for subgrade on areas to be
paved should be not less than ninety—five percent of the
Standard Proctor Density. On areas which will not be paved
ninety percent of Standard Proctor Density will.be considered
as adequate compaction. These requirements are less than
those for the airports of Class 3 and larger.

Granular borrow should be encouraged wherever possible
due to the ability of these materials to insure good drain-
age condition. Upgrading of soils containing forty-five
percent of'material retained on the No. 10 sieve will be
allowed.

SUBBASE

Granular_subbase materials beneath pavements will be
required in many instances, particularly in areas of deep
frost penetration and/or poor drainage. The proper place-
ment of even relatively thin layers of granular materials
offer'great protection to some base courses under adverse
weather conditions and acts to improve drainage beneath
relatively wide paved areas.

Where subbase materials are required the thickness
should.not be less than three inches. Subbase materials
should be of a higher soil classification than the underb
lying subgrade soil. In areas where the frost penetration
is ten inches or greater, as shown in Chart 7, the subbase
materials shall be of free draining characteristics ap-
proaching non-plastic. 0f the fraction passing a No. 10
mesh sieve not more than 15 percent shall pass a.No. 200
mesh sieve (washed sample) and the capillary rise shall not
be more than 36 inches. The liquid limit of the material
shall not be greater than 25 and the plasticity index shall
'not be greater than 6. In areas where frost penetration is
less than ten (10) inches the fraction passing the No. 10
mesh sieve shall contain not more than thirty-five (35)
percent of material passing the No. 200.mesh sieve. The
liquid limit of the material shall not be greater than 35
and the plasticity index.shall not be greater than 9. Ap-
plying to both areas mentioned above there shall not be
more than seventy (70) percent of the total subbase mate-

-27-

Jiffy

Alfl‘y

-h-

rial passing the No. 1.0 mesh sieve. When more than forty-
five (1.5) percent of the total subbase material is retained
on the No. 10 mesh sieve the percent of material passing
the No. 200 mesh sieve may be increased five (5) percent
over the amounts given in above cases provided the liquid *
limit does not exceed 35 and the plasticity index does not
exceed 9. Additional specification requirements shall be
drawn up for individual projects. Allowance may be made

in ranges of size of coarser particles up to and including
3 inch maximum.

In the design of a subbase as required in the charts

.of the manual, the subbase thickness can be reduced up to

thirty-five (35) percent in arid climate and twenty (20)
percent in semi-arid climate.

DRAIN AGE

The establishment of a proper crown on the pavement or
turf sections will greatly improve the overall use of small
airports. This method is the most economical solution of
the surface run-off problem. The limited funds available
for small airports will generally preclude the construction
of elaborate drainage systems; therefore, a less expensive ‘
solution must be adopted. The cost of side drains may pre-
clude their use; then the proper placement of granular sub-
base materials will be required as a substitute drainage '
item. The extension of granular subbase materials well
beyond the pavement edge into the shoulder creates a flow
tendency away from the subgrade and is usually an effective
substitute for side drains.

BASE COURSES

The aggregates used for pavement construction in flex—
ible base courses for large airports must have a relatively
high stability in the compacted condition to avoid displace-
ment due to heavy wheel loads. For large airports at least

' sixty percent of the aggregate fractions retained on a No. It

sieve shall have not less than one fractured face. This re-
sults in from twenty-five (25) percent to about fifty (50)
percent of the material being produced by crushing and gives
a relatively high stability of base course.

In the construction of base courses for small paved
airfields this requirement may be omitted and wider range

-28-

 

1!???

of materials considered as acceptable for base courses. It
is recognized that low cost will be a prime requisite for
these pavements, including base and surface courses. Mixed—
in-place methods willee allowed for low cost bituminous

- mixes which may serve as either base or surface courses.

0n low cost bituminous base courses a surface treatment in
accordance with C. A.A. Specification No. P-609 should be used

as a surface.

Lean mix rolled concrete will be considered as an ac-
ceptable pavement for low cost airports, providing the thick-
ness requirements are met. This pavement can be constructed
on larger airfields in some instances. Soil cement base
courses have been included in the low cost design. The design
should utilize as good soil as possible in the mixtures.

SURFACE COURSES

The stability of bituminous surface courses on large
airports is of.a greater importance than on the small paved
fields because the damage caused by shoving and lock.wheel
turns is greatly reduced. Therefore, a somewhat wider range
in the design of surface courses may be allowed. The Civil
Aeronautics Administration considers a relatively rich mix

twith high penetration asphalts is desirable on all airports.‘

The necessary stability on large airports has been rovided
by the practice of requiring a minimum of forty (LO percent
crushed material on runways proper, while on critical traffic
areas, one hundred (100) percent of crushed material was used.
This requirement is not considered necessary for Class 1 and

Class 2 airfields.

SURFACE TREATMENTS

Surface treatments will be considered as the minimum
requirement for non-bituminous base courses where paving is
contemplated. This surface treatment should consist of a
triple treatment such as C.A.A. Specification No. P-609 placed
on tap of the keystone mat C.A.A. Specification No. P-LOS.
Double surface treatments may be constructed on primed non-
bituminous base courses. The decision to place these will
be based on inherent field conditions at each airport. This
construction strives for a dense textured surface.

Double surface treatments conforming to C.A.A. Specifica-

-29-

Jiffy

tion No. P-609 meets the minimum requirements for use on
bituminous base courses.
C

Higher types of surface courses on non-bituminous
base courses may consist of the placement of’from fifty
(50) pounds to one hundred and fifty (150) pounds of plant
mix materials on top of the keystone mat. Such mixtures
may be placed hot or cold and suitably finished. The
quantity per square yard will be governed by special pro-
vision and will be largely determined by available fUnds.
These surface courses will include mixtures composed of
cold laid asphaltic limestone in combination with sand or
other approved aggregates. The percentage of asphaltic
limestone required in the mixes should be stipulated in
the special provisions for each individual project.

AGGREGATE-TURF PAVEHENT

Aggregate-turf may be used in areas where suitable
turf can be established and maintained. The aggregate-turf
wdll.serve as surfacing fer runways, taxiways and aprons or
other sections deemed economical or practical by local con-
ditions prevailing at each airport.

CONCRETE

The intent is not to infer that concrete pavement will
be without a place on the low cost progran. The cost of
concrete may'make its use prohibitive on all except critical
areas such as aprons, etc. When concrete pavement is used,
the minimum thickness should be six inches, and should be
in accordance with the manual for Classes 3, a and 5 airports

dated June 1, l9L6.

The use of bituminous paving on apron areas may involve
Special treatments to overcome the effects of spilled gaso-
line or oil. There are acceptable materials on the market
to reduce damage from gasoline and oil drippings to a minimum.

CRITICAL TRAFFIC AREAS

The base and surface sections may require reinforcing on
critical traffic areas such as aprons, taxiwayS, and runway
ends. The need for such reinforcement will be detennined for

'each airport in the field.

anti;

APPROVED SPEC IFICATION S

BITUMINOUS SUREqu

Specific ation No . P-hOl
P-h05
P-h08
P-th
P-hll
P-609

These surface courses only to be used on base types shown
on Charts #3, A, 5 and 6.

FLEXIBLE PAVEMENT - NON-ELI'UMINOUS BASE

Specification No . P-205
P-206
P-208
P-209
P-2lO
P-211
P-212
P-213
P—BOl
P-302

Charts #3, 5 and 6.

FLEXIBLE PAVEMENT
filIUMINOUS BASE AND BITUMINOUS COATED AGGREGATE BASE

Specification No. P-20l

P-ZOh

P—21h ,

P-215

P-216
Chart #4.

AGGREGATE-TURF BASE
Specification No. P—217
Chart #2.

SOIL SURVEY INSTRUCTIONS

Specific ation N o. P-60l

-31-

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CHART 2

AGGREGATE-TURF PAVEMENT
Gross Loads Up To 50,000 Pounds.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

SOIL NO FROST SEVERE FROST NO FROST SEVERE FROST
GOOD GOOD POOR POOR
CLASS'F'CAT'o" DRAINAGE DRAINAGE DRAINAGE DRAINAGE
E-l, E-2,
: Stabilize or Condition Existing Soil
E‘30, .
F _. _.
5 E-3b,E-4 or 4 Inch to 6 Inch Depths.
1 . -
- Improve Granular Gradation to Obtain
5 ES, E-6, .
55 percent Retained On No. 200 Mesh
E-6(Loess) .
5 SIeve For 6-inch50epth. 5
, I - I
1 5,, 5 5 w 5
I Stabilize to Obtain 65 percent
- 5‘80 Retained On No. 200 Mesh Sieve:
5 Eat, For For For For
5 5-9 .
5 ' 6-inch 8-inch 8-inch lO-Inch
5 BIG Depth Depth Depth Depth
5.
5 E-ll Unsatisfactory Unsatisfactory Unsatisfactory Unsatisfactory

 

 

 

 

 

 

 

5 If coarse aggregate is available efforts should be made

to include such material in stabilization.
While the above requirements are minimum, these should be

5 increased where conditions warrant;

Airport Engineering Service, 9'l-46, Dwg. ND. 387

———~——.—.—L_________ _

 

 

 

 

 

 

 

 

-55...

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CHART 3
GROSS LOAD (THOUSANDS or POUNDS)
90 2 4 6 3 IO I2 I4 I5 I6 la 20 22 24
g e
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' I
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2 2
§ ’ 9 £5
5 I0 F'O' no E
’II II
I2 I2
0 2 4 s 8 IO I2 I4 IS IS 20 22 24
GROSS LOAD (THOUSANDS OF POUNDS)
Above depths shown for base and subbase may be varied
20 percent subject to the judgement of the engineer.
FLEXIBLE PAVEMENT
NON-BITUMINOUS BASE
A'irport Engineering Serviee,9-l-46,qu.No. 388

 

-54-

fi 2 _

 

 

CHART 4

GROSS LOAD (THOUSANDS OF POUNDS)

  
 
  

   
   

            
    

     
    
  

  

u 60 2 4 8 8 I0 I2 I4I5IS IS 20 22 246
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_u 202
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F-.q :: “J
m I 'Tcn
3
o O
I
2 2
3 3 “J
m ‘2
(D
d 4 ‘ m
an
In :1
a:
a 5 5 m
033 mu.
ll_:I:‘ 3:0
0° 0‘”
57 75:3
(0 2
In . II x
w o
z -
a: . ’ E
i
F- IO l0

    

   

4 6 8 IO I2 I4 IS IS 20 22 24

.2’
GROSS LOAD (THOUSANDS OF ROUNDS)

Above 'depths shown for base and subbase may be varied
20 percent subject to the judgment of the engIneer.

FLEXIBLE PAVEMENT
BITUMINOUS COATED AGGREGATE BASE

 

Airport Engineering Service, 9- I-46, Dwg. No.39
.J}-

‘—

 

 

     

    
  

 

 

CHART 5
GROSS LOAD (THOUSANDS OF POUNDS)
0° 4 5 IO IS 20 25 30 35.
S I g
3 a . 8 a:
I a:
D {D (0
Ill 0 o 4 0 z 0
z z z x z
X 4 — E O ‘
2 In 3 E In
E 2 _ 2 .- 2
m 0
l
Fa, F', .2 o
I
2 SUBB SE
2
3 3
'6’ I:
4 ‘ 4 <
3 5 5 g
D (D m a
(I) g 3 6 m u-
I
'5 g 7 7 g:
_ "’ a)
3 ° ...
I.“ 9 5
5 o
9 IO Io 5
I I—
I- ll
I2 I2
I! I3
I4 I4
0 4 5 IO IS 20 25 30 35
GROSS. LOAD (THOUSANDS OF POUNDS)
Above depths shown for subbase may be varied 20 percent
subject to the judgment of the engineer.
FLEXIBLE PAVEMENT
SOIL CEMENT BASE
Airport Engineering Service,9-I-4610wg.No.395

 

 

736-

—-

 

hbo

”DU-LX011».

 

 

 

CHART 6
GROSS LOAD (THOUSANDSOF POUNDS)

  
  
 

      
          

 

a0 ‘95 Io I5 20 25 so ”II
III 1 III
2 A 7 no
3“ 6 ” 5 0:
g ”I:
$”3” 5333
I :
:gg 0‘ 4¢)§Eg
25“ as; is £341
is" B E 3 53
""< 2 A 2 <
m In
' I
F F F
0 0’ I’ 0
' I
SUB ASE
2 2
3 3 u
III
In
E ‘ ‘ g
In 5 s g
a
‘” mm
‘0 “JG 5 “(.L
I 3:
"07 700
05 2m
‘0 a 8 3
In
I“ z
z 9 9 g
2‘, o E
_. to I
.I ....
'- II

    

        

I5 20 25 30 35

O I
LOAD (THOUSANDS OF POUNDS)

45
GROSS

Above depths shown for subbase may: be varied 20 -‘percent
subject to the judgment of the engIneer.

LEAN-MIXED ROLLED CONCRETE BASE

 

 

Airport Engineering Servlco,9-I-46,DIvg.No.396
:37-

~'§‘——I——--—-—

 

 

 

 

5 "

       

 

 

 

 

 

 

STATUTE MILES

’00 ‘4”

too

 

CHART 7
AVERAGE ANNUAL FROST PENETRATION

REV-4-23-46
DWG. N0. 567

ZIJU y

 

 

 

 

 

 

DESICN MUM.
FOR

AIRPORT mmrs

FUR
‘nJSSE3’313IndfidWW/[Aflflygffl

AIH’ORTS

U. S. DENT OF (DWERCE'
Civil Aeronautic: Administration

Airport Engineering Service
Ellington, D. a.

June 1, 1946

-39..

“k . -- __

DESI“ LOADING

Airports are being constructed for transport. and small
plane use. For design purposes the following gross loadings
will be assumed.

(a) Smallest airport — 4,000 lbs.
(b) Small airport - 10,000 lbs.

(c) Airports expected to serve as feeders to regular 1
commercial transport service - 30,000 lbs. ‘

(d) ,Other airports expected to serve commercial
airlines - 74,000 lbs.

(e) Major Air Terminals - 120,000 lbs.
(1) Major Air Terminals - 160,000 lbs.

The design for each project should be based on the expected
civil loading. For the design of the small airports((a) and (b))
reference should be made to a supplemental design manual.

Since the major portion of the planes which will use the
airports have not yet been designed, specific figures on tire
pressure, spacing and number of tires will not be assumed for
a particular design. However, the charts are based on the
gross load carried on two tires. Since the present trend
towards spreading the load on more tires may be expected to
continue, pavements designed for 160,000 lbs. gross load will
probably be adequate to carry future aircraft weighting 200,000
lbs. to 300,000 lbs. It is recognized that dhal or companion
tire arrangements may alter the pavement stresses up to the
point of approximately dividing the load while in other in-
stances the tires could be so close as to virtually act as a
single wheel.

SOIL AND MATERIAL SURVEY

An adequate site survey including complete investigations
of soils and drainage conditions should be made on every project.
Borings spaced from 200 to 1.00 feet along the center line of
each runway and taxi'say shall be made as an absolute minimum.
Average conditions will require from forty to sixty borings with
a probable maximum of two hundred for each site, depending on the
variations in topography and soil profiles. The first borings
should be distributed over the site to determine the number required
for a comprehensive survey. During the sail survey and/or the
taking of borings, it is desirable to determine the moisture content

-40-

23/79

 

 

-2...

of the various soil horizons for the particular time of year

the work is performed in order to assist in fixing the elevation
of the grade line. The moisture determinations made in the

early spring of the year usually indicate the worst conditions

to be expected. In this manner saturated underlying stratus
beneath proposed paving areas can be avoided. Judgment in the
survey and the establishment of grade lines under these conditions
can result in large savings on a particular project.

At least four complete soil analyses should be made for each
type of soil encountered. The data obtained by the borings and
soil analyses should be shown on the construction plans indicating
the elevation of each stratum of soil, the maximum water table
(taken during which south) and the finished grade. A plan of the
airport should be marked .showing the location of each boring with
reference symbols to permit easy correlation with legs of borings.
Surface and subsurface drainage conditions likely to prevail on
the completed project must be evaluated.

The airport site and adjacent material sources should be
carefully inspected. Samples of select material which might be
imported to the site for use as base or subbase material should be
analysed. If it is found desirable to use such materials the
quantity available should be determined. Existing roads and
pavements in the locality should be examined for information
concerning materials commonly used and the probable service be-
havior of such materials in the particular location.

CLASSIFICATION OF SUERADE AND SUBBASE MATERIALS

0n the basis of the information obtained in the soil and
material surveys and laboratory analyses, all available materials
should be classified in accordance with Chart 1, SOIL AND MATERIAL
CLASSIFICATION. It is realized that most materials will not fall
exactly in one class on basis of all characteristics. Interpola-
tion will be necessary to arrive at the proper "F" and "R" classi-
fication for use in design of flexible and rigid pavements respec-
tively. Judgmmt should be used in such interpolation but the
placing of undue importance on any one characteristic should be
‘VOides

It should be noted that the same "1'" and FR" classifications
are obtained by various soils with different climatic and drainage
conditions. Under most favorable conditions of frost and drainage,
an E—2 soil becomes an Fa material and an E—5 soil is an R8 material;
while under the most severe conditions of frost and drainage, only
the E—l soil is classed as F material and an Ed. soil falls outside
the Ra category. Who: the field moisture of a soil exceeds the
optimum by more than 5% the compaction requirements of the specifi-
cations can not be not without aeration. In those instances where
aeration is not possible the alternative is to remove the material
and waste or to consider it of poorer classification for drainage.

-41-
23/77

-3-

Severe fmst is defined as a condition where frost is likely
to penetrate to the subgrade for the particular type and thiclmess
of pavement. Poor drainage is defined as a condition in which the
subgrade is expected to become saturated because of poor vertical
drainage, condensation, capillary moisture or any other cause that
may result in a saturated subgrade.

SUHERADE

Grading should be designed to obtain the best possible subgrade
consistent with sound engineering and economy. A subgrade of uniform
quality should be obtained where practicable, otherwise, different
pavement sections will be required on subgrades of different quality.
Accordingly, pockets or areas of unsuitable subgrade materials should
be raoved and replaced with the better subgrade material. The depth
of replacement shall be at least equal to the difference in thickness
of the pavements required on the unsuitable subgrade and the adjacent
acceptable subgrade, plus six inches. For example, if the subgrade
is classed as 13-6 and the unsuitable material is an 13-9, the difference is
determined for a designed pavement thickness on each. The depth of re-
placement would then equal this difference plus six, inches. In c ases
of pockets of muck, the muck shall be raoved.

The finished grades of the airport will usually be governed by
aeronautical limitations and economy. 0n low, flat sites a design re-
quiring borrow material may be much better than a balanced earthwork
design. Surface water should be drained away from the pavement and
carried off in closed conduits. A separate subdrainage system should be
used where such drainage is required.

When E—l, E-2, E-3 or M soil contain over 1.5 percent coarse aggregate
retained on the N0. 10 sieve or when any of the soils in the classifications
between 15-5 and E—lO inclusive, contain over 55 percent graded coarse ag-
gregate retained on the No. 10 sieve, the soil may be upgradenzn‘. ”This up-
grading will be limited to a maximum of two grades depending upon sound-
ness and gradation of the aggregate fractions. By this process, if?) 13-1
and E-2 soil groups which contain pr0perly graded coarse aggregate with
binder material could be classed as base course material in some instances.

SUBBAS E

It is intended that the best available granular material's will by used
in the subbase construction. When subbase materials are required, they
shall be of higher soil classification than the underlying subgrade soil.
‘In areas where the frost penetration is ten inches or greater, as ..ehcmn in
Chart 7, the subbase materials shall be of free draining characteristics
approaching non-plastic. 0f the fraction passing a N0. l0 mesh sieve not
more than 15 percent shall pass a N0. 200 mesh sieve (washed 3 azple) and the
capillary rise shall not be more than 36 inches. The liquid limit of the
material shall not be greater than 25 and the plasticity index shall not be
greater than 6. In areas where frost penetration is less than ten inches
the fraction passing the No. 10 mesh sieve shall contain not more than 35
percent of material passing the No.2 200 mesh sieve. The liquid limit of

23/79

I'v—

 

-4-

the material shall not be greater than 35 and the plasticity index
shall not be greater than 9. , Applying to both areas mentioned above
there shall not be more than 70 percent of the total subbase material
passing the No. 40 mesh sieve. Ina: more than 45 percmt of the total
subbase material is retained on the No. _10 mesh sieve the percent of
material passing the No. 200 mesh sieve nay be increased 5 percent
over the amounts given in both cases mentioned above provided the LL
does not exceed 35 and the PI does not exceed 9. Birther specifica-
tion requiruents shall be drawn up for individual projects. Allow-
ance may be made in ranges of size of coarser particles up to and
including 3 inch maximum.

In the design cf'subbase as required in the charts of the manual,
the subbase thickness can be reduced up to thirty-five (35) percent in
arid climate. In the same manner the subbase thickness can be re-
duced up to twenty (20) percmt in semi-arid climate.

The granular subbases which due to grain sizes or shape are not
sufficiently stable to support without movement the construction equip-
ment, shall be mechanically stabilized to a minimum depth of three or
four inches of the top layer as directed by the engineer. The mechan-
ical stabilization shall include the addition principally of a fine
binding medium to bind the particles of the subbase material sufficient-
ly to furnish a bearing strength so that the course will not deform under
the traffic of the construction equipment. The addition of the binding
medium to the subbase aaterial shall not increase the soil constants of
that material above the limits as shown above.

DESIGN OF (DNCRETE PAVEMENTS

Portland cement concrete pavuent will be designed as shown on
Chart 2 for the particular "It" classification of the subgrade material
and under the existing climatic conditions. The thickness of the
concrete pavement for the particular climatic and drainage condition is
determined by the gross design load and the character of the subgrade
and is based on the use of a subbase as indicated. All pavements will
be of uniform cross-section with thicknesses in multiples of one inch.
The minimal thickness of any airport will be six (6) inches. Where the
climatic conditions are favorable and the better soils exist as sub-
grade“, line designated 18 should be used to obtain the thickness of
the concrete slab; where conditions are less favorable, line 11-2 should be
used. Provision shall be made for load transfer by means of dowels or
other approved devices across all transverse Joints, such as expansion,
construction and inserted dmy Joints in plain concrete pavsmaat. A11
longitudinal construction Joints shall be keyed or have butt Joints with
dowels. Longitudinal construction joints betwem the edge lanes and all
longitudinal dmny joints shall be tied with deformed steel here.

If the subgrade 1' an 3‘ material no subbase will be required find”

the concrete pavement. On Rb: Rc' Rd and R, lubgrades a subbase of the

~43-

 

\

-5-

thickness shown in Chart 2 will be required. The subbase will be
constructed for the particular climatic and drainage condition as
indicated in the last four columns in Chart 1. Where severe frost
conditions will affect the subbase material, the subbase material
shall canton to the requirements as stated under "Subbase". The
foundation for the concrete pavement should be well compacted and of '
uniform material to afford uniform slab bearing. Where necessary
stabilization should be used in at least the upper 4" of the fomda-
tim to secure this hearing. The stabilization shall be similar to
that described under subbase.

Tests have shown that a concrete pavement has some insulating
value in preventing frost penetration. Therefore, in the design of
concrete pavements the frost penetration as shown on Chart 7 may be
reduced by one-half the depth of the concrete slab.

In those instances where reinforcement of the concrete slab is
denied necessary the use of either welded wire or bar mat reinforce-
lent I111 be allowed. Panel lengths of 40, 45, or 50 feet are con-
sidered to be the most desirable lengths. For reinforcement design -
see Chart 6.

Inasmuch as distributed reinforcing may be expected to aid in the
control of cracks and to distribute loads across. cracks its use may be
expected to call for some adjustment in the design standard.

For that reason with slabs up to and including 9" in depth, a
1“ differential in thickness between reinforced and unreinfcrced pave-
amt when the amount of reinforcement used is in accordance with the
attached requirements, will be considered allowable for the purpose of
design. Fbr depths of 10 inches and-sore which are constructed for very
heavy leads and on which dual tires say be used the policy for reinforce—
wt will be decided on the aerits of the particular Job.

Reinforcemnt may be considered equal to I." of granular subbase
and the subbase may be reduced in depth accordingly but in no case shall
subbase be less than 3" deep when its use is required. Also in no case
shall reinforcement be considered for reducing both slab thi ctr-ass and
Bubbles

On all aprons, taxiways, runways used extensively as taxirrays‘, and
for a length of 10 percent of runway length measured to nearest 100 foot
increments on each end of all runways, the concrete pavement thickness
Will be increased by one inch to provide for the more severe condition
of static loading and engine vibration. No change will be made in the
subbase design.

Assume a 74,000 pounds loading on the 11-7 soil with poor drainage
and severe frost. The pavement will be 9" on the runways and 10" on
the taxiways, etc. A subbase with a thickness of ten inches will be
required under both sections.

-44..

.. 6 ..
DESIGN OF FLEXIBLE PAVEMENTS

fleadble payments for normal runway usage will be designed in
accordance with Chart 3 for non-bituminous base course material,
Chart 1. for bituminous base course, and Chart 5 for base course
constructed of bituminous coated aggregate. Bituminous surface
courses will be constructed of central plant .hot asphalt mixtures or
caitral plant hot mix of natural limero ck and sand asphalt surface
”usage

A subbase of granular material will be required as a part of
the paveuent on subgrades classified as F1 to F10 inclusive. The
total thickness of subbase will be in accordance with Charts 3, 4
and 5 for the particular type of pavement selected. The-subbase will
consist of subbase material as previously described. Rhen'considerable
depth of subbase .is required, that portion of the subbase material that
is free draining should be used in the bottom layers where deep frost
conditions exist, but inferior material should not be placed a: top '
of good material.

There is indication that flexible pavement has some’insulating
value in preventing frost penetration. Therefore in the design of
flexible pavenmts, the frost penetration as shown on Chart 7 may be
reduced by twenty—five (25) percent of total depth of the base and sur-
face courses.

Rhea! lean mix rolled Concrete base course P-302 is being con-
sidered, the maximum gross load shall be limited to 74,000 pounds.

It will be noted that there is quite a variation in the depth of

lubbaae required between F1 and F10 classification. The total pave-
ment depth requirement should be compared with the frost pmetration
for each particular project. The depth of subbase material used and
the allowance for the insulating value of the pavement may place the
subgrade elevation below the point where it will be affected by the
frost penetration. This condition should be kept in mind in the design
of the pavement and in the use of the design manual.

In some cases to permit the most economical and sound pavement
designs, the dqath of the surface course may be increased and substituted
for base course on the ratio of lit inches of base for 1 inch of surface
and/or the depth of the base course may be increased and substituted for
subbase on the ratio of 1% inches of subbase for 1 inch of base whm th‘
surface or base courses are any of the types described under flexible
pavunents. In no case may the overall depth of the pavaaalt including
subbase be decreased more than twenty (20) percent.

It will be noted below that for critical loaded areas such as 39’0”"
taxiways and ends of runways, the total thickness of psvnent shall. be
increased by 20 percent. The engineershould increase either the 133""
ment thickness or the payment bearing value on areas where drain“e
conditions are questionable. The substitutions as proposed in th!
previous paragraph can be utilized as reinforcement on pavement areas 85
designated by the engineer without changing overall pavesent (19!)th
appreciably. _45_

23/7?

 

.__..__ ll._ i “Z.—

 

35;

-7-

mm the non-bituminous base course exclusive of Shell Base
Course, C.A.A. Specifications P~2l2, contains over eighty (80) per-
cut of fractured particles in the total aggregate, a reduction
in depth of the base course up to twenty (20) percent may be
permitted. lhai this type of base course contains a cemmtitious
type of fine and coarse aggregate such as limestone, limerock, iron
are or blast furnace slag, a reduction up to twenty (20) percent
will be permitted with the exception of E—l soils in which case the
depth may be reduced not more than two (2) inches.

In consideration of all the cases listed above, the total
reduction of the pavement thickness shall not exceed twenty (20)
percmt.

On all aprons, taxiways, runways used extensively for taxiways,
and for a lmgth of approximately 10 percent of runway length
measured to nearest 100 foot increments on the mds of all runways,
the total pavement thicaness shall be increased by 20 percent where
a subbase material is used. This increased thickness shall be pro-
vided by additional subbase material. Where no subbase is required
the base course shall be increased on these portions of the pavement
by an amount equal to 20 percent of the total pavenent thickness.

For a length of 200' on the ends of all rmways and the adjacent
200' of taxiways serving the runway mds and on all aprons the bitu-
minous surface course will be constructed using a bituminous mixture
produced in accordance with the approved specifications for those
specially paved areas. Where the normal surface course thickness is
two inches, the surfacing in theseareas shall be increased to two
and one-half inches and placed in two courses. Where the normal sur-
face course thickness is one and one-half inches, the surfacing in

these areas shall be increased to two inches and placed in one course.

lhm the bituminous surface course thickness is two inches or
less the course shall be placed in one layer. When the surface course
thickness is over two inches, the course shall be placed in two or more

layers.
SRECTION OF TYPE

lith all available information concerning soil conditions and
available materials, designs of comparable functional value should be
aade. On the basis of estimated costs of the different designs the
paving types to be specified should be selected. In some instances
special conditions of foundation or construction will make certain types
impracticable for use. Bids on alternate types should be taken when
sources of material are controlled by a monopoly or different types of
equal value may be constructed at practically the same cost.

-46-

23/77

 

 

23/77

APPROVED SP ECIFI CATIONS

004 CRETE

Specification‘flo. P-50l
Charts #2 and 6

‘QETUMINOUS SURFACE

Specification No. P-LOl
P-408

These surface courses only to be used on base types shown on
Chart: #3, 4 and 5

FLEXIBLE PLmT -- NON—BITUMINQUS _BASE

Specification No. P-205
P—PO6
P—209
P-210
P-211
P-212
P-302

Chart #3

FLEXIBLE PAVEMBIT - augments BASE

Spodficatiou No. 13—201
Chart #4

FLEXIBLE PAVEMENT - QTUMINQES COATED LGGPLEEATE BASE

Specitiéhtion No. 9-204
' P-215

Chart #5
SOIL SURVEY INSTRUCTIONS

Specifi cation No. P-éOl

 

 

 

 

 

THICKNESS OF' PAVEMENT

 

THICKNESS or SUBBASE

30 40

 

IS

I.
20
22

24

 

CHART 2

GROSS LOAD (THOUSANDS OF POUNDS)

GD 74 BO IOO I20 I40 I60

THICKNESS OF PAVEMENT
INCHES

Concre e Pavement a

Subbose

T HICKNESS OF SUBBASE
INCHES

N
N

GO 7‘ 30 I00 I20 I40 I60

GROSS LOAD (THOUSANDS OF POUNDS)

CONCR ETE PAVEMENT

IO- 3-45 DWG- NO- 66l

 

-48-

 

 

 

 

 

 

 

 

 

 

 

 

 

 

CHART 3
GROSS LOAD (THOUSANDS OF POUNDS)

ISO

60 74 00 I00 IZO

50 4O

mmzoz_
wo<mm5m cz< wmqm
...o wwwzxofh

4 2 O 8 6 4 2

Surfo e

 
 
 
 
 

moflmmam oz< wm<m
“.0 mmwzxozt.

O

 

 

 

meOZ.
mm<mm3w ....O mmm2¥0_IP
4 6 O O 2 4 O

  

74 90 I00 I20 I40 I60
GROSS LOAD (THOUSANDS OF POUNDS)

SO

30 4O

 

IIImmmuuuuwuuuuw
.n .0 5..... SEE? 3326 no mmmzxoih

.3233» n .N ..u 3“...

IO- 8-45
DWG. NO. 662

FLEXIBLE PAVEMENT
NON'BITUMINOUS BASE

 

 

 

 

23/77

 

 

 

 

 

..1‘. __..,__

 

 

 

 

CHART 4
GROSS LOAD (THOUSANDS OF POUNDS)

        

 

 

  
  
  
  
   

 

 

 

 

 

 

 

 

 

 

 

 

3 SO 40 .0 (LI
Is a 74 IO I00 I20 I40 mom 0.:
m 3 0E
I” In . 0 3’):
g Q C l’fOCO . ”mg
a: Z 235
2 < . . 2342

a _ ..
:EEE , 8 se 2 53:
m o o 55
' 2
‘ 4
' O
' 3
IO I0
I: I2

g “ I4 3

3 IO 3

‘3 I- g

(0 (D

m. m 3

O 0 g

3 33 5

In Lu

2 Z

x E

o

E ” '1'

P ,0 F

u
u
u
u
40
4:
u
u
so 40 OO 14 00 I00 I20 I40 I00
GROSS LOAD (THOUSANDS OF POUNDS)
FLEXIBLE PAVEMENT REV 4 23 4e
BITUMINOUS BASE DWG. NO. 535
23/77

 

-50-

 

 

 

 

 

 

CHART 5

GROSS LOAD (THOUSANDS OF POUNDS)

30 40 SO 74 80 I00 I20 I40 ISO
l4

  

             

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

3
g E I2 8
0: LL 4
g 3 (O Oct;
0) m
m (D 30)
z o 3 “Jam
:2 z z 05
o <1 6
_ x 23
a: w 0 <1
*- 2 Base 4 57.52;;
In 2 <1
0 (D
Subbose
2
4
m
3
UJ
an
m .6 2
3 IO 3
D
‘5 20 m
m 22 5 8
m I
III «‘3 ‘2’
3 24 “J '
2 26 E
:1: 2a 9
._ :I:
SO '—
32
34
as S
In
30 :5
Z
40 ‘9
a:
42 o
30 40 60 74 00 I00 I20 I40 ISO '52
GROSS LOAD (THOUSANDS OF POUNDS) i
FLEXIGLLPAVEMENT 9.
BITUMINOUS COATED AGGREGATE BASE E
23177 -51-

 

 

 

 

 

 

 

 

CHART 6

REINFORCED CONCRETE PAVEMENT
REINFORCEMENT REQUIREMENTS

 

 

 

 

 

 

 

 

A
B 8 _lg B .1.
CLC#C CICICICLCICIC
I. T I T T I T I T Y
a} —‘T]"j“"t""f"i“ft 'I""}""t‘“<L‘-T"

 

Dowels at transverse expansion and contraction joints

LONGITUDINAL SECTION

B

 

C L C

C

 

2"t04“ T ..
“IF I I/Zf'

2"to 4"

 

«fli—
I

 

“b ] IT

 

-_A AJJALL- AJJA+JAIJJQQ_LLLI ll_.__1j EL. .44.

cup—’—

 

 

 

 

Reinforcing through dummy joints

Doweled transverse contraction or expansion joint

PANEL SECTION

 

 

 

 

E
F F :l
r—3't06' I - 3"I06" I
I‘I [- 1/4” ‘ Jr

 

 

.. LWEEMTI

AL

I Reinforcing through dummy jointX

TRANSVERSE SECTQN
F N R CTI N LANE

DIMENTIONAL LIMITATIONS

Slab A B 0
Thickness . , .
T MIn. Max. Min Max Mm. Max.

 

 

 

6". 7", 8" I20' 300‘ 40‘ 60‘ IO' I5'
9" I0; II' I20‘ 300' 40' 55‘ I0‘ I7'
I2” I20' 300' 40' 50‘ IO' 20'

GENERAL REQUIREMENTS

Reinforcement may be either Welded Wire Fabric 0r
Bar Mots, furnished in flat sheets or mats, and in-
stalled with end and side laps so as to provide
continuous reinforcing throughout each slab panel.

L‘ongitudinal members shall be spaced not less
than 4 nor more than l2 '3 transverse members not
less than 6" nor more than le".

Grade of material, fabrication, lapping etc. to
meet requirements prescribed in the GENERAL
SPECIFICATIONS.

 

 

 

 

 

 

 

 

 

 

 

 

 

'3’7’ -5 2 -

AMOUNT OF REINFORCEMENT

The amount of sectional area provided by
the reinforcing steel shall be at least equal to
that determined by the following formulas:

For longitudinal memt rs,

A5: 3.7?VQT
S

For tra nsverse members,

3.7E T

A5' f

s
in which

As= square inches per ft. of length or width
8 - length Of panel in feet

E * width Of panel in feet

‘r - thickness of slab in inches

fs = unit stress in steel in lb. per sq. in.

Allowable Unit Stresses

ts - 28,000 for cold-drawn wire
ts= 23,000 for bars

REV.4-23-46 2-I2-4s DWG No.674

 

 

 

 

 

LIGHTIEG

The principal purpose of aiiport lighting is to insure
safety during night Operations.
There are a number of factors to examine in determining
the prOper lighting system for a particular airport. Some
of these are:
1. Type ofcaperations
2. Location of airport with respect to nearby major
air terminals.
. Location with respect to lighted airways in the vicinity.

Extent of airport development.

. ilectric power available.
Geographical location.

Eunds available for initial installation.

CDNONU'I-h-W
0

Available funds for night Operating and maintenance

personnel.

Generally it may be said that the lighting system varies
as the size Of the field. fhe components of a lighting system
are boundary marking, beacon, obstruction marhers, runway
lighting (contact), illuminated wind cone, landing area
floadlighting, apron flood lighting, ceiling projector, taxi-
lights, and approach lights. These will be discussed as
they apply to small airports (Class III and smaller.)

BOUNDARY MARKING. Boundary lights are reiuired Of all
airports with night operation. These should be spaced

about 300 test apart around the entire landing area with a

-53-

 

light at each corner. If there a a fence around the field
the lights should be placed 10 feet inside the fence. They
should be mounted from 30 to 36 inches above the ground or
higher if climatic conditions require it. If no contact
lights are used, green.g10bes should mark the ends Of usable
landing area.

BEACON. The rotating beacon at an airport indicates
to pilots that the field is eguipped for night Operation.

It should be higher than any surrounding obstruction.. fhe
beacon should rotate at six revolutions per minute, projecting
beams in two directions 180° apart. One beam should be

clear and the other g een.

OBSTIUCPION LIGLBS. Generally any obstruction in the
airport area should be ma.ked with a red light(s) at its
highest point. Jhere the Obstruction covers a large area,
lights should be placed 150 feet apart around its perimeter.
If the obstruction is more than 50 feet high it should be
marked at more than one level.

UIhD CUES. All lighted airports should have an
illuminated wind cone 36 inches in diameter and 12 feet
long, or a lighted Wind tee 12 feet by 21 feet 4 inches.

fhe 300V) lights are the minimum reiuirements for night
operations. .

Other items which should be included are:

COMBACC LIGHES. Runway lights are of two types: flash
and elevated. fhey are placed 15 feet from the edge of
runway and 200 feet apart. Contact lights are white with

-54-

green range lights at each end.
2113 elevated liths are gaining pieferenCe over the

flush type. Leasgns for this are: first, the light will

continue to p1ovide illumination unde1 all en ept the

(0

3V}

h

‘est snow conditions; second, installution and main-
tenance coats are less than ith flr sh lights.

Hoie and L013 srall fields are able to install lighting
facilities since the developm1nt of so called package
lighting Kits. for a complete lighting setup for one run-
way the cost is under Q4000 for runways up to 3400 feet
long.

Flood lighting, ceiling projectors, taxilights, and
app nroach lights a1: te1u1nal or s>zcial lL ghting facilities
and will not be disc ssed he re.

It is beyond the limits of this paiee1 to discuss the

design of airport buildings.

r‘

Alhfonf L«-A 1.0
C.A.A. Technical standard Order Too-N5, dated July
30, 1947, describes the Segmented circle marker system

and is included herein.

-55-

__ —-»— A 4

UNITED sums OF AMERICA
DEPARTMENT OF commas ,

OFFICE OF THE ADMINISTRATOR OF CIVIL AERONAUTICS
WASHINGTON 25, D. 0.

TECHNICAL STANDARD ORDER 130-85
July 30. 191.7

SUBJECT: 53mm CIRCLE AIRPORT MARKER SIS‘I‘EH
INTRODUCTION '

In order to standardise an airport marking system consisting of
certain pilot aids and traffic control devices the SEGMENTED CIRCLE AIR-
PORT MARKER SYSTEM requirements contained herein have been developed by
the Civil Aeronautics Administration. The system includes ideas resulting
from coordination with various State aviation officials and with interested
private organisations representative of the industry.

The purpose of this order is to transmit the requirements of the

‘SEGMENTED CIRCLE AIRPORT MARKER SYSTEM as described herein and shown on the

attached drawing to CM personnel and to establish these requirements as
official CM policy for the guidance of all concerned. Copies of this T30
and the attached drawing my be obtained from Civil Aeronautics Administra-
tion, Aviation Information Staff, Washington 25, D. C. ‘

DIRECTIVE

Pursuant to Administrative Order No. 56 of August 2, 191.6, which
establishes the authority for a series of Technical Standard Orders, the
flSegmented Circle Airport Marker System", as shwn on the attached CAA
drawing No. 71.2 and amplified below, is established as a Technical Standard
Order.

This Order is a mandatory policy and shall govern all the employees of
cu in their recommendations to the public, or in their approval of the use
of Federal funds for any item covered by this Standard. '

Deviations from standards prescribed by this Technical Standard Order '

will be pemdtted only upon approval of the Director, Airport Engineering
SCMCO, attic. of umrta, CM, Wthington 25, De C.

SPECIFIC INSTRUCTIONS

The SEGMEN'IED CIRCLE AIRPORT MARKER SYSTEM provides for a minim in-
stallation consisting of a segmented circle located 9_f__f_ the traffic area
with a conventional wind cone located at its center. To this minimum in-
stallation other pilot aids and traffic control devices are added as may be
required to meet the conditions existing at a particular airport. The types
of devices to be used, the purpose they shall serve and their construction
and installation shall be as described below and show: on CM'sAirport
Engineering Service drawing No. 71.2.

-56-

107.1

I
_ ~'.'_'-‘- 1‘.‘—_"._1_.n—I-—_

2

Semgnted Circle. The segmented circle, located 9;; the traffic area,
is the basic element of the system. It is segmented so that from a‘ reaSOR-
able distance it can be readily distinguished from a solid circle which is
sometimes used to mark the center of a landing area. The segmented circle
performs two functions; it aids the pilot in locating obscure airports and
it provides a centralized location for such indicators and signal devices as
may be required on a particular airport. The circle shall be installed in a
position affording maxim visibility to pilots in the air and on the ground.
Consideration should also be given to accessibility for ground operation.

Wind Direction Indicator. A conventional wind cone, installed as
shown on the drawing, shall be used as the wind direction indicator. To-

‘ gather with the segmented circle, it‘ shall constitute the- minimal installa-

207:2

 

tion for an operating airport.

landing Direction Indicator. When conditions at an airport warrant its
use, a landing direction indicator, installed as shown on the drawing, shall
be used for the purpose of showing pilots in the air and on the ground the
direction in which landings and take-offs are to be made. This indicator may
be so designed that it can be made "free-swinging" when left unattended.

W. Landing strip indicators are used to show
the orientation of lending strips and/ or to give a positive indication of the
strip specified for use by the landing direction indicator, as in the case of.
landing strips intersecting at very acute angles. When used they shall be
arranged in pairs as shom on the drawing.

Traffic Pattern Indicators. These indicators shall be installed for
the purpose of controlling the direction of the traffic pattern when there
is any variation from the normal left-hand pattern. When the traffic pattern
indicators are included in an installation they shall be arranged in pairs in
conjunction with lending strip indicators.

W. Panels placed in the center of the circle in the
form of a cross shall signify that a field is temporarily closed to all
traffic. When this signal is used the wind cone and the landing direction
indicator shall be removed from the circle. Other indicators may remain in
place.

Pilot Familiarization. The information contained in the foregoins
paragraphs of these SPECIFIC INSTRUCTIONS together with a copy of the
SEGMENTED CIRCLE AIRPORT MARKER. SYSTEM drawing (CAA Airport Engineering
Service drawing No. 71+2) and a diagram showing the application of the mt“
to the particular airport should be posted on all airport bulletin ”81'“.

T. P. ght A
Administrator of 'vil Aeronaufl-G'

 

 

I

I Note: May be tee or tetrahedron

 

 

. lOO' min. inside did. I _\ Lending DIrectIon Indicotor I or In form of on orrOw. / 1‘

I: T? I '0' ”CK l l
I t \ 3 to 5
. I s e /

‘ a \ I.__j : \\ Q '/ ./

I é? §§§ I -._\ . //>\ 3 C]/:_ ’ \Q @g Q <

lfl a /V* 9

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Q 2 I" , I
/ I
m 10 1:1
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a I II 0
x A Wind Cone flfl¥3 to 8' xx A Q @0
\ /
$92K Q %( @C %I\ &
Q ¢ x. %% g> /~ VQ ¢ <\\
§§3§gé \‘ . ng§ /// chcj§ \\
Segmented CIrcle 6/ \\V
Approx. one~tourth segment length
SEGMENTED CIRCLE MARKER LANDING DIRECTION INDICATOR LANDING STRIP INDICATORS
and
WIND DIRECTION INDICATOR
\ /
\ Hozord or //

aagQQ

 

 

 

 

20'min. C
0 f .
[I I l U
I. E2 ——:I [I
U M
‘fll 4' ~3' ' 0
Is . mm. [7

Q 0
QQEQéé

CLOSED FIELD SIGNAL

 

Dr
I \O%’ //‘ \\ ”V./ I2. I0 20'
[3' to 5‘
Trottlc Pattern I d I fly 2$\/>\’/ .

I \ ‘

\fi‘:

LOndIng Strip Indicators

 

 

%%QDD§

/< /

 

 

 

\m_<_____

K\_ + _. __.__ 4...: ______..//
Traffic Pattern for::
wind direction show

AIRPORT MARKER SYSTEM
TRAFFIC PATTERN INDICATORS APPLICATION OF TRAFFIC PATTERN INDICATORS m APPROVED (99/. ‘
NOT TO SCALE REVIEWED: 119.
SUBMITTED: We t/Iv. .
fififilhz : . . 0 0” 0
W fliers—Era ISHEET IDIOT-'WII‘ BIYDW2.PNIO.s7d42
—- 5(0

GENERAL NOTES

I. All Items shall be constructed Of durable weatherproof material.

2. Color of material (natural or applied) shall provide on efficient

contrast with area .

3. Various elements (except the wind cone) may be Of any practical

material that will simulate the design shown.
or of C type which will shed snow.

They may be flat
Installation should be such
that they will not be obscured by vegetation, flowing muddy

water , sand, etc.

 

 

DE PARTMENT OF COM MERGE

CIVIL AERONAUTICS ADMINISTRATION
OFFICE OF AIRPORTS
AIRPORT ENOIREERINO sERVICE

 

SEGMENTED CIRCLE

 

  

 

 

 

 

 

 

 

 

 

 

I I

 

 

 

 

 

COLDDLLCJIOK DRAJIEGS

A complsta set of plans for an airport design would
include:
1. Jitla and approval sheet
c. Index and summary of guantitiss of major items
3. Location map
4. Easter plan
5. Layout plan
6. Clearing plan
7. L05 of borings
8. Crading Distribution Plan
9. Runway Profiles
lO. Crsdiné and Drainage plan
11. Storm Drainage Lines
12. Blainaga LeSiEn Computations.
l3. Inlet structuras
14. Paving and Best Elan
15. Intarsaction Details
16. Lighting Layout
17. Other lighting plans (as needed)
18. dancing Details and Boundary La‘fiarS.
This list includes everythinc sonountsred in airport
design excepting buildings, and is ideal. In p:actica

drawings are omitted or COKDinld, as the situation dictates.

-57...

 

Lack of time and facilities prevented me from coupleting
my desibn. further Steps in the design would follow according

to the discussion.above.

-58-

 

 

BIBLIOGRAPHY

Airports:

Glidden, H.K.{wLaw, H.F.; and Cowles,
KcGraw-Hill Book Company, Inc., R.Y.

Airport Jngineering

Sharp, H.O., thaw, C.h., Dun10p, J.A.
John Wiley & bons, N.Y. lj44.

Airport Planning

Froesch, C.; Proxosch J.
John Jiley, N.Y. ly4b.

Airport Drainage

C.A.A., 1947.

Airport nesign

C.A.A. , 13440

rentative Airport Desibn hanual
C.A.A., 1948.

nesign, Construction, and Management.

J.3.
1340

 

 

 

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CHIGAN STATE‘ UNIVERSITY LIBRARIES

1‘1“
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030858

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