Evaluation Using Nondestructive Testing

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TLT25
.3
R8E83
1983 nt
Airport Pavement Bulletin
ion
. mv.ution
Administration Evaluation Using Nondestructive
Testing and Overlay Design
July 1983 Program Engineering &

Maintenance Service
L RARY
OCT 14 1983
UNIVERSITY OF CALIFORNIA
INSTITUTE OF
TION
TRANSPORTA
LT.S. LIBRARY U.C. BERKELEY

1
NOTICE
This docunent is disseminated under the sponsorship of the

Department of Transportation in the interest of information
exchange . The United States Government assumes no liability
for its contents or use thereof .
TL 725
100 40 683 .3
IRO
PREFACE E83
This Airport Pavement Bulletin updates and supercedes FAA - 74-1 , Airport
1993
Pavement Bulletin , Nondestructive Testing" ( 1 ) . It is released for
.
information only . This Bulletin provides the air carrier airport pavement
evaluation procedures using nondestructive testing , the procedures for
determining overlay requirements for the pavements and economic analyses of
pavement rehabilitation alternatives . The overlay requirements and economic
analyses , not found in 74-1 , are added in this bulletin . Computer programs
are also provided in this bulletin which may be used to obtain the results of
the evaluation and overlay design . The evaluation and overlay design
procedures are based on results of recent research and development studies
conducted on military airfield and civil airport pavements .
This bulletin does not constitute a standard , specification , regulation , or
endorsement of the application of the criteria provided herein and is
distributed under the sponsorship of the Department of Transportation in the
interest of information exchange . The United States Government assumes no
liability for its contents or use , nor do the contents necessarily reflect the
views or policy of the Department of Transportation .
Trade or manufacturers ' names which may appear herein are cited only because
they are considered essential to the objectives of the bulletin . The United
States Government does not endorse products or manufacturers .
This bulletin is available from Aircraft Safety and Airport Technology

Division , APM- 700 , Program Engineering and Maintenance Service , Federal
Aviation Administration , 800 Independence Avenue , S.W. , Washington , D.C.
20591 . The document was prepared by Hisao Tomita under the general
supervision of Ray Fowler , Program Manager , APM– 740 . Mr. Jim W. Hall , Jr. , of
the Waterways Experiment Station provided much of the information used in this
bulletin .
i
TABLE OF CONTENTS
PAGE
INTRODUCTION 1 .
APPLICATIONS 1
NDT EQUIPMENT 2
TEST LOCATIONS & TEST PROCEDURES 2

2
DATA REDUCTION 6
DEVELOPMENT OF EVALUATION PROCEDURES 10
FLEXIBLE PAVEMENT EVALUATION 10
RIGID PAVEMENT EVALUATION 21 ,
COMPOSITE ( BITUMINOUS OVERLAY OF RIGID PAVEMENT ) PAVEMENT EVALUATION 32
PAVEMENT OVERLAY PROCEDURES 38
BITUMINOUS OVERLAY ON EXI'STING , FLEXIBLE PAVEMENT 39
CONCRETE OVERLAY ON EXISTING FLEXIBLE PAVEMENT 49
BITUMINOUS OVERLAYS ON EXISTING RIGID AND COMPOSITE PAVEMENTS 49
CONCRETE OVERLAYS ON EXISTING RIGID AND COMPOSITE PAVEMENTS 60

Concrete Overlay Without Leveling Course 63
Concrete Overlay With Leveling Course " ! 63
Bonded Concrete Overlay 67
PAVEMENT REHABILITATION ALTERNATIVES AND LIFE CYCLE COST 68
SUMMARY 69
REFERENCES 70
si
iii
PAGE
Figure 1 . WES 16-kip NDT equipment ( From ref . ( 1 ) 3
Figure 2 . Load versus time relationship for 16-kip vibrator 4

( From ref . ( 6 ) )
Figure 3 . Deflection versus dynamic load ( From ref . ( 1 ) ) 5
Figure 4 . DSM - temperature adjustment curves for flexible pavement 7
Figure 5 . DSM- temperature adjustment curves for bituminous overlays 8
Figure 6 . Prediction of flexible pavement temperatures 9

( From ref . ( 1 ) )
Figure 7 . DSM versus allowable single wheel load for flexible ll

pavement ( From ref . ( 1 ) )
Figure 8 . Load factor versus total aircraft coverages for various 13

contact areas
Figure 9a . Percent ESWL versus depth below pavement surface dual 14

wheel assembly
Figure 9b . Percent ESWL versus depth below pavement surface , 15

dual tandem assembly
Figure 9c . Percent ESWL versus depth below pavement surface 16
Figure 9d . Percent ESWL versus depth below pavement surface 17
Figure 9e . Percent ESWL versus depth below pavement surface 18
Figure 10 DSM versus allowable single wheel load on rigid pavement 22
Figure lla . Load factor versus radius of relative stiffness 23
Figure llb . Load factor versus radius of relative stiffness 24
Figure llc . Load factor versus radius of relative stiffness 25

.
Figure 11d . Load factor versus radius of relative stiffness 26
Figure 12 Deflection ratio versus radius of relative stiffness 27
Figure 13a . Traffic factor versus aircraft departures 28
Figure 13b . Traffic factor versus aircraft departures 29
iv
PAGE
Figure 13c . Traffic factor versus aircraft departures 30
Figure 13d . Traffic factor versus aircraft departures 31
Figure 14 " F " factor versus modulus of subgrade reaction for 34

different traffic levels ( From ref . ( 10 ) )
Figure 15 Effect of subbase on modulus of subgrade reaction 35

( From ref . ( 10 ) )
Figure 16 !
Effect of stabilized subbase on subgrade modulus 36
( From ref . ( 10 ) )
Figure 17 DSM versus allowable single wheel load for composite 37

pavements ( From ref . ( 9 ) )
Figure 18 Flexible pavement design curves for critical areas , 40

single wheel gear

dual wheel gear ( From ref . ( 10 ) )

dual tandem gear ( From ref . ( 10 ) )

B- 747-100 , SR , 200B , C , F ( From ref . ( 10 ) )

B- 747 - SP ( From ref . ( 10 ) )

DC- 10-10 , 10CF ( From ref . ( 10 ) )

DC- 10-30 , 30CR , 40 , 40CF ( From ref . ( 10 ) )
Figure 25 Flexible pavememt design curves for critical areas , 47

LL011-1 , 100 ( From ref . ( 10 ) )

L1011-100 , 200 ( From ref . ( 10 ) )
V
PAGE
Figure 27 Rigid pavement design curves , single wheel gear , 50
Figure 28 Rigid pavement design curves , dual wheel gear 51

( From ref . ( 10 ) )
Figure 29 Rigid pavement design curves , dual wheel gear 52

( From ref . ( 10 ) )
Figure 30 Rigid pavement design curves , B- 747-100 , SR , 200B , C , F

> 53
( From ref . ( 10 ) )
Figure 31 Rigid pavement design curves , B- 747 - SP ( From ref . ( 10 ) ) 54
Figure 32 Rigid pavement design curves , DC10-10 , 10CF 55

( From ref . ( 10 ) )
Figure 33 Rigid pavement design curves , DC 10-30 , 30CF , 40 , 40CF

> 56 .
( From ref . ( 10 ) )
Figure 34 Rigid pavement design curves , L- 1011-1 , 100 57

( From ref . ( 10 ) )
Figure 35 Rigid pavement design curves , L- 1011-100 , 200 58

( From Ref . ( 10 ) )
Figure 36 61
Example of a " C " factor of 1.0 for bituminous overlay
design (From ref . ( 10 ) )
Figure 37 62
Example of a " C " factor of 0.75 for bituminous overlay
design ( From ref . ( 10 ) )
Figure 38 Example of a condition factor ' " C r " of 0.85 used for 64
concrete overlay design purposes ( From ref . ( 10 ) )
Figure 39 Example of a condition factor , "" C " of 0.5 used for 65
vi
PAGE
Figure 40 Example of a condition factor , " CC " of 0.35 used for

r
66
Table 1 . Aircraft characteristics for pavement evaluation 72

Table 2 . Equivalency factors 73
Appendix A Program for Flexible Pavement Evalution A- 1
Example Problem - Flexible Pavement A - 19
Appendix B - NDT Rigid Pavement Evaluation Program B- 1
Example Problem - Rigid Pavement B- 22
vii
:
.
INTRODUCTION
This bulletin updates and supercedes FAA - 74-1, " Airport Pavement Bulletin ,
Nondestructive Testing" ( 1 ) . Bulletin 74-1 was limited to nondestructive
testing ( NDT ) and evaluation procedures . This bulletin describes the NDT
procedures , airport pavement evaluation procedures to obtain load - carrying
capacities , overlay design procedures to determine required thicknesses of
overlays for existing pavements and also economic analyses of pavement
rehabilitation alternatives . NDT is used as a basis for pavement evaluation ,
since it is efficient and suitable for testing airport pavements . The 16-kip
NDT equipment developed and used by the U.S. Army Engineer , Waterways
Experiment Station ( WES ) is cited in this bulletin , since it was used in the
development of the evaluation procedures. With the 16-kip vibrator , testing
.
time per test point is two to four minutes . Benefits of NDT are that runway
downtime is minimal , and tests may also be conducted during nighttime hours
>
when there is no scheduled aircraft traffic . The evaluation procedures are

based on past research and development efforts that provided correlations of
NDT results with the allowable single wheel loads (ASWL ) determined by direct
sampling and field and laboratory testing of various types of pavement .
APPLICATIONS
The pavement evaluation procedures are applicable to conventional rigid and

flexible pavements generally found at air carrier airports . A conventional
rigid pavement consists of a nonreinforced concrete surface layer on
nonstabilized base and / or subgrade . A conventional flexible pavement consists
of a thin ( 6 - in . or less ) bituminous surface layer on nonstabilized layer of
base , subbase , and subgrade . Pavements with stabilized layers and composite
pavements are converted to equivalent conventional sections and evaluated . In
the evaluation of a pavement , the average dynamic stiffness modulus ( DSM )
obtained from NDT is used to obtain the ASWL on the pavement . Multiple wheel
loadings are determined parametrically through the use of existing design
theories . From the wheel loadings , predictions of allowable numbers of
operations or passes can be made . Then overlay requirements to carry the
projected traffic loads may be computed .
Each pavement evaluation procedure is based on the pavement strength at the

time when the NDT was conducted . Fatigue and deformation effects of traffic
and climatic changes prior to the NDT are not considered . Present technology
is not sufficiently advanced to include these effects . However , changes in
pavement strength during frozen and thawed conditions can be monitored by
testing with the 16 -kip vibrator at appropriate times of the year .
Since the evaluation is based on the correlations established with the 16 -kip
vibrator , evaluation results obtained with load-deflection or DSM values from
other vibratory devices may be different . However , the DSM values of the
other devices should provide realistic evaluation results if the DSM values
have high correlations with the DSM values of the 16-kip vibrator .
1
NDT EQUIPMENT
The evaluation procedures in this bulletin are based on the response of

pavement systems to vibratory or dynamic loadings at constant frequency of the
16-kip electrohydraulic vibrator developed by WES . Figure 1 shows the WES NDT
equipment mounted on the tractor- trailer . This vibrator places a 16-kip
static load on the pavement and generates dynamic loadings from 0 to 15 kips .
It operates under a range of frequencies , but 15 Hz was found to be most
suitable and is used in testing pavements . In testing , the static and dynamic
loads are applied to the pavement through an 18- inch diameter steel plate .
Figure 2 shows a repesentation of the applied static and dynamic loads with
respect to time , Note in Figure 2 that the dynamic load superimposes on the
static load . At the maximum dynamic load , the net load on the pavement varies
from one kip to 31 kips .
The dynamic load is monitored by three load cells mounted between the actuator
and load plate . Outputs from the three cells are averaged to provide the mean
dynamic loading level at any given time . Pavement response is monitored by
velocity transducers on the plate and at any selected points on the pavement .
Output from each of the velocity transducers is electronically integrated to
obtain deflection . Automatic data recording and processing equipment permit a
rapid testing capability . Figure 3 shows an example of the dynamic load
versus deflection curve obtained from test . From the curve , a DSM value is
determined and provided as shown in Figure 3 .
With all components mounted on a trailer and towed by a tractor , the WES
16-kip vibrator is mobile . This mobile feature and automated recording and
processing devices permit moving quickly from a test point to another to
accomplish a large number of tests in a given work period . Time required to
conduct a test and obtain the DSM value is 2 to 4 minutes . For an 8 -hour
working day approximately 200 test points can be completed .
TEST LOCATIONS & TEST PROCEDURES
In testing runways and primary taxiways , test points are located at least
every 250 feet on alternate sides of the centerline along the wheel paths of
aircraft main gears . For secondary taxiways , test points are located
>
approximately 500 feet on alternate sides of the centerline . For parking

aprons , test points are located in a grid pattern with spacings ranging from
250 feet to 500 feet . Additional test points should be located in areas with
heavy aircraft traffic and where wide variations in the DSM values are found .
For a rigid pavement , each test point should be located at the center of the
portland cement concrete ( PCC ) slab . During the development of the evaluation
procedure , tests at the slab center provided more consistent results than
tests at the edges or other locations .
The actual layout of the test points should be planned and shown on a drawing
of the pavement facility prior to testing . Consideration should be given to
different pavement sections , construction history , aircraft type , and traffic
patterns . Thus , a thorough study of as -built pavement drawings is helpful in
formulating a testing program .
2
VIBRATOR INSTRUMENT
ROOM
ENGINE ROOM ROOM
86
!
00
602
Oi !!
OOO
N V
.:o .0: *0.
.o .
FIGURE
1.
NDT
F 16
WES
EQUIPMENT
.(-K
REF IP
ROM )(1
M 10 K
Fs
C
( ONSTANT
1) 6IPS
BEGINNING
E
ONFD
fFs
-o
VIBRATION
4
V
2L0IOBF
RATION F s t fo
LOAD , KIPS
V)(FoARIABLE
30
F S
F= sTATIC
L OAD
N O TFE FD
= oYNAMIC
R
:TE
HLEA T I ONSHIP L OAD
SHOAFWI S
IN
T HIST R
RN
GEURE
UE
40 O
LF F
AO R
. OADING FR
NEYQUE
NC Y
INCREASI
TIME NG
FI
LO2. AD
RS RE
GUUS
TI
RE
FO
VEME LA TIONSHIP
16
VI
FTH
RE AT
ROBR
K-(REIP M
F OR
)(6
0.0125
73
MAR
19
FACILITY
A IRPORT
:U.S.A.
TEST
NO
.:127
Hz
1
: 5
LOCATION
R
: WY
PROFILE
8-26
0.0100
DSM
26.9-18
-0.18
12.0
4N550
/I
KIPS
.=
-0
0.0026
:12.5
+8STATION
E
12.5'N
02
:PCC
PAVEMENT
TYPE
ż0.0075 :
THICKNESS
4
: 550
DSM
:
TEMPERATURE
REMARKS
:
es
0.0050
DEFLECTION , IN .
KIPS
0.18
KIPS
11.82
0.0025
0.0026 "
0
0 2 6 8 10 12 14 16
,KIPS
LOAD
DYNAMIC
.
3
FIGURE FROM
LOAD
DYNAMIC
VERSUS
.(1)DEFLECTION
REF
At each test point , the vibrator is positioned , and the 18- inch diameter plate
is lowered on the pavement surface . At this point , there is a 16-kip static
load on the pavement . Then the vibration is initiated to apply the dynamic
load from 0 to 15 kips ( peak force ) at a constant frequency of 15 Hz . The
deflection is electronically determined from the velocity -time trace which is
obtained from the velocity transducer mounted on the load plate . The resulting
deflection is plotted against the average applied dynamic load which is
obtained from the three load cells . The DSM value for the test point is the
slope of the dynamic load-deflection curve as shown in Figure 3 .
For a rigid pavement , a deflection basin in addition to the DSM value is

measured with additional velocity transducers positioned on the pavement at 18
inches and 60 inches from the center of the load plate . The ratio of the
deflections on the pavement at 60 inches to 18 inches is needed to determine
the radius of relative stiffness , l
DATA REDUCTION
Dynamic load- deflection responses of some pavements , particularly flexible

pavements , may be nonlinear at lower dynamic loads and become essentially
linear at higher loads ( 12-15 kips ) . For such a pavement , a correction is
applied so that the DSM is automatically determined from the linear portion of
the curve and provided by the data recording and processing equipment .
The physical properties of bituminous materials change with temperature

variations . Consequently , an adjustment in the measured DSM values is made to
values at 70°F which was selected as the reference temperature during the
development of the evaluation procedure . Temperature adjustment curves shown
in Figure 4 for DSM values were developed from observations of experimental
pavements and actual flexible pavements at civil airports . The mean pavement
temperature at test for applying the adjustment factor in Figure 4 may be
determined directly by averaging the readings of thermometers installed one
inch below the top , at middepth , and one inch above the bottom of the
bituminous concrete layer .. Figure 5 may be used for temperature adjustment
factors for bituminous overlays . An alternate method is to measure the
bituminous concrete surface temperature at test and obtain the mean air
temperatures for 5 days prior to testing and to obtain the mean pavement
temperature at depth from Figure 6 . This mean temperature can be used in
Figure 4 or 5 to obtain the temperature adjustment factor . All DSM values
when adjusted to a common temperature permit a fair comparison of pavement
responses obtained at varying temperatures .
The DSM values and resulting load- carrying capacities of pavement systems are
affected by freezing and thawing of the materials , especially when frost
penetrates frost susceptible layers . Presently , no method is available for
accurately predicting frost effects and thaw weakening conditions .
Consequently , the testing at most airports is conducted during the normal
temperature range . If indications of the effects of frost and thaw conditions
are desired , tests may be conducted at appropriate times during winter and
spring .
6
160
"4 "6
3"
140
8"
"
10
16420 "12
"14
100
7
80
-
:
NOTE FLEXIBLE
PAVEMENTS
THAN
LESS
INHICK
3
.T
CORRECTED
NOT
ARE
TEMPERATURE
FOR
.
60
MEAN PAVEMENT TEMPERATURE , ° F

"
14 3"
40
0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 ..2 2.4
CORRECTION
DSM
FACTOR
DSMCORRECTED XCF
DSMMEASURED
.4
FIGURE PAVEMENT
FLEXIBLE
FOR
CURVES
ADJUSTMEN
TEMPERATU
DSM T
RE
160
"3 6" "8

140 4"
"10
"
12
120 "14
1
100
8
1
U
80
MEAN PAVEMENT TEMPERATURE , ° F

60 :FNCHES
NOTE
I
3
THAN
LESS
OVERLAYS
LEXIBLE
FOR
CORRECTED
NOT
ARE
THICK
14 .
TEMPERATURE
12
10 .
8.643
40
0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4
0.6
FACTORS
CORRECTION
DSM
5.
FIGURE BITUMINOUS
OVERLAYS
FOR
CURVES
ADJUSTMENT
TEMPERATURE
DSM
160
140
IN
DEPTH
IPAVEMENT
.,\ N
2
120
1268 12
ОО
80
6
60
40
TEMPERATURE AT DEPTH , ° F
20
180
160
200
100
80
120
20
260
240
220
O
140
60
40
PAV
SUR
TEM
PLU
MEA
5-DAIR EME
FAC
PER ATUR
N ENT
,°F AY S
.
6
FIGURE REF
F
OF ROM
).(1TEMPERATU
PAVEMENT
FLEXIBLE
PREDICTIO RES
N
A representative DSM value is selected for a pavement or section of a pavement
for evaluation . A pavement constructed with the same materials under a
construction contract should be divided into appropriate sections for
evaluation if the DSM values are significantly different statistically . A
pavement showing reasonably uniform DSM values may be evaluated as a single
unit . The DSM value to be used for evaluating a pavement or section of a
pavement is the mean or average DSM value . Occasionally , a few DSM values may
be much higher or lower than the other values for a pavement section . If
these values are for test points on either end of the section , the values may
be shifted to the adjacent section with a corresponding adjustment in the
pavement sections for evaluation . Also , there may be instances in which the
high or low values may be disregarded .
For a rigid pavement , the average deflection ratio is used as a representative
value to determine the radius of relative stiffness . Shifting or disregarding
high or low DSM values discussed previously also apply to high or low
deflection ratio values .
DEVELOPMENT OF EVALUATION PROCEDURES
The research and development of the evaluation methodology is documented in

Briefly , the evaluation methodology is based on
various references ( 2-9 ) .
correlations between the DSM values and the computed values of allowable
single wheel load ( ASWL ) determined on a number of existing airport pavements
representing a range of pavement types and conditions . The values of ASWL
were determined by U.S. Army Corps of Engineers pavement evaluation methods,
using in-place pavement strength measurements and laboratory testing of
samples taken from pavements .
The detailed procedures in this bulletin may be followed to evaluate pavements

and design overlays or the computer programs listed in Appendixes A and B may
be used to obtain the results of the evaluation and overlay design .
FLEXIBLE PAVEMENT EVALUATION
Figure 7 shows the results of the correlation of DSM and ASWL values for a
number of flexible pavements obtained by WES ( 9 ) . The DSM values in Figure 7
were adjusted to values at the common temperature of 70° F by using Figure
4 . Thus , in using Figure 7 , the average DSM value should be determined from
DSM values adjusted to 70 ° F. The correlation in Figure 7 is for 24,000
departures * ( 4633 coverages determined by using departure -to -coverage ratio of
5.18 ) of a single wheel load having a contact area of 254 square inches which
is the same contact area as an 18 -inch diameter loading plate . In addition ,
* FAA uses "departures , " and the military uses " passes " to denote the same
aircraft movements .
10
5000
:DATA
NOTE
ON
BASED
PASSES
24,000
,ARE
AND
HZ
15
OF
FREQUENCY
VIBRATOR
CONTACT
S
254
-I
.T
AREA
NQ
IRE
4000
NV4
3000 P13
BI PIA
STANDARD
ERROR
ESTIMATE
OF NVI
KIPS
+.)( 17.9
OW2
2000
DSM , KIPS / IN .
-ALLOWABLE
W
- HEEL
SINGLE
0LOAD
D SM
)(=.0437
11
N20 83
S8 WI
1000 OPI S9
N22 82
PS
312
S3 SI SI3
55
NIE osiol SSI
SI 7
$ NV3
$2 N23
20 40 60 80 100 120 140 160 180
ALLOWABLE
SINGLE
W HEEL
,KLOAD
- IPS
.
7
FIGURE VERSUS
F DSM
ALLOWABLE
SINGLE
W
-
REF
)FOR
.(9 HEEL
LOAD
FLEXIBLE
PAVEMENT
ROM
the 254 square- inch area is close to the tire contact areas of some commercial
jet aircraft currently in operation . Correlations were found for other
contact areas and coverages . Figure 8 shows the load factor , Fk versus
total aircraft coverages for various contact areas . Fk is 0.0437 for 254
square- inch contact area tire and 24,000 departures ; this value of Fk is
from the best fit curve shown in Figure 7 . Adjustments in Fk can be made as
noted for contact areas greater or less than those shown by the curves in
Figure 8 .
The effect of multiple wheel aircraft loads on the pavement is determined

through the relationship of ESWL and allowable aircraft gear loads . Figures
9a through 9e show the ESWL expressed in percentage as a function of pavement
depth . The thickness of the total pavement section above the subgrade is used
in Figures 9a through 9e to determine the percent ESWL .
12
0.15 I
CONTACT
NOTE
OR
AREAS
GREATER
THAN
INDICATED
I
,THOSE
:FNCREASE
FK
FOR
0.0002
BY
SQUARE
10
EACH
INCREASE
INCH
CONTACT
IN
.
AREA
AREAS
CONTACT
FOR
THAN
THOSE
LESS
INDICATED
D
, ECREASE
BY
FK
EACH
FOR
0.0002
SQUARE
10
DECREASE
INCH
CONTACT
AREA
.IN
0.10
,IN.2
AREA
CONTACT
285 OF
NUMBER
TOTAL
WHEELS
GEAR
MAIN
_12
200
200
0.05 ;
13
LOAD FACTOR , FK
200
0.02
100 1,000 10,000 100,000 1,000,000
COVERAGES
AIRCRAFT
TOTAL
.8
FIGURE AREAS
CONTACT
VARIOUS
FOR
COVERAGES
AIRCRAFT
TOTAL
VERSUS
FACTOR
LOAD
0
10 *-
*
BOEING
727 LOCKHEED
ELECTRA
20
-
5
30
LEGEND
TIRE TIRE
CURVE SPACING CONTACT
AREA
.
.
NO .
IN .SQ
IN
14
1 20 148
40
2 21 162
3 23 170
737
BOEING
WN
4 26 222
5 30 237 11
50
-
-7
B37 30 174
DEPTH BELOW PAVEMENT SURFACE , IN .

-727
B 34 238
ELECTRA 26 182
WHEELS
:T
NOTE
WERE
INWO
USED
60
THESE
CURVES
DEVELOPING
70 1 J
50 55 60 65 70 75 80 85 90 95 100
,PERCENT
ESWL
ON
LOAD
OF
ASSEMBLY
-W
DUAL
HEEL
FIGURE
9a
. PERCENT
ESWL
VERSUS
DEPTH
BELOW
PAVEMENT
SURFACE
-DUAL
WHEEL
ASSEMBLY
:
10
1,2,3
CONVAIR 880
20
.
4
PAVEMENT
SURFACE
BELOW
DEPTH
30 BOEING 707
,I N
BOEING 720
-
40
50
1
60
LEGEND
TIRE TIRE
70
CURVE SPACING CONTACT AREA
NO . IN . SQ IN
1 20X45 99
2 20X45 127
80 3 21X46 148
4 26X51 . 198
5 30X55 237
C-880 22X45 152
B-720 3AX49 188
90 B-707 34X56 218
NOTE : FOUR WHEELS WERE USED IN

DEVELOPING THESE CURVES.
100 11
30 40 50 -60 70 80 90 100
ESWL, PERCENT OF LOAD ON DUAL-TANDAM ASSEMBLY
FIGURE 9b . PERCENT ESWL VERSUS DEPTH

BELOW PAVEMENT. SURFACE - DUAL TANDEM
ASSEMBLY
15
100
90
7
7- 3
B 27
7-
B
DE
1
R
80
NCO
CO
7
7- 0
B
-
70
1- 0
DC
011
16
-1
60 L
50
-
40
ESWL, PERCENT OF LOAD ON CONTROLLING NUMBER OF WHEELS

30 1
0 10 20 30 40 50 60 70 80 90 100
하 DEPTH
BELOW
PAVEMENT
SURFACE
.,IN
FIGUR
.9c E PERCE
ESWL
VERSU
DEPTH
BELOW S
PAVEM ENT
SURFANT
CE
70
60
-9
DC
50
-8
DC
40
7- 47
B
17
30
20
ESWL , PERCENT OF LOAD ON CONTROLLING NUMBER OF WHEELS

10
100
80
90
70
60
50
40
30 SU
,I. N RFACENT
0 20 P
BA V
LE
EPT WE
OHM
10 DE SU RF AC ET
0 P A V
L E M
WEN
B
D E
E P OH
T
V WSLU S
EE
P SR
E R C ENT
9d
. GURE
FI
0
10
7B- 57 CO
NT
AC
20 AR T
EA
B 1=6
7- 67 CO SQ3
30 N.
.INTAC
AR T
EA
40 =
19
SQ9
-
I.. N
5
:0
8
-
60
11
18
-
70
1
80
DEPTH BELOW PAVEMENT SURFACE , IN .

U
90
100
-
2
U
110
30 40 50 60 70 80 90 100
-WERCENT
SINGLE
EQUIVALENT
,P
LOAD
ASSEMBLY
OFHEEL
FIGUR
9e
. E PERCE
ESWL
VERSU
DEPTH NT
BELOWS
PAVEM
SURFA ENT
CE
Table 1 shows some aircraft characteristics including the maximum gross
aircraft load , tire contact area , A , total number of main gear wheels , N.
>
number of controlling wheels , N. and departure- to-coverage ratio, which are

needed in pavement evaluation . The allowable gross aircraft .load , PG
Pc , for a
given number of coverages on flexible pavement is determined by :
F ( DSM) N
k m
G S ( %ESWL ) N
-100 -- ( 1 )
where :
PG = allowable gross aircraft load in kips ,
F.
k
= load factor from Figure 8 ,
DSM = average dynamic stiffness modulus determined from
=
NDT data in kips per inch ,

S factor for gross aircraft load carried by the main
gears ; 0.95 for all commercial transports , 0.90 for
single-wheel aircraft ,
%E SWL = percent equivalent single wheel load from
Figure 9a , 96 , 9c , 9d , or 9e ,
>
N
m
= number of main gear wheels from Table 1 , and
N = number of controlling wheels from Table 1 .

