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Agenda 06/11/2013 Item #14A36/11/2013 14.A.3. EXECUTIVE SUMMARY Recommendation for the Board of County Commissioners, acting as the Collier County Airport Authority, approve the following three agreements with Fletcher Flying Services, Inc.: (1) a First Amendment to the Corporate Hangar License Agreement dated December 18, 2007; (2) a First Amendment to a Commercial Aeronautical Operations License Agreement dated May 16, 2006; and (3) a Tie Down Agreement. OBJECTIVE: To provide new lease terms for Fletcher Flying Service, Inc. ( "Fletcher ") in order to keep Fletcher at the Immokalee Airport. CONSIDERATIONS: At a recent Board Meeting the Board of County Commissioners, acting as the Collier County Airport Authority, asked that I work with Mr. Fletcher in an attempt to resolve several long- standing issues between the Authority and Fletcher Flying Service, Inc. Along with the proposed changes to the Airport Rules, these three proposed agreements represent a global attempt to reach a mutually satisfactory relationship between the parties. The first agreement is an amendment to his current hangar agreement, which is presently on a month -to -month basis. The amendment gives Fletcher a ten year term with no renewal rights at his current rental with an annual CPI escalator clause. The amendment safeguards the Authority's long -term operational abilities by authorizing the Authority to terminate his occupancy on 6 month's written notice if, in the Authority's sole judgment, changes to the Airport Master Plan require the removal or closure of this hanger. Lastly, given the nature of Fletcher's business, the amendment requires Fletcher to prepare a Pollution Prevention Plan to be approved by the Authority, no later than October 1, 2013. The second agreement is an amendment to his current Operations Agreement which increases Fletcher's staging area to a 100 by 100 foot pad. In exchange for this increase, the fee will increase to $200 per month, plus applicable sales tax, to be adjusted annually with the Consumer Price Index (CPI). The company will store its agriculture and fire fighting chemicals on the staging pad and is also the location where Fletcher Flying Service would hot fuel its aircraft following the county's guidelines for such operations. Fletcher is also given the right, at his sole cost and expense, to pursue a permitted turf runway, which must be approved by all applicable agencies and once approved, shall be made available to all Airport users. The third agreement is a standard form Tie -Down Agreement, with the changes to the standard form set forth in underline- strikethrough form. The location of these three tie -downs is directly behind Fletcher's rented corporate hangar and does not infringe access to another double hangar nearby the Fletcher corporate hangar. The sub - tenants in the adjacent hangar Packet Page -719- 6/11/2013 14.A.3. are the Collier County Sheriff Office and Ralph Hester of Lipmann Produce. Both sub- tenants consented to the location of Fletcher's tie -downs in between the two hangars. FISCAL IMPACT: Revenue from rental fees to total $21,856.80 plus tax. GROWTH MANAGEMENT IMPACT: There is no Growth Management impact associated with this Executive Summary. LEGAL CONSIDERATIONS: This item has been approved by the County Attorney as to form and legality, and requires a majority vote for Board action. RECOMMENDATION: That the Board of County Commissioners, acting as the Collier County Airport Authority, approve the following three agreements with Fletcher Flying Services, Inc.: (1) a First Amendment to the Corporate Hangar License Agreement dated December 18, 2007; (2) a First Amendment to a Commercial Aeronautical Operations License Agreement dated May 16, 2006; and (3) a Tie Down Agreement. PREPARED BY: Commissioner Tom Henning Packet Page -720- 6/11/2013 14.A.3. COLLIER COUNTY Board of County Commissioners Item Number: 14.14.A.14.A.3. Item Summary: Recommendation for the Board of County Commissioners, acting as the Collier County Airport Authority, approve the following three agreements with Fletcher Flying Services, Inc.: (1) a First Amendment to the Corporate Hangar License Agreement dated December 18, 2007; (2) a First Amendment to a Commercial Aeronautical Operations License Agreement dated May 16, 2006; and (3) a Tie Down Agreement. (Commissioner Henning) Meeting Date: 6/11/2013 Prepared By Name: SmithCamden Title: Executive Aide to the BCC 6/3/2013 3:18:15 PM Submitted by Title: Executive Aide to the BCC Name: SmithCamden 6/3/2013 3:18:17 PM Approved By Name: SheffieldMichael Title: Manager- Business Operations, CMO Date: 6/4/2013 9:25:48 AM Name: KlatzkowJeff Title: County Attorney Date: 6/4/2013 10:06:19 AM Name: GreenwaldRandy Title: Management/Budget Analyst,Office of Management & B Date: 6/4/2013 11:05:13 AM Name: KlatzkowJeff Title: County Attorney Packet Page -721- Date: 6/4/2013 11:29:46 AM Name: OchsLeo Title: County Manager Date: 6/4/2013 11:52:39 AM Packet Page -722- 6/11/2013 14.A.3. 6/11/2013 14.A.3. FIRST AMENDMENT TO LICENSE AGREEMENT THIS FIRST AMENDMENT TO CORPORATE HANGAR LICENSE AGREEMENT entered into this day of June, 2013, by and between the Collier County Airport Authority ( "Authority "), and Fletcher Flying Services, Inc. ( "Fletcher "). Recitals WHEREAS, the undersigned are parties to a Corporate Hangar License Agreement ( "Hangar Agreement)" dated December 18, 2007, a copy of which is attached; and WHEREAS, the undersigned wish to amend this Hangar Agreement on the terms and conditions set forth below. NOW THEREFORE, in consideration of the covenants and agreements provided herein, together with such other valuable consideration, the Hangar Agreement is amended as follows: 1. Paragraph 1 (Premises and Term) is hereby amended as follows: (a) The term of the Hangar Agreement shall terminate June 30, 2023. There are no renewal rights. Upon expiration or termination of this term Fletcher shall, at his sole cost and expense, remove all his goods and effects and leave the Hangar in broom -clean condition. 2. Paragraph 2 (Fee) is hereby amended as follows: (a) Commencing July 1, 2013, Fletcher shall pay the Authority as rent a monthly fee of $1,621.40 per month, plus applicable taxes. (b) Commencing July, 1, 2014, and on each. annual anniversary date thereafter, the base rent may increase; provided, however, such increases shall occur only when it shall be determined that there has been an increase in the cost of living using the official Consumer Price Index Urban Wage Earners (CPI -U) base published by the Bureau of Labor Statistics, United States Department of Labor. The Consumer Price Index to be used will be that for the South Urban Size C Area (or comparable index if such index in discontinued), hereinafter called "CPI ". An increase in the monthly base rent, if any, shall be based upon a comparison of the most recent CPI published for the current lease year against the most recent CPI published greater than 12 months preceding the most current CPI. The amount of the additional base rent shall be the percentage difference between the two preceding CPI's. In no event shall the base rent, once increased, be decreased, nor shall it be increased more than once in a 12 -month period. 3. Right to Terminate: The Authority reserves the right to terminate this lease on 6 month's written notice to Fletcher if, in the Authority's sole judgment, changes to the Airport Master Plan require the removal or closure of this hanger. Termination under this paragraph may Packet Page -723- 6/11/2013 14.A.3. only be made (a) after an actual change to the Master Plan; and (b) when it has been determined that work in the immediate area will require the removal of the premises. 4. Hazardous Materials. Except as expressly provided for in a Pollution Prevention Plan to be approved by the Authority, Fletcher will not transport, use, store, maintain, generate, manufacture, handle, dispose, release or discharge any hazardous materials upon or about the Premises, nor permit employees, representatives, agents, contractors, sub - contractors, sub -sub- contractors, material men and /or suppliers to engage in such activities upon or about the Premises. This Pollution Prevention Plan must be in place no later than October 1, 2013. Until such a plan is in place, Fletcher may continue to conduct his business in the same manner as previously allowed. 5. Non-Assignable. The Hangar Agreement is personal to Fletcher Flying Services, and may not be assigned without the prior written consent of the Authority, which consent may be freely withheld for any or no reason. 6. Except as expressly provided herein, the Corporate Hangar License Agreement dated December 18, 2007 remains in full force and effect. IN WITNESS WHEREOF, the parties have hereto executed this Amendment the day and year first above written. ATTEST: DWIGHT E. BROCK, CLERK , Deputy Clerk Approved as to form and legality: Jeffrey A. Klatzkow County Attorney Fletcher Flying Services, Inc. C Steve Fletcher, President BOARD OF COUNTY COMMISSIONERS COLLIER COUNTY, FLORIDA IN ITS CAPACITY AS THE COLLIER COUNTY AIRPORT AUTHORITY I3, Georgia Hiller, Chairman Packet Page -724- 6/11/2013 14.A.3. FIRST AMENDMENT TO COMMERCIAL AERONAUTICAL OPERATIONS LICENSE AGREEMENT THIS FIRST AMENDMENT TO COMMERCIAL AERONAUTICAL OPERATIONS LICENSE AGREEMENT entered into this day of June, 2013, by and between the Collier County Airport Authority ( "Authority "), and Fletcher Flying Services, Inc. ( "Fletcher "). Recitals: WHEREAS, the undersigned are parties to a Commercial Aeronautical Operations License Agreement ( "Operations Agreement ") dated May 16, 2006, a copy of which is attached as Exhibit "A•" and WHEREAS, the undersigned wish to amend this Operations Agreement on the terms and conditions set forth below. NOW THEREFORE, in consideration of the covenants and agreements provided herein, together with such other valuable consideration, the Operations Agreement is amended as follows: 1. Paragraph 1 (Premises) is hereby amended by increasing the staging area to a 100 by 100 foot pad as depicted in Exhibit "B." 2. The Fee set forth in Paragraph 2 (Fee) is hereby increased to $200 per month, plus applicable sales tax. Commencing July, 1, 2014, and on each annual anniversary date thereafter, the base rent may increase; provided, however, such increases shall occur only when it shall be determined that there has been an increase in the cost of living using the official Consumer Price Index Urban Wage Earners (CPI -U) base published by the Bureau of Labor Statistics, United States Department of Labor. The Consumer Price Index to be used will be that for the South Urban Size C Area (or comparable index if such index in discontinued), hereinafter called "CPI ". 3. Turf Runway. Fletcher, at his sole cost and expense, may pursue a permitted turf runway, which must be approved by all applicable agencies and once approved, shall be made available to all Airport users. The Airport Authority will reasonably cooperate with Fletcher should Fletcher elect to pursue this matter. Nothing herein contained shall prevent the Authority from opening, authorizing or operating a permitted or unpermitted turf runway. In the event the Authority shall pursue the operation of such turf runway, Fletcher will not be required to financially contribute to the efforts of the Authority in opening, authorizing or maintaining said turf runway. 4. Except as expressly provided herein, the Commercial Aeronautical Operations License Agreement dated May 16, 2006 remains in full force and effect. REMAINDER OF PAGE LEFT INTENTIONALLY BLANK SIGNATURE PAGE TO FOLLOW Packet Page -725- 6/11/2013 14.A.3. IN WITNESS WHEREOF, the parties have hereto executed this Amendment the day and year first above written. ATTEST: DWIGHT E. BROCK, CLERK , Deputy Clerk Approved as to form and legality: Jeffrey A. Klatzkow County Attorney C Fletcher Flying Services, Inc. Steve Fletcher, President BOARD OF COUNTY COMMISSIONERS COLLIER COUNTY, FLORIDA, IN ITS CAPACITY AS THE COLLIER COUNTY AIRPORT AUTHORITY By: GEORGIA A. HILLER, ESQ. CHAIRWOMAN 2 Packet Page -726- 6/11/2013 14.A.3. TIE DOWN AGREEMENT i COLLIER COUNTY AIRPORT AUTHORITY 2005 MAINSAIL DRIVE, SUITE 1 NAPLES, FLORIDA 34114 (239) 642 -7878 THIS LICENSE AGREEMENT is made and entered this day of June, 2013, by and between the Collier County Airport Authority (hereinafter referred to as "Authority "), and: Name: Fletcher Flving Services. Inc. Type of Entity: (circle one): Individual Corporation (insert State of Incorporation): Florida Limited Liability Company (insert State where formed): Partnership (insert State where registered): Other (describe): Phone Number: Address: (Hereinafter referred to as "Licensee ") 1. PREMISES AND TERM: The Authority hereby licenses an aircraft parking at the Immokalee Regional Airport. The specific location of parking space is to be located as follows with two aircraft tie -downs behind the Fletcher Corporate Hangar and one tie -down just east of the building on the hangar's property as pictured below. This is subject to change at any time by the Authority and may be changed from time -to -time by the Airport Manager or designee without any permission or approval from Licensee. This bare license with no interest attached begins on the date first written above and Page 1 of 5 Form Effective Packet Page -727- Agreement. 6/11/2013 14.A.3. 2. AUTHORIZED AIRCRAFT: The Premises shall only be used for the parking and storage of the Licensee's following described aircraft: Aircraft I. D.: N401FF; N419FF; N7319V; N6012E Aircraft Color: White with red trim; white with red trim; yellow with blue stripes; yellow Aircraft Make: Air Tractor; Air Tractor; Air Tractor; Air Tractor Aircraft Model: 802; 802; 502; 802 3. FEE: All fees included in the parties' Corporate Hangar License Agreement. 4. MAINTENANCE: Licensee accepts the premises "as is." Licensee is responsible for all other damage to the premises caused by Licensee's use of the premises. 5. LIABILITIES: Licensee hereby waives all future claims against the Authority, its employees, agents and /or representatives for any and all liability for damage to the aircraft. Any act or use of the premises by Licensee not expressly authorized by this agreement, including storage of any flammable liquid or gel in the aircraft, and/or storage of other than aircraft fuel and oil in the aircraft's tanks is unauthorized use. Hazardous materials are strictly prohibited. The Authority shall have no obligation to take any measures to protect the aircraft from weather, including wind. The Authority shall have no obligation to notify the Permittee of any approach of inclement weather, including any hurricane. 6. USE OF PREMISES: The premises shall be used only for the parking of airworthy aircraft owned or leased to the Licensee. All other use of or storage within the premises is strictly prohibited unless authorized in writing by the Airport Manager. 7. TERMINATION FOR CAUSE: Notwithstanding the notice provision of paragraph 1 above, the Authority may terminate this agreement for cause by giving Licensee not less than three (3) days' advance written notice to vacate. Any breach of this agreement by Licensee is cause for such termination. If Licensee does not remove its aircraft and all other property brought onto the premises by or on behalf of Licensee, the Authority may summarily remove all such property without any liability. 8. SECURITY AND KEYS: Licensee agrees to cooperate with the Authority in every respect, including security regulations. The Authority shall not be responsible for theft, vandalism, pilferage, or other damage or loss to any property except that which result through negligence of the Authority. 9. LEASE MANUAL: Licensee shall be provided with the Authority's Lease Manual (if any), which the Authority may amend from time to time. The terms of this manual shall be deemed to be incorporated by reference into this Agreement, and Licensee shall be bound by the terms of this Lease Manual, as of the 1 s` day of the second month Licensee receives a copy of the Lease Manual or an amended Lease Manual. With respect to any terms in this agreement, which are in conflict with the Lease Manual, the Lease Manual shall control. 10. RULES AND REGULATIONS: Licensee shall comply with the Authority's published Rules and Regulations for this airport, which are on file at the address set forth above, as such regulations may be amended from time to time by the Authority including such reasonable and uniform landing fees, rates or charges, as may from time to time be levied for airfield operational privileges and/or services provided at AN" the Airport.. Licensee shall also comply with any and all applicable governmental statutes, rules, orders Page 2 of 5 Form Effective Packet Page -728- 6/11/2013 14.A.3. and regulations. Licensee shall not allow any signs, cards or placards to be posted or placed on the Premises without prior written approval of the Authority. 11. ASSIGNMENT: This agreement is personal to Licensee. Licensee shall not assign this agreement, and may not sublet the Premises, or any part thereof without advance written approval from the Authority, which approval shall be in the Airport Director's sole discretion. 12. DISCHARGE OF LIENS: In the event of the filing of any mechanic's lien or materialman's lien or liens, or any other charge whatsoever against the Premises or any improvement thereof during the term of the agreement, (or any extension thereof), Licensee immediately shall take all necessary steps to secure the release of same. In the event Licensee fails to take reasonable steps to secure the release of any such liens or charges, the Authority upon ten (10) days' prior written notice to Licensee, shall have the right and privilege of taking the necessary steps, including payment, to secure the release of any such lien or charge, and any amount so paid by the Authority including reasonable expense and costs (including attorney's fees), shall be added to the rental due hereunder from Licensee to the Authority and shall be paid by Licensee to the Authority immediately upon receipt by Licensee from the Authority of any itemized statement thereof. 13. INDEMNIFICATION: Licensee shall defend, indemnify, and hold Authority and its officers, agents, servants, representatives and employees harmless from and against any and all loss, damage, actions, lawsuits, claims, cost and expense (including attorneys' fees), as a result of any personal injury, death, property damage, penalty, fine or any other claim or suit of whatever nature, arising in any way from Licensee's occupancy and use of the Premises or the Airport. Any and all other personal property of Licensee or his officers, employees, servants, agents, guests or business visitors shall be stored and otherwise used on the Airport at Licensee's sole risk of damage or loss. 14. SURRENDER- DAMAGES: At the termination of the agreement, Licensee will immediately surrender, release and yield up the premises to the Authority peaceably, quietly and in good order and condition, reasonable wear and tear are expected. If failing to do so, Licensee will pay as rental to Authority for the entire time such possession is withheld, the sum of Ten Dollars ($10.00) plus one thirtieth of the monthly rental in effect at the time of said termination, per day or for any such penalty or payment as may be provided in the agreement, at the option of the Authority; provided that the provisions of this clause shall not be deemed a waiver by Authority of any right of re -entry as herein provided, nor shall the receipt of said rent, or any part thereof, or any other act in apparent affirmation of tenancy, by Authority, operate as waiver of any right or remedy available to Authority hereunder for a breach of any of the covenants contained in the agreement. Upon the expiration or termination of the agreement, Licensee shall remove its personal property and equipment from the premises. Licensee shall be liable for and pay for any damage caused to the premises or any other property of Authority because of Licensee's occupation of the premises, Licensee's removal or failure to remove Licensee's property, including but not limited to any and all costs incurred by the Authority in removing and storing Licensee's property. 15. DEFAULT - TERMINATION: A. In the event of default by Licensee in the payment of the rental obligation on the day the same becomes due or payable, which default continues for ten (10) days, or in the event of any default by Licensee with respect to any other covenant or obligation of Licensee under the agreement, then in any or either of such events, Authority at its election, at or after the expiration of ten (10) days' previous notice in writing of such default sent as provided below to Licensee, may declare a forfeiture and termination of the Page 3 of 5 Form Effective Packet Page -729- 6/11/2013 14.A.3. agreement. All rent due or to become due under the then existing term of the agreement shall become immediately due and payable at that time. B. Authority further shall have the right to terminate the agreement in the event of the occurrence of any of the following: insolvency of Licensee, liquidation or dissolution of Licensee; the institution of a voluntary or involuntary bankruptcy proceeding by or against Licensee; assignment by Licensee for the benefit of creditors; the appointment of a receiver or trustee to manage the property of Licensee or if Licensee fails to adhere to the provisions of the agreement. C. All the remedies referenced herein shall be in addition to and not in derogation of any remedies provided in the Agreement or available at law or in equity. 16. DESTRUCTION OF PREMISES: In the event that the Premises or the improvements located thereon shall be destroyed in whole or in part by fire, or other casualty, Licensee, at its option, may terminate this Agreement or, at its cost and expense, may elect in writing to Authority to repair or reconstruct said Premises or improvements. Such election shall be made within thirty (30) days of the date of such destruction. If such election is made, rental payments shall continue unabated and uninterrupted. 17. AIRPORT DEVELOPMENT: The Authority reserves the right to further develop or improve the landing and other areas of the Airport as it sees fit, regardless of the convenience, desires or view of the Licensee, and without interference or hindrance. 18. ATTORNEY FEES: Licensee shall pay the cost of collection and reasonable attorney's fees whenever the Authority retains the service of an attorney to collect overdue rents or to enforce any other term or condition set forth in this Agreement or Lease Manual. 19. AIRPORT OPERATIONS: Licensee shall prevent any use of the Premises which would interfere with or adversely affect the operation or maintenance of the Airport, or otherwise constitute an airport hazard, and will restrict the height of structures, objects of natural growth and other obstructions on the Premises to such height as comply with Federal Aviation Regulations, Part 77. 20. CONDEMNATION: If, at any time during the term of the agreement, title to the whole or substantially all of the premises shall be taken in condemnation proceedings or by any right of eminent domain, the affected agreement(s) shall terminate and expire on the date of such taking. The fixed rental and other charges payable hereunder shall be apportioned and paid to the date of such taking. Nothing in this paragraph is intended to waive Licensee's constitutional rights to be compensated by any government, person or organization, which appropriates Licensee's private property. 21. REMEDIES CUMULATIVE -NO WAIVER: The rights and remedies granted to Authority under the agreement shall be deemed cumulative and non - exclusive. The failure by Authority at any time to assert any such right or remedy shall not be deemed to be a waiver, and shall not preclude the assertion of such right or remedy at a later date. 22. DOMINANT AGREEMENTS: This agreement is subordinate and subject to all existing agreements between the Authority and the Federal Aviation Administration, the Authority and the State of Florida, and the Authority and Collier County. During the time of war or national emergency, the Authority shall have the right to lease the landing area or any part thereof to the United States Government for military, naval, or similar use. If such lease is executed, the provisions of this agreement insofar as they are inconsistent with the provisions of the lease to the Government, shall be suspended. Any executed agreement shall be Page 4 of 5 Form Effective Packet Page -730- 6/11/2013 14.A.3. subordinate to the provisions of any existing or future Agreement between Authority and the United States, relative to the operation or maintenance of the Airport, the execution of which has been or may be required as a condition precedent to the expenditure of Federal funds for the development of the Airport. IN WITNESS WHEREOF, the parties hereto, by their duly authorized representatives, have executed this Agreement on the date first above written. AS TO LICENSEE: Fletcher Flying Services, Inc. Steve Fletcher, President AS TO AUTHORITY: COLLIER COUNTY AIRPORT AUTHORITY Chris Curry, Executive Director Page 5 of 5 Form Effective Packet Page -731- 6/11/2013 14.A.3. COMMERCIAL AERONAUTICAL OPERATIONS LICENSE AGREEMENT COLLIER COUNTY AIRPORT AUTHORITY 2005 MAINSAIL DRIVE SUITE # 1 NAPLES, FLORIDA 34114 (239) 642 -7878 LICENSEE: Fletcher Flying Services Inc LICENSEE'S PHONE NUMBER: (239)860 -2028 LICENSEE'S ADDRESS: P.O. Box 1272 Labelle, FL 33935 1. PREMISES: The Authority (Licensor) hereby licenses the 50ft. X 50ft. area referred to as staging area 1 depicted in exhibit A attached and made a part hereof. 2. TERM: This bare license with no interest attached begins on 06/01/2006 and continues from month to month until at least 30 days' advance written notice to terminate is given by one party to the other. 3. FEE: Licensee shall pay a license fee of 60.00 monthly in advance, plus applicable Florida sales tax in advance. License fees are due on the first day of each month without demand. This fee may be increased during the term of this license subject to Licensor giving Licensee at least 60 days' advance notice of the increase. Any failure to pay the fee in full and in advance shall require payment of a late fee equal to thirty dollars ($30.00) and any failure to pay in full and on time shall be cause for termination of the license. 4. MAINTENANCE: Licensee accepts the premises "as is." Licensor shall maintain structural components of the facility against ordinary wear and tear. Licensee is responsible for all other damage to the premises caused by Licensee's use of or presence at/in the premises. 5. LIABILITIES: Licensee hereby waives all future claims against Licensor, its employees, agents and/or representatives for any and all liability for damage to property in or around the licensed premises. Any act or use of the premises by Licensee not expressly authorized by this license, including storage of hazardous materials are strictly prohibited. 6. USE OF PREMISES: The premises shall be used only for the staging of equipment, materials and aircraft required for the licensees following aeronautical agricultural spraying operations. 7. TERMINATION FOR CAUSE: Notwithstanding the notice provision of paragraph 2, above, Licensor may terminate this license for cause by giving Licensee not less than three (3) days' advance written notice to vacate. Any breach of this agreement by Licensee is cause for such termination. If Licensee does not remove all property brought onto the premises by or on behalf of Licensee, Licensee agrees that Licensor may summarily remove all such property without any liability. 8. SECURITY: Licensee agrees to always cooperate with Licensor in every respect, including security regulations. Security of the licensed premises and all property therein is the sole responsibility of the Licensee. