Comfaa 3.0

COMFAA 3.
0 Beta Federal Aviation

Administration
Demonstration and
Hands-On Training
Presented to: VIII ALACPA Airport Pavement

Seminar & VI FAA Airport Pavement Workshop
Buenos Aires, Argentina
By: David R. Brill, P.E., Ph.D.
Date: 2 September 2011
Acknowledgments
• Gordon Hayhoe, Rodney Joel and Jeff

Rapol, FAA.
• Ken DeBord and Mike Roginski, Boeing
Commercial Airplane Co.
COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 2

2 September 2011 Administration
Outline
• Brief review of ACN/PCN system and ICAO

definitions.
• FAA guidance on PCN calculation.
• Draft AC 150/5335-5B and computer programs
(COMFAA 3.0 and new support program).
• Flexible example using COMFAA 3.0.
• Rigid example using COMFAA 3.0 for a large
hub airport.
• Using COMFAA 3.0 additional features.
The ACN/PCN System - General

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

are given in the ICAO Aerodrome Design Manual,
Part 3, Pavements.
– The PCN procedures in the manual are for guidance only and
a great deal of latitude is provided.
– Airport operators are responsible for determining and
publishing PCN values for runways.

ICAO Documents
Annex 14 to the Convention on ICAO Aerodrome Design Manual
International Civil Aviation Part 3 – Pavements

ACN/PCN System - Definitions
• ACN – A number expressing the relative effect of an

aircraft on a pavement for a specified standard
subgrade strength.
• PCN - A number expressing the bearing strength of
a pavement for unrestricted operations.
• Therefore, if a particular aircraft at a given weight
has an ACN less than, or equal to, the PCN of a
particular pavement (ACN  PCN), then no
restrictions need to be placed on operation of that
aircraft on that pavement.
• Special provisions for overload evaluation.

ACN Computation
• ACN is computed as the ratio of a computed

(derived) single-wheel load to a reference single-
wheel load.
– Flexible: Based on the US Army Corps of Engineers ESWL
CBR method of design using alpha factors adopted by ICAO
October 2007. Thickness is computed for 10,000 coverages.
– Rigid: PCA Westergaard interior stress method of design.
Thickness is computed for 10,000 coverages.
• These are fixed, standard procedures. Other design
procedures or traffic levels cannot be substituted.

Subgrade Strength for ACN Computation
• Flexible: The CBR of the subgrade soil.

• Rigid: The k-value at the top of the support,
including all subbase layers.
– It is not the same as the k-value of the subgrade
soil.

PCN Reporting Format
• PCN values are reported in a coded format

using 5 parts separated by “/”
Sample 39/F/B/X/T
• Information includes:
– Numerical PCN Value (39 in this example)
– Pavement Type (F = Flexible, R = Rigid)
– Subgrade Strength Category (A, B, C or D)
– Allowable Tire Pressure (X  1.5 MPa = 218 psi)
– PCN Evaluation Method (U = Using, T = Technical)

Proposed Change to ICAO PCN Tire

Pressure Limits (Flexible Only)
Tire Pressure Current ICAO Proposed ICAO

Category Designations and Limits Designations and Limits
W High: no pressure limit Unlimited
Medium: pressure limited High: pressure limited to

X to 1.50 MPa (217.6 psi) 1.75 MPa (253.8 psi)
Low: pressure limited to Medium: pressure limited
Y 1.00 MPa (145.0 psi) to 1.25 MPa (181.3 psi)
Very low: pressure limited Low: pressure limited to
Z to 0.50 MPA (72.5 psi) 0.50 MPA (72.5 psi)

PCN – Using Aircraft Method
• Find the ACN of all of the aircraft regularly

using the pavement and pick the largest
ACN to be the PCN of the pavement.
• But see page 3-27 of the ICAO manual:
“Support of a particularly heavy load, but only rarely,
does not necessarily establish a capability to support
equivalent loads on a regular repetitive basis.”
Where is the line between “regular” and
overload operation?