C
For a specified allowable gross aircraft load , equation ( 1 ) may be solved for
the factor Fk which may be used in Figure 88 to determine the number of total
coverages . Then , the departure - to - coverage ratio in Table 1 may be used to
determine the number of departures .
Flexible pavements which have been overlayed or rehabilitated may not be

considered as " conventional " pavements . Pavements with different layer
thicknesses and various types of material compositions are handled by the use
of equivalency factors that resulted from research and development efforts .
Table 2 shows the equivalency factors . Tables 3-2 and 3-3 in Advisory
Circular AC 150 / 5320-60 , " Airport Pavement Design and Evaluation " ( 10 ) provide
ranges of equivalency factors . These equivalency factor ranges are primarily
intended for design . On the other hand , the equivalency factors shown in
Table 2 are to be used for evaluation . An example illustrating the use of
equivalency factors is provided in the following paragraphs .
19
An existing pavement section is to be converted to an equivalent pavement
section made up of a 4- inch bituminous surface , 6- inch crushed stone base , and
a granular subbase course . In the conversion , appropriate equivalency factors
are selected from Table 2 , and the layers of the existing pavements are first
converted to total equivalent subbase thickness , T S as shown in the
tabulation below . Then , the TTs8 is converted to the total equivalent

pavement section , Te
T
t
for evaluation .
Example of Conversion to Total Equivalent Subbase
Equivalency Equivalent
Existing Pavement Factor Subbase
8 - inch bituminous 1.70 13.6

surface
10- in . cement 1.60 16.0
stabilized gravel
base
10- inch granular 1.00 10.0
subbase
Total Equivalent Subbase , T S = 39.6 inches
The total equivalent pavement thickness , T t, consists of the 4- inch

bituminous surface , 6- inch crushed stone base , and granular subbase course
whose thickness is determined . An equivalent subbase thickness for the 4- inch
bituminous surface and 6- inch crushed stone base is 15.2 inches ( 4x1.7 + 6x1.4
= 15.2 ) . Thus , the thickness of granular subbase course is 24.4 inches .
( TS - 15.2 = 24.4 inches ) Then It is 34.4 inches . ( 4- inch surface +
.
6- inch base + 24.4 inch subbase )
The total equivalent pavement thickness , T ,t is used in Figures 9a through ge

to obtain the percent ESWL which is one of the factors needed in equation ( 1 )
to obtain the allowable gross aircraft load .
20
RIGID PAVEMENT EVALUATION
Figure 10 shows the results of the correlation of DSM and ASWL values for 28
rigid pavements tested by WES . The ASWL values in Figure 10 are for a
254- square inch contact area and 24,000 departures of a single wheel
aircraft . To determine the allowable loadings for various multi- wheel
aircraft , relationships were developed between the loadings for these aircraft
and the single wheel aircraft . These relationships are based on the
equivalency of maximum flexural stresses in concrete slabs . The radius of
relative stiffness , l , which determines the wheel interaction is used to
relate the single wheel load to the multi -wheel loads through a load factor ,
F1L :' This factor is a ratio of the allowable gross aircraft load to the ASWL
with a 254 - square inch contact area . Figures lla through 1ld show the load
factor , FjL ', versus the radius of relative stiffness , l , for various aircraft .
>
As previously discussed , the radius of relative stiffness , l > of a rigid

pavement may be obtained through deflection basin measurements using
nondestructive testing . Figure 12 shows the ratio of deflections at 60 inches
to 18 inches from the center of the plate versus the l value of the pavement .
The average deflection ratio is used in Figure 12 to obtain the l value , and
Figures lla through 11d are used to obtain the load factor , F L '
Aircraft load levels and traffic distributions affect the number of stress
repetitions that pavements can sustain . The effects are considered by the use
of traffic factor , Tc , which is a function of aircraft gear geometry ,
lateral distribution of aircraft traffic , and traffic volume . Figures 13a
through 13d show the traffic factors for various commercial jet transports .
The allowable gross aircraft load , PG ,' for a specified number of aircraft
departures is determined by :
PG = 0.0189 ( DSM) ( FL) (I.) -- ( 2 )

Where :
PG allowable gross aircraft load in kips ,

DSM = average dynamic stiffness modulus from nondestructive
testing in kips per inch ,
F
L = load factor selected from Figure lla , 11b , llc or lld , and
>
T
с = traffic factor selected from Figure 13a , 136 , 13c , or 13d .
21
5000 bi4o
OH3
4500 ,
HZ
15
OF
DNOTE
: ATA
BASED
24,000
ON
PASSES
,ARE
VIBRATOR
FREQUENCY
TIRE
IN
SQ
254
.AND
‫مر‬
AREA
CONTACT
Data
points
,test
ntare
s
pavements
on
used
&
R
in
D
4000
/
N16
Oj7 7
OH11
OH1
3500 OHZ
113
dio
0117
3000 J1
OJA
ONIS 139
OH9
135
2500
N100 ONIS STANDARD
OF
ERROR
KIPS
1ESTIMATE
=2.3
22
1200
DSM , KIPS/ IN .
J3 122
2000
N9
0
N7 OJ5
SINGLE.WHEEL
ALLOWABLE
1500 ON =0.01896
LOAD
)(D SM
ON17
N11
1000
500
10 20 30 40 50 60 70 80 90 100 110
-WIPS
SINGLE
ALLOWABLE
,K
LOAD
HEEL
.
10
FIGURE VERSUS
DSM
ALLOWABLE
SINGLE
WHEEL
LOAD
RIGID
ON
PAVEMENT
F ROM
.(9)REF
4.0
3.8
3.6
3.4
23
3.2
-
B727-200
LOAD FACTOR , FL
3.0
B737-200
AND
-DC9-30
2.8
2.6 1
10 20 30 40 50 60 70 80 90 100 110
H &IN H
STIFFNESS
RELATIVE
OF
.RADIUS
.
lla
FIGURE STIFFNESS
RELATIVE
OF
RADIUS
VERSUS
FACTOR
LOAD
11
10
10 D
9
DC- 10- AN L- 10
C-
11
8-
63
F
,
CO
NC
OR
DE
,
AN
D
BO
24
EI
NG
LOAD FACTOR , F
70
4
20 30 40 50 60 70 80 90 100 110
STIFFNESS
RELATIVE
OF
RADIUS
IN
STIFFNESS
RELATIVE
OF
RADIUS
VERSUS
FACTOR
LOAD
.llb
FIGURE
14
13
12
11
DC - 10-
30
10
25
LOAD FACTOR , PL
9
6
50
0 100
20 30 40 60 70 80 90 110
STIFFNESS
RELATIVE
OF
RADIUS
..IN
.llc
FIGURE STIFFNESS
RELATIVE
OF
RADIUS
VERSUS
FACTOR
LOAD
241
22
20
18
16
B747F
26
LOAD FACTOR, FL
14
-
12
10
8 1
10 30 40 50 60 70 80 90 100 110
RAD IUS VE
ATIESS
20
OF
REL
STI
I., N FFN
FIGURE
lld
. LOAD
FACTOR
VERSUS
RADIUS
OF
RELATIVE
STIFFNESS
0.9
0.8
0.7
0.6
DEFLECTION
A60
A18
RATIO
0.5
,
0.4
0.3
0.2
0.1
0
10 20 30 40 50 60 70 80
RADIUS OF RELATIVE STIFFNESS , I
L'IGURI 12 . DEFLECTION RATIO VERSUS RADIUS OF RELATIVE

STIFFNESS
27
1.35
1.3 B
7- 27
-20
0
B-,
707
-32
1.2 ,D 0B
C
8- -
63
F
1.1
1.0
28
TRAFFIC FACTOR
0.9
0.8
0.7
0.65
100 1,000 10,000 100,000 1,000,000
DEPARTURES
AIRCRAFT
.
13a
FIGURE AIRCRAFT
VERSUS
FACTOR
TRAFFIC
DEPARTURES
1.35
1.3
DC
9- -
3
, 0
-7B
37
1.2 -2
00
,
B-7
47
F
D, C
1- 0
-1
1.1 , 0
-1L
01
1
CTOR
1.0
29
TRAFFIC FACTO
0.9
0.8
0.7
0.65
100 1,000 10,000 100,000 1,000,000
DEPARTURES
AIRCRAFT
.
13b
FIGURE AIRCRAFT
DEPARTURES
VERSUS
FACTOR
TRAFFIC
1.35 T
1.3
1.2
DC
-10
-30
1.1
1.0
30
TRAFFIC FACTOR
0.9
0.8
0.7
0.65
100 1,000 10,000 100,000 1,000,000
AIRCRAFT
DEPARTURES
FIGURE
13c
. FACTOR
VERSUS
AIRCRAFT
DEPARTURE
TRAFFIC S
1.3
1.2 CO
NC
OR
DE
1.1
1.0
31
TRAFFIC FACTOR
0.9
0.8
0.7
100 1,000 10,000 100,000 1,000,000

DEPARTURES
AIRCRAFT
.
13d
FIGURE TRAFFIC
FACTOR
AIRCRAFT
VERSUS
DEPARTURES
Note in equation ( 2 ) that the factor 0.0189 ( DSM ) is equal to the ASWL as
shown in Figure 10 . To determine the allowable number of departures for a
specified gross load , equation ( 2 ) is solved for the traffic factor , T с

.
Then TC is used in Figure 13a , 136 , 13c or 13d to determine the allowable
>
number of departures for the selected aircraft .
COMPOSITE ( BITUMINOUS OVERLAY OF RIDID PAVEMENT) PAVEMENT EVALUATION
A procedure for evaluating composite pavements was not specifically addressed

in the research and development effort . However , analyses of test data
obtained from pavement testing subsequent to the effort resulted in a
recommended procedure for composite pavements . In the procedure , a composite
pavement is converted to an equivalent thickness of PCC slab by :
1
( h + 0.40 ) -- ( 3 )
h
-글
11
where :
h = equivalent thickness of PCC in inches ,

F
- factor which controls the degree of cracking that may be
expected in existing PCC pavement ,
h = thickness of existing PCC slab in inches , and
t - thickness of AC overlay in inches .
The F factor which controls the degree of cracking in the existing rigid
pavement is a function of the subgrade strength and traffic level and will
control the final condition of the overlay and base pavement . · A rigid
pavement being loaded will tolerate a certain number of stresses and
deflections before cracking . A greater deflection and more cracking may be
permitted for a rigid pavement of lesser thickness but with a bituminous
overlay , since the bitumminous surface will not spall like concrete and can
conform to the greater deflection .
32
Figure 14 shows the F factor versus the modulus of subgrade reaction , k .
The k value needed in Figure 14 to determine the F factor may be obtained as
described in Advisory Circular AC 150/ 5320-60 , " Airport Pavement Design and
Evaluation " ( 10 ) . For pavements with subbases , Figure 15 shows the effect of
>
various thicknesses of crushed aggregate and sand and gravel subbases on k

values . Similarly , Figure 16 shows the effect of stabilized base thickness on
k values . After the subgrade k value is determined , the value is used in
Figure 15 or Figure 16 to determine the effective k value . The effective k
value is then used in Figure 14 to obtain the F factor used in equation ( 3 ) .
After the bituminous overlay and PCC slab are converted to an equivalent
thickness of PCC by equation 3 , the procedure given for evaluating a rigid
pavement is used to determine the allowable gross aircraft load . However , the
DSM versus ASWL relationship for composite pavements as shown in Figure 17 is
used rather than the corresponding relationship for rigid pavements as shown
in Figure 10. Thus , the allowable gross aircraft load on composite pavements
may be determined by :
P
G 0.0172 (DSM ) (FZ?
FL ( T. --- ( 4 )
The definitions of the terms in equation ( 4 ) are the same as those for
equation ( 2 ) . for a given aircraft and traffic level , the factor , TIcy' used
in equation ( 4 ) is the same as the corresponding value used in equation ( 2 ) ,
since the traffic factor is independent of the types of pavement . DSM values
are adjusted for temperature effects through the use of Figure 5 . For O
composite pavements , the radius of relative stiffness values to obtain values

of load factor , FxL ,' from Figure lla , 11b , llc , or ild are not determined
from deflection basin measurements . Rather , l is calculated by
4 3
l Eh
--- ( 5 )
2
12 ( 1 ) k
where :
2 = radius of relative stiffness in inches ,

E = modulus of elasticity of PCC , psi ( 4x106 psi is generally
>
used )
=
h : equivalent thickness of PCC layer from equation ( 3 ) ,
e
น = Poisson's ratio ( 0.2 is generally used ) , and

a
k = modulus of subgrade reaction in psi per inch as used
in determining F in equation ( 3 ) . .
33
MODULUS OF SUB GRADE REACTION
pci
100 200 300 400
1.0
25 00
15
00 0
0
60
00 D
30
0.9 00
EP
FACTOR
AR
AN
TU
NU
12
RE
F.
AL
00
0.8 S
0.7
0.6 +
[0 ] [ 25] [ 50 ] [ 75 ] [ 100 ]
[ MW/m3 ]
ms
FIGURE 14 . " F " FACTOR VERSUS MODULUS OF SUBGRADE REACTION

FOR DIFFERENT TRAFFIC LEVELS ( FROM REF . ( 10 ) )
34
( cm )
24
12 14 16 18 20 22 26 28 30 32 34
1 1
500
125
400
K : 300 ( 81 ) 100
300
K = 200 ( 54 ) 75
3/ILB
N
200
50
K : 100 ( 27 )
N
)/(M3
-
m
40
EFFECTIVE
SUBBASE
30
100 DE
SUBGRA K : 50 ( 14 )
TOP
20
ON
OF
K
15
50
3
7 8 9 10 12 13 14
THICKNESS OF SUBBASE , INCHES
WELL - GRADED CRUSHED AGGREGATE
( cm )
1 2 18 20 22 24 26 34
14 16 28 28 3052
500
125
400
100
K : 300 ( 81 )
300
K - 200 (54 ) 75
200
50
K : 100 ( 27 )
ILB
3/N
N
)/(M3
-
40
m
30
100
E
SUBGRAD K : 50 ( 14 ).
20
15
50
6 7 8 9 10 11 12 13 14
BANK - RUN SAND & GRAVEL ( PL < 6 )
FIGURE 15 . EFFECT OF SUBBASE ON MODULUS OF SUBGRADE

REACTION ( FROM REF . (10 ) )
35
( cm )
12 14 16 18 20 22 24 26 28 30
I. 1 1 1
500
120
400 K : 300 ( 81 )
100
K : 200 (54 )
SUBBASE
90
300
80
/ITOP
3LB
ONN
OF
70
K
K : 100 ( 27 )
60
200
50
(M3
)/m N
DE
G RA 40
SUB K : 50 ( 14 )
35
30
100
90 25
80
20
70
60
15
50
4 5 6 7 8 9 10 12
=
FIGURE 16 . EFFECT OF STABILIZED SUBBASE ON SUBGRADE

MODULUS ( FROM REF . ( 10 ) )
36
6000
:DATA
,NOTE
PASSES
24,000
ON
BASED
ARE
FREQUENCY
VIBRATOR
,
HZ
15
OF
TIRE
IN
SQ
254
.AND
AREA
CONTACT
5000
POINTS
ON
TEST
ARE
DATA
D
&
R
IN
USED
PAVEMENTS
9-10
4000 49-6 9-2
9
9-5
9-7A 4 -7 ALLOWABL
3000 4-41A SINGLE
W
- HEEL E
DLOAD.0172
)(0=SM
7
-
OB
5-
OB
94 -36
4-3
DSM , KIPS/ IN .
37
A
A
A
4 -6 8
-
OB
B
2000 1
-
B10 4-5
B B
8-9698-10
1
-B 20
B
-
6
4-2
1000 STANDARD
ERROR
OF
7.72
£
=
ESTIMATE
KIPS
10 20 30 40 50 60 70 80 90
ALLOWABLE
SINGLE
HEEL
-WIPS
,K
LOAD
.
17
FIGURE VERSUS
ALLOWABLE
DSM
SINGLE
WHEEL
COMPOSITE
LOAD
PAVEMENTS
FOR
F REF
.(9) ROM
For composite pavements in which the bituminous overlay thickness approaches
the thickness of the underlying PCC , two evaluation procedures should be
followed , and the most reasonable result should be selected . One procedure is
the evaluation of a composite pavement and the other is the evaluation of an
asphaltic concrete pavement . The reason for the need to follow the two
procedures is that although the overlayed pavement is a composite section , it
may behave more like a flexible pavement rather than a rigid pavement as the
thickness of the bituminous overlay increases .
For a flexible pavement with a concrete overlay , the section should be treated
as a rigid pavement and evaluated accordingly .
PAVEMENT OVERLAY PROCEDURES
If the results of the evaluation show that an existing pavement is

understrength , the option to strengthen with an overlay may be investigated .
The overlay procedures specified herein use the correlations resulting from
the development of evaluation procedures and relationships in the design
procedures . Consequently , the overlay thickness requirements are based on the
NDT results and pavement design curves . Basically , the allowable gross load
for a single wheel aircraft is established for the existing pavement from the
evaluation criteria . The allowable load is used in design curves to obtain
the California Bearing Ratio ( CBR ) of the subgrade for a flexible pavement and
flexural strength of concrete for a rigid pavement . Then the design curve for
any selected design aircraft may be used to obtain the required pavement
thickness .
A research and development effort is currently in progress to improve the

overlay design procedures and criteria . When the results of the effort become
available , the entire section on the overlay procedures in this bulletin will
be reviewed and revised , if necessary .
There are some minimum thickness requirements associated with structural

overlays ( 10 ) . The minimum allowable thickness for concrete overlays is 5
inches when placed on a flexible pavement , leveling course , or directly on a
rigid pavement . For a concrete overlay bonded to an existing rigid pavement ,
the minimum thickness is 3 inches . Bituminous overlays to increase strength
should also have a minimum thickness of 3 inches . The minimum overlay
thickness requirements should be followed in providing structural strength to
existing pavements .
In some cases overlays are constructed to correct nonstructural problems such

as restoration of transverse slope for adequate drainage , improvement of the
longitudinal profile of a runway to minimize roughness , and elimination of
reflective cracking in the overlay . Thickness calculations based on strength
requirements are generally not required in these situations . A transverse
slope of one to 1-1 / 2 percent is needed for adequate runoff of rainwater .
Information on improving runway roughness are found in FAA Report No.
FAA - RD - 75-110 , ( II ) " Methodology for Determining , Isolating , and Correcting
Runway Roughness" ( 11 ) . Criteria to overcome the problem of reflective
cracking have not been completely satisfactory . A set of criteria which was
found to be successful in one case may not be satisfactory for another .
Consequently , any proposed method for preventing reflective cracking should be
considered on a case-by- case basis .
38
BITUMINOUS OVERLAY ON EXISTING FLEXIBLE PAVEMENT
For a bituminous overlay on an existing flexible pavement or on a composite

pavement that is considered to behave as a flexible pavement , the allowable
PG, is determined for a single wheel aircraft with 24,000
gross load , Pg >
departures . From equation ( 1 )
F k ( DSM) N
=
PG 100
s ( % ESWL ) N
с
0.0437 ( DSM ) 2
100
0.9 ( 100 )
=
0.097 (DSM )
Using the PG for 24,000 departures and total equivalent pavement thickness ,
T previously determined for the evaluation of the existing flexible
t'
pavement , the effective subgrade CBR is obtained from Figure 18 which shows a
relationship of four factors for pavement design ( CBR , gross weight , annual
departures and thickness ) for a single wheel aircraft . Figures 19 through 26
show similar relationships for other types of civil aircraft . The effective
subgrade CBR obtained from Figure 18 is used with the design load and number
of departures in the appropriate figure for the design aircraft to determine
the required total pavement thickness , Tr Then , the required thickness of
bituminous overlay , t , in inches , is determined by
T T
r
t t -( 6)
1.7
The constant 1.7 in equation ( 6 ) is the equivalency factor for bituminous

concrete shown in Table 2 .
39
F 10 F 9 F 8 F 7 F 6F 5 F 4 F 3 F 2 F 1 Fa
CBR
01
3 5 6 7 8 9 10 15 20 25 30 40 50
NOTE : CURVES BASED ON 20-YEAR

PAVEMENT LIFE
THICKNESS - BITUMINOUS
SURFACES
4- IN . CRITICAL AREAS
AI
GR RC 3- IN . NONCRITICAL AREAS
OS AF R
WE S T
Hi IG
tr H L
150 ittiT , B
I ,
000
10
0,
00
0
75
,0
60 00
,0
00
45
,0
00
30
,0
00
R ES
A
L
RTU
U A
N
A
N
D EP
1,200
3,000
6,000
15,000
.
25,000
3 4 5 6 7 8 9 10 15 20 30 40 50
THICKNESS, IN .
FIGURE 18 . FLEXIBLE PAVEMENT DESIGN CURVES FOR CRITICAL

AREAS , SINGLE WHEEL GEAR
40
CBR
3 5 6 7 8 9 10 15 20 30 40
NOTE : CURVES BASED ON 20 - YEAR
%
PAVEMENT LIFE
SURFACES
4 - N . CRITICAL AREAS
3_N . NON CRITICAL AREAS
AI
GR RC
OS RA
WE S FT
IG
HT LB
20 ,
0,
00
0
150
,00
10 0
0,
00
0
75,
000
50,
000
1 in . =
2.54 cm
1 lb. = 0.454 kg 1 ES
L T UR
A R
NU PA
AN DE
F1200
3000
6000
15.000
25,000
3 4 5 6 7 8 9 10 15 20 30 40 50
05 7 9
THICKNESS, IN .
FIGURE 19 . FLEXIBLE PAVEMENT DESIGN CURVES FOR CRITICAL AREAS ,

DUAL WHEEL GEAR ( FROM REF . ( 10 ) )
41
CBR
3 4 5 6 7 8 9 10 15 20 30 40 50

PAVEMENT LIFE
O
SURFACES
4 - N . CRITICAL AREAS
3 + N . NON CRITICAL AREAS
AI
GR RC
OS RA
S FT
WE
IG
X H L
40XX T , B
0,
00
30 0
0,
82 0 00
00
,0
00
150
,00
0
100
,00
0
1 in . = 2.54 cm
R E S
1 lb. = 0.454 kg
U A L AR TU
ANN DEP
1200
3000
6000 :
M
15,0001
25,000
3 4 5 6 7 8 9 10 15 20 30 40 50
0 579
THICKNESS , IN .

DUAL TANDEM GEAR ( FROM REF . ( 10 )
42
CBR
15
3 5 6 7 6 9 10 20 25 30 30

PAVEMENT LIFE
CONTACT AREA = 245 SQ IN .
DUAL SPACING = 44 IN .
TANDEM SPACING = 58 IN .
THICKNESS – BITUMINOUS
-
AI SURFACES
GR RC
OS RA 5- IN . CRITICAL AREAS
WE S FT 4-IN . NONCRITICAL AREAS
IG
85 HT LB
0
,
,0
80 00
0,
7 00
6000,0 0
0, 00
00
50 0
0,
00
0
40
0,
00
0
30
0,
00
0
RES
1 in . 2.54 cm
L R TU
1 lb. 0.454 kg
N UA PA
A N D E
1200
TA
3000
-6000
E15,000
25.000
3
10 1076
7 6 9 10 15 20 30
N 40 30
THICKNESS , IN .
FIGURE 21 . FLEXIBLE PAVEMENT DESIGN CURVES FOR CRITICAL AREAS

B- 747-100 , SR , 200B , C , F ( FROM REF , ( 10 ) )
>
43
CBR
3 5 6 7 8o lo 15 20 25 30 40 50
NOTE : CURVES ARE BASED ON A 20 -YEAR

PAVEMENT LIFE .
CONTACT AREA - 210 SQ IN .
DUAL SPACING = 43.25 IN .
TANDEM SPACING 54 IN .
SURFACES
AI 5-IN . CRITICAL AREAS
RC
GR RA ES
4-IN . NONCRITICAL AREAS
R
WOESS FT L U
IG
UA RT
HT LB
, N PA
7 00 AN DE
,0 E1200
6$ 0 00
0,
50XXX 000 $ 3000
0, XX
00 X
0 6000
400
, # 15,000
83 $ 000
00
,0 25,000
00
In
1 in . =
2.54 cm
1 lb. = 0.454 kg
=
3 5 6 7 8 9 10 15 20 30 40 30
10 1076
THICKNESS , IN .
FIGURE 22 . FLEXIBLE PAVEMENT DESIGN CURVES FOR CRITICAL

CRITICAL AREAS , B - 747 -SP ( FROM REF , ( 10 ) ).
>
44
CBR
3 5 6 7 8 9 10 15 20 25 30 40 30
NOTE : CURVES BASED ON 20 -YEAR

PAVEMENT LIFE
CONTACT AREA - 294 SQ IN .
-
SURFACES
AI
RC 5- IN . CRITICAL AREAS
GR RA
OS FT 4- IN . NONCRITICAL AREAS
WE S
X IGH
L
X
45 XXT , B
0,
W 00
4 e000
,0
30 00
0,
00
€ 03
20
0,
00
0
R ES
1 in . = 2.54 cm
L R TU
1 lb. z 0.454 kg
N UA PA
A N D E
200
3000
6000
15,000
25,000
3 5 6 7 8 9 10 13 20 30 40 50
10 1076
THICKNESS , IN .

DC 10-10 , 10CT ( FROM REF . ( 10 )
45
CBR
3 5 6 7 8 9 10 15 20 25 30 40 30
NOTE : CURVES BASED ON 20- YEAR

PAVEMENT LIFE
CONTACT AREA - - 331 SQ IN .
Net
CENTER-LINE GEAR SPACING = 37.5 IN .
AI THICKNESS - BITUMINOUS
GR RC SURFACES
OS RA
FT 5-IN . CRITICAL AREAS
WE S 4-IN . NONCRITICAL AREAS
IG
HT LB
60 ,
0,
00
50 0
0,
00
0
40
0,
00
$ 0
30
0,
00
20
0,
00
0
2
0
$
1 in . = 2.54 cm
1 lb. R ES
0.454 kg
AL TU
U P AR
A NN DE
V
1200
3000
6000
15,000
IN
25,000
2
5
6 7 8 9 10 15 20 30 40 50
101076
THICKNESS , IN .

DC - 10-30 , 30CF , 40 , 40CF ( FROM REF . ( 10 ) )
46
CBR
3
3 5 6 7 8 O 10 IS 20 25 30 40 30
NOTE : CURVES BASED ON 20-YEAR

PAVEMENT LIFE
50 X 20 TIRES
HTTUTH
LE
AI SURFACES
GR RC
O RA 5- IN . CRITICAL AREAS
S
WE S FT 4- IN . NONCRITICAL AREAS
IG
HT LB
4 ,
50
,0
W 0
400 w 0
,00w
0
30
0,
00
$ 0
200
,00
$ 0
E S
1 in . =
2.54 cm UR
A L
A RT
NU
1 lb. = 0.454 kg
EP
AN D
1200
3000
HI
6000
75,000
25,000
3 5 6 7 8 9 10 15 20 30 40 50
101076
THICKNESS , IN .

L - 1011 , 100 ( FROM REF . ( 10 ) )
47
CBR
3 5 6 7 8 9 10 15 20 25 30 40 30

PAVEMENT LIFE
DUAL SPACING - 52 IN .
TANDEM SPACING – 70 IN .
AI SURFACES
GR RC 5- IN . CRITICAL AREAS
OS RA
WE S FT 4- IN . NONCRITICAL AREAS
Х IGH L
Х
50 ХХ T, B
0, Х
00
40 0
0,
00
300
0
,00
$ 0
20
0,
00
0
1 in . = 2.54 cm
1 lb. = 0.454 kg R ES
AL TU
NU
PAR
AN DE
1200
3000
DIE
100
E15.000
25,000
3 5 7 9 10 15 20 30 40 50
10 1076
THICKNESS , IN .

L - 1011-100 , 200 ( FROM REF . ( 10 ) )
48
CONCRETE OVERLAY ON EXISTING FLEXIBLE PAVEMENT
Revisions to existing procedures for determining the concrete overlay

thickness on an existing flexible pavement based on NDT were not developed in
the latest R& D effort . the effort , one of the problems encountered was
that a good relationship could not be established between the DSM values from
NDT and k values of existing flexible pavements . The procedures based on the
existing method in Advisory Circular AC 150/ 5320-60 , " Airport Pavement Design
and Evaluation" ( 10 ) may be used . A k value is needed to consider an existing
flexible pavement as a foundation for the overlay slab . Plate bearing tests
may be conducted on the existing flexible pavement to obtain the k value . The
bitumminous layer of existing flexible pavement may be converted to an
equivalent thickness of subbase ( crushed aggregate , sand and gravel , or
stabilized subbase ) using the equivalency factors in Table 2 . Then the
equivalent subbase thickness may be added to the thickness of existing
subbase , and the k value may be selected from Figure 15 or 16 . Whatever the
source , the maximum k value to be used should not exceed 500 psi per inch
The design of the concrete overlays on existing flexible pavements may
( 10 ) .
then be based on the design curves shown in Figures 27 through 35 .
BITUMI NOUS OVERLAYS ON EXISTING RIGID AND COMPOSITE PAVEMENTS
To determine the overlay requirements for rigid and composite pavements , the
total thickness of concrete required to support the design load and number of
departures are needed . P
The PG for 24,000 departures of the single wheel
aircraft as determined by equation ( 2 ) or ( 4 ) , thickness of an existing rigid
pavement or equivalent thickness of a composite pavement , and subgrade modulus
k , are needed .
The load factor , Fl ' in equation ( 2 ) or (4 ) for the
single-wheel aircraft is 2.0 /0.9 , and the traffic factor , Tc' is 1 . The
thickness of the existing pavement , or equivalent thickness of the composite

pavement and k value should be available from the pavement evaluation effort .
For the existing rigid pavement , the k value must be determined or estimated ,
since the radius of relative stiffness was determined from deflection ratio of
the basin from NDT without involving k . The k value may be determined by
h 3
(24.4 ) 46
)
7
(
k 7
4
where k = modulus of subgrade reaction in psi per inch ,

h = thickness of existing PCC in inches , and
l
= radius of relative stiffness obtained from Figure 12 using
the average deflection ratio from NDT .
49
DEPARTU
ANNUAL RES
1,200 3,000 15,000
6,000
25,000
900 14
16
00
15
000
,0
,
14 16
0
13
10
150
15
14
S
15
-100
13
K = 50 PCI
LB
200
800 12 14
300
00
13
00
500
14
,
0
75
0 412
0,
00
6
, 13
11
45 12 13
11
00 12
700 ,0 10 -11 12
30
10
11
50
410 11
9
9 +10
SLAB THICKNESS, IN .
410
600 19
8
9
8 9
CONCRETE FLEXURAL STRENGTH , PSI

-
8
7
7 18
8
7
500 0178E
6 7
:1IN
.NOTE
=
2.54
cm -
MN
0/m 2
.0069
=1PSI
1LB
-
MN
/m
=0P0.454
1 CI
kg 3
.272
.27 E ,
CURVES
DESIGN
PAVEMENT
RIGID GEAR
WHEEL
SINGLE
FIGUR
*
DEPARTURES
ANNUAL
5000
3000
25,000
15,000
1200
900 -27
+26
22
-26
25
21 -23
22 +24 -25
850
lbs
+20 -24
00
21 22 23
,0
0
20
F19 23
21
20 F22
>
00
800
0
+22
-20
0,
F18 -19 21
15
21
-17 -18 20
19
0
00 20
750 ,
00 F18 19
1 6
1-17
19
E17 F18
00 F15 16 18
,0
75 F16 F17
700 15 -17
-14
1F1
-5 6
F16
13 F14
SLAB THICKNESS , in
IS
00 F15
,0 -14 F15
650 50 F13
FLEXURAL STRENGTH , psi

-12 14
13 -14
-12
-13
EID 12 F13
FUL F1
2
600 FIO -12
F10
F10 FIL
9 10 11
, 9 E10
GEAR
WHEEL
DUAL 9 -10
550 8
9
579
E0 8 9
8
8
7
500
:
NOTE
02MN
ipsi
2m/=cm.0069
.54
Iinch
3MN
1pci
0/m-kg .454
=Ilb.272
,DUAL
CURVES
DESIGN
PAVEMENT
RIGID
28.
FIGURE
GEAR
WHEEL
F0ROM
.(1
)REF
DEPARTURES
ANNUAL
1200 3000 6000
15000
25000
900 +26 -27
-22
2 3
-24 26
25
l
21
0
22
23 -24 +25
850
,00 bs
+20
001
K : 50 pci
+24
0
21 22
400
+23
200
00
300
,
500
F19 21 23
00
F20 22
3
800 +22
000
F18 21
20
19
0,
1-21
20
0 F19 -20
F17 -18
00 20
750
0,
15 19
18
F16 -17
19
F18
FIT
00 F16
FI5 +18
0,0
10 F17
-16
700 F15 FIT
E14
F16
15
FT4 F16
F13 15
14
-13 F15
650
-12 F14
52
F13
SLAB THICKNESS , in .
-14
-12
F13
FLEXURAL STRENGTH , PSI

-11 F12 F13
-11 F12
600 FIO II F12
FIO -11
9 HO FIL
-10
550
.
GEAR
TANDEM
DUAL FIO
9
8
E
0478 8 9
9
8
7
8
8
500
:
NOTE
m
0 MN
Ipsi2
.0069
/ .54
linch
=2cm
: :
kg
=01pci
MN
Ib .272
/m3 .454
.
29
FIGURE ,DUAL
CURVES
DESIGN
PAVEMENT
RIGID
GEAR
TANDEM
.(1F0ROM
)REF
DEPARTURES
ANNUAL
1200 3000
6000
15000
25000
900
26
-22
24
23 26
-25
21
00
23
-22 +25
,0 00
24
-
0
850
0 0
100
K : 50 pci
20 24
00
22
-8 850, lbs
+21
.
23
200
300
00
0
500
7
23
00
-19 21
+20 22
,
00
800 22
-6
0
21
20
-18F19
00
,
+21
00
17 20
-18F19
-5
F20
750 0 00
-18 19
0, F16 F17
40 F19
-17F18
F15 -16 F18
0
00 -16 E17
700 0, -15 E17
30 -14
F16
15
부
14 F16
-13 -15
+14
F15
650 F13
F12
53
-14
F13 14
F12
F13
SLAB THICKNESS , in
-11
FLEXURAL STRENGTH ,psi

F12 3
FI
00
7SB,FC2R47-100 -11 F12
600
FIL F12
CONTA
2AREA
: 45sq.iCTn F10 F10 II
DUAL'S
in1
=44 PACING 9 E10 FIL
=53in
SPACING
TANDEM FIO
9 FIO
550 9
8
E
0378 9
9
-
8
8
7 8
8
500
NOTE
:
/m
MN
0
2 2
.0069
.54
:cm
Ipsi
linch
MN
p0/m-1kg 3.454
Ib=ci.272
.
30
FIGURE -7R
B
CURVES
DESIGN
PAVEMENT
RIGID
,S 47-100
1
200B
.(10
,C
F )REF
ROM
DEPARTURES
ANNUAL
1200 600
250
150
30000
000
900
26
-22
24
23 -26
-25
-21
|
22
23 25
bs
24
0l
850
0
20 E24
0 ,0
22
2
- 1 23
70
-K : 50 pci
100
19 23
200
21 +22
00
+20
300
0 ,0
500
800 22
60
F18 20
19 21
21
F19
20
00
17 F18
.0
0
+20
50
750 -18 -19
7
+16
0 E19
,00 17 F18
400 E15 F16 -18
F16 F17
700 F15 17
F14
0 15 F16
00 E14 911
0. F13
30 -15
FLEXURAL STRENGTH ,psi

F13 15
650
F12 F14
13
4
-I
H12
54
SLAB THICKNESS , in.
-13
FIL F12 F13
SP
B747 EID -12
600 FIO F12
-11
CONTACT
:2AREA
in
sg 10
F10 11
SPACING
DUAL
:43.25
in HO 11
TANDEM
SPACING
in
=54 9 F10
E10
550 8 9
9
8 9
E
0278 8
8
7
8
8
500
:
NOTE
21inch
:0
Ipsi
/m2cm
MN
.54
.0069
3
MN
0.272
1pci
:0Ilm
kg3
/b.454
FIGURE
.
31 ,B70.
CURVES
DESIGN
PAVEMENT
.(1F-SRIGID
)REF
P47
ROM
DEPARTURES
ANNUAL
3000
6000
15,000
25000
1200
900 !
Tee
VITAL 27
-26
22
2
E3 -24 26
+25
lbs.
21
23
22 25
850 24
000
100
.
300
200
500
21 F22 -24
K : 50 pci
-20 23
450
00
,0
+21 23
0
20 22
40
-19
800 -22
20 -21
F19
18
19 20
8
FI
,00 17 20
750 300 18 F19
1
-7
19
F16
17 -18
F16
1
-5
6
F17
00 16
700 0 -15
0,
20 1 15 16
-
6
13 15
14
650 FI3
14
55
F12 13
1
-12
SLAB THICKNESS , in . 4
-13
FI2 13

10
,'CF
-10
10
DC 12
600
CONTACT
AREA
:294
sq.in. 12
10
in
:5 4
SPACING
DUAL F10 -11
·10 11
in
.:6 4
SPACING
TANDEN
-10
10
1
550
8
9
9
E
0278
8
8
7
500
:
NOTE
linc
2
: .54h
cm 0MN 2.0069
/m=Ipsi
0
Tlb
:kg.454 /m
0MN 3
.272
:Ipci
.
32
FIGURE D0CF
CURVES
DESIGN
PAVEMENT
RIGID
,1
10-10
C F
.( ROM )(10
REF
DEPARTURES
ANNUAL
3000
1200
6000
25,000
15,000
900
x les 126 +27
-22
s
-24 -
| 26
-25
0lb
+21
00
23
22 25
850 +24
K : 50 pci
00,
0
6
20 22 +24
00
-1
2 F23
,
00
+23
5
E19 -21
-20 22
0
800
F22
00
+
,
-18 -19
+2210
00
-21
4
F17 F19 20
18
0
+20
00
750
,
18 F19
-17
00
F16 E19
73
F17 H18
E15 F16 F18
700 -16F17
15 4
F1 F17
STRENGTH , psi
-15 F16
00 14
,0 1-3
0 FT5
20 FI4
650 -13
12 F14
-13
56
F14
-12
FLEXURAL
FIL F13
12 F13
600 11 F12
-140
-,4DC
CF
0-30,30
0CF FIO -11 F12
CONTACT
AREA
sq.in.
=331 F10 11
F10 -11
=54
SPACING
.DUAL
in 9
9 FIO
550 SPACING
in
4
=6
.TANDEM FIO
8 9
1
=37.5
SPACING
GEAR
CENTER
.in 9
-
8 9
E
78
04
1
8
7
8
8
500 7
:
NOTE
2.00069
.54
2Iinch
=0
Ipsi
cm
/m
MN
.
/m
0MN
pci
kg 3.454
:1lb.272
.
33
FIGURE DESIGN
PAVEMENT
4CURVES
3DRIGID
,10-300CF
C
.(1F0ROM
)REF
ANNUAL
DEPARTURES
6000
15000
1200
3000
25000
900
-26
+22
24
-23 -26
F25
21
23
22 +25
ins
24
100
850
K : 50 pci
00
200
20 22 +24
300
0,
500
E21 --23
45
s
F19 +23
+21
lo
20 22
Za
800 22
F18 421
420
419
00
21
,0
19 -20
0
FITF18
30
-20
750 -19
-18
F16 F17
-19
E17 F18
F15 F16
0
8
0 -1-7
700 0 ,0 F16
20 15
F14
STRENGTH , psi
-15F16
F14
6
E13
F14 F15
57
F15
650 F13
F12 F14
-13 E14
F12
FLEXURAL
F13
Il F12 13
- ,100
1LIOII FIL F12
600 sq.in.
REA T
:2| 85
ACONTAC F10 -11 -12
1 in.-52 G
SPACIN FIO FIL
DUAL 11
0 9 FIO
in.=70 MG
SPACIN
TANDE
9 -10
550 T 0
X2IRES
:50 FIO
8 9
9
8 9
8
E
0378 7
8
7
7
8
500
:
NOTE
2.54
:0linch
ipsi
/m2cm
MN.0069
1pci MN
/m3:0kg
Ilb .272
.454
.34
FIGURE REF
(F
1 00
ROM )(10
011-1
DESIGN
,CURVES
PAVEMENT
L-RIGID
DEPARTURES
ANNUAL
3000
6000
15000
25000
1200
900 +26 -27
22
-23
24
25
- 26
21
l
23 25
0
22 24
850
,00 bs
-20
K : 50pci
-21 -22 24
500
-23
0
00
E19 23
,
20 21 +22
00
4
800 -22
+18 21
20
19
0
-21
,00
20
F17 -18F19
00
3
+20
750 F18 F19
17
F16
19
*
18
17
0 00 F1s
5
0, F1 -18
20 17
F 16
700
F
1I45
F15 F16
14
EI3 -1-5
F14
F13 -15
650 E12 -14
F13
58
-12
EI3
SLAB THICKNESS , in
FUL 12 E13
FUL E12
600 TL1011-100,200 FIO 11 12
CONTACT
AREA
:337
sq.in. F10 II
1 SPACING
-52
inDUAL 9 +10
1 1 = 'S
TANDEM
.:7
in0 PACING 9 FIO
-10
550 8 9
E
0378 9
9
8
8
7
7
7
7
500
:
NOTE
8
/m
0MN
Ipsi
cm 2
.0069
:linch
=2.54
:
/m
0MN
1pci
=kg
Ilb 3
.272
.454
.
35
FIGURE )REF
.(1F ROM
L-000
,2 011-100
CURVES
DESIGN
PAVEMENT
RIGID
Equation ( 7 ) is equation ( 5 ) solved for k , where the modulus of elasticity , E ,
is 4 x 106 psi , and Poisson's ratio is 0.2 .
Using the PG for 24,000 departures of the single wheel aircraft , thickness
and k value , the flexural strength of the existing rigid pavement is
determined from Figure 27 . The flexural strength and k value are used in the
appropriate figure from Figures 28 through 35 to obtain the design concrete
thickness , hgd , for the selected design aircraft other than single wheel
aircraft and number of departures .
Conversion of the design concrete thickness , hds to required bituminous

overlay thickness , t , is accomplished by
t = 2.5 ( Fhd - cChh

h) -- ( 8 )
=
where : t bituminous overlay thickness in inches ,
F factor which controls the degree of cracking
that occurs in the existing pavement ,
ha
d
design thickness of concrete in inches,
сь condition factor for base pavement ranging from

1.0 to 0.75 , and
h = thickness of existing rigid pavement in inches .
For a composite pavement , the equivalent concrete slab thickness , he should

be used in place of h .
The F factor used in equation ( 8 ) is the same F factor used in equation ( 3 )

and may be determined from Figure 14 . A brief explanation of the functions of
the F factor was previously given .
59
The condition factor , Cp , assesses the structural integrity of the existing
rigid pavement . Determination of a Cp value should be made during a
C
condition survey and is based on judgment . A Cb value of 1.0 is for
existing slabs containing nominal initial cracking , and 0.75 is for existing
slabs containing multiple cracking . The minimum and maximum values of Cpb
.
are 0.75 and 1.00 . A single Cb value is assigned for an entire pavement
section that is under consideration , and the Cp value should not be varied
within the section considered . Cp values of 1.0 and 0.75 , are illustrated
in Figure 36 and Figure 37 , respectively .
CONCRETE OVERLAYS ON EXISTING RIGID AND COMPOSITE PAVEMENTS
The design of concrete overlays on existing rigid and composite pavements is

also based on the total thickness or design thickness of concrete required to
support the design load and number of departures . Figures 28 through 35 are
used to determine the design thicknesses . In addition to the thickness , an
assessment of the structural integrity of the existing rigid pavement is
needed .
The assessment is made by a condition factor , Cr , which should be
selected during a condition survey . . Engineering judgement is used in
selecting a value of Cr , consequently ,, the values may vary with the persons
making the selections . To provide as much uniformity as possible , the
following values of condition factor are defined :
=
Cr 1.0 is for existing rigid pavements in good condition
with only some minor cracking ;
Cr 0.75 is for existing rigid pavements with corner cracks
caused by wheel loadings , but without progressive cracking
or joint faulting ; and
=
CE 0.35 is for existing rigid pavements in poor structural

condition showing badly cracked slabs and faulted joints .
60
64
SENAL
IT
MONCL
61
So44-19
FIGURE
EXAMPLE
FOF
"AC36.
1.0
BITUMINOU
FOR
OVERLAY
ACTOR S
DESIGN
F)(1REF
. 0ROM
62
.69
OCT
23
DATE
YWNOL
71
7.
PV'M
RIGID
IRAF
37
.PATTERNS
ITEM
1
S044-797
FIGURE
.
37 A OVERLAY
DESIGN
BITUMINOU
0.75
F ACTOR
"CFOR
A
EXAMPLE
OF S
REF
1(F
.) 0ROM
The definitions of the three Cr values are used to indicate the structural
integrity of pavements rather than to establish the availability of the three
specific values . However , the minimum and maximum values of 0.35 and 1.0 ,
respectively , should be followed . . A condition for a given pavement may
justify using a value other than the minimum and maximum values . Cp
С values
of 0.85 , 0.5 and 0.35 are illustrated in Figure 38 , Figure 39 , and Figure 40 ,
respectively ,
Three different types of concrete overlays on existing rigid pavements are

generally used : ( 1 ) concrete overlay without a leveling course , ( 2 ) concrete
overlay with a leveling course , and ( 3 ) bonded concrete overlay . Procedures
for designing each overlay type are provided in the subsequent paragraphs .
Concrete Overlay Without Leveling Course . The thickness of a concrete overlay

constructed directly over the existing rigid pavement is computed by :
3
h 1.4 1.4
CC. ( hh)
1.4 -- ( 9 )
( hy) r
=
where : h
required thickness of concrete overlay in inches ,
C
h
design thickness of concrete in inches ,

11
‫ܝܘ‬
Gr =
condition factor , and
h thickness of existing rigid pavement in inches .
Past experience indicates that concrete overlays on existing rigid pavements

in a poor stuctural condition are likely to result in reflection cracking .
Therefore , this type of overlay is recommended for existing rigid pavements
with a Cr value of 0.75 or higher .
Concrete Overlay With Leveling Course . An existing rigid pavement with a

leveling course of bituminous concrete or an existing composite pavement
overlaid with concrete behaves differently than an existing rigid pavement
overlaid without a leveling course . In general , the separation causes the
63
by
43
MWIGE
1Rok
64
SEAL
37
EATENS
1,- 9 gh
Sin
FIGURE
.
38 EXAMPLE
OF
FACTOR
C,"ArONDITION 0.85
U
,OF
SED
FOR
CONCRETE
OVERLAY
DESIGN
PURPOSES
F
REF
. ROM
)(1 0
65
So44-190
FIGURE
.
39 ArFSED
OF
CEXAMPLE
,U"OFACTOR
0.5
CONCRETE
FOR
ONDITION
DESIGN
PURPOSE
F0ROM
.(1OVERLAY
)REF
66
.6 9
OCT
23
DATE
MWHGL
TT
.
PV'MT
RIGID
P ATTERNS
TRAF
.37
/
ITEM
S044-197in
40.
FIGURE " OVERL
CONCR
FOR
U0.35
FACTO AY
F RETE
LEION
MONDIT
,O"OF
ASED
CEXAMP
N
SES r
DESIG
R(PURPO
0
).1EF
overlay and existing rigid pavement slabs to act more independently than slabs
which are in contact . Under the conditions of the separation , the thickness
of the overlay is given by :
2 2
h
hc
=
nå - CC (h) ?
d
( 10 )
The definition of of the terms in equation ( 10 ) are the same as those for
equation ( 9 ) .
The leveling course must be constructed with a highly stable bituminous

concrete . A granular layer is not permitted by FAA , since the section would
then constitute a " sandwich " construction which may be subject to "pumping "
during wet weather ( see reference ( 10 ) .
The selection of a C value is more difficult for an existing composite

pavement than for an existing rigid pavement . However , an estimate of the
structural integrity of the PCC condition should be made based on the apparent
condition of the bituminous surface of the composite pavement . Logically , the
structural integrity of the PCC condition is likely to be lower than the
apparent condition of the bituminous surface . The C,r values ranging from
0.35 to 1,0 should be observed when estimating a value .
Bonded Concrete Overlay . A concrete overlay is bonded to an existing rigid

pavement in some cases . The bond permits the overlay and existing rigid
pavement to behave as a monolithic slab . Thus , it is important to obtain a
good bond between the two layers . The required thickness of the bonded
overlay is determined by taking the difference between the design thickness of
concrete and thickness of the existing rigid pavement .
h
= ha - h ( 11 )
67
The definitions of the terms in equation ( 11 ) are the same as those for
equation ( 9 ) .
A bonded overlay should be used only on an existing rigid pavement that is in

good condition , since defects are more likely to reflect through the bonded
overlay than through other two types of concrete overlay . The value of C r
for the existing pavement should be 1.0 and no lower than 0.75 . An adequate
bond must be obtained for the overlaid pavement to function as designed .
Therefore , to insure adequate bond , surface preparation procedures for
thorough cleaning and precise construction techniques must be skillfully
applied .
PAVEMENT REHABILITATION ALTERNATIVES AND LIFE CYCLE COST
Bituminous and concrete overlays may be applied on existing flexible , rigid

and composite pavements as described in the previous paragraphs . For each of
the existing pavements , thickness requirements for both materials should be
determined . These overlays constitute part of the rehabilitation alternatives
to structurally upgrade the existing pavement . Other alternatives to increase
strength depending on the existing pavement condition are the reuse or
recycling of pavement materials , use of keel sections , and replacement of the
existing pavement . These alternatives should be considered with the
overlays . Criteria for recycling of asphalt concrete pavements are found in
Report No. FAA - RD - 78-58 , " Recycling of Asphalt Concrete Airfield Pavements"
( 12 ) . Information on recycling of rigid pavements is found in Report No.
FAA -RD -81-5 , " Recycling of Portland Cement Concrete Airport Pavements , А
State- of- the-Art Study " ( 13 ) . The selection of the rehabilitation alternative
must be made after careful consideration of many factors . Some of the more
important factors are cost , allowable down time of the facility , and
availability of alternate facility at the airport . Nighttime construction
should be considered . Nighttime construction practices with asphaltic concrete
are found in Report No. DOT / FAA RD -80-121 , " Current Practices on Nighttime
Pavement Construction - Asphaltic Concrete" ( 14 ) . The cost of each
-
alternative based on present worth should be determined for comparison before

a final selection is made . Report No. DOT / FAA /RD -81-78 , " Economic Analysis of
Airport Pavement Rehabilitation Alternatives , An Engineering Manual" ( 15 )
provides guidelines and example problems to illustrate the techniques of
present worth life cycle costing .
68
SUMMARY
Airport pavement evaluation procedures presented in this bulletin are based on

( DSM ) values obtained with the 16-kip NDT equipment operated by WES . The
evaluation procedures are for air carrier airport pavements and provide the
load- carrying capacities of the pavements . For pavements with insufficient
load capacities , those with anticipated use by aircraft of higher gross
weights and / or increase in traffic volumes , procedures are provided for
rehabilitating by overlaying the existing pavements to meet the requirements .
Then other rehabilitation alternatives should be investigated , and economic
analyses of all alternatives should be conducted to provide a sound basis for
recommending a rehabilitation alternative .
69
REFERENCES
1. Federal Aviation Administration , " Nondestructive Testing , " Airport

Pavement Bulletin No. FAA - 74-1 , September 1974 , Washington , D.C.
>
2. Joseph , A. H. and Hall , J. W. , Jr. , " Deflection -Coverage Relationship for

Flexible Pavements , " Miscellaneous Paper S - 71-18 , June 1971 , U. S. Army
Engineer Waterways Experiment Station , Vicksburg , Miss .
3. Hall , J. W. , Jr. , " Nondestructive Testing of Flexible Pavements -- A
>
Literature Review , " Technical Report No. AFWL - TR - 68-147 , May 1970 , Air
Force Weapons Laboratory , Kirtland Air Force Base , N. Mex .
4. " Nondestructive Testing of Pavements Tests on
Multiple-Wheel Heavy-Gear Load Sections and Eglin and Hurlburt Airfields , "
Technical Report No. AFWL-TR- 71-64 , Mar 1972 , Air Force Weapons
Laboratory , Albuquerque , N. Mex .
>
5. > " Nondestructive Testing of Pavements Final Test

Results and Evaluation Procedure ," Technical Report No. AFWL-TR- 72-151 ,
June 1973 , Air Force Weapons Laboratory , Albuquerque , N. Mex .
6. Green , J. L. and Hall , J. W. , Jr. , " Nondestructive Vibratory Testing of

Airport Pavements , Experimental Test Results , and Development of
Evaluation Methodology and Procedure , " Report No. FAA - RD - 73-205-1 , Vol . I ,
September 1975 , Federal Aviation Administration , Washington , D.C.
7 . Bush , A. J. III , " Nondestructive Testing for Light Aircraft Pavements,
>
Report No. FAA -RD -80-9 , Federal Aviation Administration , Washington , D.C.
8. Bush , A. J. III , " Comparison of Dynamic Surface Deflection Measurements on
Rigid Pavements to the Model of Infinite Plate on an Elastic Foundation , "
Thesis for Masters Degree , Mississippi State University , August 1979 .
9. Hall , J. W. Jr. , " Nondestructive Evaluation Procedure for Military
Airfields , " Miscellaneous Paper S- 78-7 , July 1978 , U.S. Army Engineers , .
Waterways Experiment Station , Vicksburg , MS .
10. Federal Aviation Administration , " Airport Pavement Design and Evaluation , "
Advisory Circular AC 150 / 5320-6C , December 1978 .
11. Seeman , D. R. and Nielsen , J. P. , " Methodology for Determining , Isolating

and Correcting Runway Roughness , " Report No. FAA - RD - 75-110 , II , June 1977 ,
>
Federal Aviation Administration , Washington , D.C.
12. Brownie , R. B. and Hironaka , M. C. , " Recycling of Asphalt Concrete

Airfield Pavement - A Laboratory Study
Study ,, " Report No. FAA -RD - 78-58 , May
1979 , Federal Aviation Administration , Washington , D.C.
13. Hironaka , M. C. , Brownie , R. B. and Wu , G. Y. , " Recycling of Portland

Cement Concrete Airport Pavements , A State- of- the-Art Study , " Report No.
FAA - RD - 81-5, April 1981 , Federal Aviation Administration , Washington , D.C.
70
14. Wills , W. P , " Current Practices on Nighttime Pavement Construction -
Asphaltic Concrete, " DOT /FAA /RD -80 / 121, July 1982 , Federal Aviation
>
Administration , Washington , D.C.

15. Epps , J. A. and Wootan , c . V. , " Economic Analysis of Airport Pavement
>
Rehabilitation Alternatives - An Engineering Manual , " DOT / FAA /RD - 81 // 78 ,

October 1981 , Federal Aviation Administration , Washington , D.C.
71
Table 1 . Aircraft Characteristics for Pavement Evaluation
Total
No. of No of Departure to Coverage
Max . Main Control Ratios
Gross Contact Gear ling
Load Area , A Wheels Wheels Flexible Rigid
Aircraft kips sq . in . Nm Nc Pavement Pavement
190 sq in . single 30 190 2 1 6.21 6.21

254 sq in . single 254 2 1 5.18 5.18
148 sq in . dual 50 | 148 4 2 3.67 3.67
148 sq in .
dual - tandem 200 148 8 4 1.84 3.68
+
B737-200 116 174 4 2 3.62 3.62
B727-100 160 210 4 2 3.25 3.25
B727-200 191 237 4. 2 3.25 3.25
DC8-63F 358 220 8 8 1.62 3.24
DC9-30 98 165 4. 4 3.58 3.58
+
DC9-50 121 165 4 4 3.58 3.58
+
DC10-10 433 294 8 4 1.82 3.64
DC10-30 558 331 10 4. 1.69 3.38
L1011 409 282 8 4 1.81 3.62
B - 707-320B 327 218 8 4 1.62 3.24
Concorde 389 247 8 4 1.48 2.96
Lockheed Electra 113 182 4 2 3.43 3.43
Convair 880 185 152 8 4 1.84 3.68
Boeing 720 229 188 8 4 1.80 3.60
B747F 775 245 16 16 1.85 3.70
72
Table 2. Equivalency Factors
Stabilizing Surface Base Subbase

Material Agent Course Course Course Subgrade
Asphaltic concrete Asphalt 1.70 1.70 1.70
Liiii
Unbound crushed stone 1.40 1.40
Sand- gravel Cement 1.60 * 1.60 **
Clay- gravel Cement 1.45 * 1.45 **
Fine- grained soil Cement 1.25 * 1.25 **
Clay- sand Cement 1.15 * 1.15 **
Clay- sand Fly ash 1.15**
Sand-gravel or clay“ Asphalt 1.50 1.50
gravel +
Fine- grained soil Lime 1.10 ++ 1.10#
Li
Unbound granular i 1.00
material
To use equivalency factor in evaluation , unconfined compressive

strength of layer must be 1000 psi .
**
+ Bituminous
++
# To use equivalency factor in evaluation , unconfined compressive
73
Appendix A Program for Flexible Pavement Evaluation
1000C PROGRAM FOR FLEXABLE PAVEMENT EVALUATION . SOME DATA

10100 ARRAYS AND COMPUTATION METHODS WERE EXTRACTED FROM
10200 A PROGRAM SUPPLIED BY MR . A. J. BUSH .
1030 INTEGER TCODE , TYPES , PCRTYPE
1040 REAL MXGRLD , MAINWHLS , MINPAVE
1050 CHARACTER * 1 ANSWER , MLANS , CONANS
1060 CHARACTER * 22 ARAY 8 ( 28 )
1070 COMMON I DISCRIP I ARAY 8
1080 DIMENSION TYPES ( 28 ) , MAXLOAD ( 28 )
1090 DIMENSION U ( 170 ) , V ( 170 )
1100 DIMENSION TCODE ( 10 ) , THICK ( 10 ) , EF ( 10 )
1110 COMMON I CSUBTT / TCODE . THICK , EF , NLAY , RBASE
1120 COMMON I CEWSL 1 A ( 7.19 )
11300
1140C
1150C ** * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
1160 DATA U / 1.33 .1 ... 98 , 96 , 94 , 92 .

C 2
9. .88 . 0
11708 .86 , 84 , 82 , 8 .78 , 76 , 74 , 72 , 7 , .
1180 & .68 , .66 , 64 , 62 , 6 , 57 , 58 , 57 , 56 ,

11908 .55 , 54 , 53 , .52 51 , 5 , 49 , .48 . .47 .
. . C
1 2008 .46 . .45 , .44 , .43 , 42. .41 .4 .39 . .38

12108 .37 , 36 , .35 , .34 , 33. 32. 31 , .3 29 , . 0
12208 .28 . 27 , .26 . 25 , 24 , 23 , .22 , .21 . .2 .

12308 .195 , 19 , 185 , 18 , 175 , .17 , 165 , 16 ,
. 0 0
1240 & .155 , 15 , 145 , 14 , 135 , 13 , 125 , 12 .

1250 & .115 , 11 , 105 , .1 , .098 , 096. .094 , .092
126 08 .09 , 088 , 086 , 084 ..082
. . , 08 , 078 , c
1270 & .076 , 074 , .072 . 07 ., .068 , 066 , 064 ,

0 . . 0
1280 & .062 , 06. 059 , 058 , 057 056..055

•
12908 .054 053 .052 , .051 , 05 , .049 , .048 0 1 .
1 3008 .047 , .046 , .045 , 0440 .043 , .042 . C 041 ,

1310 & .04 , .039 ,. 038 , 037 , 036 , 034 , .032 0 0
132 0 & .03 0290

028 027 026 025 , 024 , o
1330 & .023 , .022 .021 , 02 .. .019 , 018 , 017 ,

1340 & .016 , .015 , 0140 .013 , .012 , .011 , .01 .
1350 & .009 , .008 , .007 , 0065 ,
2 06 , 0055 , 005 ,
. .
1 36 08 .0045 , .004 , 0035 , 003 , 0325 , .002 , . 0
1370 & .00175 , .0015 , .00125 , .001 , .000875 , .00075 ,

1 3808 .000625 , 00051
1 390 DATA V / 0 ...048 , .05 , .055 , 06 , 061 , 065 , 0
14008 .07 . .078 , 08 , 085 , 0 .099 , 1 , 103 , .11 ,

14108 .118 . .12 127 , 13 , 14 , 15 , 158 , 164 ,
0 .
14208 , 168 , 17 , 178 , 18 , 185 , .19 , 194.2 ,

.
14308 .205 , 21 , 0 218 , 22 , 23 , 24 , 242 , .25 . .
1440 & .255 , 26 , 27 , 278 , .287 . .297 , 302

14508 .312.321 , 33 , 342 , 355 , 37 , 38 , 395 ,
1.460 & .41 , 428 , 44 , 46 , 48 , , 5 , 521 , . 55 .
0
14 708 .56 , 572 , 59 , 601 , .62 , 63 , 65 , 67 ,

. 0
14808 .69 , 708 ,

. .728 , 742. .765 , .785 , 815 ,
1.4908 .84 , 87 , 9 , 93 , 958 , 77 , .985 , 1 ..
15008 1.02 . 1.032 , 1.045 , 1.065 , 1.08 1.1 , 1.115 ,
15108 1.13 , 1.15 , 1.178 . 1.19 , 1.21 . 1.23 , 1.25 .
15208 1.27 . 1.29 , 1.318 , 1.331 . 1.34 , 1.355 , 1.37 ,
15308 1.382 , 1.4 , 1.412 1.43 , 1.445 , 1.46 . 1.475 ,
154 08 1.495 , 1.513 , 1.53 , 1.55 , 1.57 , 1.59 , 1.612 . 2
1550 & 1.632 , 1.65 , 1.678 . 1.71 , 1.73 , 1.76 , 1.82 .

1560& 1.881 , 1.95 , 1.985 , 2.023 , 2.063 , 2.105 ,
15708 2.149 , 2.197 , 2.247 , 2.298 , 2.358 . 2.42 .
1580 & 2.486 , 2.557 , 2.635 , 2.72 . 2.813 , 2.915 .
A- 1
1590 & 3,029 , 3.157 , 3.302 . 3.468 , 3.66 , 3.888 .
1600 & 4.162 4.321 , 4.501 , 4.704 , 4.938 , S. 208 ,
.
16108 5.528 , 5.913 , 6.39 , 7.007 , 7.837 . 8.381 ,

16208 9.056 , 9.9240 11.098 , 11.87 , 12.82 , 14.05 . 15.71
2
1630 DATA A / 59.281 , -0.499 , 0.22213 , -0.010 546 .

1640 & .00022167 -.000002232 , , 000000008769 ,
1650 & 58.909 , -.46946 , .20378 , -.03929010 .00018726 , .
16608 -.0000018051 , 0000000067798 , 58.563 , -.45063

16708 .17202 . -.70883E - 02 , 12881 € -03, -.11152E - 05 ,C
16808 .37419E - 08 , 58.299 , - . 29 306 .12002 , -.4028E - 02 ,

16908 .5377E - 04 ., 0.270176-06 . .132956-09 , 57.818 . .
1700 & .52063E - 02.501196-01 , - , 22856E - 03 , -.334 36E - 04 ,

1710 & C
.64917E - 06 , -.35441 E - 08 , 33.031 . -.2571 9 .
17208 .
15404 , -.69108E - 02 , .15137E - 03 , - , 16536E - 05 ,
17308 .70964E - 08 . 31.521 . 18649 , .58919E - 01 ,
.
17408 -.16255E - 02 , 19569E - 04 , - . 11427E -06 , 2
1750 .26286E - 09 , 32.563 , . 266016-01 , 505 96E - 01 , O
1760 & 10518E - 02 . .73175E - 05 , .72525E - 08 , -.21739E - 09 ,

1770 & 9.048 , 94282 E - 01 , 144 56E - 01. -.36631E - 03 ,
.
17808 .57055E - 05 , -.494 41 E - 07 , 16955 E - 09 , 30.471 ,

1790 & .9543E - 01 , , 17213E - 01 , ..2176E - 03 , .272 E - 05 ,
18008 -.33675 € -07 , 154 29E - 09 , 39.092 , - , 23671 , . 2
18108 .86151E - 01 - , 2588E - 02 .38296E - 04 . -.2877E - 06 .

18208 .85792E - 09 , 56,003 , .26579 , 1412 SE -01,
1830 & .15491E - 02 . -.75392E - 04 , .11 389E - 05 , -.5828E - 08 ,
18408 57.406 , -.26506 , .12262 , 2 -.4 41 14 E - 02 ,
1850 & .69226E - 04 - .51614 E - 06 , 14 918E - 08 , 29.502 .
1860 & -.20178 , .81533E - 01 , - . 31812E - 02.579E -04 ,
18708 -.52163E - 06 , . 1875 E -08 , 56.002 , .39627 .
18808 26119E - 01 , 37306E - 02 , - , 12587E - 03 ,
2 .
18908 16787E - 05 , -.79862E - 08 , 32.758 . -.11154 .

1900 & 92322 E - 01 , .274 76E - 02 , .37396E - 040 -.25227E - 06 . O
1910 & .68029E - 09 , 31.722 .22475E - 01 , .491 51E - 01 , 0
1920 & -.79686E - 03 , .138 76E - 05 . .49472E - 07 , -.26961E - 09 ,

1930 & 31.395 , .4851SE - 01... 393276-01 . -.61841 E - 03 ,
19408 .19816E - 05 , 20164E - 07 ,0 - , 1201E -09, 16.988 .
1950 & -.76304 € -01 , .38869E - 01 , -.9564E - 03 , .10877E - 04 ,
1960 & -.60369E - 07 , 13072 E - 091
19700
由由由 * * * * * * * * * * * * * * * * *
1980C ** **
19900 PNW IS THE % LOAD ON THE AIRCRAFT NOSE WHEEL . SET TO
2000C .95 FOR CIVILIAN AC IT WILL CHANGE FOR MILITARY AC .
2010 DATA PNW1.957
20200 CALL CREATE WILL CREATE A TEMPORARY FILE NUMBER 11 . .
20300 THIS IS USED TO STORE INTERMEDIATE COMPUTATIONS . IT IS

2040C NOT LISTED UNLESS THE USER REQUESTS IT BE SO BY THE
2050C COMMAND " BLIST11 " AFTER THIS PROGRAM RUNS . NO SECOND
2060C LISTING OF FILE 11 IS ALLOWED .
2070 CALL CREATE ( 11,10000.0 , ISTAT )
2080C
* * * * * * * * * *
2081C *****
20820
2083 WRITE (6.90 )
2084 90 FORMAT ( 11.70 ( ' ') , ' FLEXABLE PAVEMENT EVALUATION PROGRAM ' , l ,
2085 & 70 ( ' * ' ) •, / )
2090 100 WRITE ( 6,110 )
2100 1.10 FORMAT ( " ENTER THE NUMBER OF AIRCRAFT TO BE ANALYZED : OR " ,
21108 99 TO LIST AIRCRAFT TYPES AND CODES " )
2120 120 READ , NAC
A- 2
2130 IF (NAC . EQ , 99 ) WRITE ( 6,130 ) ( I. ARAY 8 ( 1 ) , i = 1 , 28 )
2140 130 FORMAT ( 14 ., 3X , A22 )
2150 IF ( NAC.EQ.99 ) GO TO 100
2160 IF ( NAC .NE .
C 28 ) GO TO 140
2170 DO 138 NUM = 1.NAC
2180 133 TYPES (NUM ) = NUM
2190 GO TO 185
2200C
2210 140 IF (NAC.GE.1.AND.NAC.LE. 28 ) GO TO 160
2220 WRITE ( 6,150 )
2230 150 FORMAT (" ERROR : INPUT VALUE OF 1 TO 28 " )
2240 GO TO 120
2250 160 CONTINUE
2260C
2270C ******** * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
22800
2290 WRITE ( 6,170 )
2300 170 FORMAT ( " ENTER NUMERICAL CODE FOR EACH AIRCRAFT TO BE " ,
2310 & I " ANALYZED . EXAMPLE : 1.5,17,22 " )
2320 180 READ , ( TYPES ( I ) , I = 1 . NAC )
23300
2340C ****** * * * * * * * * * * • * * * * *
2350C
2360C IF THE ANSWER TO THE FOLLOWING QUESTION IS YES ALL
2370C AIRCRAFT ARE EVALUATED AS IF THEY WERE MILITARY .
2 380 185 WRITE ( 6,190 )
2390 190 FORMAT ( " DO YOU WANT AIRCRAFT ANALYZED AS "
24008 MILITARY AIRCRAFT ? YES OR NO . " )
2410 READ ( 5,200 ) ANSWER
2420 200 FORMAT ( A1 )
2430 IF ( ANSWER . EQ . " N " ) GO TO 220
244 OC THE FOLLOWING QUESTION IS ASKED ONLY IF THE PREVIOUS
2450C ANSWER IS YES .
2460 WRITE ( 6.210 )
2470 210 FORMAT ( " DO YOU WANT TO EVALUATE FOR RUNWAY ENDS ( 1 ) " ,
24808 1 , " OR RUNWAY CENTERS ( 2 ) ? ENTER 1 OR 2 " )
24900 PNW SET TO 90 FOR MILITARY AC
O
2500 PNW = .90 C
2510 READ , PCRTYPE

2520 GO TO 230
2530 220 CONTINUE
2540 PCRTYPE : 1
2550 230 CONTINUE
25600
2570C ** *** * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
25800
2590 WRITE ( 6.240 )
2600 240 FORMAT ( " DO YOU WANT TO USE PROGRAMMED MAX LOADS FOR " ,
26108 THE AIRCRAFT ? ENTER YES OR NO " )
2620 READ ( 5,250 ) MLANS
2630 250 FORMAT ( A1 )
2640 IF ( MLANS.EQ . " Y " ) GO TO 290
2650 WRITE ( 6,260 )
2660 260 FORMAT ( " ENTER MAX LOAD ( IN KIPS ) FOR AIRCRAFT . TO USE " ,
26708 PROGRAMMED LOAD ENTER A CARRIAGE RETURN " )
2680 DO 280 l : 1. NAC
2690 к TYPES ( 1 )
2700C ARAY 8 HAS THE AIRCRAFT DESCRIPTION IN IT .
2710 WRITE ( 6,270 ) ARAY 8 ( K )
A -3
2720 270 FORMAT ( A22 )
2730 READ , MAXLOAD ( I )
2740 280 CONTINUE
2750 GO TO 310
2760 290 DO 300 l • 1. NAC
2770 K = TYPES ( 1 )
2780с ONLY K AND MXGRLD HAVE ANY USE IN THIS CALL .
2790 CALL PLANECK , MXGRLD , CONAREA , MW , CW , MP , PCR PCRTYPE )
2800 MAXLOAD ( 1 ) • MXGRLD
2810 300 CONTINUE
2820 310 CONTINUE
28300
2840C *** * * * * * * * * * * * *
2850C
2860 320 WRITE ( 6.330. )
2870 330 FORMAT ( " ENTER : ANNUAL DEPARTURE LEVELDSMOLRECIN PERCENT ) " )
2880 READ , ADL DSM . LRF
28900
2900C *** * * * * * * 由自在 * * * * * * * * * * * *
29100
29200 CERTAIN VALUES ARE NOW CALCULATED FOR THE GIVE DEPARTURE
29300 LEVEL . OSM AND CRF .
2940C
2950 CGRWT : ( .0437 * DSM * 2 ) 1.25
2960 CALL CRCHTI ( CGRWT 2, RBASE )
29700 GTHAIS RETURNED FORM SUBTT
2980 CALL SUBTT ( GTHA )
2990 PS ( 43.7 DSM ) / 254 .
3000 THCA GTHA / ( .94 * SQRT ( 254 ) )
3010C
3020 DO 350 K • 1. 170
3030 IF ( V ( K ) .GT. THCA ) GO TO 370
.
3040 350 CONTINUE

3050 WRITE ( 6.360 )
3060 360 FORMAT (" THICKNESS VALUE CONSIDERED EXCEEDS "
30708 LIMITS OF CURVE " )
3080 GO TO 320
3090 370 CONTINUE
31000
3110 CBRP ALOG10 ( U ( K - 1 ) ) ( ( THCA - V ( K - 1 ) ) *
31208 ( ALOG10 ( U ( K - 1 ) ) ALOG10 (UCK ) ) ) ) I ( V ( K ) V ( K -1 ) )
3130 CORP = 10 . CBRP
3140 CARC PS CBRP
31500
3160 WRITE ( 11,340 ) ADL DSM.LRF.CGRWIRBASE GTHA , CBRC
3170 340 FORMAT ( 70 ( ' ') , COMPUTED CONSTANTS FOR ADL = '
3180 & F7.1,2 x DSM = ' , F6.0.4 X ' LRF : ' , 12 . ' PERCENT ' . Il
U
3190 á 3X , F10,3,4X , ' ALLOWABLE GROSS SINGLE WHEEL LOAD (CGRWT ) ' , 1 ,
3200 § 3X , F10.3.4X ' REQUIRED BASE ( RJASE ) ' , l ,
3210 & 3X , F10.3.4XL'EQUIVALENT THICKNESS ( SINGLE WHEEL ) ( GTHA ) ' , le
0
3220 & 3X , F10.3.4X , ' CBR ( CBRC) ' . 1.3 ( 70 ( ***. ***
****************** ) ./ **
) )
3230C ** ****************** *** ****** * * * ***
* * * ***
* ***
*****
*** *** *** *** *** *** *** * * * * * * * * * * * * * * * *
3240C ****** *** *** *** *** * * * * * * * *
3250C *************** * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
3260C
3270 WRITE (6,395 )
3280 395 FORMAT ( 11111.71 ( * DoloT22 . * ALLOWABLE * ' , 140 , .' * ANNUAL
3290 & T 60 . ' *由 AC OVERLAY . 1,122 , '. * GROSS AC * DESIGN * DEPARTURE ' ,
3300 & ' 十* REMAINING REQ " D FOR'.l . . AIRCRAFT ' , 122 , ' * LOAD 由
LOAD *
A- 4
3310 & " LEVEL * LIFE +20 YR LIFE
tt * * * tt
3320C ** *****
3330C
3340C
3350C THE FOLLOWING DO LOOP COMPUTED NAC TIMES . THIS IS THE
33600 NUMBER OF AIRCRAFT TO BE EVALUATED .
3370C ** *** * * * * * * * * * *** * * * * * * 自由古在
33800
3390 DO 840 I 1. NAC
3400 INDEX = TYPES ( 1 )
3410 CALL PLANEC INDEX , MXGRLD , CONAREA , MA I NWHLS ,
34208 CONWHLS , MINPAVE , PCRATIO , PCRTYPE )
3430 COV = ADL * 20 / PCRATIO
3440 CALL FNDALPHA ( ALPHA , COV , CONWHLS )
3450 WRITE ( 11,400 ) ARAY 8 ( INDEX ) .CONWHLS.COV ALPHA , CONAREA
3460 400 FORMAT ( ' CONSTANTS FOR A22.11 .
3470 & 3XF10.3.4 % , ' CONTROLLING WHEELS ( CONWHLS ) ' , l ,
.
3480 & 3XF10.3.4 * , ' COVERAGES ( COV ) ' , l ,
3490 & 3X , F10.3,4X , ' ALPHA ( ALPHA ) ' , l ,
& 3X , F10.3,4X , ' CONTACT AREA ( CONAREA ) ' . l.2 (70 ( .' * .
3500 /) )
35100
3520C JOI $ 1.152.1S3 ARE SWITCH VARIABLES USED LATER .
3530 J = 0
3540 IS1 0
3550 IS2 0
3560 IS3 -
3570 GTH = GTHA

3580C
3590 I ALPH = IFIX ( ALPHA * 100 . )
3600 ALPHA FLOAT ( IALPH ) 1. 100 .
3610 4 10 THCA2 = GTH I ( ALPHA SQRT ( CONAREA ) )
3620C CERTAIN AC HAVE % ESWL OF 1 THEREFORE SET TO 1
3630 IF ( INDEX.EQ.1.0R , INDEX , EQ.14.0R . INDEX.EQ.15 .OR .
3640 & INDEX.EQ.16.OR.INDEX.EQ.26 ) GO TO 430
3650C INDEX , GTH INPUT
3660C EWSL - OUTPUT
3670 420 CALL EWSLSUB ( INDEX , GTH , EWSL )
3680 GO TO 440
3690 4 30 EWSL = 1.0
3700 4 40 CONTINUE
3710 HOLDPNW PNW
3720C IF INDEX = 23 AC IS CSA AVD HAS UNIQUE PNW
3730 IF ( INDEX.EQ.23 ) P Nhi .94
0
3740 P = ( EWSL * MAXLOAD ( I ) CON WILS PNW *

37508 1000 ) / ( CONAREA * MA INWHLS )
3760 PNW = HOLDP NW
3770C X IS FIRST COMPUTATION OF CBP OVER P TO USE FOR
3780C INTERATIVE COMPARISON
3790 х s CBRC IP
3800C
3810 DO 460 K = 1. 170
3820 IF ( V ( K ) .GT.THCA2 ) GO TO 470
3830 4 60 CONTINUE
3840 WRITE ( 6.360 )
3850 GO TO 320
3860 470 CONTINUE
38700
3880 CBRP2 : ALOG10 ( U ( K - 1 ) ) ( ( THCA2 - V ( K - 1 ) ) *
38908 ( ALOG10 ( U ( K - 1 ) ) ALOG10 ( U ( K ) ) ) ) I ( V ( K ) V ( K -1 ) )
A- 5
3900 CBRP2 = 10 . 五由 CBRP2
39100
39200
3930 WRITE ( 11.480 ) GTH , EWSLOX CORP
3940 4 80 FORMATO ITERATIVE SUB - ANSWERS ' , 1l
3950 â 3XF10.3.4 * ., ' THICKNESS ( GTH ) ' ./
3960 & 3X , F10.3.4X , ' PERCENT ESWL ( EWSL ) !, l
3970 à 3XF10.3.4X .' INITIAL CBRIP ( x ) ' .
3980 & 3X , F10,3,4X CALCULATED CBRIP ( CBRP2 ) ' , l
3990 & 1 ( 70 ( .' ' ) , 1 ) )
4000C JIS USED TO SEE IF WE HAVE ALREADY TESTED INTIAL VALUES .
40100 NECESSARY BECAUSE OF INTERACTIVE TECHNIQUES USED
4020 IF ( J.EQ.1 ) GO TO 490
40301 CHECKING TO SEE WHICH LOGIC PATH OCCURS FIRST
4040 J = 1
4050C
4060C HERE WE SET L BASED ON INITIAL COMPARISON OF X AND CBRP2 .
40700 NECESSARY BECAUSE OF TECHNIQUES USED .
4080C
4090 IF ( X.LT.CBRP2 ) L 8 0
4100 IF ( X.G1.CBRP2 ) L 1
4110 4 90 CONTINUE
4120 IF ( L. EQ , 0 ) GO TO 500
4130 IF ( L.EQ.1 ) GO TO 520
4140C
4150C IN STATEMENT 500-540 WE VARY THICHNESS + 5 OR - 1 TO RECOMPUTE
1 160c X AND CBRP2 UNITL THEY CONVERGE .
4170 500 IF ( X.LT.CBRP2 ) GO TO 510
4180 GTHOLD = GTH
4190 GTH : GTH 1
4200 IS1 : 1
4210 GO TO 414
4220 510 IF ( IS1.EQ.1 ) GO TO 540
4230 GTH = GTK + 5
4240 GO TO 410
4250C
4 260 520 IF ( X.G1.CBRP2 ) GO TO 530
4270 IF ( IS2 . EQ.1.AND.IS3 . EQ.1 ) GO TO 540
4 280 GTH GTH + S
4290 IS2 = 1
4 300 IS3 = 0
4310 GO TO 410
4320 5 30 GTHOLD GTH
4330 GTH : GTH · 1
4 340 IS3 = 1
4350 GO TO 410
4 360C
4 370 540 CONTINUE
43800 GTHOLD WAS USED TO STORE LAST THICHNESS ( GTH ) IN CONVERSION
43900 PROCESS .
4.400 DGTH = GTHOLD
44100
* * * * * * * * * * * * * *
4420C *** * * * * *
44 30C
4440C ROUTE TO NUMERICAL ROUTINE BASED ON ANSWER TO QUESTION
4450C ABOUT EVALUATING MILITARY AIRCRAFT . IF YES ALL AIRCRAFT
44600 EVALUATED USING EQUATIOVS STARTING AT 770 , IF NO
44700 START AT 550
4 480C
A- 6
4490C ******
4 500C
4510 IF ( ANSWER.EQ . " Y " ) GO TO 770
45200
4530C
4540C DETERMINE MINIMUM BASE THICKNESS .
4550 5 50 CALL MBASE ( CBRC DGTH , MINBASE )
4 560 TS = 0.0
4570 DO 570 K = 1 , NLAY
4580 570 TS = THICK ( к ) * EF ( ICODE ( K ) ) + TS
4590 IF ( TS ( MINPAVE 1.71 ) 580 , 580 , 590
4600 S80 TT - TSI 1.7
4610 GO TO 620
4620 590 IF ( TS ( ( MINPAVE * 1.7 ) + 1.4 MINBASE ) ) 600 , 600 , 610
4630 600 TT ( ( TS -MINPAVE 1.7 ) , 1.4 ) MINPAVE
4640 GO TO 620
4650 610 TT = TS (MIVPAVE * 1 .7 + 1.4 * MINBASE ) +
46608 MINPAVE + MINBASE
4670 620 CONTINUE
46800
4690 630 IF ( INDEX.EQ.1.0R , INDEX.EQ.14.OR . INDEX.EQ.15 .OR .
47008 INDEX.EQ , 16.0R . INDEX.EQ , 26 ) GO TO 640
4710 CALL EWSL SUB ( INDEX , IT , EWSL )
4720 GO TO 650
4730 640 EWSL = 1.0
4740 650 CONTINUE
475 00
4760 TCA 3 = TT I ( ALPHA * SQRT ( CONAREA ) )
4770 DO 670 K • 1. 170
4780 IF ( vak ) .GT.TCA3 ) GO TO 680
4790 670 CONTINUE
4 800 WRITE ( 6,360 )
4810 GO TO 320
4820 680 CONTINUE
48300
4840 CBRP ) = ALOG10 ( U ( K - 1 ) ) ( CTCA 3 - V ( K - 1 ) ) *
48508 ( ALOG10 ( U ( K - 1 ) ) ALOG10 (UK) ) ) ) I ( V ( K ) V ( K -1 ) )
4860 CBRP ) = 10 . ** CORP3
4870 P3 = CBRC / CBRP3
4880 FLOAD = P3 CONAREA
4890 HOLDPNW = PNW
49000 IF INDEX IS, 23 AC IS CSA AND HAS UNIQUE PNW
4910C
4920 IF ( INDEX.EQ.23 ) PNW : 94 0
4930 AL -( FLOAD * MAINWHLS ) I ( EW SL 由 CONWHLS * 1000 PNW )

4940 PNW : HOLOPNW
4950C AL IS COMPUTED ALLOWABLE LOAD
4 960 AL - AL * ( ( 100. - FLOAT (LRF ) ) / 100 . )
4970 WRITE ( 11,690 ) ARAY 8 ( INDEX ) ,P3,11 ,MINBASE DGTH , EWSL
4980 690 FORMATO 1 CALCULATED VARIABLES FOR ' , A22.11 .
4990 & 3X , F10.3.4X'ALLOWABLE PRESSURE ( P3 )
5000 & 3X F10.3,4X'EQUIVALENT THICKNESS FOR THIS AIRCRAFT ( IT ) ' , l ,
5010 & 3X , 110,4X , 1 MINIMUM BASE THICKNESS ( MINBASE ) ' , I ,
5020 & 3x of 10.3.4X , DESIGN THICKNESS ( DGTH ) ' , l ,
5030 & 3X , F10.3.4X , ' % ESWL FOR ALLOWABLE LAOD ( EWSL ) ' )
5040C
SOSOC
5060 IF ( AL.L1.MAXLOAD ( I ) ) GO TO 710
50700
1-7
5080C
5090 WRITE ( 6,700 ) ARAY3 ( INDEX ) ,MAXLOAD ( I ) . MAXLOAD ( I ) ADL
5100 700 FORMAT ( 1X , A20 , ' . ' 17.2 X , ' * ' , 16,1X , * .
.
5110 & F8.0.1 x 0 * 2x , '20 YRS ' , 1X . *
. 2x , ' ... ' )
5120 GO TO 840
51300
5 14 0
5150 710 P4 ( MAXLOAD ( I ) EWSL CONWHLS * PNW
*
5160 & 1000. ) I ( MAINWHLS CONAREA )
5170 CBRP4 = CBRC / P4
5180 DO 720 KK 1. 170
5190 IF ( UCKK ) .LT.CBRP4 ) GO TO 730
5200 720 CONTINUE
5210 GO TO 320
5220 730 CONTINUE
5230 THCA4 = V ( KK ) CUCKK - 1 ) VOKK ) ) ( CB RP4
52408 U ( KK ) ) ) I ( UCKK - 1 ) UCKK ) )
5250 ALPHA 1 TI ( THCA4 由 SQRT (CUNAREA ) )
5260 CALL FNDCOV ( ALPHA 1 , NCOV , CONWHLS )
5270 YEARS NCOV * PCRATIO | ADL
5280 OLAY ( DGTH UT ) 9.7
5290 WRITE ( 11.740 ) THCA4,94 ALPHA 1 NCOV
5300 740 FORMAT ( 3X , F10.3.4 * , ' TI (ALPHA SQRT ( A ) ) ( THCA4 ) ' , l ,
.
5310 & 3X , F10.3.4 X , PRESSURE FOR MAXLOAD ( P4 ) ' , l ,
5320 & 3XF10.3.4 X , ' DERIVED ALPHA ( ALPHA 1 )
5330 & 3X , 110,4X , .DERIVED COVERAGES ( NCOV ) .
1
5 340 & 700 1.1.70 ( ' : ' ) , 1.70 ( ' _ ' ) )
-
5350 WRITE ( 6,760 ) ARAY 8 ( INDEX ) , AL , MAXLOAD ( I ) , ADL , YEARS , OLAY

5360 760 FORMAT ( 1X , A20 . F7.1.2X '. * ' , 16,1X , ' * ' , F8.0 .
5370 & 1 X . 青 2x 5 . 1,2X .
* 77 . 1 )
5380 GO TO 840
53900
5400C
54100
54200 THE FOLLOWING CODE USED ONLY FOR MILITARY TYPE EVALUATIONS
54300
5440C
5450 770 TS u
5460 DO 780 K 1. NLAY
5470 780 IS THICK CK ) * EF CTCODE ( K ) ) + TS
5480 IF ( TS 6.8 ) 790 , 790 , 800
5490 790 TT - TS / 1.7
5500 GO TO 830
5510 800 IF ( TS 19.4 ) 810 , 810 , 820 2
5520 810 TT ( OTS - 6.8 ) , 1.4 ) + 4.0

5530 GO TO 830
5540 820 TT = TS 6.4
5550 830 CONTINUE
5560 GO TO 630
5570C
5580C
55900
56000 STATEMENT 840 IS THE MAJOR DO LOOP TERMINATION .
5610 840 CONTINUE
56200
5630C
5640C
5650 WRITE (6,841 )
5660 841 FORMAT ( 1,71 ( ' * ' ) , 111111 ,
A- 8
5670 . DO YOU WANT TO EVALUATE THE SAME AIRCRAFT WITH'.l .
.
5680 & A NEW ANNUAL DEPARTURE LEVEL , DSM , OR LRF ? ENTER YES OR NO ' )
5690 READ ( 5,842 ) CONANS
5700 842 FORMAT ( A1 )
5710 IF ( CONANS . EQ . 'Y' ) GO TO 320
5711 WRITE ( 6,850 )
5712 850 FORMAT ( 11 NORMAL TERMINATION ' , 1.70 ( ' * ' ) , 11 )
5720 STOP
5730 END
5740 SUBROUTINE SUBITOTT )
5750 DIMENSION TCODE ( 10 ) , THICK ( 10 ) , EF ( 10 )
5760 CHARACTER MAT * 35 ( 10 )
5770 INTEGER TCODE
5780 COMMON I CSUBTIITCODE . THICK , EF , NLAY , RBASE
5790 DATA EF / 1.7 , 1.4 , 1.5 , 1.6 , 1.45 , 1.25 . 1.15 ,
58008 1.15 1.1 1.1
5810 DATA MAT / " ASPHALTIC CONCRETE
58208 " CRUSHED STONE BASE ( 100 CBR )
58303 " BLACK DASE
58402 " CEMENT STAB . SAND GRAVEL
58508 " CEMENT STAB . CLAY GRAVEL
58608 " CEMENT STAB . FINE - GRAINED SOIL
5870 & " CEMENT STAH , CLAY - SAND
5880 & " FLY ASIL STAB , FINE - GRAINED SOIL
5890 & " LIME STAB . FINE - GRAINED SOIL
5900 " SUGBASE ( SAND - GRAVEL ) 50 CBR
5910 PRINT 190
5920 PRINT , " INPUT NLAY ? "
5930 READ ( 5.210 ) NLAY
5940 IF ( NLAY.EQ , 0 ) STOP 9999
5950 PRINT 220
5960 READ ( 5,210 ) ( TCODE ( I ) , THICK ( I ) , I = -
1 , NLAY )
5970 TS = 0 .
5980 DO 100 K = 1 . NLAY
5990 100 TS = THICK ( K ) EF ( TCODE ( K ) ) + TS
6000 IF ( TS 5.1 ) 110 , 110 2, 120
6010 1 10 TT = TS / 1.7
6020 GO TO 150
6030 120 IF ( TS ( 5.1 + ( 1.4 * RBASE ) ) ) 130 , 130 , 140
6040 1 30 TT ( ( TS - 5.1 ) / 1.4 ) + 3 .
6050 GO TO 150
6060 140 TT = TS ( 5.1 + ( 1.4 * RBASE ) ) + 3 + RBASE
6070 15 ) PRINT 170
6080 DO 160 M - 1. NLAY
6090 160 PRINT 200 . M. THICK ( M ) , EF ( TCODE ( M ) ) , MAT( TCODE (M ) )
6100 PRINT 230 , TS , IT
1
6110 1 70 FORMAT ( 11 71 ( ' * .14X , " PAVEMENT STRUCTURE " , 1
.
61208 I 3X , " LAYER " , 6X " LAYER " , 6X " EQUIVALENCY "
6130 & 4X , " NO . " , 5X , " THICKNESS " , 7X , " FACTOR " ,
.
61408 6X , " MATERIAL " 11 )
6150 130 FORMAT ( 11 )
6160 190 FORMAT ( III / )
6170 200 FORMAT ( 16 , F13.1 , F15.2 , 6X , A32 )
6180 210 FORMAT (V)
6190 2 20 FORMAT ( " INPUT TCODE ( 1 ) , THICK ( 1 ) , .... TCODE (NLAY ) , " ,
62008 " THICK ( iVLAY ) ? " )
6210 2 30 FORMAT ( 11 " SUBBASE THICKNESS ( TS )
1
62208 F10.3 " TOTAL THICKIESS ( TI ) - " , F10,3 1,71 ( ' * 111 )
6230 RETURN
1-9
6240 END
6250 SUBROUTINE MBASE ( CBR1 , TOTPAV , MINHASE )
6260C *** THIS SUBROUTINE COMPUTES MINIMUM BASE THICKNESS REQUIREMENTS
6270C ** * TOTPAV = TOTAL PAVEMENT THICKNESS , INCHES ( INPUT )
6280C ** * CBR : CBR VALUE ( INPUT )
6290C *** BASTHCK = MINIMUM BASE COURSE THICKNESS , INCHES COUTPUT )
6300C
6310C *** THE EQUATIONS USED IN THSS SUBROUTINE WERE DERIVED FROM
6320C *** POLYNOMINAL CURVE FITTING ROUTINES BSED ON DATA POINTS
63'3 OC *** READ FROM A GRAPH .
6340C
6350C *** NO VALUE OF " BASTHCK " LESS THAN 6 OR GREATER THAN 25
6360C *** IS RETURNED . A LIMITATION OF THE ORIGINAL GRAPH .
6370C
6380C *** THE VALUE OF BASTHCK IS A REAL VALUE WITH ACCURACY OF WITHIN
6390C *** PLUS OR MINUS 2 % OF OBSERVED GRAPH .
6400C
6410 IF ( TOTP AV Ll . 9.75 ) GO TO 245
6420 CBR = CBR1
6430 IF ( CBR.LT.4 ) CBR
6440 IF ( CBR.G1.20 ) COR = 20
6450 ITIMES 0
6460 ISWTCH = 0
6470 DO 100 I 1. 9
6480 IF ( CBR.LE.20..AND.CBR.GE , 15 . ) ISWICH 1
WN
6490 IF ( CoR.LE.15 ..AND.CBR.GE.12 . ) ISWTCH 2
6500 IF ( CBR.LE.12 . .AND.CBR.GE.10 . ) ISWTCH 2
6510 IF ( CBR.LE. 10.. AND.CBR.GE.9 . ) ISWT CH = 4

6520 IF ( CBR.LE.9..AND.CBR.GE.8 . ) ISWICH = S
6530 IF ( CBR.LE.8..AND.CBR.GE.7 . ) ISWTCH : 6
6540 IF ( CBR.LE.7..AND.CBR.GE.6 . ) ISWTCH 2
7
6550 IF ( COR.LE.6..AND.CBR.GE.S . ) ISWTCH = 8
6560 IF ( CBR.LE.5..AND.CBR.GE.4 . ) ISWTCH : 9
6570 100 CONTINUE
6580 110 GO TO ( 120 , 130 , 140 , 150 , 160 , 170 , 180 , 190 , 200 , 210
65908 ) , ISWTCH
66000
6610 1 20 BASTHCK - 27.38933 ( 6.989453 TOTP AV ) +
6620 & 1.7298166 * ( TOTP AV ** 2 ) ) 1.0282299
6630 & ( TOT PA V + 3) ) + ( .0004014 * ( TOTPAV ** 4) )
6640 NCBR = 20
6650 GO TO 220
6660C
6670 1 30 BASTHCK 8.836897
: ( 1.515405 * TOTPAV ) +
6680 & .1594261 . ( TOTPA V ** 2 ) - 1.0047695 *
6690 & ( TOTPAV ** 3 ) ) + ( 5.61324E 05 ( TOTP AV * 4 ))
6700 NCBR = 15
6710 GO TO 220
67200
6730 1.40 BASTHCK ( 3.752822 ) + 1.9089258 * TO TPAV )
( .0241859 *
( TOTPAV * * 2 ) ) + ( .000874 2 *
67408
67508 ( TOTPAV ** 3) ) ( 9.0851 SE · 06 * ( TOTP AV ** 4 ))
6760 IF ( TOTPAV.GT.50 ) BASTHCK • 25.00
6770 NCBR = 12
6780 GO TO 220
67900
6800 150 BASTHCK = 3.2746 57 1.2925692 * TOTPAV ) +
6810 & 1.0447343 * ( TOTPAV ** 2 ) ) ( 0010122 *
68208 ( TOTPAV 3) ) + ( 9.12326E 06 * ( TOTP AV ** 4 ))
^ -10
6830 NCBR = 10
6840 GO TO 220
6850C
6860 160 BASTHCK 1.026111 . ( .1045664 * TOT PAV)
6870 & .0168622 * ( TOTPAV 2 ) ( .0002907 *
68808 ( TOTPAV * * 3 ) ) + ( 2.334416 06 * ( TOTPAV 4 ))
6890 NCBR = 9
6900 GO TO 220
6910C
6920 1.70 BASTHCK ( .7448573 ) + 1.2788873 * TOTPAV )
69308 ( .0080637 * ( TOTPAV * * 2) ) 1.0001425 *
6940 & ( TOTPAV 3) ) + ( 1.2 38 4 6 E 06 * ( TOTPAV ** 4 ))
6950 NCBR =
6960 GO TO 220
69700
6980 180 BASTHCK = 2.938916 1.087352 * TOTPAV ) +
69908 1.0179078 * ( TOTPAV ** 2 ) ) ( .0002548 *
7000 & ( TOTPAV ** 3 ) ) + ( 1.3834 7 € 06 * ( TO TP AV ** 4 ))
7010 NCBR = 7
7020 GO TO 220
70300
7040 190 BASTHCK = 1.354475 + 6.05 1856 * TOTPAV ) +
70508 ( .0109893 * ( TOTPAV ** 2 ) ) ( .0001519 *
7060 & ( TOTPAV ** 3 ) ) + ( 8.18512E 07 * ( TOTP AV * 4 ))
7070 NCBR 6
7080 GO TO 220
70900
7100 200 BASTHCK ( 2.056942 ) + ( .3786539 * TO TPAV )
71108 1.0021929 * ( TOTPAV * 2 ) ) + ( 3.76098 E
71208 05 ( TOTPAV ** 3 ) ) ( 2.01061 E 07 * ( TOTPAV 4 ) )
7130 NCBR = 5
7140 GO TO 220
7150C
7160 210 BASTHCK = 11.59314 ( .7466153 # TOTPAV ) +
71708 ( 0280809 * ( TOTPAV ** 2 ) ) ( .0003297 *
71808 ( TOTPAV * * 3 ) ) + ( 1.36101E 06 * ( TO TP AV ** 4 ) )
7190 NCBR - 4
7200 GO TO 220
7210 220 CONTINUE
7220 IF ( ITIMES.EQ.1 ) GO TO 230
7230 N1 s NCBR
7240 VAL 1 • BASTHCK
7250 I SWTCH : ISWTCH + 1
7260 ITIMES = 1
7270 GO TO 110
7280 230 VAL2 = BASTHCK
7290 N2 = NCBR
7300 BASTHCK 2 ( ( VAL1 - VAL2 ) ( ( CBR - N2 ) 1 ( N1 N2 ) ) ) + VAL 2
7310 IF ( BASTHCK.L1.6.0 ) BASTHCK : 6.0
7320 IF ( BASTHCK.G1,25.0 ) BASTHCK : 25.0
7330 IBASE : BASTHCK
7340 REMAIN : BASTHCK IBASE
7350 IF ( REMAIN.G1..5 ) IBASE = IBASE + 1
7360 MINBASE = IBASE
7370 RETURN
73800
7390 245 MINBASE - 6
7400 RETURN
74100
1-11
7420 END
7430 SUBROUTINE CRCHII ( ACGROSS , RBASE )
7440C *** ACGROSS IS AIRCRAFT GROSS WEIGHT IN 1000'S OF POUNDS .
7450C * * * RBASE IS REQUIRED BASE THICHNESS IN INCHES .
7460C
7470 IF ( ACGROSS.G1.150.0 ) RBASE 11
7480 IF ( ACGROSS.LE.150.0 ) RSASE : 10
7490 IF ( ACGRUSS .LE . 114.0 ) RBASE : 9
7500 IF ( ACGROSS.LE.89.00 RBASE = 8
7510 IF ( ACGROSS.LE.68.0 ) RBASE : 7
7520 IF ( ACGROSS.LE.5.0.51 RBASE = 6
7530 RETURN
7540 END
7550 SUB ROUTINE EWSLSUS ( INDEX , GTH , EWSL )
7560C
7570C *** THIS SUBROUTINE COMPUTES PERCENT EWSL
7580C * * * EWSL IS RETURNED IN THE FORM OF XXX -
7590C *** DATA IN ARRAYS BASED ON VISUAL INTERPRETATION OF % EWSL CURVES
7600C *** FOR CERTAIN AIRCRAFT AND POLYNOMINAL EQUATIONS FOR OTHERS .
7610C
7620 INTEGER ACTYPE
7630 COMMON I CEWSL A ( 7,19 )
7640C
7650 DIMENSION RAYCSA ( 15 ) , RAYC141 ( 15 ) , RAY C 130 ( 15 ) , RAYC 124 ( 15 )
7660 DIMENSION RAYDC930 ( 15 ) , RAY72720 ( 15 ) , RAY73720 ( 15 )
7670 DIMENSION RAY 747 7 ( 21 ) , RAYB52 ( 15 ) , RAY 70 732 ( 15 )
7680 DIMENSION RAYCH543 ( 15 )
7690C
7700 DATA RAYCSA / 7.0 7.5 , 8.0 , 10.0 12.0 13.0 .
77108 14.5 . 16.5 . 18.0 19.5 , 21.0 , 22.5 24.0 25.5 , 27.01
7720 DATA RAY C 141 / 32.0 , 34.0 , 37.0 , 40.5 45.5 ,
7730 & 52.0 , 57.5 , 63.5 , 68.0 , 73.0 , 76.0 79.0 ,
77408 81.0 , 83.0 , 85.01
7750 DATA RAYC130755 . 5. 56.0 , 56.5 , 57.5 59.5 ,
7760 € 62.0 , 65.0 , 68.0 . 72.0 75.5 77.5 79.0 ,
77708 81.0 , 82.0 , 83.51
7780 DATA RAYC124756.5 , 58.0 60.0 63.0 . 66.5 ,
2
77908 71.0 , 74.0 , 78.0 , 81.0 83.0 , 86,0 . 88.0 ,

78008 90.0 , 91.0 , 92.0 /
7810 DATA RAYDC9307 30.0 , 31.0 , 33. J. 36.0 , 40.0 .
78208 43.0 46.0 49.0.51.0 53.0 , 54.5 , 56,0 .
. 2 2
78308 57.0 , 57.5 , 58.01

7840 DATA RAY727201 56.0 57.5 , 60.0 , 63.5 68.0 .
7850 & 73.5 , 77.5 , 81.5 85.0 , 87.0 , 89.0 , 91.0 ,
786 08 93.0 , 93,5 , 94.0 /
1
7870 DATA RAY73720156.0 , 58.0 , 62.0 , 66.0 . 71.0 .

7880 & 76.5 , 81.0
2 84.5 , 88.0 , 90.0 , 91.5 . 92.5 ,
7890 & 94.0 , 94.0 , 94.01
7900 DATA RAY74 75 / 10.0 10.0 11.0 , 13.0 15.0 ,
79108 17.5 , 19.5 . 22.0
2 . 24.0 26.0 28.0 ,
2 30.5 .
79208 32.0 , 34.0 . 35.0.36.5.38.0.39.0.40.5,41.5,42.51 2.51
7930 DATA RAYB52 / 31.0 , 32.0 , 34.0 . 37.0 , 40.0 .
79408 44.0 , 47.5 , 52.0 55.0 . 57.5 , 60.0 , 62,0 . .
79508 64.0 66.0 68.01

7960 DATA RAY70732731.5 , 33.0 , 35.5 38.5 , 42.5 ,
79708 46.5 , 54.0 , 57.0 , 63.5 . 68. ) , 72.0 76.0 ,
79808 78.0 81.0 82.01
7990 DATA RAYCH54B / 56.6 60.0 , 67.0 , 77.0 , 84.5 ,
80008 89.0 , 92.5 , 24.0 , 96,0 . 97.0 , 97.5 , 97.75 , .
A - 12
8010 & 98.0 , 98.25 , 98.51
80200
8030 IF ( (GTH.LT.0.0.0R.GTH.61.70 , 0 ) AND . ACTYPE NE . 24 ) GO TO 370
804 OC
8050 N = 1
8060 ACTYPE = INDEX
80700
8080 IF (ACTYPE.LE.13 , AND , ACTYPE.GE.2 ) GO TO 250
8090C
81000
8110 DO 100 K = 1 , 95 , 5
8120 FJ 1 . к 1
8130 FJ2 = FJ1 + 5
8140 IF (GTH.GE.F31 , AND , GTH.LE.FJ2 ) GO TO 110
8150 100 CONTINUE
8160 GO TO 370
8170 110 CONTINUE
8180C
8190 IND 1 ( FJ1 / 5.0 )
8200 IND 2 ( FJ2 /5.0 ) + 1
8210 ACTYPE INDEX 16
-
8220 GO TO ( 150 , 170 , 190 , 180,238 , 140 , 130 , 200 , 210 , 370. 230
82308 160 ) , ACTYPE
8240C
8250 130 VAL 1 : RAYCSACIND 1 )
8260 VAL2 = RAYCSACIND2 )
8270 GO TO 240
82800
8290 1.40 VAL 1 = RAYC 141 ( IND1 )
8300 VAL2 : RAYC141 ( IND 2 )
8310 GO TO 240
83200
8330 150 VAL 1 • RAYC130 ( IND 1 )
8340 VAL2 = RAYC130 ( IND 2 )
8350 GO TO 240
83600
8370 160 VAL1 • RAYC124 ( IND1 )
8380 VAL2 = RAYC124 ( IND2 )
8390 GO TO 240
8400C
8410 170 VAL1 : RAYDC930 ( IND 1 )
8420 VAL2 = RAYDC930 ( IND 2 )
8430 GO TO 240
8440C
8450 180 VAL 1 : RAY72720 ( INDI )
8460 VAL2 - RAY 72720 ( IND2 )
8470 GO TO 240
8480C
8490 190 VAL 1 = RAY73720 ( IND 1 )
8500 VAL2 - RAY73720 ( IND2 )
8510 GO TO 240
85200
8530 200 VAL 1 : RAY74 7F ( IND 1 )
8540 VALD = RAY 747FCIND 2 )
8550 GO TO 240
8560C
8570 210 VAL 1 • RAYB52 ( IND1 )
8580 VAL ? s RAYB52 ( IND2 )
8590 GO TO 240
1-13
8600C
8610C
8620 2 30 VAL 1 : RAYCHS48 ( INDI )
8630 VAL2 RAYCH54BC IND2 )
8640 GO TO 240
8650C
8660 238 VAL1 - RAY 70732 ( IND1 )
8670 VAL 2 = RAY70732 ( IND )
8680 GO TO 240
86900
87000
8710 240 CONTINUE
87200
8730 AA : GTH FJ 1
8740 B = VAL2 VAL 1
8750 EWSL : ( ( B * ( AA /.5.0 ) ) + VAL1 ) I 100.0
8760C
8770 RETURN
878 00
8790 250 GO TO ( 370 ., 260 , 270 , 320 , 350 , 310 , 280 , 280 , 280 , 290
8800 & , 300 , 330 , 340 ) , ACTYPE
8810 260 MM 1
8820 GO TO 360
8830 270 M 6
8840 GO TO 360
8850 280m 10
8860 GO TO 360
8870 290 M : 11
8880 GO TO 360
8890 300 M = 13
8900 GO TO 360
8910 310 M = 14
8920 GO TO 360
8930 320 M : 15
8940 GO TO 360
8950 330 M = 16
8960 GO TO 360
8970 340 M : 17
8980 GO TO 360
8990 350 M = 19
9000 GO TO 360
9010C
9020 360 EWSL : A (NM ) + A ( N + 1 2, M ) * GTH + A ( N + 2M )
9030 & GTH 2 + A ( N+ 3,M ) * GTH 3 + A(N+4,M)
9040 & GTH * * 4 + A ( N +SM ) GTH * * 5 + A ( N +6M
2 ) # GTH ** 6
9050 EWSL • EWSLI 100 .
9060 RETURN
90700
9080 370 WRITE ( 6,380 )
9090 380 FORMAT ( " ERROR IN INPUT PGM ABORTS " )
9100 STOP " ABORT "
9110 END
9120 SUBROUTINE PLANE ( INDEX , MXGRLD , CONAREA ,
91308 MAINWHLS , CONWHLS , MINPAVE PCRATIO PCRTYPE )
9140C
9150 REAL MXGRLD , MAINWHLS , MINPAVE
9160 INTEGER PCRTYPE
9170C
9180 DIMENSION ARAY 1 ( 28 ) , ARAY 2 ( 28 ) , ARAY3 ( 28 ) , ARAY 4 (28)
1-14
9190 DIMENSION ARAY5 ( 28 ) , ARAY6 ( 28 ) , ARAY7 ( 15 )
92000
9210 CHARACTER 22 ARAY8 ( 28 )
9220C
9230C ****** BY USING THE FOLLOWING COMMENTED STATEMENTS AS EXECUTABLE
9240C ****** STATEMENTS THE TABLE OF AIRCRAFT DISCRIPTIONS CAN BE
9250C ****** LLISTED . PLACE ONE OF THE COMMON STATEMENTS IN THE
9260C ****** CALLING PROGRAM ALONG WITH THE WRITE AND FORMAT STATEMENT .
92700
9280C COMMON / DISCRIPIARAY8
9290 COMMON I DISCRIPT ARAY 8
9 300C WRITE ( 6,100 ) ( K , ARAY8 ( K ) , K = 1.28 )
93100 100 FORMAT ( 13,3X ,A22 )
93200
9330C ARAY 1 = MAX GROSS LOAD ( KIPS ) ARAY2 : CONTACT AREA ( SQ IN . )
9340C ARAY 3 = TOTAL NO . MAIN WHEELS ARAY43 NO . CONTROLLING WHEELS
9350C ARAYS5 MINIMUM PAVEMENT
93600 ARAY6 = PASS TO COVERAGE RATIO ... 1-13 CIVILIAN AIRCRAFT
93700 14 -28 MILITARYAIRCRAFT ( R / W ENDS )
9380C ARAY7 ; PASS TO COVERAGE RATIO ... MILITARY ... R / W CENTERS
9390C
9400 DATA ARAY1 / 30 .. 50. , 200 .. 160 .. 358. , 121 ..
94108 433. , 558 .. 409 .. 389. C113.1 185 .. 229 ..
9420 & 60 .. 62. , 99. 155. 98 .. 116.1 191 .. 327 ..
94308 323 .. 769 .. 775. 498. , 18. , 47 .. 216.1
9440C
9450 DATA ARAY 2 / 190. 148. 148 .. 210 .. 220 ..
9460 & 165 .. 294. 331 .. 282 .. 247 .. 182.6 952 ..
c
94708 188 .. 272 .. 100 .. 241.400 .. 165. 174 ..

94808 237 .. 218 .. 208. 285 .. 245. , 267 .. 70. , 106.7.630 . 1
9490C
9500 DATA ARAY312 .. 4 .. 8.1 4.1 8. , 4. ) 8. ) 10.1
.
95108 8. , 8. , 4. , 8. , 8. , 2 .. 2 .. 2 .. 4 4.4.0
95208 4. , 8. , 8. , 24 .. 16. , 8. , 2. , 4 . 4. /
95300
9540 DATA ARAY 4/1 . , 2. 4 .. 2 .. 8. , 4. , 4. , 4. ,
9550 & 4.2 4.0 2.0 4.0 4.0 1.1 1. 1. , 2. , 4.0 2.0
95608 2.1 4. 1, 4. , 24. , 16 .. 4 .. 1.0 2.0 2.1
95700
9580 DATA ARAY5/3 . , 4. , 4.0 4.1 4.1 4. 5.1 5.2
9590 & 5.0 4.0 4.1 4.0 4.1 4.0 4.0 4.1 4 .. 4 .. 4. ,
9600 4.0 4.0 4.0 4.0 5.1 4.4.2 4.0 4.1
9610C
9620 DATA ARAY616.21 , 3.67 , 1.84 , 3.25 , 1.62 .
96308 3.58 , 1.82 1.69 , 1.81 , 1.48 . 3.43 , 1.84 ,
96408 1.80 , 5.23 , 0.58 4.92 2.09 , 3.58 , 3.62 .
96508 3.25 , 1.62 , 1.72 .81 , 1.85 , 1.63 , 10.24 , 4.31 , 2.191
9660C
9670 DATA ARAY 7 / 10.38 , 17.0 , 9.8 , 4.05 , 6.9 . 6.73 ,
9680 & 6.0 , 3.0 , 3.17 , 1.10 . 2.77 , 2.00 , 15.77 , 8.51 , 3.777
9690C *** ARAY 8 LOADED ELEMENT 1
9700C 2 ... 3
97100 4 ... 5
97200 ETC
9730C 27
9740C 28
9750 DATA ARAY 8 / " 190 SQ IN SINGLE " , " 148 SQ IN DUAL
97608 " 148 SQ IN DUAL - TANDEM
9770 & " 8727-100 " DC8-63 F
1-15
.
97808 " DC9-50 " O CIU- ,
01
9790 & " DC10-30 " L - 1011
9800 & " CONCORDE " LOCKHEED ELECTRA
11
9810 & " CONVAIR 880 " 8720
00 10
9820 & " C - 123 " F - 4
10
98308 " F - 111 " ( -130
98408 " DC9-30 " 8737-200
.
98508 " 8727-200 " 8707-3200
11
98608 " C - 141 " C - SA
10
9870 & " 874 7F " B - 52
98808 " OV - 10 " CH - 548
98908 " C - 124
99000
9910 MXGRLD -
ARAYI ( INDEX )
9920 CONAREA = ARAY2 ( INDEX )
9930 MAINWHLS : ARAY3 ( INDEX )
9940 CONWHLS ARAY 4 ( INDEX )
9950 MINPAVE ARAYS ( INDEX )
9960 PCRATIV = ARAY 6 ( INDEX )
9970 IF ( INDEX.61.13 . AND.PCRTYPE . Ew . 2 ) PCRATIO = ARAY7 ( INDEX - 13 )
9980 RETURN
9990 END
10000 SUBROUTINE ENDALPHA ( ALPHA , COV , CONWHLS )
10010 DIMENSION X ( 60 ) , Y ( 60 )
10020 DIMENSION C6 ( 120 ) , C1 ( 120 ) , C2 ( 120 ) , C3 ( 120 ) , C4 ( 120 ) , C5 ( 120 )
100 300
10040 DATA C1 / 1 19,2 ... 258,3 ... 297,4 ... 32,5 ... 34.6.1.36,7 ... 376,8 388
10050 & 9 ... 398.10 ...405,20 ... 4.7.30 . . .. 538.50 .
505,40 . 2 . 558,60.1 . 57.70 ... 588 .
10060 & 80 ...596.90... 60,100 . 61,200 ... 07,300 ... 71,400 ... 739,500
. 757,600 ..
100 70 8.778.700 ... 781,800 ... 796,900 ... 80.1000 ... 81,2000 ... 87,3000 ... 90.4000 ..
100 80 2.92.5000 ... 94.6000.1 . 95,7000 95.8000 ... 973,9000 ... 98 , 10000... 99 , 2 .
10090 & 20000. , 1.04.30001..1.07.4 JJ ) :) 1.095,50000..1.1.1.60000 . , 1.12.70000 ..

.
10100 & 1.139.80000..1.14.90000 , 1.15.100000..1.16.200000 1.21.300000 ..

101 10 & 1.24,400000 . , 1.26.500000 . 21.273,600000..1.288.700000 . , 1.299,800000 ..
10120 & 1.305,900000..1.31,1000000..1.32.0..0..0..0..0..0..0..1..0..0.1
10130 DATA C2730 ... 50.40 ... 52.50 ... 54,60 , .. 558,70
0 57.80 ... 58.90 ... 588.100 ..
10140 & .598,200 ... 643,300 ... 678,433
C 675,500 .. 71.600 72.700 ... 738.800 .. 0
10150 8.76.900 ... 753,1000 ... 758 , 2000 .. 80,3000 ... 82.4000 86.5000 ...857,6000 ..
10160 8.868.7000 ... 879.8000 ...881.9000 ...89 , 10000 ... 899,20000 ... 938,30000.7.96 .
.
10170 840000 ... 978.50001 ... 987,60.000 . , 1.0.70000 , , 1.007.80000 .. 1.01.90000..1.02 .

101 80 & 100000 1.028.200000 . , 1.062.300000..1.082.400000 . , 1.1.500000..1.11 , .
10190 X 600000 1.12.700000.11.128,800000..1.13.900000..1.14 , 1000000..1.148 ,

10200 8 0.00.00.00..0..0..0 ....0.0..0..0..0 ... 0. , 1. ,0,0.10.00 . 2
10210 & 0.00.0 0..0..0..0.0.... 0 .. ) .. 0..0..0.1

10220 DATA C 3/1 . 18.2 ... 24.3 23,4 31.5 33,6.1 . 35.7 ..36,8 ... 37,9 ... 384 ,
10230 & 10 ... 39.20 ... 459.30 ... 489,40 ... 51,50 ... 53,60 ... 54 , 70 . 55,80 ... 56.90 ... 57 ,
c
10240 8100 ... 579,200 ... 62.300 ... 644,400 ... 66,500 678,600 ... 68.700 ... 698.800 ..
.
10250 6.70,900 ...702,1030 ... 71.20.) J 748.3000 .. 768,4000 ... 78,50010 ... 794.6000 . ,
10260 8.80.7000 ... 808,8200 81,9000 . 319,10000 .. 82,20000 ...858 , 30000 ... 872 .
.
10270 & 40000 ... 885,50000 ...898,60000 ... 40.70000 ... 91.60000...918.90000 ...92 . 1
10280 & 100000 927,200000 958.300000 ... 972,400000 ... 985,500000 ... 998,600000 .. 00 ..
10290 & 1.0.700000 1.01.800000..1.119.990000..1 . 02.1000000 . , 1.022 .
.
10300 & 0..0..0..0.0..0.10.00..0 .. 0.1

10310 DATA C4 / 3 ... 248,4 ... 278.5 .. 30.6 ... 318.7
. 33,8 ... 346,9 ... 35.10 ... 36.20 . , . 2
10320 & .429,30 ... 458,40 .... 478.50 ... 498.60 ... 507,70 519,80 . 52.90.1 . 53.100 ... 537 ,
10330 & 200 . 57.300 .... 59.400 . 598.500.7.618,600 625,700 ...63,800 ... 637.900 ...64 ,
10340 & 1000 ... 644,2000.1.665.3000 ... 679,4000 ... 684,5000 ... 69.6000 ... 697.7000 ... 699 ,
10350 & 8000 ... 70.9000 ... 701,10000...703,20000 72.30000 . 729.40000... 732.50000 ..
10360 8.74 , 60020 ...
. 74.70000 ... 744,80000 ... 746.90000 ... 75 , 100 000 ... 75.200000 ... 76 .
1-16
10370 & 300000 ... 765.400000 ... 77,503000 ... 777.600000 ... 779,700000 ... 78.800000 ... 7
10380 & 900000 ...78.1000000 ...78,0 ..
C
10390 & 0..3..0..0..0..0..0..0..0 ... 0..0..0 0.1

10400 DATA C5 / 3 ... 248,4 .278.5 30.6.1 . 318.7 . ..33.8.7.346,9 35,10 0 36,20 ..
10410 & 30 ... 45.40.2.47.50 ...482.61 ... 499,70.7 . 51.80 ... 517.90 52,100.1 . 53,200.1
10420 3 300 ... 582,400 5 92,500.0 601,60 ) . 61,700 ... 615.800 . 62.900 625.1000 .
10430 & 2000 ... 642.3000 . 657,4000 .. 661,5000 ... 607.6000.1.67.7000 . 673.8000 ... 6
10440 & 9000 679.10000 ... 68,20000 ... 69,30000 ... 693,40000 ... 699 , 50000 .
0
70,60000
10450 & .70,70000 ... 70,83000 , 70,90000 ... 701,100001 .. 702,200000 ... 71.300000 ... 7
10460 & 400000 ... 714,500000 ... 717,620000 ... 718.700000 ... 71 9.800000 ... 719,900000 ..
104 70 & .719,1000000 1.719,0..0..0..0..0.
.0..0..0..0..0..0..0..0..0.1
10480 DATA C6 / 1 ... 15,2 ... 23.3 27.4.1.30.5 32.6 ... 335 ,
10490 ở 7 .. ..35.8 . ..36,9.1.37,10 . , 38,20 . 44,30 . .475,40 ... 495 ,
c
10500 & 50.1 . 51.60 . 52 . 73 53,80 ... 54,93 55,100 ... 555 ,
10510 200 .... 59.300 ... 615.400.1.63,500 . 64,600 ... 65 .
२०
२.
10520 700 ....655,800 . 0 66 3.900 67,1000.1.675.2000 ... 705 ,

10530 3000 72.4000 ... 73,500 ) ... 739,6000 .. 742.7000 ... 75 . C
10540 8000 ... 755.9000 . 76,10 JOO . .765,20000 . ..789.30000 .

C
10550 & .8,40000 ... 81,50000 819,60000 ... 823,70000 . 83,80000 ..

10560 & .834 , 90000 .. .837,100000 ... 84,200 000 86 , 300000 ... 875 ,
10570 & 400000 ... 882.500 000 89.600000 ... 895.700 000 ... 9 C
10580 & 800000 ... 903.90000 91.1000000 ... 912 .

10590 & 0..1..0..0..0..0..0..0..0 . .0.1
10600 MARK = 0
10610 GO TO 100
10620 ENTRY FINDCOV ( ALPHA , NCOV COVWHLS )
10630 MARK = 1
10640 100 NWHLS : CONWHLS
10650 IF ( NWHLS.L1.1.0R.NWHLS.G1.24 ) GO TO 260
10660 IF (iWHLS . EQ.4 ) NWHLS = 3
10670 IF (NWHLS . EQ , 16 ) NWHLS 4
10680 IF (NWHLS . EQ.24 ) NWHLS : 5
10690 IF ( NWHLS.EQ.8 ) NWHLS = 6
10700 K 1
10710 GO TO ( 120 , 140 , 160 , 180 , 210,225 ) , NWHLS
10720 120 DO 130 1 1. 60
10730 XCD ) C1 ( K )
10740 Y ( 1 ) = CI ( K + 1 )
10750 IF ( MARK.Ew.0.AND.X ( I ) .GE.COV ) GO TO 230
10760 IF ( MARK.EQ.1.AND.Y ( 1 ) .GE.ALPHA ) GO TO 240
10770 к = K + 2
10780 130 CONTINUE
10790 GO TO 280
108000
108 10 140 DO 150 I 1. 60
10820 X ( 1 ) a C2 ( K )
10830 Y ( 1 ) C2 ( K +1 )
10840 IF (MARK . EQ , 0 , AND.X ( 1 ) .GE , COV ) GO TO 230
10850 IF ( iTARK.EQ.1.ANDY ( 1 ) .GE.ALPHA ) GO TO 240
10860 к K + 2
10870 150 CONTINUE
108 80 GO TO 280
108900
10900 160 DO 1170 1. 60
10910 X ( 1 ) C3 ( K )
10920 Y ( 1 ) C3 ( K +1 )
109 30 IF ( MARK.EQ.0.AND.X ( I ) .GE.COV ) GO TO 230
10940 IF ( MARK.EQ.1.AND.Y ( I ) .GE.ALPHA ) GO TO 240
10950 к . к + 2
1-17
10960 170 CONTINUE
10970 GO TO 280
109800
10990 180 DO 200 l = 1 , 60
11000 X ( ) = C4 ( K )
11010 Y ( 1 ) C4 ( K + 1 )
11020 IF (MARK , EQ.0.AND.X ( I ) .GE.COV ) GO TO 230
0
110 30 IF (MARK.EQ.1 . ANDY( 1 ) .GE.ALPHA ) GO TO 240

11040 K : K + 2
11050 200 CONTINUE
11060 GO TO 280
11070 C
11080 210 DO 220 1 = 1. 60
11090 X ( 1 ) CS ( K )
11100 Y( 1 ) = C5 ( R + 1 )
11110 IF (MARK . E2.0.AND.X ( 1 ) .GE.COV ) GO TO 230
11120 IF (MARK.EQ.1.ANDY ( I ) .GE.ALPHA ) GO TO 240
111 30 к - K + 2
11140 220 CONTINUE
11150 GO TO 280
111600
11170 225 DO 226 1 : 1,60
111 80 X ( I ) = C6 ( K )
11190 Y ( I ) = C6 ( K + 1 )
11200 IF ( MARK.EQ.0 AND . X ( I ) .GE.Cu ) GO TO 230
11210 IF (MARK , EQ.1.AND . Y ( I ) .GE.ALPHA ) GO TO 240
11220 K = K +2
112 30 226 CONTINUE
112400
11250C
11260 230 CONTINUE
11270 A = COV X ( I - 1)
11280 8 X ( 1-1 )
X( T )
11290 C . Y ( 1 ) Y ( 1-1)
11300 ALPHA - ( ( ( A ) B) + Y ( 1-1 )
113100
11320 RETURN
11330C
11340 240 CONTINUE
11350 COV = ( ( ( XCD ) X ( 1-1 ) ) * ( ALPHA Y ( I- 1 ) ) ) I
11360 & (۲ ( I ) Y ( 1-1 ) ) ) + X ( 1-1 )
11370 NCOV = IFIX ( COV )
11380 RETURN
113900
11400 260 WRITE ( 6.270 )
114 10 270 FORMAT ( " PGM ERROR : NUMBER OF CONTROLLING WHEELS " )
11420 STOP
114 300
11440C
114 50 280 WRITE ( 6,290 )
114 60 290 FORMAT ( " COVERAGE VALUE OUT OF LIMITS OF CURVE : PGM ABORT " )
114 70 STOP
11480 END
1-18
Example Problem -· Flexible Pavement
*******&&****SISIEKARERARBRAKRIRISKIRI
FLEXABLE PAVEMENT EVALUATION PROGRAM
**********************************************************************
ENTER THE NUMBER OF AIRCRAFT TO BE ANALYZED : OR
99 TO LIST AIRCRAFT TYPES AND CODES
:: 99
1 190 SQ IN SINGLE
2 148 SQIN DUAL
3 148 SOIN DUAL - TANDEM
4 B727-100
S OC8-631
6 OC9-50
7 DC10-10
8 DC10-30
9 L - 1011
10 CONCORDE
11 LOCKHEED ELECTRA
12 CONVAIR 880
13 8720
14 C - 123
1S F-4
16 F - 111
17C - 130
18DC9-30
19 8737-200
20 8727-200
21 B707-320B
22 C - 141
23 C - SA
24 B747F
25 B - 52
26 OV - 10
27 CH - 54E
28 C - 124
ENTER THE NUMBER OF AIRCRAFT TO HE ANALYZED : OR
99 TO LIST AIRCRAFT TYPES AND CODES
= 1
ENTER NUMERICAL CODE FOR EACH AIRCRAFT TO HE

ANALYZED . EXAMPLE : 1.9.17.22
20
DO YOU WANT AIRCRAFT ANALYZED AS MILITARY AIRCRAFT ? YES OR NO .
-NO
DO YOU WANT TO USE PROGRAMMED MAX LOADS FOR
THE AIRCRAFT ? ENTER YES OR NO
= YES
ENTER : ANNUAL DEPARTURE LEVEL , DSM , LRF ( IN PERCENT )
= 2000,1000,0
INPUT NLAY ?
=3
INPUT TCODE ( 1 ) , THICK ( 1 ) , ...... TCODE ( NLAY ) , THICK ONLAY ) ?
= 1,4.2.6,10,8
****************** ***
PAVEMENT STRUCTURE
LAYER LAYER EQUIVALENCY

NO . THICKNESS FACTOR MATERIAL
1 4.0 1.70 ASPHALTIC CONCRETE

2 6.0 1.40 CRUSHED STONE BASE ( 100 CBR )
3 8.0 1.00 SURBASE ( SAND - GRAVEL ) 50 CBR
SUBBASE THICKNESS ( TS ) 23.200

TOTAL THICKNESS ( TT ) 17.500
***
************
* ALLOWABLE . 本 ANNUAL * AC OVERLAY
* GROSS AC #DESIGN * DEPARTURE REMAINING REQ ' [I FOR
AIRCRAFT LOAD LOADI * LEVEL * LIFE # 20 YR LIFE
********** ***************************************************
8727-200 + 131.6 1 191 2000. * 1.0 * 2.5
DO YOU WANT TO EVALUATE THE SAME AIRCRAFT WITH

A NEW ANNUAL DEPARTURE LEVEL , DSM , OR LRF ? ENTER YES OR NO
EN
NORMAL TERMINATION
*************************** *******
A - 19
* BLIST 11
*********************** ******* **** *************

COMPUTED CONSTANTS FOR ADL = 2000.0 DSM = 1000 . LRF = O PERCENT
92.000 ALLOWABLE GROSS SINGLE WHEEL LOAD ( CGRWT )

9.000 REQUIRED BASE ( RBASE )
17.500 EQUIVALENT THICKNESS ( SINGLE WHEEL ) ( GTHA )
12.852 CBR ( CBRC )
******************** ***** ******
***************************** **** **************
*********************** *** ******
CONSTANTS FOR B727-200
2.000 CONTROLLING WHEELS ( CONWHLS )

12307.692 COVERAGES ( COV )
0.908 ALPHA ( ALPHA )
237.000 CONTACT AREA ( CONAREA )
************************ ** *******
************************
ITERATIVE SUB - ANSWERS
17.SOO THICKNESS ( GTH )

0.657 PERCENT ESWI. ( EWSL )
0.051 INITIAL CBR / P ( x )
0.065 CALCULATED CBR / p ( CBRF2 )
*** ************ ******* **
22.500 THICKNESS ( GTH )

0.708 PERCENT ESWL ( EWSL ) . '
0.047 INITIAL CBR / P ( X )
0.041 CALCULATED CRR / p ( CBRF2 )
*******************

0.697 PERCENT ESWL ( EWSL )
0.048 INITIAL CBR / F ( x )
0.045 CALCULATED CBR / F ( CBRF2 )
*** ****************** *** . *
ITERATIVE SUR - ANSWERS

0.049 INITIAL CBR / P ( X )
0.049 CALCULATED CBR / F ( CBFP2 )
**************************

0.050 INITIAL CBR / F ( x )
0.053 CALCULATED CBR / p ( CBRP2 )
************************************ ***
CALCULATED VARIABLES FOR B727-200
169.874 ALLOWABLE PRESSURE ( P3 )

16.000 EQUIVALENT THICKNESS FOR THIS AIRCRAFT ( TV
11 MINIMUM BASE THICKNESS ( MINBASE )
20.500 DESIGN THICKNESS ( DGTH )
0.644 % ESWL FOR ALLOWABLE LAOD ( EWSL )
1,428 TI (ALPHA * SQRT ( A ) ) ( THCA4 ,
246.527 PRESSURE FOR MAXLOAD ( PA )
0.728 DERIVEDI ALPHA ( ALFHA1 )
644 DERIVED COVERAGES ( NCOV )
A - 20
Appendix B NDT Rigid Pavement Evaluation Program
1000C PROGRAM TITLE : NDT RIGID PAVEMENT EVALUATION PROGRAM

1010C PROGRAM CODE NAME : RIGEVAL
10200 WRITER : A. J. BUSH AND WILLIAM BEASLEY
10300 ORGANIZATIO11 : U.S. ARMY ENGINEER WATERWAYS EXPERIMENT STATION
1040C VICKSBURG , MISSISSIPPI 39180
1050C DATE : MARCH 1979
1060C SOURCE LANGUAGE : FORTRAN TV
10700 AVAILABILITY : COMPLETE PROGRAM LISTING IS AVAILABLE AT WES
1080C
10900 ABSTRACT : COMPUTER PROGRAM RIGEVAL COMPUTES THE ALLOWABLE GROSS
11000 AIRCRAFT LOAD FOR A 20 YEAR LIFE FOR UP TO 5 DIFFERENT
11100 DEPARTURE LEVELS FOR 28 DIFFERENT AIRCRAFT , INPUT
11200 REQUIRES THE DSM FRUM NDT AND A VALUE FOR EITHER SUBGRADE
11300 REACTION OR RADIUS OF RELATIVE STIFFNESS . A PROCEDURE
1140C FOR EVALUATING MILITARY AIRCRAFT IS ALSO INCLUDED .
1150 DIMENSION H ( 5 ) F ( 5 ) .L ( 5 ) , FL ( 5 )
2
1160 DIMENSION GLOAD ( 5 ) .DHPCC ( 5 ) , JA ( 5 ) , ALPHAR ( 28.5 ) ., YEARS ( 5 )

1170 DIMENSION PCR ( 2.28 ) .MAXLOAD ( 28 )
1180 DIMENSION A ( 11.28 ) , DEPART ( 5 )
1190 DIMENSION PA ( 28.5 ) 2, TAC ( 5 ) , HC ( 5 ) HCL ( 5 )
1200 DIMENSION WORK ( 28 ) , ALPHA ( 28.5 )
1210 CHARACTER AIRTIT * 20 ( 28 ) MIL * 1 , APAVE * 1 , MLANS * 1
1220 INTEGER WORK ECDL
1230 REAL L. MAXLOAD
1240 DATA N / 1 /
1250 DATA AIRTITI 20H190 SQ IN SINGLE , 20H 148 SQIN DUAL
1260 & 20H148 SQ IN DUAL - TANDEM , 20HBOE ING 727-100
1270 & 20HDC8-637 , 20HDC9 - SU
12808 20HDC10-10 . 20HDC10-30
1290 & 20HL 1011 .. 20H CON CORDE
1 3008 20HLOCKHEED ELECTRA . 20H CONVAIR 880
13108 2OHBOEING 720 . 20HC 123
1320 & 20HF4 . 20H F 11.1
13308 20HC 130 .20HDC9-30
13408 20HBOEING 737-200 . 20HBOE ING 727-200
13508 20HBOEING 707-3201 . 20HC 14 1
1360 & 20HCS . 20KBOE ING 747 F
1370 & 20HB 52 . 20H OV - 1
13308 20HCH540 , 20HC 124
1390 DATA A1.17272E +011.87918E - 02 , - . 94 697E - 04 , .33994 E - 06 .
1400 & 7 + 0 . ,
1410 & .27742E +0.1 , - . 35066E -02 , - . 65152E - 04..07211E - 06 .
14208 7 * 0 ..
14308 -.85762E + 00..1322 7 € +01 , - . 78671E - 01..21071E - 02 ,
1440 & - . 29062E - 04 , .20103E - 55213E - 09.4 * 0 ..
20
1450 & .50024E + 01 , - . 76022E - 01..87879 E -03 , - . 34 189E - 05 ,

.
14608 7 * 0.1
1.470 & -.25703E + 01..15299E + 01 , - . 72614E - 01..15644 E - 02 ,
O
14308- . 17479 E -041.9859E - 07 , - . 22222E -09.6 * 0 ..

1490 & .32328E + 01 , - . 14036E - 01..73005E - 04,8 * 0 ..
-
1 500 & .11054E + 01..10827E + 01 , - . 43002 E -01 .. 75446 E - 03 ,

C
1510 & - , 68426E - 05 ,. 3122E - 07 562 SE -10,4 * 0 ..

15208 -.45127E + 01..22634E + 01 , - , 10144E + 00 , .21266E - 02 ,
15308- . 23767E - 04..13689E - 06 . 3194 4E - 09.4 * 0.1
15408 .11054E + 01..10827 E + 01 , - . 43002 E - 01..754 46 -03 ,
15508 - .68426E - 05..3122E - 07 ,- 5625E - 10,4 * 0 . ,
15608 -.25703E + 01..15299E + 01., - . 72614E - 01..15644 E - 02 ,
0
15708 - . 17479E -041.9859E - 07 , - . 22222 E -09.4 * 0 ..

.
15808 .34336E +01 , - . 1754 3E - 01..92987E - 04.8 * 0 ..
B - 1
15908 .33152E + 01. , 71455 E + 00 , - . 42782 E - 01..10734E - C2 .
16008 13616E - 04 86055E - 07 , - . 21534 E - 09.4 * 0 ..
1610 & .568 89E + 00 ..11832E + 01 , - . 62095E - 01 145436-02
16208 - .17619E - 04 , 1076 E - 06 ,
. 261.97E -09,4 * 0 ..
1630 & .13515688E + 03 , - . 25996549E + 02..21652934E + 01 .
.
1640 & - , 10194185E + OU , .3024871 9E - 02 , - . 594 39938 E - 04 .. 78502008E - 06 , 2
1650 &-
- . 69093791E - 08..38848877E - 10 , - . 12623313E - 12 .. 180 30029E - 15 ,
16608 11691711E+01.. 26766669E -01 , - . 378 20109E - 03 ,
+
16708.19573977E - 05,7 * 0 ..
1680 & .2087050SE + 01..76518299E -02 , - . 25 394 330 E - 03 ,
1690 & .51515806E -05 , - . 61081382E -07, .377605 16E - 09 ,
0 943368 90E - 12.4 * 0 ..
17008 -.7087649 3E + 01..2646606E +01 , - . 18140 545E + 00 .
0
1710 & .5.9682379E - 02 - .10758939 E - 03, . 10873258E -05 , - . 57811184E - 08 ,

1720 & .12589512 E - 10.3 + 0 ..
1730 & 3784000 3 E +01 , - .410610336-01..727948 26 E -03 ,
1740 & - . 66894004E - 05 , .23824710E - 07,6 * 0 ..
.
17508 .37840003E + 01 , - .41061033E - 01..72794 826E - 03 ,

1760 & - . 66894004 E - 05..23824 710E - 07,6 * 0 ..
1770 & .51691444E + 01 , - . 10658652E + 00 , .20902100E - 02 ,
-
1780 & - . 18876557E - 041.62548225E - 07,6 * 0 ..

1790 & .13209038E +02 . 21602431E + 00..16 766294 E -02 ,
18008 14004 388E -U5 , - . 23497360E - 07,6 * 0 ..
18108 .15134919E + 01 , 12 784 349 € +01 , - .69987043E - 01 ,
1820 & .16753036E - 02 , - . 20535086E - 04..1260 1294E - 06 ,- 30688291E - 09,4 +0 ..
.
18308 .33493339E + 02 41286721E + 00 , .25745872 E - 02 .

18408 - , 50946799E - 05,7 * 0 ..
18508 .22057561E + 02..21 985 970E - 01 , - . 79701473E - 02
.
18608.11063537E - 03 , - . 45093556E - 06,6 * 0 ..

18708 -.41248323E + 03..452 30606E + 02 , - . . 20364706E + 01 ,
18808.4 9728623E - 01 , - . 71278050E -03, .6004 3089E -05 , - . 27553720E - 07 ,
1890 & .5 319 328 SE - 10.3 + 0 ..
19008 .6924257E + 00..561 74 862E - 1 , - . 128 369 15E - 02 ,
1910 & .13448746 E - 04 , 48714111E - 07,6 * 0 ..
2
1920 & 26103956E + 01 , - . 98124912E - 02..314 13591 E - 03 ,

19308- 58163283E - 05 , .50560341E - 07 ,
. 15210627E - 09.5 * 0 ..
O
19408 18756890E +02 , - , 12250429E + 01..46 758 366E -01 ,

*
19508- , 9689717E - 03 11079260 E - 04 , - . 65569627E -07 , , 15659932 E - 09,4 + 0,1
.
1960 DATA PCR76.21.12.32.3.67.7.20.3.68.7.20.3.25,6.00.3.2406.04 .

19628 3. 58.6.90.3.64,5.80.3.38.5.45.3.62.5.71.2.96,4.51.3.43,6.54 .
1964 & 3.68.7.16.3.60.6.54.5.23,10.38,8.50 ,
19808 17.00.4.92.9.80.4.18,8.10.3.58,6.9 .) , 3.62.6.73,3,25,6.00.3.24 .
199086.00 ..3.44.6.34,1.62.2.20.3.73.5.54,1.63,2.00.10.24.15.77.4.31 ,
200088.51.2.19.3.777
2010 DATA MAXLOAD / 30..50 . , 200..160..358 . , 121..433..558..409..389..113..185 .
2
2020 & 229. , 60. , 62..99,1155.698 . , 116. , 191..327 . , 323, , 769..775.2498 . , 18.747..216.1
2 c 2
2030 CALL CREATE ( 12.10000.0 , ISTAT )

2040 IAL = 0
2050 20 CONTINUE
2060 PRINT 900
2070 PRINT , " HOW MANY AIRCRAFT DO YOU WANT TO ANALYZE ? "
2080 READ NAIRC
2090 IF (NAIRC - 28 ) 991.990,990
2100 990 DO 993 J1 : 1.NAIRC
2110 993 WORK ( JI ) = J I
2120 GO TO 600
2130 991 CONTINUE
2140 PRINT , " IDENTIFY THE INDIVIDUAL AIRCRAFT ( S ) BY SPECIFYING
21508 ITS POSITION NUMBER . "
2160 READ , ( WORK ( D ) .1 = 1 NAIRC )
B- 2
2170 600 CONTINUE
2180 WRITE ( 6,270 )
2190 270 FORMAT ( " DO YOU WANT TO USE PROGRAMMED MAX LOADS FOR " , " THE AIRCRAFT
2 2008 ? ENTER YES OR NO " )
2210 READ ( 5.271 ) MLANS
2220 271 FORMAT ( A1)
2230 IF (MLANS .EQ . " Y " )GO TO 272
C
2240 WRITE ( 6.273 )

2250 273 FORMAT ( " ENTER MAX LOAD ( IN KIPS ) FOR AIRCRAFT . " )
2270 DO 274 1 = 1 .NAIRC
2280 K = WORK ( I )
2290 WRITE ( 6,275 ) AIRTIT ( K )
2300 275 FORMAT (A20 )
2310 READ MAXLOAD ( K )
2320 274 CONTINUE
2330 272 CONTINUE
2340 PRINT . " WHAT IS THE NUMBER OF DEPARTURE LEVELS ? "
2350 READ NDL
2360 PRINT , " WHAT ARE THE ANNUAL DEPARTURE LEVELS ? "
2370 READ .. ( DEPART ( NC ) , NC = 1 , NDL )
2380 PRINT , " IS THIS A MILITARY EVALUATION ? YES OR NO "
2390 READMIL
2400 IF (MIL.EQ . " Y " ) GO TO 70
2410 EC = 1
2420 GO TO 10
2430 70 PRINT , " DO YOU WANT TO DESIGN FOR RUNWAY ENDS OR CENTERS ?
24408 ENDS = 1.CENTERS = 2 "
2450 READ , EC
2460 10 CONTINUE
2470 IF ( IAL.EW.0 ) GO TO 96
2480 PRINT , " DO YOU WANT TO STOP ? ( U = STOP : 1 = NEW AIRCRAFT: 2 = NEW PAVE . "
2
2490 READ.STO
2500 IF ( STO - 1 . ) 60,20,96
2510 96 PRINT , " IS THIS A COMPOSITE PAVEMENT ? ( YES OR NO ) "
2520 READ , APAVE
2530 IF ( APAVE.EQ . " N " )GO TO 15
2540 PRINI , " INPUT DSM , THICKNESS AC , THICKNESS PCCOK.CB.CR"
2550 READ , DSM , HACHE.FF.CB , CR
2560 PS = 0.0172 DSM
2570 HPCC = HE
2580 IF (MIL.EQ . " Y " ) GO TO 151
2590 DO 160 KK : 1 .NDL
2600 CALL FFACTOR ( DE PART ( KK ) ofFoF ( KK ) )
2610 H ( KK ) = ( 1./F(KK))*(HE*CB+0.4*HAC )
2620 16 0 CONTINUE
2630 GO TO 51
2640 151 FM = 9.8927819E - 01-2.6850211 E - 04 * ff - 1.5777903E - 05 FF * *2. + 1.3781509E
2650807 * FF * * 3-5.0929871E - 10FF * * 4. 8.5135593E - 13 * FF** 5. - 5.3929431E - 16 * FF * * 6 .
2660 DO 152 JP : 1 , NDL
2670 152 HCJP ) :( 1 / FM ) * ( C8 * HE + 0.4 * HAC)
2680 GO TO 51
2690 15 PRINT , " DO YOU KNOW L ? ( 1 = YES : 0 = NO ) "
2700 READDL
2710 PRINT , " INPUT
.
-DSM ( 0 = STOP ; 1 *NEW AIRCRAFT ) , H , FF OR L"
2720 READDSM.HPCCFF
2730 HE = HPCC
2740 IF (DSM - 1.760,20,62
2750 60 STOP 9999
2760 62 PRINT , " INPUT CONDITION FACTORS , CB , CR "
B -3
2770 READ , C3 , CR
2780 DO 455 KP : 1 , NDL
2790 455 H ( KP ) = HPCC
2800 PS = 0.01896 DSM
2810 IF ( DL.EQ.1 . ) GO TO 50
2820 51 DO 52 KA = 1 .NDL
2830 L (KA ) = 24.2 + ( (HCKA ) * * 3. / FF ) ** 0,25 )
2840 52 CONTINUE
2850 GO TO 55
2860 50 BL = FF
由
2870 FF = ( ( 24.27BL ) ** 4 . ) * HPCC ** 3 .
2880 DO 53 KB = 1 NDL
2890 53 L ( KB ) = 8L
2900 55 PRINT 900
2910 PRINT 920. ( DEPART ( II ) , 11= 1 NDL )
2920 PRINT 950
2930 WRITE ( 12.900 )
2940 WRITE ( 12,920 ) (DEPART ( II ) , 11 = 1 , NDL )
2950 WRITE ( 12.950 )
2960 PD PS # 1000 .
2970 IF ( APAVE . EQ . " N " ) GO TO 779
2980 CALL FFACTOR ( 1200..fFoFEH )
2990 HEQ = ( 1./FEH ) ** (HE * CB + 0.4 * HAC )
3000 HPCC = HEQ
3010 779 CALL H51 (PDHPC Coff.0,4633..STRESS . " N " )
3020 RFLEX = 0.975 * STRESS
3030 WRITE ( 12.880 ) RFLEX , STRESS , HPCCOFF.PD
3040 880 FORMAT ( " RFLEX = " . F6.1,2x , " STRESS1 : " , 76.1.2x , " HP CC = " , 14.1.2X " FF = " ,
3050 & 75.0 , " ASWL = " , F7.0 )
2
3060 IF ( RFLEX.L1.400 . ) RFLEX = 400 .

3070 IF ( RFLEX.G1.900 ) RFLEX = 900 .
3030 DO 300 1 = 1 .NAIRC
3090 DO 450 K = 1.NDL
3100 M = WORK ( 1 )
3110 IF (M.EQ.25.AND.L ( K ) .LT . 35 ) GO TO 452
3120 FL ( K ) = A (NOM ) + A ( N + 1 , M ) * L ( K ) + A ( N + 2.M ) * L ( K )** 2 + A ( N + 3.M ) * L ( K ) ** 3 + A ( N + 40M ) * 1
3130 & ** 4 + A ( N + S , M ) * L ( K ) * + 5 + A ( N +6M) * L ( K ) ** 6 + A ( N + 7M ) + L ( K ) + +7+
由 A ( N + 8 , M ) + L (K ) * * 8 + A
3140 & ( N + 9 , M ) * L ( K ) ** 9 + A ( N + 10M) * L ( K ) ** 10
3150 GLOAD ( K ) = PS + FL ( K )
3160 75 CONTINUE
3170 COV = ( DEPART ( K ) * 20 . ) / PCR ( ECM )
3180 COVA - COV
3190 IF ( COV - 5000 ) 1.1.3
3200 1 DF = 0.909923 + 0.144528 * ( ALOG10 ( COV ) -1 )
3210 GO TO 2
3220 3 DF = 0.367514 + 0.345497* (ALOG 10 ( COV ) -1 )
3230 2 IF (MIL.EQ . " N " )GO TO 250
3240 IF ( FF.LE.200 ) GO TO 250
3250 IF ( FF.GE . 500 ) FF = 500
3260 DK = FF - 200
3270 DF = DF- (DK / ( 1755.913-2.658096 * DK ) )
3280 250 ALPHA (M.K ) = 1.3 / DF
3290 PA M
( K) GLOAD ( K ) * ALPHA (MK )
3300 IF ( PA ( M.K ) .61.MAXLOAD ( M ) ) GO TO 451
3310 ALPHAR ( M.K ) = MAXLOAD ( M ) / GLOAD ( K )
3320 DFR = 1.3 / ALPHAR (Mok )
3330 IF ( DFR - 1.3 ) 770.771.771
3340 770 Cov : 10 . ** ( ( ( DFR - 0.909923 ) / 0,144528 ) +1 )
3350 GO TO 772
B -4
3360 771 COV = 10 , ** ( ( ( DFR- , 367514 ) / 0,34 94 97 ) +1 . ) 0
3370 772 YEARS ( K ) = ( COV * ( PCR ( ECM ) ) / DEPART ( K ) )

3380 GO TO 453
3390 451 PA ( M.K ) = MAXLOAD ( M )
3400 YEARS ( K ) = 20
3410 TAC ( K ) = 0 .
3420 H: (x ) = 0.
3430 HCL ( K ) = 0 .
3435 DHPCC ( K ) = 0.0
3440 GO TO 450
3450 453 PNG = 0.95
.
3460 IF (MIL . EQ . " Y " ) PNG = 0.90
3470 IF (M.EQ.23 ) PNG = 0.94
3471 IF (M.EQ.25 ) PNG = 0.52
3480 PD = MAXLOAD ( M ) * PNG / 2 .
3490 IF (M.EQ.8 ) PD = MAXLOAD ( M ) * PNG * 4 / 10
3500 IF ( M.EQ.24 ) PD MAXLOAD ( M ) * PNG # 4/16 .
3510 IF ( M . EQ , 23 ) PD = MAXLOAD ( M ) * PNG * 4.124 .
3511 IF (M.EQ.25 ) PD = MAXLOAD ( M ) * PNG * 1.15
3520 PD PD * 1000 .
3530 HD = HPCC
3540 IS1 = 0
3550 IS2 = 0
3560 . MM - M
3570 410 CALL H51 ( PDHD FF.MM.COVA.STRESS MIL )
3580 IF (MM . EQ.29 ) GO TO 412
3585 IF ( MM.NE . 23 )GO TO 411
3590 IF ( IS2.EQ.1 ) GO TO 412
3600 STRESS 4 = STRESS
3610 IS2-1
3620 MM = 29
3630 PD = MAXLOAD ( M ) * PNG * 2. + 1000.124
3640 80 TO 410
3645 412 PRINT , " STRESS " STRESS , " STRESS4 = " , STRESS4 , " HDZ " HD
3650 STRESS - STRESS 4 STRESS
3660 IS2 = 0
3670 MM = 23
3673 PD = MAXLOAD ( M ) 十* PNG * 4. * 1000.124 .
3680 411 RFLEX 1-0.975 * STRESS
3690 IF (RFLEX - RFLEX1 ) 420,430,630
3700 420 IF ( IS1.EQ.1 ) GO TO 440
3710 HD = HD + 3 .
3720 GO TO 410
3730 430 HD = HD - 1 .
374 0 RFLEX2 = RFLEXI
3750 IS1 : 1
3760 GO TO 410
3770 440 DHPCC ( K ) = ( ( RFLEX1 - RFLEX ) / ( RFLEX1 - RFLEX2 ) ) + HD
3780 WRITE ( 6,666 ) RFLEX1RFLEX RFLEX2 . HD 2
.
3790 666 FORMAT ( " RFLEX1 = " , F8.2.2X , " RFLEX = " . F8.2.2X , " RFLEX2= " 1F8.2.2X , " HD = "
3800 & . F 6.1 )
3810 IF ( MIL.EQ . " Y " ) GO TO 445
3820 IF (APAVE . EQ . " Y " ) GO TO 447
3830 CALL FFACTOR (DEPART ( K ) ., FF F (K ) )
3840 447 TAC ( K ) = 2.5 * ( DHPCĆ ( K ) * F ( K ) - (CB * HE ) )
3850 IF (APAVE . EQ . " y " ) GO TO 448
3860 GO TO 449
3870 445 IF ( APAVE.EQ . " y " ) GO TO 446
3880 FM = 9.8927819E -09-2.6850211E - 04 * FF - 1.5777903E - 05 * FF ** 2 . + 1.3781509E
B - 5
3890607 * FF * * 3. - 5.0929871 E - 10 * FF * * 6 . + 8.5185593E - 13 * FF * * 5. - 5.39294 31 E - 16 *
3900XFF ** 6 .
3910 446 TACCK ) = 2.5+ ( FM * DHPCC ( K ) -CB * HE ) -
3920 IF ( APAVE . EQ ., " N " ) GO TO 4.49

3930 448 TAC ( K ) = TAC ( K ) -HAC
3940 44 9 CONTINUE
394 1 IF ( TAC ( K ) -0.001 ) 331,331,332
3942 331 TAC ( K ) = 0.0
3943 332 CONTINUE
3950 HC ( K ) 3= (DHPCCCK ) ** 1.4 - CR * (HE** 1.4 ) ) ** . 7142857
3960 HCL ( K ) = SQRT (DHPCC ( K ) ** 2. - CR * HE ** 2 . )
3970 450 CONTINUE
3980 PRINT 910 , AIRLIT ( M ) (PA (M , K ) ok = 1 , NDL )
3940 PRINT 940 , ( YEARS ( IK ) , Ik = 1 NDL )
4000 PRINT 960 , ( TAC ( K ) , K = 1.NDL )
2
4010 IF ( APAVE.EQ . " y " )GO TO 995

4020 PRINT 970. (HC ( K ) , K = 1 , NDL )
2
4030 995 PRINT 30. (HCL ( K ) ok = 1 NDL )

4040 WRITE ( 12.310 ) AIRTIT ( M ) , ( PA ( Meklok = 1 .NDL )
4050 WRITE ( 12.881 ) MAXLOAD ( M ) , CB.CR.PD.PNG
4060 IF (MIL.EQ . " N " )GO TO 883
4070 WRITE ( 12.882 ) FM
4080 GO TO 884
4090 883 WRITE ( 12.885 ) ( F ( K ) , k = 1 , NDL )
4100 884 WRITE ( 12.836 ) ( FL ( K ) , K = 1 WDL )
4110 WRITE ( 12.887 ) ( ALPHA (MK ) , k = 1 ,NDL )
4120 WRITE ( 12.888 ) ( DHPCC ( K ) , k = 1 .NDL )
4130 WRITE ( 12.889 ) ( L ( K ) , K = 1 , NDL )
.
4140 WRITE ( 12.890 ) ( H ( K ) , K = 1.NDL )

4150 WRITE ( 12.891 ) HE , IPCC
4160 GO TO 300
4170 452 PRINT 930
4180 300 CONTINUE
4190 PRINT 900
4 200 IAL = 1
4210 GO TO 10
4220 881 FORMAT ( 3X , " MAXLOAD = " ,F5.1.2x , " CB = " . F4.2 . " CR = " , F4.2 . "GEARL OAD = " ,
42308F10.0.2 " PNG = " . F4.2 )
4240 882 FORMAT ( 3X , " FM = " , F5.2 ) .
4250 885 FORMAT ( 3X , " F FACTOR " , 10X , 5710.2 )

4260 886 FORMAT ( 3X , " FL " , 16X , 5F10,2 )2
4270 887 FORMAT ( 3X , " ALPHA " , 13X 5710.2 )

4280 888 FORMAT ( 3X , " DESIGN THICKNESS " , 2 X , SF10.2 )
0
4290 889 FORMAT ( 3X , " L " , 17X5F 10.2 )

4300 890 FORMAT ( 3X , " EQUIV H " , 11 X.5 F10.2 )
4310 891 FORMAT ( 3X , " HE = " F6.2.2X , " HPCC = " , F6.2 )
4320 900 FORMAT ( 1111 )
4330 910 FORMAT ( 11,1X , A20,5F 10.2 )
4 340 920 FORIJAT ( 20x , 34 HALLOWABLE LOAD FOR RIGID PAVEMENTSITI.
43508 34 X , 23HANNUAL DEPARTURE LEVELST.34 X , 23 ( 11- ) 1.6X , 8 HAIRCRAFT ,
43603 11 X F6.0.4 X , F6.0.4 X 76.0,4X , F6.0.4 X F6.0 )
.
4370 930 FORMAT ( " VALUE FOR EXCEEDS LIMITS FOR 852 FL CURVE " )
4380 940 FORMAT ( 3X , 21HREMAINING LIFE , YEARS , 1XF6.2.4F10,21 )
4390 95 U FORMAT ( 19 ( 1H- ) , 2X 49 ( 1H - ) / )
.
4400 960 FORMAT ( 3X , 15HAC OVERLAY , IN , 08 X Fl . 1,6X F4.1,6X , F4.1, 6X of 4 . 1 .

2
44108 6X of 4.1 )
4420 970 FORMAT ( 3X , 1 SHPCC OVERLAY , IN..3 Xof 4.1,6X , 4.1,6X , F4.1,6X of 4.1,6X ,
4430 & F4.1 )
4440 980 FORMAT ( 3X , 16 HPCC OVERLAY WITH , 1,5X.19HLEVELING COURSE , IN ..
B- 6
44508 2x .f4.1.4 ( 6X , F4.1 ) )
4460 END
4.470C *** * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
4480 SUOROUTINE FFACTOR ( DEP1 FFF )
4470 DEP = DEP 1
4 500 IF ( DEP.LT.1200 ) DED : 1200
4510 IF (DEP.G1,25000 ) DEP = 25000
4520 IF ( FF.L1.50 ) FF = 50
4 530 IF ( FF.GT.400 ) F F = 400
4540 IT = 0
4550 IS = 0
4560 IF ( DEP.LE.3000 , AND.DEP.GE.1200 ) IS : 1
4570 IF ( DEP.LE.6000 . AND.DEP.G1.3000 ) IS = 2
4580 IF (DEP.LE. 15000.AND . DEP.G1.6000 ) IS : 3
4590 IF (DEP.LE.25000.AND . DEP.GT.15000 ) IS = 4
4600 190 GO TO ( 200.210.220.230.240 ) .IS
4610 200 F = 1.0157857-6.8554834E - 04 * FF - 3.83117E - 07* (FF ** 2 . ) - 1.25252 SE -09
46200 * CFF ** 3 . )
4630 NDEP = 1200
4640 GO TO 250
4650 210 F = 1.0783571-1.5208144 E - 03 * FF + 7.7378722 E -06 + ( FF** 2 . ) - 2.5959577
由
4660 & E - 08 * ( FF ** 3 . ) + 2.4848466E - 11 * ( FF ** 4 . )
4670 NDEP = 3000
4 680 GO TO 250
4690 220 F = 2.194998-1.631833E -02 * FF +8.3783321E - 05* (IF ** 2 . ) - 1.966 66 64E
4700807 * ( FF ** 3. ) + 1.6666664E - 10 + ( FF ** 4 . )
4710 NDEP = 6000
4720 IF ( FF.L1.175 ) F = 1.0
4730 GO TO 250
4740 230 F = -3.3728928E + 02 + 6.3676608 * FF - 4.9640059 E - 02 * ( FF * * 2 . ) +
47508 2,0520104E -04 . ( FF ** 3 . ) - 4.74 50 374E - 07 * ( FF** 4 . ) +5.8199 170 E - 10 *
47608 ( FF** 5 . ) - 2.9583164E - 13 . ( FF** 5 . )
O
4770 NDEP = 15000

4780 IF ( FF.L1.230 ) F = 1.0
4790 GO TO 250
4800 24 0 F = 1.79 7501-5.7621783E -03* FF + 1.4285741E - 05 * (FF** 2.7-1.4816 842E
48108 08 * ( FF ** 3 . )
4820 NDEP = 25000
4830 IF ( FF.L1.260 ) F = 1.0
4840 250 CONTINUE
4850 IFCIT . E0.1 ) GO TO 260
4860 N 1 =NDEP
4870 VAL1 = F
4880 ISOIS +1
4890 IT = 1
4900 60 TO 190
4910 26 CN2 = NDEP
4.920 VAL2 = 1
4930 F = ( ( VAL2 - VAL 1 ) * ( (DEP -N1 ) I ( N2 -N1) ) ) + VAL 1
4940 IF ( F.61.1 . ) F = 1.0
4950 RETURN
4 960 END
4970C ***** * * * * * * * * * ·* * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * *
4980 SUBROUTINE H51 ( SPS oH 6 , SXK.NOAC.SCOV.S STRESS , SMIL )

49900
5000C H51 COMPUTES BENDING STRESS I V CONCRETE
50100
50200
5030 COMMON / WANTEDI PS.STRESS , COV , id IL
B - 7
5040 COMMON TABLKI A , AP ( 10 ) , AH ( 10 ) , AK ( 10 ) , ASIG ( 10 ) , AG ( 10 )
5050 COMMON TOOLKI BIGXBIGYU
5060 COMMON TOBLKI DP ( 31 ) , DPR.DELTA ( 10 ) .DEL TAR ( 10 )
5070 COMMON TEBLKI E. ER ( 100 )
5080 COMMON IFBLKI FG ( 10 )
5090 COMMON IGBLKI G ,GAMMA ( 10 ) ,GPRINT( 100,10)
5100 COMMON / HOLKI H ( 10 )
5110 CHARACTER ICM * 6 MIL * 1 . SVIL * 1 山
5120 COMMON TIBLKI ICM ( 10 ) , ILHIPTIT , ILD , ISG INOG KBP

5130 COMMON INBLKI NOG , NOH , NPT.NX , NY , NOD , NO SG
2
5140 COMMON IPBLKI POPI , PVMTST ( 10 ) , PHIE

5150 COMMON TRBLK / RPD , RZERO
5160 COMMON ISBLKI SIGMA ( 10 ) , S.SR
5170 COMMON ITBLKI T.TR
5180 COMMON / WBLKI WRONR2
5190 COMMON IXBLKI XK , XLA , XL , XLCOXLD.XLAR , XL BR , XLCR XL DR , XLR XLR2 .
5200 & XMU , XNA , XND.XNC.XND , XNOG .X NOH , XNOD.X NOSG .XNT , XOP1 ,
5210 S ХОРТ ХОР 3 , XOP4 , XOPS , XOP 6,2P (100,1 0 , XPi ( 4 097 ) ,
2
5220 & XZERO , XZ ERUP

5230 COMMON TYBLKI YMN ( 10 ) , WP ( 100,10 ) YPZ ( 4097 ) , YZERO , YZEROP
5240 COMMON TH51 A11 KERN ( 5 )
5250 COMMON BLK11 NW.NZ CV ( 650 )
5260 DATA KPROCI SHH 511 , KNAME 4 HHS 1 A /
5270 DATA DP ( 1 ) 10.1
5280 PS = SPS
5285 MIL SMIL
5290 H ( 6 ) = H6
S 300 XK = S x K.
5310 COVESCOV
5320 10 CONTINUE
5330 150 KERN ( 1 ) : KPROC
5340 KERN ( 2 ) KNAME
5350 KERN ( 3 ) 1
5360 KERN ( 4 ) 0
5370 KERN ( S ) - 0
5380 E = 4000000.0
53900 E 6000 : 00.0
=
5400 XMU 0.20
54100 XMU = 0.15
5420 901 FORMAT ( 19A6 )
5430 910 FORMAT ( 11.11X , 10 A6 )
5440C H ( 6 ) = H ( 6 ) * 0.9
5450 900 FORMAT ( V )
5460 IAIRC : NOAC + 1
5470 CALL HCALCIAIRC )
54800 START HEIGHT LOOP
5490 DO 100 ILH = 1 , NOH
S500 CALL GEOM
5510 CALL OUTLNE
5520 100 CONTINUE
5530 200 CONTINUE
5540 SSTRESSES TRESS
5550 RETURN
5560 END
5570C
5580C C.C. ELLIS
55900 ** PROGRAM TO PRINT ERROR NO .. JOB NO , ETC. OFF AND / OR ON - LINE .
56000 * * ARGUMENT DEFINITION
5610C N1 -- ERROR NUMBER .
B-8
56200 FIXED POINT INTEGER OF NOT MORE THAN 3 DIGITS .
56300 N2--1 DIMENSIONAL ARRAY CONTAINING THE FOLLOWING .
56400 N2 ( 1 ) --PROCEDURE CODE .
5650C 3 HOLLERITH CHARACTERS , LEFT ADJUSTED .
5660C N2 ( 2 ) -- NAME OF SUBROUTINE
56700 6 HOLLERITH CHARACTERS OR LESS
56800 12 ( 3 ) --OFF - LINE , O.V - LINE PRINT OPTION
56900 N2 ( 3 ) = 1 PRINT OFF - LINE ONLY
5700C N2 ( 3 ) = 2 PRINT ON - LINE ONLY
57100 N2 ( 3 ) : 3 PRINT OFF - LINE AND ON - LINE
57200 N2 ( 4 ) --CARD NO . OPTION
5730C N2 ( 4 ) = 0 USE CARD NO . IN IS ( 4 )
5740C N2 ( 4 ) NOT = 0 SET IS ( 4 ) = N 2 ( 4 ) AFTER CALL STATUS
57500
5 760C N2 ( 5 ) --ERN ENTRY COUNTER .
57700 N2 ( S ) IS INCREMENTED BY 1 EACH TIME ERN IS ENTERED .
5780C N2 ( 5 ) MUST BE INITIALIZED BY CALLING PROGRAM .
57900 N3 -- STATEMENT NO . OR SOME OTHER NUMERIC TO INDICATE STATEMENT
5800C FROM WHICH ERN WAS CALLED IN CALLING PROGRAM . N3 MUST BE A
5 81 01 FIXED POINT INTEGER OF NOT MORE THAN 5 DIGITS .
58200
5830 SUBROUTINE ERN ( N1 , N2 N3 )
5840C
5850 DIMENSION IS ( 7 ) , N2 ( 5 )
5860C
5870 DATA K2 K3 14HL • 4HP
5880C
5890 N2 ( 5 ) = N2 ( 5 ) + 1
5900 IF ( N2 ( 4 ) ) 90,95,90
5910 SO IS ( 4 ) • N2 ( 4 )
5920 95 IF ( IS ( 2 ) - 2 ) 100,150,150
5930 100 K 1 = K2
5940 GO TO 190
5950 150 K 1 : K3
5960 190 IF ( N2 ( 3 ) 2) 200,300,200
5970 200 WRITE ( 6,9001 N1 , IS ( 1 ) , K1 , IS ( 3 ) , IS ( 4 ) , IS ( 5 ) , IS ( 6 ) , IS ( 7 ) ,
5980 & N2 ( 1 ) , N2 ( 2 ) , NS
5990 IF ( N2 ( 3 ) 1 ) 400,400,300
6000 300 PRINT 910. IS ( 1 ) , K1 , IS ( 3 ) , N2 ( 1 )
6010 400 RETURN
6020 900 FORMAT ( 11HOERROR NO . 13.12H . . JOB NO . 16.14H . DECK TYPE A1 .
6030 & 13H . DECK NO . 13 / 19H CARD SEQUENCE NO . 15,14H . LINE CTR . 13
6040 8,13H . PAGE NO . 1316H DATE A6,1 SH . PROCEDURE A3,1 SH . SUBR
6050 BOUTINE A6,15H STATEMENT NO . 15 )
6060 910 FORMAT ( 18H ERROR IN JOB NO . 116,13H . DECK TYPE , A1 , 12H . DECK NO
6070 &. . 13,13H . PROCEDURE A 3)
6080 END
6090C
6100 BLOCK DATA
6110C
61200
6130 COMMON BLK 1 / NW NZ.CV ( 650 )
6140 DATA NW , NZ I 24 , 24 /
6150 DATA (CVC ) , j = 1,168 ) 1.0..1..2..3..4..5..6..8,1.0.1.2.1.4.1.6,1.8 .
6160 & 2.0.2.2.2.4.2 6.2.8.3.0.3.2.3.4.3.6.3.8.4.0 .
6170 @ .0, 1 2 3..4 5 6..3.1.0.1.2.1.4,1.6.1.8.2.0.2.2.2.4.2.6.2.8 2,
6180 & 3.0.3.2.3.4.3.6.3.8.4.0 . 2
6190 & 0 . 0 . 0..0..0..0..0..0..0..0..0..0..0..0..0..0..0..0..0..0..0 ..

6200 & 0..0..0 ..
B- 9
6210 8 0..59.61.46.46,121.67,139.43.151.81,160,10,167.67.166.85.160.54 .
6220 & 150.71,138.77,125.74,112.35.99.14,86.47,74.61.63.70.53.82.45.00 ,
6230 & 37.23.30.47,24.65.19 ..70 .
6240 Š 0..104.57.175.97.226.34,262.29.287.66,304.92.321.43.321.23 .
6250 & 309.93.291.52.268.79.243.78.217.96.192.40.167.84,144.80.123.58 .
6260 . 104.35,87.10.72.05.58,83.47.55.37.91 ,
6270 ä 0..140.04.241.75,315.93.369.33,408.44,435.13.461.85,463.43 ,
6280 & 448.39,422.58,390.18.354 22.316.90,279.84,246.15,210.61,179.69 .
6290 & 151.65,126.60,104.52.85.29.68.75.54.68 ,
6300 à 0..169.01.296.76.392.57,463.64.515.33.551.63.589 . 36.593.86 ,
6310 576.22.544.14,503.13.457.21.409.31,361.58,315.50.272.13.232.10 .
6320 & 195.77.163.30.134.67,109.73.88.28.70.051
6330 DATA (CVCJ ) , v = 169,312) 10. , 193,18,343,27,458.41,545.37,609.60 ,
6340 & 655.41,704.64.712.96,693.75,656.43.607.82.552.89.495.29,437.69 ,
6350 8 381.96.329.41.280.86,236.75,197.31,162.52.132.22.106.17.84.03 .
6360 & 0..213.63,382.94,515 . 16.616.59,692.58,747.58,808.45.821.26 .
6370 M 801.36,759 .75,704.47,641.42.574.95 , 508 25,643,57,382.47,325.96 .
2 0
6380 ४ 271.58 , 228.61,188.05.152.73,122.37,96,58 ,

6390 0..246.13,446.42.606.83.732.49,829.74.901.53,984.96,100 7.91 ,
.6400 & 988.70,940.95,876.88.798.08.716.24,633.53,552.95.476.58,405.78 ,
6410 341.31,283 57,232.61,188.24,150.11,117.75 ,
6420 & 0. , 270.36,494.03,676 . 25 821.93.935.68,1021.74,1125.54.1159.02 ,
2
6430 8 1142.32,1040.98.1016.97.929.35.834.99,738.97,644,97,555.59 ,
6440 8 472.54,396.80,328.91,268.96.216.78.171.96 .133.97
. .
6450 8 0..238.65.530.07,729.03.893 . ) 3,1017.39.1115.16.12.36.45 , 1279.87 ,
6460 1266.56,1213.41,1133.63.1037.67,933.23,326.27.721.07.620.76 ,
6470 & 527.33,442.00.365.44,297.82.238.97,188.45,145.68
6480 8 0..302.51.557.45,769.25,942.15,1080.24,1187.41,1323.31,1375,43 ,
6490 & 1 365.74,1311.89,1228.14,1125.70 , 1013.25,897.39.782.99.673.53
6500 & 571,39,477.98,394.10.319.79.255.52.200.22.153.451
6510 DATA ( CVJ) , J %3D 313,456 ) 10 . 313.02.578.23,799.85.981.92,1128.36 .
6520 ४ 1242.95,1392.47,1450.14,1443.88.1389.98.1303.40 , 1196.05.1077.26 .
6530 8 954.22.832.28,715.29,635.92.505.78,415.79.336.27 .267 .12.207.84
6540 & 157.78
6550 & 0..320.96.593.95,823,03,1012.11.1164.98,1285.360144 2.14,1507.91 ,
6560 1 504.07.1451.04,1362.45.1251.33,1127.56,998.78.870.73 , 747.60 .
6570 & 632.29.526.59,431.55,347.56.274.56.212.01.159.27 ,
6580 0..326.72.605.76.840.47.1034.86.1192.63,1317.41,1481.40,1552.01 .
6590 & 1551.27,1498.00,1407.95,1293.94,1166.26,1032.90.899.94,771.82 . 2
6600 & 651.67,541.43,442.28,354.65,278.52.213.34,158.47 .

6610 ४ 0 . 331 35,614.56,853.47,1051.83,1213.27,1341.39,1510.85.1585,19 ,
2
6620 S 1586.42.1533.47,1442.32.1326.06.1195.29,1058.29,921.39.789.25 , 2
6630 665.20.551.29,446.81,358.24.279.59.212.31,155.76 ,
6640 S 0.0334.62.621.03,863.04 , 1064.33,1228.49,1359,08,1532.61,1609.74 ,
6650 & 1612.43.1559.70.1467,67,1349,63,1216.42.1076.53,936.49,801.13 ,
6660 8 673.94.557.09.451.95,359.04,278.40.209.49,151.65 ,
6670 & 0..336.98,625.71,869.96,1073.37,1239.50.1371.88,1548.36.1627.49 .
6680 ९ 1631 .22.1578.58,1485.32,1366,34,1231,16,1083.96.946.42.808.51 ,
6690 & 678.33.559.65.1452.41.357.66.275.48.205 33,146.53 / .
6700 DATA ( CV ( J ) .J3457,552 ) 10..333.65.627.02,874.85.10 79.76.1247.28 .

6710 & 1380.92.1559.47.1639.98.1644.37,1591.69.1498.27.1377.61,1240.86 .
6720 & 1096.82.952.30,812.36,680.71.559.69,450.81.354.64,271 . 28 .
6730 & 200,20.140.72 .
674 0 & 0..339.80,631.30,878.22.1084.15,1252.62.1387.11.1567.04,1648,43 ,
6750 & 1653.19,1600.57.1506.36,1384.71,1246.63.1101.16.955.06,815.53 ,
6760 683.34.557.89,447.63,350.43,266.24,194.48,134,53 ,
6770 $ 0..340.56,632.80.880 . 44 . 1087.04.1256.12.1391.16,1571.96,1653.86 ,
6780 & 1658.75,1605.70,1511.13,1383,64,1249.56,1102.84.95 5.49,812.71 .
6790 8 678.32.554.77.443.64,345.57,260.69,188.46.128.21 .
B- 10
6800 3 0..341.02.033.72,881.00.1038.81,1258.26.1393.62.1574.90,1657.03 ,
6810 1661.89,1608.55,1513.45,1390.24,1250.29,1902.61,954.27.810.51 ,
6820 S 675.20.550.81,438.95.340.29.254.97,182.43,122.011
6830 DATA ( CVCJ ) , J = 553,624 ) 10..341.28.634.23.882,55,1089.78,1259.41 ,
6840 1394.93.1576.40,1658.56.1663.25 , 1609.57.1513.97,1390.13,1249.46 ,
2
6850 á 1101.00.451.86.807.33,671.3 ) , 546.28,433.80.334.80.249.10.176 . 46 ,

6860 115.98 .
6870 $ 0..341.39,634.45,882.85,1090.16,1259.85,
6830
1395.41,1576.88,1650.93 ,
1663.38.1609.34,1513.27.1383,87,1247.59,1098.43.948.71.803.58 ,
6890 667,01,541.53,428.75,329.38.243.57,173,77.110.28 . 2
6900 8 0) 341.39,634.45,882.86,1090.14.1259.81,1395.33,1576.67,1658.52 .
2
6910 1662.68.1608.26.1511.70.1383.88,1245.10.1095.48,945.20,799.60 .
6920 662.62.536.79,423.73,324,16,238.24,165.42.104.93 /
6930 END
69400
6950C
6960 SUB ROUTINE FINISH
69700
6980C
6990 COMMON / WANTEDT PS.STRESS.COV . TIL
7000 COMMON TABLKI A , AP ( 10 ) , AH ( 10 ) , AK ( 10) , ASIG (10 ) , AG ( 10 )
7010 COMMON BOLKI BIGX , BIGYB
7020 COMMON IDOLKI DP ( 31) ,DPRDELIA ( 10 ) .DELTAR ( 10 )
7030 CUMMUTI TEBLKI E , ER ( 100 )
7040 COMMON IFBLK / FG ( 10 )
7050 COMMON IGBLKI G.GAMMA ( 10 ) .GPRINT ( 100,10 )
7060 COMMON THBLKI H ( 10 )
7070 CHARACTER ICM * 6 MIL * 1L
7080 COMMON TIBLK / ICM ( 10 ) , ILHOIPL IT , ILD , ISG INOG , КЕР

7090 COMMON INBLKI NOG NOH , NPT.NXJY NODJO SG
7100 COMMON / PBLK / P.PIPVMTST ( 10 ) , PHIE
7110 COMMON TRBLK / RPDRZERO
7120 COMMON / SBLK / SIGMA ( 10 ) .S.SR
7140 COMMON IWBLK / WR 2 WR2
7150 COMMON XBLKI XK , XLA , XLD XL COXLUOXLAR , XL HROXLCROXLOR , XLR XLR2 ,
7160 XMU.XNA , XNB , XIVCoXND , XNOGOXNUH XNOD , X NOSGOXNI , XOP1 ,
7170 & ХОР 2 , ХОР 3 , ХОР , , XOPS , XОРЫ LP (100,10) XP2 ( 4 097 ) ,
.
7180 & XZERO , XZEROP

7190 COMMON TYBLK / YMN ( 10 ) , WP ( 100,10 ) YPZ ( 4097 ) , YZERO , YLEROP
7200 COMMON TH51 A1 / KERN ( S )
7210 COMMO ; 1BLK1 / W W ON 2.CV (650 )
7220 10 FORMAT ( 1H1,2 X 1 UA6 ) .
7230 20 FORMAT ( THU , 2X , 22HRUNWAY CHARACTERISTICS I 3X3HH = , F8.3 ,

7240 & 4H ( IN ) , 5 X 3HK : , F8.1,11HCLOFIIN ** 3 ) , 5X , SHE = , F10,11
7250 3X , 4HMU = , F6.3.5X , 4HRO = 2, F8.2.4H ( IN ) , 5x7HDELTA = oF7.3 )
7260 30 FORMAT ( 1H0,2 x 4HGEAR /
7270 1н 2x , ЗНА : , F7.2.8H ( IV) B E , F7.2.8H ( IN ) C = 17.2 ,
7280 & BH ( IN ) D , F7.2.4H ( IN ) )
-
7290 40 FORMAT ( 1H , 2x , 4HNA
2 :
= of 5.1,6X , 4HNB : , f5.1,6X4HN C = F5.1.6X , 4HNO
7300 १ F5.1 )
7310 50 FORMAT ( 110,2x , 26HCONTACT AREA OF ONE TIRE = oF9.2.8H ( SQ.IN . ) , C
7320 & 10X , 6HPHIE , F5.3 )

7330 60 FORMAT ( 1H0 , 2x , 20H INFLATION PRESSURE -F7.1.5H ( PSI ) )
7340 7 ) FORMAT ( IHO , 2X , 11HGEAR LOAD : , F10 ) .1.5H (LPF ) , 10H B - , F8.1 / 1 )
7350 DO 500 INOG 1.NOG
7360 GAMMA ( INOG ) GAMMA ( INOG ) * DPR
7370 90 FORMAT ( 1H , 2x OHGAMMA ( 12.3H ) 5 , F8.3,9H ( DEG ) N = F 7.2.5H MN
7380 8 F2.2.8H ( IN.LO. ) /
B - 11
7390 & 1H 12x , 17HPAVEMENT STRESS = , F11.3,5H ( PSI ) 11 )
2
7400 500 CONTINUE

7410 IF ( SIGMA ( 1 ) .GT.SIGMA ( 2 ) ) GO TO 800
7420 STRESS - SIGMA ( 2 )
7425 IF ( NOG.EQ.1 ) GO TO 800
7430 GO TO 810
7440 800 STRESS - SIGMA ( 1 )
7450 810 CONTINUE
7460 310 IF ( X0P3 - 0.5 ) 160 , 160 , 110
7470 110 CONTINUE
7480 1 20 FORMAT CIHO , 6X , 1H2,148,1HW , 10X8H SUBTOTAL , 10X , 5HGAMMA )
7490 DO 150J = 1.NOG
7500 : DO 150 1 = 1 , NPT
7510 1 30 FORMAT ( ( 2x , 2 ( F10.4.5x ) , 2 ( F10.3.5x ) ) )
7520 150 CONTINUE
7530 160 CONTINUE
7540 DO 600 INOG 1. NOG
7550 600 GAMMA ( INOG ) GAMMA ( INOG ) * RPD
7560 RETURN
7570 END
7580C
7590 SUBROUTINE GEOM
7600C
7610C
7630 COMMON TBBLKI BIGX , BIGY,
7640 COMMON IOBLKI DP ( 31 ) , DPR , DELTA ( 10 ) ,DEL TAR ( 10 )
7650 COMMON TEBLKI E.ER ( 100 )
7670 COMMON IGBLKI G.GAMMA ( 10 ) .GPRINT ( 100.10 )
2
7680 COMMON THOLKI H ( 10 )

7690 CHARACTER ICM * 6
7700 COMMON TIBLKI ICM ( 10 ) , ILHOIPT , IT , ILD . I SG , INOG KBP
7710 COMMON INBLKI NOG.NOH , NPT NX , Y , NOD , NO SG
7720 COMMON IPBLKI PPI PVMTST ( 10 ) .PHIE
7730 COMMON TRBLKI RPD , RZERO
774 0 COMMON ISBLKI SIGMA ( 10 ) , S.SR
7750 COMMON I TOLKI T.TR
7760 COMMON TWBLKI WR WR2
7770 COMMON / XBLKI XK , XLA , XLB , XLC , XLD.XLAR , XLBR , XLCR , XL DR , XLR XLR2 .
7780 & XMU.XNAXNXXN C • xND XNOG : X NOH • xN 0 DX NO S GLX NX0P1
7790 & XOP2 , XOP 3 , XOP4 , XOP5 , XOP6ZP ( 100,10 ) XP2 (4097 ) ,
7800 XZERO , XZEROP
7810 COMMON / YBLKI YMN ( 10 ) , WP ( 100.10 ) YPZ ( 4097 ) , YZERO , YZEROP
7820 COMMON TH51A11 KERN ( S )
7830 COMMON / BLK11 NW.NZ.CV (650 )
7840 RZERO ESQRT ( SQRTC ( E * H ( ILH ) ** 3 ) 1 ( 12. * ( 1. - XMU** 2 ) ** K ) ) )
7850 XLAR = XLA I RZERO
7860 XLBR XLB / RZERO
7870 XLCR XLC I RZERO
7880 XLDR = XLD I RZERO
7890 WR ( XNA - 1 . ) XLAR + XWA * ( XNB - 1 . ) + XLBR
7900 xLR = ( XNC - 1. ) * XLCR + XNC * (XND - 1 . ) * XL DR
7910 NX ( XNA * XNB +1 . ) I 2.0 + 0.0001
7920 NY = ( xNC + XND + 1 ) | 2.0 + 0.0001
7930 WR2 = WR 12 .
7940 ER ( 2 ) = XLAR - XLBR
7950 XLR2 = XLR 12 .
7960 ER ( 5 ) XLCR - XLDR
B - 12
7970 N1 XNB + 0.0001
7980 DO 10 I 1.NX
7990 ER ( 3 ) I 1
8000 ER ( I +50 ) 8 WR2 ER ( 3 ) * XLOR - ER ( 2 ) FLOAT ( ( 1-1 ) / N1 )
8010 10 CONTINUE
8020 N2 = XND + 0.0001
8030 DO 20 J 1.NY
8040 ER ( 6 ) J 1
8050 ER ( +7 ) • XLR2 ER ( 6 ) * XL DR ER ( 5 ) FLOAT ( ( -1 ) / 2 )
8060 20 CONTINUE
8070 NX1 NX
8080 NY 1 - NY
8090 IF ( ABS ( ER ( NX + 50 ) ) 1. E - 07 ) 30,30,40
8100 30 ER ( NX + 50 ) = 0 .
8110 NX1 NX · 1
8120 40 NPT 0
8130 DO 60 j 1.NY
8140 DO 50 I 1.NX
8150 NPT NPT 1
8160 XPZ ( NPT ) • ER ( I +50 )
8170 YPZ ( NPT ) - ER ( J + 7 )
8180 50 CONTINUE
8190 60 CONTINUE
8200 IF ( ABS ( ER ( NY + 7 ) ) - 1.6-07 ) 70,70,75
8210 70 ER ( NY + 7 ) ន 0 .
8220 NY1 : NY - 1
8230 75 IF ( NYT ) 105,105.80
8240 80 DO 100 J 1.71
8250 DO 90 1 1.NX
NPT s NPT 1
8260 +
8270 XPZ ( NPT ) ER ( I +50 )
8280 YPZ (NPT ) = -ER ( +7 )
8290 90 CONTINUE
8300 100 CONTINUE
8310 105 IF ( NX1 ) 123,123,107
8320 1C7 DO 120 j : 1.NY
8330 DO 110 1 3
1.NX1
8340 NPT = NPT 1
8350 XPZ ( NPT ) -ER ( I +50 )
-
8360 YPZ ( NPT ) ER ( J +7 )

8370 1.10 CONTINUE
8380 120 CONTINUE
8390 123 IF ( NX1 ) 145,145,125
8400 125 IF ( NY1 ) 145,145,128
8410 128 DO 140 J 3 1.NY 1
8420 DO 130 1 1.NX1
8430 NPT NPT 1
8440 XPZ ( NPT ) -ER ( I +50 )
YPZ ( NPT ) 8 -ER ( J + 7 )
8450
8460 1 30 CONTINUE
8470 1.40 CONTINUE
8480 145 IF ( DP ( 1 ) -0.5 ) 170,170,150
8490 150 CONTINUE
8500 160 FORMAT ( 1H0 , 2X , 32HRZERO , XLAR , XLAR XLCR.XLOROWR , XLR /
8510 & 1H , 10 12.4 )
8520 170 IF ( OP ( 2 ) -0.5 ) 200,200,180
8530 1 80 CONTINUE
8540 185 FORMAT ( 1H0,35H NX NY NPT NX1 NY1 ILH I TH 1015 )
8550 190 FORMAT ( 1H0,2 % , 37HER ( 1 ) -ER ( 100 ) , (XPZ ( I ) . YPZ ( 1 ) , 1 = 1 , NPT ) /
3-13
8560 ( 1H . 10 E 12.4 ) )
8570 200 CONTINUE
8580 RETURN
8590 END
8600C
86100
86200
8630 SUB ROUTINE OUTLINE
8640C
8650C
8670 COMMON IBBLKI BIGXBIGY , 0
8680 COMMON / D8LKI DP ( 31 ) , DPR , DELTA ( 10 ) DELTAR ( 10 )
8690 COMMO V TEBLKI EER ( 100 )
8710 COMMON IGBLKI G.GAMMA ( 19 ) , GPRINT ( 100,10 )
8730 CHARACTER ICM * 6
8740 COMMON TIBLK / ICN ( 10 ) , ILHQIPT.IT , ILD ISG INOG OK BP
8750 COMMON INBLKI NOG NOH , NPTNX NY , NOD , NO SG
2
8760 COMMON IPBLKI POPI , PVMTST ( 10 ) , PHIE

8770 COMMON TRBLKI RPDRZERO
8780 COMMON ISBLKI SIGMA ( 10 ) .S.SR
8800 COMMON IWBLKI WR.WR2
8810 COMMON IXBLKI XK XLA.XLƏ , XLCOXLD , XLAR , XLOR , XLCROXL DR.XLR XLR2 ,
8820 & XMUXNA , XNB.XNC.XND , XNOG .XNOH .XNOD.X NOSGOXNT , XOP1 ,
8830 & XOP2 , XOP 3 , XOP4 , XOP5 , XOP 6 , ZP ( 100,10 ) .XP2 ( 4097 ) ,
. 2

8850 COMMON / YBLKI YMN ( 10 ) , WP ( 100,10 ) YP2 ( 4097 ) , YZERO , YZEROP
8860 COMMOV THS1 A11 KERN ( S )
8870 COMMON BLK IT NWONZCV ( 650 )
在
8880 SAM (PX ) = ( 1. + (PHIE - 1 . ) 由* PX ** 3 ) 青* (SIN ( PI* PX12 , ) ) /PHIE
8890 S
SQRT ( AI ( PI * PHIE ) )
.
8900 SQRT ( A * PHIEIPI )
8910 SR : SIRZERO
8920 TR : TIRZERO
8930 ILD = 1
8940 IF ( NOD EQ . O ) GO TO 8
8950 7 DELTAR ( ILD ) DELTA ( ILD ) / RZERO
8960 8 DO 50 K 1.10
8970 PVMTST ( K ) = 0.0
8980 DO 51 J = 1.100
8990 GPRINT ( Jok ) : 0.0
9000 51 CONTINUE
9010 50 CONTINUE
9020 DO 305 INOG = 1 , NOG
9030 IF ( XOP6 EQ . 1. ) 60 TO 10
9040 IF (GAMMA ( INOG ) EQ . 0. ) GO TU 20
9050 IF ( ABS ( GAMMA ( I NOG ) 90. RPD) LT . 1.0 E - 7 ) GO TO 30
9060 GETAN SIN (GAMMA ( INOG ) ) ICOS (GAMMA ( INOG ) )
9070 XZEROP : - ( XPZ ( 1 ) + SR +GETANI SQRT ( (GETAN )** 2
9080 & + PHIE ** 2 ) + DELTAR ( ILD ) * COS (GAMMA ( I NOG ) ) )
9090 YZEROP : - ( YPZ ( 1 ) + TR + PHIE / SWRT ( (GETAN ) **2 +
1
9100 RPHIE ** 2 ) DELTAR ( ILD )

- 由 SIN (GAMMACINOG ) ) )
9110 GO TO 40
9120 10 XZEROP = BIGX / RZERO
9130 YZEROP : BIGY / RZERO
9 140 GO TO 40
B - 14
9150 20 XZEROP = - ( DELTAR ( ILD ) XPZ ( X ) )
9160 YZEROP = - ( YPZ ( 1 ) + TR )
9170 GO TO 40
9180 30 XZEROP = - ( XPZ ( 1 ) + SR )
9190 YZEROP = ( DELTAR ( ILD ) + YPZ (NY ) )
9200 40 M : 8 / 4.0 + 0.99979999
9210 KBP = 4 *M
92200 START LOOP ON TIRE POINTS
9230 IE1 = 0
9240 IE2 = 0
9250 IE3 = 0
9260 IE4 = 0
9270 DO 250 IPT : 1.NPT
9280 XZERO = XPZ ( IPT ) + SR -
XZEROP
9290 YZERO = YPZ ( IPT ) YZEROP
9300 ZZERO = XZERO + COS ( GAMMA ( INUG ) ) - YZERO *+ SIN (GAMMA ( I NOG ) )
9310 WZERO = XZERO SIN (GAMMA ( INOG ) ) + YZERO * COS (GAMMA ( I NOG ) )
93200 START LOOP ON TIKE PERIMETER
9330 DO 200 v =1 KBP
9340 DM in
9350 DJ J
9360 IF ( 1.LE.J.AND .. J.LE.M ) GO TO 60
9370 IF ( M + 1.LE.J.AND . Jole.2 * M ) GO TO 70
9380 + 1.LE.J.AND . J.LE. 3 * M ) GO TO 80
IF ( 2 +
9390 PX (4. - DM - DJ ) IDM
9400 X1 = XPZ ( IPT) -XZEROP + SR + SURI ( 1. - SAM ( PX ) ** 2 )
9410 YI = YPZ ( IPT ) -YZEROP - TR * SAM ( PX )
9420 GO To 90
9430 60 PX ( DJIOM )
O
9440 XI- XPZ ( IPT ) -XZEROP + SR * SQRT ( 1. - SAM ( PX ) * * 2 )
9450 Y I = YPZ ( IPT ) -YZEROP + TR + SAM ( PX )
9460 GO TO 90
9470 70 PX - ( 2. * DM - DJ ) IDM
9480 X1 = XPZ ( IPT ) -XZEROP - SR * SORT ( 1. - SAM ( PX ) ** 2 )
9490 YI = YPZ ( IPT ) -YZEROP + TR + SAM ( PX )
9500 GO TO 90
9510 80 PX = (DJ -2.0M ) IDM
9520 XI = XPZ ( IPT ) - XZEROP - SR * SURT ( 1. - SAM ( PX ) * * 2 )
9530 YI = YPZ ( IPT) -YZEROP - TR * SAM (PX )
9540 90 21 = XICOS (GAMMA ( INOG ) ) - YISIN (GAMMA ( INOG ) )
9550 W I = XI * SIN (GAMMA ( INOG ) ) + Y + COS ( GAMMACINOG ) )
9560 ZINT ( ZI + ZZERO ) / 2.0
9570 IF ( ZINT LT . 0.0 ) 60 TO 110
9580 CALL TABINT ( ZINI , TNA , WI , NZ Nilo CV IND )
9590 IF ( IND.LT.2 ) GO TO 100
9600 IF ( ABS (WI) LT . 1.0E - 05 ) GO TO 100
9610 I E1 = 1 E 1 + 1
9620 IF ( IE1.61.21 GO TO 400
9630 WRITE ( 6,198 ) IND , ZINT , WI
9640 198 FORMAT ( IHO.32HDATA IS OUTSIDE LIMITS OF TABLE . I TOH IND = , 12
9650 & 5X , 6HZINT = , 615.7.5 X 4 HWI = , E15.7)
.
9660 400 CONTINUE

9670 TNA = 0.0
9680 100 CALL TAB INT ( ZINT , TNB , W ZERO , NZ , NW , CV , IND )
9690 IF ( IND.LT. 2 ) 60 TO 130
9730 IF (ADS (WZERO ) .LT ,
0 1.0E - 05 ) 0 TO 130
9710 IE2 = IE 2 + 1
9720 IF ( IE2.61.21 GO TO 500
9730 WRITE ( 6,199 ) IND , ZINT , WZERO
B - 15
9740 199 FORMAT ( 1H0.32HDATA IS OUTSIDE LIMITS OF TABLE . I 10H IND = , 12
9750 & 5X , 6HZINT : , E15.7.5X.7 HWZERO = , E15.7 )
2
9760 500 CONTINUE

9770 TN8 = 0.0
9780 GO TO 130
9790 110 AZINT -ZINT
9800 CALL TAB INT ( AZINT , TSA , WI , NZ , NW , CV , IND )
9810 TNA = -TSA
9820 IF ( IND.LT.2 ) GO TO 120
9830 IF ( ABS (WI ) LI . 1.0E - 05 ) GO TO 120
9840 IE3 = I E3 + 1
9850 IF ( IE3.G1.2 ) GO TO 600
9860 WRITE ( 6,191 ) IND ., ALINT , WI
9870 191 FORMAT ( 1H0.32HDATA IS OUTSIDE LIMITS OF TABLE . I 10H IND : , 12
9880 & os x
2 7HAZINI = , E15.7.5X 4 HWI : E15.7 )
9890 600 CONTINUE
9900 TNA : 0.0
9910 120 CALL TAB INT ( AZINT TS8 . WZERU , NZ , NW , CV , IND )
9920 TNB : - TSB
9930 IF ( IND.LT. 2 ) GO TO 130
9940 IF (ABS (WZERO ) L. 1.0E - 05 ) GO TO 130
9950 IE4 S= 164 + 1
9960 IF ( IE4.61.21 GO TO 700
9970 WRITE ( 6,192 ) IND , AZINT , W ZERO
9930 192 FORMAT ( 1H0.32HDATA IS OUTSIDE LIMITS OF TABLE . I
9990 & 4X , SHIND = , 12,5X , 7HAZINT , E15.7.5x . 7 HW ZERO = , E15.7 )
10000 700 CONTINUE
10010 TNB = 0.0
10020 130 TANS - TNA - TNB
10030 IF ( DP ( 3 ) 0.5 )
-
150 , 150 , 140
10040 140 CONTINUE
100 50 95 FORMAT ( 1H0,6X , 2HX1,13X , 2HYI , 13X , 2H21,13X , 2HWIT 4 ( E15.7 ) //
10060 & 5X , SHXZERO.10X , SHYZERO , 10X , SHZZERO , 10 X5HWZEROI 2
4 ( E15.7 ) 11
100 70 & 6X , 4HZINT , 6X , 11HGAMMA ( I NOG ) , 9X , 3HINA , 12x , 3HTNBI 4 ( E15.7 ) )
2 2
10080 150 GPRINT ( IPI,2 INOG ) a GPRINT ( IPT ., INOG ) + TANS

10090 197 XZERO : XI
10100 YZERO = YT
101 10 ZZERO = 21
10120 WZERO = WI
101 30 200 CONTINUE
10140 PVMTST ( INOG ) 8 PVMTST ( I VOG ) + GPRINT ( IPT, INOG )
10150 IF ( X0P3 - 0.5 ) 250,250,230
10160 230 ZP ( IPT , INOG ) = COS (GAMMA ( INOG ) ) * ( XPZ ( IPT ) -XZEROP ) SING GAMMA ( INOG )
10170 & ) * ( YPZ ( IPT ) -YZEROP )
10180 WP ( IPT , INOG ) : SIN ( GAMMA ( INOG ) ) * ( XPZ ( IPT ) -XZEROP ) + COS (GAMMACINOG )
101 90 & ) * ( YPZ ( IPT ) -YZFROP )
10200 250 CONTINUE
10210 YMN ( INOG ) = RZERO * RZERO / 10000 , 0 + P + PVMTST ( INOG )
.
10220 SIGMA ( INOG ) = 6.0 * YMN ( INOG ) / H ( ILH ) ** 2

10230 IF ( NOSG EQ . 0 ) GO TO 305
10240 DO 280 ISG = 1 , NOSG
10250 AP ( ISG ) = AG ( ISG ) I ( XNT * A )
10260 AH ( ISG ) = RZERO * SQRT ( ABS ( (6.0 * AP ( ISG ) * PVMTST ( INOG ) ) / ( 10000 . * ASIG
10270 8 ( ISG ) ) ) )
10280 AK ( ISG ) ( 34.1 / AH ( ISG ) ) * ( 10.0 * AH ( ISO ) / RZERO ) * * 4
10290 280 CONTINUE
10300 290 CALL CURVE
10310 305 CONTINUE
10320 CALL FINISH
B - 16
10330 IF (NOD EQ . 0 ) GO TO 320
10340 ILD : ILD + 1
10350 IF ( ILD .LE . NOD ) GO TO 7
O
10360 320 RETURN

10370 END
103800
103900
10400C
104 100
10420C
104 30 SUBROUTINE CURVE
10440C
104 500
104 60 COMMON TABLKI A , AP ( 10 ) 2, AH ( 10 ) ., AK ( 10 ) , ASIG ( 10 ) , AG ( 1 ) )
10470 COMMON IBBLKI BIGX , BIGY , B
104 80 COMMON / DBLK / DP ( 31 ) , DPRDELTA ( 10 ) , DELTAR ( 10 )
10490 COMMON TEBLKI ELER ( 100 )
10500 COMMON I FOLKI FG ( 10 )
10510 COMMON I GOLKI G GAMMA ( 10 ) .GPRINT ( 100,10 )
10520 COMMON / HBLKI H ( 10 )
10530 CHARACTER ICM6
10540 COMMON LIBLKI ICM ( 10 ) .ILH.IPTITILD , IS G. I NOG , KBP
105 50 COMMON INBLK / NOG NOH ONPT.NX.NYNOD , NOSG
10560 COMMON / POLKI POPI , PVMTST ( 10 ) , PHIE
10570 COMMON / RBLKI RPD RZERO
10580 COMMON / SBLKI SIGMA ( 10 ) .S.SR
10600 COMMON / WBLKI WR.WR2
10610 COMMON IXBLKI XKXLA , XLB.XLC.XLD , XLAR.XLBR.XLCR , XLOR , XLR XLR2 ,
10620 X MU - XNA X NBXN CXND
2 X 0 GXNOHAN OD , XN0S GXN - 10P1 .
10630 & ХОР2 , XOP3 , ХОР , ХОР5 , ХОР6 , 2P 100 , 10 ) 2 XPZ ( 4097 ) ,
10650 COMMON / YBLKI YMN ( 10 ) id P ( 100.10 ) YPZ (4097 ) , Y ZEROYZEROP
10660 COMMON TH51A11 KERN ( S )
10670 COMMON BLK 1 / NW.NZ.CV ( 650 )
10680 GAMMA ( INOG ) - GAMMA ( I NOG ) * DPR
10690 10 FORMAT ( 1H1.4 X 3HE = F10.1 , 5X , SHXMU : , F6.3 )
10700 30 FORMAT ( 1H0.2x , 4HGEAR I
10710 & 1H , 2x , 3HA , F7.2.8H ( IN ) B- , F7.2.8H ( IN ) C = , F7.2 .
10720 & 8H ( IN ) D - F7.2 )
10730 40 FORMAT ( 1H , 2x , 4HNA = , 65.1,6X4HNB = , F5.1,6X4HNC , F5.1,6X , 4HND :
10740 8 . F 5.1 )
10750 50 FORMAT ( 1H0,2x , 26H CONTACT AREA OF ONE TIRE = , F9.2.8H ( SQ . IN . ) ,
10760 & 10X 6HPHIE : F5.3 )
10770 60 FORMAT ( 1H0.2 x 3HH = oF 8.3,5 X 7HGAMMA = , F8.3.5X , 7HDEL TA = , F8.3 .
10780 & 5X , 3HN : F11.3 )
10790 DO 100 ISG - 1 , NOSG
10800 70 FORMAT (1H0 , 2 X , 7HSIGMA E , F 3.3.2X 3HG - , F 8.1,2 X 3 HP = F7.1.2X ,
10810 & 3HH = F8.3,2 X 3HK = , 78.1 )
10820 100 CONTINUE
10830 GAMMA ( INOG ) GAMMA ( I NOG ) RPD
10840 RETURN
10850 END
108600
10870 SUBROUTINE TABINT ( X , Y , Z.NXZ.CV.IND )
10880 DIMENSION CV ( 650 )
10890 IND
10900 DO 100 1 : 25.48
10910 IF ( L.LT.CV ( 25 ) ) GO TO 200
B - 17
10920 IF ( 2.4T.CV ( I ) ) GO TO 300
10930 100 CONTINUE
10940 IND : 5
10950 IS : 47
10960 IL = 48
10970 GO TO 250
10980 200 IND 4
10990 IS = 25
11000 IL = 26
11010 GO TO 250
11020 300 IL : 1
110 30 IS 1-1
11040 250 DO 300 J = 1.24
11050 IF ( X.LT.CV ( 1 ) ) GO TO 900
11060 IF ( X.LT.CVCJ ) ) GO TO 1000
11070 800 CONTINUE
11080 IND 3
11090 JS : 23
11100 JL = 24
11110 GO TO 950
11120 900 JS = 1
111 30 JL 2
11140 IND = 2
11150 GO TO 950
11160 1000 JL - J
11170 JS = J - 1
11180 950 CONTINUE
11190 IZ : 19-24
11200 IQ B : 14-24
11210 K1 = 48 + ( 12-1 ) 24 + JS
11220 Y1 S = CV ( K1 )
11230 K2 .= K 1 + 1
11240 Y1L CVCK 2 )
11250 K 3 = 48 + ( IQ - 1 ) * 24+ JS
11260 Y2 S = CVCK 3 )
11270 K 4 =K 3 + 1
11280 Y2L = CV ( K4 )
11290 IF ( DVD.G1.1 ) GO TO 110. )
11300 1010 Y 1 = ( ( (Y1L - Y1S ) I (CV ( JL ) -CVOJS ) ) ) * ( x - CV (JS ) ) ) + Y1S
11310 Y2 = ( ( ( Y2L - Y2S ) I ( CV ( JL ) -CVOJS ) ) ) * ( X - CV ( JS ) ) ) + Y2 S
11320 IF ( IND.G1.1 ) GO TO 1050
11330 1020 Y = ( ( ( Y2-41 ) / ( CVCIL ) -CVCIS ) ) ) * ( 2 - CVCIS ) ) ) + Y1
11340 IF ( IND.G1,1 ) GO TO 1070
11350 GO TO 2000
11360 1100 IF ( X.LT.CV ( 1 ) )GO TO 1010
11370 IF ( X.G1.CV ( 24 ) ) GO TO 1040
11380 GO TO 11010
11390 1040 Y 1 = ( ( ( Y1L - YIS ) / ( CVCIL ) -CV ( JS ) ) ) * ( X - CVOJL ) ) ) + YIL
11400 Y2 = ( ( ( Y2L - Y2S )ICV JL ) -CV ( JS ) ) ) * ( x - CVOJL ) ) ) + Y 2L
114 10 1050 IF ( Z.LT.CV ( 25 ) ) GO TO 1020
114 20 IF ( Z.GT.CV ( 48 ) ) GO TO 1060
114 30 GO TO 1020
1.14.40 1060 Y ( ( ( Y2-71 ) 1 ( CVCIL ) -CVCIS ) ) ) + ( 2 - CVCIL ) ) ) + Y2
114 50 1070 CONTINUE
114 60 2000 CONTINUE
114 70 RETURN
114 80 END
114 90 SUBROUTINE HCAL ( IAIRCI )
11500 COMMON / WANTEDI PS.STRESS.COV MIL
B - 18
11510 COMMON TABLKI AAP ( 10 ) , AH ( 10 ) , AK ( 10 ) , ASIG ( 10 ) , AG ( 10 )
11520 COMMON / BALKI BIGX , BIGY ,
115 30 COMMON TDBLKI DP ( 31 ) , DPRDELTA ( 10 ) DELTAR ( 10 )
2
11540 COMMON TEBLKI E , ER ( 100 )

11560 COMMON IGBLKI G.GAMMA ( 10 ) , GPRINT ( 100 , 10 )
11580 CHARACTER I C in 6 ,MIL * 1
11590 COMMON TIBLK / ICM ( 10 ) .ILH.IPIIT , ILD , ISG I NOG .KBP
11600 COMMON INBLKI NOG , NOH.NPT.NX ,NY , NOD , NOS G
11610 COMMON / PBLKI POPI.PVMTST ( 10 ) , PHIE
11620 COMMON TRBLKI RPDRZERO
11630 COMMON ISBLKI SIGMA ( 10 ) , S.SR
1.1640 COMMON TOLKI T.TR
11650 COMMON TWBLKI WR.WR2
11660 COMMON XOLKI XKXLA , XLB , XLC.XLD ., XLAR.XLBR , XLCR.XLDR ., XLR XLR2 .
11670 & XMU , XNAXNB , XNCXND .XNOG , XNOH , XNOD , XNOSG.XNT , XOP1 ,
11680 8 ХОР2 , XOP3 , XOP4 ХОРА , ХОР6 , 2P 100 , 10 ) XPl 4097 ) ,
11700 COMMON MYBLKI YMN ( 10 ) .WP ( 100.10 ) . YPZ (4097 ) .YZERO .YZEROP
11710 COMMON / HS 1 A11 KERN ( S )
11720 COMMON / BLK11 NW.NZ.CV ( 650 )
11730 DIMENSION AIRC ( 10.30 )
11740 DIMENSION PCOVR ( 4 ) . COVER2 ( 5 )
11750 DIMENSION AB ( 4,2 ) .BA
. ( 4.2 )
11760 DATA AB780.69338.76.84852.72.34764,65.12233
117708 057.88792.55.66984.53.40396,46,263511 /
11780 DATA BA / 7.15333,6.91059.6.35515.5.77171 ,
11790 & 15.60302.14.75754,13.37401.12.759121
11800 DATA POXNOH .XNOG.XNODOXNOSG / 0..1..2..1..0.1
2
118 10 DATA PHIE , XOP1 , B , XOP3 ,BIGX / 0..0..150..1 ..0.1 0
11820 DATA BIGY, XOP6 , GAMMA ( 1 ) .DELTA ( 1 ) 10..0..90 . ,0,1

118 30 DATA GAMMA ( 2 ) /0.1
11840 DATA AIRC / 0..254.10.00..0.0 1..1 ..1 . .0..190.20.20 . , 1..0 ..
1 .
11850 & 1. , 1 1 , 1..0..148 . , 20..0..0..0..2
O 1 1 ...1 , 0..148..21..0 ..
0
11360 & 45..0..2..1..2 1. ) 0..210..34..0..0 ..0..2..1..1 1 ..

11870 & 0 , .220..32 . , 0..55..0..2..1..2..1 . 0..165..26.10.00.00 ..
11880 & 2.21 1..1..1..294.054..0..64..0..2 1 ..2..1..0..331..54.10 . ,
118 90 & 64..0..2..1..2..1 . 0..282..52..0..70..0..2..1..2..1..0..247 ..
.
11900 & 26.4.0.766..0..2..1 2 1 , 0..182 . , 26.10.00.10 . , 2..1..1..1..0 ..

11910 & 152..22.5.0..45..0..2..1..2..1..0..188.232..0..49..0..2..1 ..
11920 & 2..1..0..272..0..0.00..0..1..1..1..1..0..100..0..0..0..0..1 ..
11930 & 1. , 1 ..1..0..241..0..1..1..2..1..1..1..1..0..400..0..1..60..1 ..
11940 & 1..1..2..1..1..165.125.20.10.00..2..1..1 .01.20 . , 174..30 . .0.0.0 2
11950 & 0..2..1..1..1 . 0. , 237.634.00.00..0..2.48. .1..1..1..0..218..34.5 ,

.5.0.2 10
1.1960 & 0.056..0..2 , 1 2 ..1..0..208..32 . , 2 . 1 ..2..1..0 ..
0..58..0..2..1..2 ..
0
1
285..53..34.10.00. 2..2..1 2.. 0.. 245 .14 4..
11970 & 1..
1
0..2.. 1..1
11980 & 1..0..267.037..0..0.. 1 0..70..0..0.0..0.. ..
11990 & 1. , 1..0..106 . , 18.00 -0..0..2..1 1 .1 . , 1. , 630..44..0..0..0 ..
.
8.. 0.0 ..0

1 2000 & 2..1 1..1..0..285.24 2..1..1..1.1
0
12001 IF ( IAIRCI . EQ.24 ) BIGY =- 65.10

12002 IF ( IAIRCI , EQ , 24 ) BIGX = -67.88
1 2003 IF ( IAIRCI.EQ.24.0R . IAIRCI . EQ . 30 ) XNOG = 1 .
.
12010 PI 3.1415927
12040 GAMMA ( 1 ) : 90 .
12050 RPD • PI / 180 .
12060 DPR = 180./PI
12070 G = PS
12080 A = AIRC ( 2 , IAIRCI )
B - 19
12090 XL A = AIRC ( 3. IAIRCI )
12100 XLB = AIRC 4 , JAIRCI )
12110 XLC = AIRC ( 5 2. I AIRCI )
12120 XLD = AIRC ( 6.IAIRCI )
12130 XNA - AIRC ( 7 , IAIRCI )
12140 X.VB = AIRC ( 8 . IAIRCI )
12150 XN C = AI RC ( 9.1A IR c )
12160 XND = AIRC ( 10. I AIRCI )
12170 DO 100 J = 1.1
12180 IF ( COV - 5000 . ) 11.11.20
121 90 11 IN = 1
12200 GO TO 21
12210 20 IN = 2
12220 21 I SW = 0
12230 IF ( MIL.EQ . " N " ) GO TO 1
12240 IF ( XK.LE.200 )GO TO 1
12250 IF ( XX.LE.300 . )GO TO 2
12260 IF ( XK.LE.400 . )GO TO 3
12270 IF ( XK.LE.500 . ) GO TO 4
12280 L =5
12290 GO TO 4
12300 1 IM = 1
12310 XKR = 200 .
12320 GO TO 666
12330 2 IM = 2
12340 XKR = 300 .
12350 GO TO 666
12360 3 IM = 3
12370 XKR = 400 .
12380 GO TO 666
12390 4 IM = 4
12400 XKR - 500 .
12410 666 IF ( ISW.EQ.1 ) GO TO 667
124 20 HPC 1 = AB ( IMIN ) + BA ( IMIN ) * ( ALOG10 ( COV ) -1 . )
124 30 IF ( IM.EQ.1.0R.L.EQ.5 ) GO TO 10
124 40 ISW = 1
124 50 KA = IM - 1
12460 GO TO ( 1.2.3 ) .KA
124 70 667 HPC 2 = A3 ( IMIN ) + B A ( IMIN ) * ( ALOG10 ( COV ) -1 . )
124 80 HPC = HPC2- ( (HPC2 - HPC1 ) * ( XK - XKR ) / 100 . )
12490 GO TO 22
12500 10 HPC = HPC 1
12510 22 HCJ ) = H ( 6 ) 1 ( HPC * 0.01 )
12520 100 CONTINUE
12530 45 FORMAT ( 1H0,3X , 11HK (LBI CU IN ) , 5X , SHG ( LB ) ,8X6HP (PSI ) , 6X , SHA ( SQ IN )
12540 & , 4 X . 8HNO . HCI) , 2x , 12 HNO . GAMMA ( I ) )
125 50 SO FORMAT ( 1H 1XF7.1.5XF10.1.5XF7.1.5XF9.1.2 ( SXF4.1 ) )
12560 60 FORMAT ( 1H0 , 1 X.50HSMALL ACIN ) SMALL BCIN ) SMALL C ( IN ) SMALL DCI
12570 & N ) , 22H NO . DELTACI ) NO . (SG ) )
12580 NOG - XNOG + 0.0001
12590 NOD = XNOD +0.0001
12600 NOSG = XNOSG + 0.0001
12610 NOH XNOH + 0.0001
12620 65 FORMAT ( 1H 1X , 77.2.3 (6XoF7.21,7X , F4.1.5XF4.1 )
126 30 IF (PHIE . EQ.0.0 ) PHIE : 5.13 .
12640 70 FORMAT (1H0.1% .3HXNA , 9X , 3HXN 3 , 9X , 3HXNC , 9X, 3HXN0.9 X. 6HFHICE )
12650 81H 14X F4.1.4 ( 8X , F4.1 ) )
12660 75 FORMAT ( 1H0,1X , 1HB ,2 6X , 9HPRINT OPT , 3X , SHBIG X , 7X , 5 HBIG Y , 6X ,
12670 & 8HCOOR OPT / 1H 1X , F7.1,5X F4.1.2 (5X , F7.2 ) , 7XF4.1 )
B - 20
12680 80 FORMAT ( 1HD , 30X9HH ( I ) ( IN ) 1
12690 & 1H 2X , 6 ( F 7.2.4x ) )
12700 85 FORMAT ( 1H0 , 20X , 14HGAMMA ( I ) ( DEG ) /
12710 81H 2X , 6 ( F7.2.4x ) )
12720 90 FORMAT ( 1H0,27X8HDELTA ( I )
12730 & 1H 2X , 6 ( F 7.2.4x ) )
12740 GAMMA ( 1 ) = GAMMA ( 1 ) * RPO
12750 GAMITA ( 2 ) =GAMMA ( 2 ) * RPD
12760 XN = XN A + XN3 XNC • VND
12770 Р =
GI ( A 查* XNT )
12780 G A * P * XNT
12790 RETURN
12800 END
B - 21
U.C. BERKELEY LIBRARIES
( 101379215
Example Problem - Rigid Pavement
HOW MANY AIRCRAFT DO YOU WANT TO ANALYZE ?

=1
IDENTIFY THE INDIVIDUAL AIRCRAFT( S ) BY SPECIFYING ITS POSITION NUMBER .
:: 20
DO YOU WANT TO USE PROGRAMMED MAX LOADS FOR
THE AIRCRAFT ? ENTER YES OR NO
= YES
WHAT IS THE NUMBER OF DEPARTURE LEVELS ?
=2
WHAT ARE THE ANNUAL DEPARTURE LEVELS ?
= 1000,2000
IS THIS A MILITARY EVALUATION ? YES OR NO
= NO
IS THIS A COMPOSITE PAVEMENT ? ( YES OR NO )
= NO
DO YOU KNOW i ? ( 1 = YES ; O = NO )
=1
INPUT -DSM ( O = STOP ; 1 = NEW AIRCRAFT ) , H , FF OR 1
= 2500,8,29
INPUT CONDITION FACTORS , CB , CR
= - . 95 , .9
ALLOWABLE LOAD FOR RIGID PAVEMENTS
ANNUAL DEPARTURE LEVELS
AIRCRAFT 1000 . 2000 .
RFLEX1 = 988.32 RFLEX = 900.00 RFLEX2 = 874.58 H [I = 11.0

RFLEX1 = 932.37 RFLEX = 900.00 RFLEX ? = 830.96 HII = 12.0
BOEING 727-200 158.31 146.83

REMAINING LIFE , YEARS 0.71 0.35
AC OVERLAY , IN . 4.6 6.7
PCC OVERLAY , IN . 6.9 7.6
PCC OVERLAY WITH
LEVELING COURSE , IN . 9.0 9.7
DO YOU WANT TO STOP ? ( 0 = STOP ; 1 = NEW AIRCRAFT ; 2 = NEW PAVE .

=0
STOP AT LINE 9999 ......
* BLIST 12
ALLOWABLE LOAD FOR RIGIDO FAVEMENT ::
ANNUAL DEPARTURE LEVELS
AIRCRAFT 1000 . 2000 .
RFLEX = 1280.2 STRESS1 = 1313.1 HPCC = 8.0 FF : 248. ASWL = 47400 .
BOEING 727-200 158.31 146.83

MAXLOA [I = 191.0 CB = 0.95CR = 0.90GEARLOADI = .
907 ? 5 . PNG = 0.95
F FACTOR 0.80 0.83
FL 3,42 3.42
ALPHA 0.98 0.91
DESIGN THICKNESS 11.78 12.32
L 29.00 29.00
EQUIV H 8.00 8. ( )
HE = 8.00 HPCC = 8.00
B - 22

Evaluation Using Nondestructive Testing

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This is a reproduction of a library book that was digitized

by Google as part of an ongoing effort to preserve the

July 1983 Program Engineering &

LT.S. LIBRARY U.C. BERKELEY

This docunent is disseminated under the sponsorship of the

This bulletin is available from Aircraft Safety and Airport Technology

TEST LOCATIONS & TEST PROCEDURES 2

DEVELOPMENT OF EVALUATION PROCEDURES 10

FLEXIBLE PAVEMENT EVALUATION 10

RIGID PAVEMENT EVALUATION 21 ,

COMPOSITE ( BITUMINOUS OVERLAY OF RIGID PAVEMENT ) PAVEMENT EVALUATION 32

PAVEMENT OVERLAY PROCEDURES 38

BITUMINOUS OVERLAY ON EXI'STING , FLEXIBLE PAVEMENT 39

CONCRETE OVERLAY ON EXISTING FLEXIBLE PAVEMENT 49

BITUMINOUS OVERLAYS ON EXISTING RIGID AND COMPOSITE PAVEMENTS 49

CONCRETE OVERLAYS ON EXISTING RIGID AND COMPOSITE PAVEMENTS 60

PAVEMENT REHABILITATION ALTERNATIVES AND LIFE CYCLE COST 68

Figure 1 . WES 16-kip NDT equipment ( From ref . ( 1 ) 3

Figure 2 . Load versus time relationship for 16-kip vibrator 4

Figure 3 . Deflection versus dynamic load ( From ref . ( 1 ) ) 5

Figure 4 . DSM - temperature adjustment curves for flexible pavement 7

Figure 5 . DSM- temperature adjustment curves for bituminous overlays 8

Figure 6 . Prediction of flexible pavement temperatures 9

Figure 7 . DSM versus allowable single wheel load for flexible ll

Figure 8 . Load factor versus total aircraft coverages for various 13

Figure 9a . Percent ESWL versus depth below pavement surface dual 14

Figure 9b . Percent ESWL versus depth below pavement surface , 15

Figure 9c . Percent ESWL versus depth below pavement surface 16

Figure 9d . Percent ESWL versus depth below pavement surface 17

Figure 9e . Percent ESWL versus depth below pavement surface 18

Figure 10 DSM versus allowable single wheel load on rigid pavement 22

Figure lla . Load factor versus radius of relative stiffness 23

Figure llb . Load factor versus radius of relative stiffness 24

Figure llc . Load factor versus radius of relative stiffness 25

Figure 11d . Load factor versus radius of relative stiffness 26

Figure 12 Deflection ratio versus radius of relative stiffness 27

Figure 13a . Traffic factor versus aircraft departures 28

Figure 13b . Traffic factor versus aircraft departures 29

Figure 13c . Traffic factor versus aircraft departures 30

Figure 13d . Traffic factor versus aircraft departures 31

Figure 14 " F " factor versus modulus of subgrade reaction for 34

Figure 15 Effect of subbase on modulus of subgrade reaction 35

Figure 17 DSM versus allowable single wheel load for composite 37

Figure 18 Flexible pavement design curves for critical areas , 40

Figure 19 Flexible pavement design curves for critical areas , 41

Figure 20 Flexible pavement design curves for critical areas , 42

Figure 21 Flexible pavement design curves for critical areas , 43

Figure 22 Flexible pavement design curves for critical areas , 44

Figure 23 Flexible pavement design curves for critical areas , 45

Figure 24 Flexible pavement design curves for critical areas , 46

Figure 25 Flexible pavememt design curves for critical areas , 47

Figure 26 Flexible pavement design curves for critical areas , 48

Figure 27 Rigid pavement design curves , single wheel gear , 50

Figure 28 Rigid pavement design curves , dual wheel gear 51

Figure 29 Rigid pavement design curves , dual wheel gear 52

Figure 30 Rigid pavement design curves , B- 747-100 , SR , 200B , C , F

Figure 31 Rigid pavement design curves , B- 747 - SP ( From ref . ( 10 ) ) 54

Figure 32 Rigid pavement design curves , DC10-10 , 10CF 55