PCN – Technical Method
• The ICAO manual covers in detail a very

broad range of methods, including:
– Any rational design procedure developed specifically
for airport pavements but applied in reverse for
pavement evaluation.
– Pavement surface deflection measured under the
load from a representative aircraft.
– Non-destructive test results with backcalculation.
– Allows for design and evaluation procedures not in
use when the manual was written.

FAA Guidance on PCN Calculation
• The FAA is responsible for certifying all

commercial airports in the U.S. and is the
organization generally responsible for
complying with international agreements on
aviation.
• Well defined procedures are therefore
required for determining and publishing
PCN values for runways at all commercial
airports in the U.S.

AC 150/5335-5A (2006)
Standardized Method of Reporting Airport Pavement Strength – PCN
• Complete rewrite of AC 150/5335-5.

• Standardized the procedures for computing and
reporting PCN values for inclusion in the 5010
database.
• AC 150/5335-5A is based in large part on the
procedures described in Boeing Report D6-82203
“Precise Methods for Estimating Pavement
Classification Number,” 1998.
• D6-82203 is, in turn, based largely on
recommendations contained in the ICAO
Aerodrome Design Manual.

Draft Advisory Circular 150/5335-5B
• AC 150/5335-5A, PCN,
to be replaced by AC
150/5335-5B.
• Draft AC was posted
for comment October
2009.
• Comment period has
ended.
• Copy of draft AC is
included on the CD.

AC 150/5335-5B
STANDARDIZED METHOD OF REPORTING AIRPORT PAVEMENT
STRENGTH - PCN
• The Pavement Classification Number (PCN) field has

been added to FAA Form 5010 and data collection is
underway.
• During each airport inspection, the airport owner will
be asked to provide runway PCN information.
• WHY?
– With release of AC 150/5320-6E, the “design aircraft” concept
has been replaced.
– This means the Aircraft Gross Weight fields on the 5010 will no
longer be used to describe load carrying capacity of runways.

AC 150/5335-5B …PCN
Gross Weight data

may transition.
PCN data request now part

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

• PCN is now mandatory and Gross Weight data will possibly be
phased out with time.

Draft AC 150/5335-5B
- Changes from AC 150/5335-5A
• The procedure for selecting the critical aircraft has
been substantially revised.
• The procedure for computing equivalent departures
has been replaced by a new procedure based on
cumulative damage factor (CDF).
• Except for obtaining the structure and aircraft
properties, the procedure has been completely
automated in a revised version of the computer
program COMFAA (COMFAA 3.0).
• A spreadsheet application has been developed to
facilitate determining the evaluation thickness.

Draft AC 150/5335-5B
• The design procedures recommended in the new

AC are:
– CBR ESWL with the new alpha factors for flexible pavements.
– Edge stress Westergaard as implemented in AC 150/5320-6C
and -6D.
– The PCA center stress method can also be selected in
COMFAA 3.0.
• These were selected for backward compatibility
with established methods and compatibility with
the ACN computation procedure.

New PCN Methodology

• The current methodology (-5A) finds the critical
aircraft and then finds the ACN of that aircraft at
the maximum allowable gross weight. That ACN is
then the PCN.
• The new methodology is the same except that the
ACN at maximum allowable gross weight is
calculated for all of the aircraft in the mix. The CDF
procedure is used for equivalent coverages.
• The largest ACN value is then selected as the PCN.
• There is a need to eliminate “occasional or
overload” aircraft from the mix.

ACN-PCN – Technical Evaluation
7 Basic Steps to Determine Pavement
Classification Number in AC 150/5335-6B:
1. Identify pavement features and properties.
2. Determine traffic mixture.
3. Convert traffic to equivalent traffic of “critical” aircraft.
4. Determine allowable operating weight of critical
airplane.
5. Determine ACN of critical airplane at allowable weight.
6. Repeat with each airplane as the critical airplane.
7. Report PCN.

AC 150/5335-5B Computer Programs
• COMFAA 3.0 Program

• Support Spreadsheet for COMFAA (Excel)
Input Support:
– Flexible Layer Equivalency Worksheet
– Rigid Pavement k-Value Worksheet
Output Support:
– Output Data Parsing
– Rigid and Flexible Chart Creation
– FAA Form 5010 Preparation

COMFAA Support Spreadsheet
Flexible Layer Equivalency

– The equivalent pavement
has three layers:
• 5 in. P-401,
• 8 in. P-209,
• P-154.
– The spreadsheet
determines the maximum
thickness for the
equivalent pavement
based on the user-
defined layer equivalency
factors.


Flexible Pavement Input
• ENTER (or confirm)
layer equivalency Reference Guidance AC 150/5335-5B Appendix A-2
Fig. A2-2 Figs. A2-1, A2-2
Existing
Flexible Existing
factors. Flexible Pavement

Structure Items
Convert
to P-209
1.4
Convert
to P-154
1.8
Pavement
Layers
Layer
Thickness
1.5 1.9
– Refer to Table A2-1.
ENTER P-401
P-401 and/or P-403 1.6 1.6 2.0 2.0 and/or P-403 6.0 in.
1.2 1.6
1.3 1.7
• ENTER all existing P-306 1.4

1.3
1.4
1.2 1.8
1.6
1.7
1.6 ENTER P-306 0.0 in.
pavement layers P-304 1.5 1.2 1.8

1.2
1.3
1.6 ENTER P-304 0.0 in.
starting at the surface P-209 1.0 1.4

1.3
1.4
1.4 ENTER P-209
ENTER P-208
12.0 in.
of the pavement. P-208 and/or P-211 1.0 1.5

1.0
1.1
1.3 and/or P-211 0.0 in.
1.2
• ENTER the subgrade

P-301 n/a 1.0 ENTER P-301 0.0 in.
P-154 n/a 1.0 ENTER P-154 13.0 in.
CBR value. Equivalent Thickness, in.

ENTER Subgrade CBR
9.0

Flexible Pavement Output
Existing Pavem ent Equivalent Pavem ent
0
COMFAA Evaluation Criteria P-401 P-401
5
Evaluation thickness t = 33.8 in.
P-209
Evaluation CBR = 9.0 10
P-209
Depth from Surface, in.

15
Recommended PCN Codes: F/B/W or
20
Recommended PCN Codes: F/B/X
P-154
25
P-154
PAVEMENT TO BE 30
Subgrade
EVALUATED IN COMFAA 35
CBR 9.0
Subgrade
CBR 9.0
• The spreadsheet determines and consolidates COMFAA software

input values and recommends three of five necessary PCN codes.
• The spreadsheet updates the graphical representation of the existing
and equivalent pavement.

Using the COMFAA 3.0 Program

COMFAA Input

Aircraft Window – COMFAA Input

Main Window - COMFAA Input
Click
“PCN Flexible Batch”
Click “CBR” – Enter Enter the evaluation

9.0 in the dialog box. thickness = 33.8 in.

COMFAA Output
Click “Details” to view
the detailed output.
Message “Flexible
Computation Finished”

COMFAA Detailed Output Screen
Summary Aircraft Table
with -6D Thickness
Requirements

COMFAA Output – Details (I)
COMFAA generates an aircraft ACN table.

CBR 9 indicates B subgrade designation.
• PCN based on using aircraft ACN can be reported as

54.

COMFAA Output – Details (II)
COMFAA generates a table based
on the CDF method. For each
aircraft, allowable gross weight
and corresponding PCN are
identified. CBR 9 indicates B
subgrade designation.

COMFAA Output – Details (III)
• CDF method identifies (3) aircraft that contribute

substantial structural damage based on pavement
structure: 727-200, 747-400, and A300-B4.
• PCN based on technical CDF method can be
reported as the highest PCN of these aircraft = 73.

COMFAA Detailed Output Screen
Copy and paste data into

COMFAA support
spreadsheet.

Data Parse
• Copy/Paste output
data into Cell B5
• Click “Create
Flexible Pavement
Charts”
• Airplanes are
ordered by PCN
number, with the
aircraft at top giving
the highest PCN
when treated as
critical.

Flexible Charts
AC 150/5335-5B Example
1,200
Airplane Gross Weight, lbs. (thousands)

Most Demanding Aircraft in Traffic Mix
35 in.
1,000
Thickness
Rigid Pavement Thickness
30 in.
25 in.
800 Comparison
20 in. 600 • Compare
15 in.
400
thickness and
10 in. gross weights.
200
5 in.
• When CDF
0 in.
767-200
```
DC8-63 777-200 A300-B4 747-400 727-200
0
thickness (yellow)
ER
is less than
1. 6D thickness at traffic mix 25.7 25.7 25.5 27.5 28.8 23.1
GW evaluation
2. CDF thickness at max.
GW
33.2 31.4 31.9 29.5 29.3 27.5
thickness (red),
3. Evaluation thickness from 33.8 33.8 33.8 33.8 33.8 33.8 excess PCN is
equivalent pavement
4. Max.Allowable Aircraft 378,158 365,739 646,354 443,728 992,902 253,830
available.
GW from CDF
5. Aircraft GW from traffic 370,000 330,000 600,000 370,000 820,000 185,000
mix


Flexible Charts
3,500
PCN= 90 Most Demanding Aircraft in Traffic Mix
PCN= 80 3,000
PCN
Subgrade code= B at CBR= 9.0, t= 33.8
73
PCN= 70
68
71 Comparison
2,500
57 • PCN needed for
Annual Departures
PCN= 60 57
52 54
49
51
48
2,000 using traffic is 54.
PCN= 50 45 47
PCN= 40 1,500 • PCN based on

PCN= 30
CDF analysis can
1,000
be reported as
PCN= 20
500
high as 73.
PCN= 10
PCN= 0 0
767-200
DC8-63 777-200 A300-B4 747-400 727-200
ER
1. Aircraft ACN at traffic mix 45.2 48.8 51.3 52.4 53.9 48.2
GW
2. Calculated PCN at CDF 46.6 56.7 57.0 68.3 70.6 72.8
max. GW
3. Annual Departures from 2,000 800 300 1,500 3,000 400
traffic mix

Technical Method Example – Case 1
• International hub airport.

• Rigid pavement.
• Large number of narrow-body, dual-wheel-
gear aircraft.
• Example courtesy of Rodney Joel.

Total
CASE 1 AIRCRAFT
DC-9-30/40
ACN
gear
D
Operating
Weight, lb
109000
Gear Load.
lbs.
51775
Wheel
Load, lbs.
25888
Avg Annual
Departures
8
Coverages
20 yrs
44
B717-200 D 122000 57950 28975 301 1701
A318-100 std D 124500 59138 29569 654 3593

Traffic Data A319-100 std D 142500 67688 33844 13,002 70663
A320-100 D 151000 71725 35863 15,280 79583
MD-80/83/88 D 161000 76475 38238 739 4322
MD-90 D 168500 80038 40019 213 1283
B727-200 basic D 185200 87970 43985 111 760
B737-700 D 188200 89395 44698 18,133 96709
B757-300 2D 271000 128725 32181 10,079 51555
DC-8-60/70 2D 358000 170050 42513 79 472
A300-b4 std 2D 365750 173731 43433 831 4579
B767-300 2D 413000 196175 49044 2,521 14006
DC-10 2D 458000 217550 54388 115 622
B787-8 2D 478000 227050 56763 32 169
A330-200 std 2D 509000 241775 60444 88 936
A340-300 std 2D 608000 243200 60800 179 1884
MD-11 2D 633000 245288 61322 44 240
B747-400 2D 877000 208288 52072 754 4358
A380 (2D) 2D 1235000 469300 117325 59 309

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation
2 September 2011 B777-200 base 3D 537000 255075 42513 1,095
Administration 5153 40
CASE 1
Existing
Effective k at top of
Pavement base = 323 psi/in
17″ PCC, R = 775 psi
Data
8″ CTB
k-value = 160 psi/in
The original design based on procedures in AC

150/5320-6D called for 16.3 inches of PCC. This
value was rounded to 17.0 inches.
ACN Operating Annual -6D Edge Load PCA Design
CASE 1 AIRCRAFT
DC-9-30/40
gear
D
Weight (lb)
109000
Departures
8
Thickness (in)
8.04
Thickness (in)
7.24
B717-200 D 122000 301 9.66 8.65

Pavement thickness A318-100 std D 124500 654 9.23 8.18
requirements based A319-100 std D 142500 13,002 12.17 10.14
on actual annual A320-100 D 151000 15,280 12.98 10.73
departures: MD-80/83/88 D 161000 739 11.67 10.46
MD-90 D 168500 213 11.49 10.27
B727-200 basic D 185200 111 10.92 9.81

•FAA AC 150/5320-6D B737-700 D 188200 18,133 15.47 12.71
•PCA method B757-300 2D 271000 10,079 10.85 10.31
DC-8-60/70 2D 358000 79 10.05 9.72
• B737-700 appears to A300-b4 std 2D 365750 831 10.78 10.62
B767-300 2D 413000 2,521 11.62 11.26

be the “design”
DC-10 2D 458000 115 9.52 9.21
airplane based on
B787-8 2D 478000 32 10.57 10.1
5335-5A procedures.
A330-200 std 2D 509000 88 10.84 10.28
• B737-700 is comprised
A340-300 std 2D 608000 179 10.99 10.45
of several D gear
MD-11 2D 633000 44 10.65 10.27
airplanes.
B747-400 2D 877000 754 11.17 11.07
A380 (2D) 2D 1235000 59 10.60 10.13

COMFAA 3.0 Beta Demonstration &B777-200
Hands-OnbaseTraining
3D 537000 1,095 Federal8.85
Aviation 9.46
42
CASE 1 – Current Procedure
• Following 5335-5A procedures the B737-700
would become the “Critical Aircraft” due to
its individual pavement thickness
requirement.
• This is true for either the 5320-6D procedure
or the PCA center slab procedure.
• It was speculated that the B737 was
artificially elevated as the design airplane
due to high departure levels caused by
lumping several D-gear airplanes into one.
Allowable Equiv.
CASE 1 AIRPLANE
DC-9-30/40
ACN
gear
D
Operating
Weight
148600
Annual
Departures
739535
5335-5A
PCN/R/B
45.4
A318-100 std D 181000 345027 46.1
B717-200 D 158900 386168 50.1
• PCN values calculated A319-100 std D 189250 168314 52.1

A320-100 D 189500 125753 55.2
by following the
B737-700 D 201400 45167 59.8
procedures in AC MD-80/83/88 D 184000 92089 60.1
150/5335-5A and MD-90 D 189100 74317 61.4
assuming that each B727-200 basic D 222200 48463 65.7

B757-300 2D 385300 130968 68.7
airplane is the “design
A300-b4 std 2D 481000 32997 84.9
airplane.” DC-8-60/70 2D 457500 36135 85.6
• In this mix, the B737- B767-300 2D 553000 20131 87.3

A330-200 std 2D 672000 9296 89.3
700 is comprised of
A340-300 std 2D 806000 10907 90.1
several D gear A380 (2D) 2D 1568000 20322 92.0
airplanes, some with B747-400 2D 1148000 15972 92.8
lower operating DC-10 2D 653600 13572 93.0

B787-8 2D 608500 11612 96.4
weights.
MD-11 2D 820500 9462 100.6
B777-200 base 3D 920500 23190 115.2

Gear
type
CASE 1 AIRPLANE
for
ACN
Operating
Weight
Airplane
ACN/R/B
A318-100 std D 124500 29.5
DC-9-30/40 D 109000 31.3
B717-200 D 122000 36.5
ACN values for each A319-100 std D 142500 37.2
Airplanes can operate

airplane B757-300 2D 271000 41.4
(from COMFAA) A320-100 D 151000 42.2
without restriction
B777-200 baseline 3D 537000 47.4
MD-80/83/88 D 161000 51.3
B727-200 basic D 185200 52.7
MD-90 D 168500 53.5
B737-700 D 188200 55.2
Assuming the B737-700 DC-10 2D 458000 56.4
as the design airplane A300-b4 std 2D 365750 57.3
per the procedures in B767-300 2D 413000 57.4

DC-8-60/70 2D 358000 60
5335-5A
A330-200 std 2D 509000 61.2
Restrictions
Calculated PCN A340-300 std 2D 608000 61.4
Weight
59.8/R/B B747-400 2D 877000 63
PCN = (60/R/B) A380 (2D) 2D 1235000 65.8
B787-8 2D 478000 68.3
MD-11 2D 633000 69.6

Case 1 – New CDF PCN Procedure
• The procedure for finding equivalent

coverages in AC 150/5335-5A is based on
gear equivalency factors and the ratio of
wheel loads.
• An alternative procedure based on
cumulative damage factors (CDF) gave
more consistent, and rational, results.
• The new procedure for finding equivalent
coverages has been incorporated in the new
AC 150/5335-5B.
COMFAA 3.0 – Case 1

Rigid Pavement k-Value

– Each subbase layer
contributes to an improved
subgrade support k-value.
– ENTER all existing pavement
layers.
– ENTER the flexural strength
of the concrete and the
subgrade support k-value.
– The spreadsheet updates the
graphical representation of
the existing and equivalent
pavement.

COMFAA 3.0 – Aircraft Window

COMFAA 3.0 – Case 1 Results

Subgrade Category B

COMFAA 3.0 – Case 1 Results
Copy and Paste Data into

Support Spreadsheet


Case 1
Data Parse
• Copy/Paste output
data into Cell B5
• Click “Create Rigid
Pavement Charts”
• Airplanes are
ordered by PCN
number, with the
aircraft at top giving
the highest PCN
when treated as
critical.
• Next, click Rigid
Chart tab.

Rigid Charts – Case 1
1,800
18 in.
Most Demanding Aircraft in Traffic Mix Thickness
Airplane Gross Weight, lbs. (thousands)

1,600
Rigid Pavement Thickness

16 in.
14 in.
1,400 Comparison
1,200
12 in. • Compare
1,000
10 in.
800
thickness and
8 in.
600
gross weights.
6 in.
4 in. `` 400 • When CDF

2 in. 200 thickness (yellow)
0 in.
B787-8
0 is less than
A330-200 A340-300
B747-400
std std
A380-Wing (Preliminar
y)
MD11
evaluation
1. 6D thickness at traffic mix 11.1 10.8 11.1 10.6 10.5 10.6 thickness (red),
GW
2. CDF thickness at max. GW 15.0 15.0 15.0 15.0 14.9 14.9 excess PCN is
3. Evaluation thickness from 17.0 17.0 17.0 17.0 17.0 17.0 available.
equivalent pavement
4. Max.Allowable Aircraft GW 1,076,982 657,683 785,764 1,558,981 590,004 792,982
from CDF
5. Aircraft GW from traffic mix 877,000 509,000 608,000 1,235,000 478,000 633,000


800
PCN= 110 Most Demanding Aircraft in Traffic Mix
PCN= 100 92
96 700
PCN
91
87
87
Comparison
Subgrade code= B323.0, t= 17.0
PCN= 90 85
600
PCN= 80
• 6 most demanding
Annual Departures
68 70
PCN= 70 66 500
63 61 61
PCN= 60 400 aircraft in mix.
PCN= 50
PCN= 40
300 • PCN needed for
PCN= 30 200
using traffic is 70.
PCN= 20
100
• PCN based on
PCN= 10
PCN= 0 0
CDF analysis can
B747-400
A330-200 A340-300 A380-
B787-8
(Prelimina MD11
be reported as
std std Wing
ry) high as 96.
1. Aircraft ACN at traffic mix 63.0 61.2 61.4 65.8 68.3 69.6
GW • Next, click on
2. Calculated PCN at CDF
max. GW
84.6 86.6 87.0 91.2 92.2 95.8
Form 5010 tab.
3. Annual Departures from 754 88 179 59 32 44
traffic mix

Project info
FLEXIBLE PAVEMENT MAXIMUM TIRE PRESSURE METHOD USED TO DETERMINE PCN Form 5010
A Subgrade Category (CBR 15) W Unlimited Using Aircraft
B Subgrade Category (CBR 10)

X 218 psi Technical • Enter PCN Number.
Y 145 psi
C Subgrade Category (CBR 6)
Z 73 psi • PCN can be reported as:
D Subgrade Category (CBR 3)
RIGID PAVEMENT AIRCRAFT GEAR TYPE IN TRAFFIC MIX

96/R/B/W/T
A Subgrade Category (k 552 pci) S (single wheel gear)
D (dual wheel gear)

B Subgrade Category (k 295 pci)
2D OR 3D (dual tandem OR triple tandem wheel gear)
C Subgrade Category (k 147 pci)
W/B (tandem gear under wing AND tandem gear under body)
D Subgrade Category (k 74 pci)
Enter PCN 96
FAA Form
Gross Weight
5010 Data
and PCN
Element
#35 S 100
#36 D 280
#37 DT 793
#38 DDT
#39 PCN 96 / R / B / W / T

Case 1 – PCN Comparison

PCN calculated assuming each airplane is treated as the design airplane
120
D Gears 2D Gears
100
80
PCN or ACN
60
A380
B747
40
B777 5335-5A PCN/R/B
20
B757 5335-5B PCN/R/B
Airplane ACN/R/B
0
0 200,000 400,000 600,000 800,000 1,000,000 1,200,000 1,400,000
Reported Operating Weight, lbs. (not the weight used for PCN calculation)

COMFAA 3.0 – Options
• Batch
– Runs all airplanes in
succession.
– Automatically invoked by PCN
Flex and Rigid Batch function.
• Metric
• PCA Thick
– Equivalent coverages
computed with the PCA
interior stress design method.
• PCA GW
– Maximum gross weight
computed with the PCA
interior stress design method.

COMFAA 3.0 – Computational Modes
• ACN – Computes ACN at

indicated gross weight & strength.
• PCN – Computes PCN using
CDF-based procedure.
• Thickness – Computes by AC
150/5320-6D procedure.
• MGW – Computes maximum
gross weight for airplane.
• Life – Computes coverages to
failure for indicated thickness.
• Interior Stress
• Edge Stress
COMFAA 2.0 Will Continue to be
Supported – Simpler and Old Alphas

More Information
• Contact Dr. Gordon Hayhoe

– Gordon.Hayhoe@faa.gov
• FAA Airport Technology R&D Group
– www.airporttech.tc.faa.gov
– Click on “Downloads” then “Pavements”

Questions?


Comfaa 3.0

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COMFAA 3.

0 Beta Federal Aviation

Presented to: VIII ALACPA Airport Pavement

• Gordon Hayhoe, Rodney Joel and Jeff

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 2

• Brief review of ACN/PCN system and ICAO

The ACN/PCN System - General

• Pavement Classification Number (PCN) procedures

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 4

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 5

ACN/PCN System - Definitions

• ACN – A number expressing the relative effect of an

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 6

• ACN is computed as the ratio of a computed

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 7

Subgrade Strength for ACN Computation

• Flexible: The CBR of the subgrade soil.

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 8

• PCN values are reported in a coded format

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 9

Proposed Change to ICAO PCN Tire

Tire Pressure Current ICAO Proposed ICAO

W High: no pressure limit Unlimited

Medium: pressure limited High: pressure limited to

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 10

• Find the ACN of all of the aircraft regularly

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 11

PCN – Technical Method

• The ICAO manual covers in detail a very

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 12

• The FAA is responsible for certifying all

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 13

• Complete rewrite of AC 150/5335-5.

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 14

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 15

• The Pavement Classification Number (PCN) field has

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 16

Gross Weight data

PCN data request now part

• The Master Record is required to be updated periodically.

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 17

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 18

• The design procedures recommended in the new

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 19

New PCN Methodology

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 20

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 21

AC 150/5335-5B Computer Programs

• COMFAA 3.0 Program

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 22

Flexible Layer Equivalency

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 23

COMFAA Support Spreadsheet

factors. Flexible Pavement

• ENTER all existing P-306 1.4

pavement layers P-304 1.5 1.2 1.8

starting at the surface P-209 1.0 1.4

of the pavement. P-208 and/or P-211 1.0 1.5

• ENTER the subgrade

P-154 n/a 1.0 ENTER P-154 13.0 in.

CBR value. Equivalent Thickness, in.

COMFAA 3.0 Beta Demonstration & Hands-On Training Federal Aviation 24

Depth from Surface, in.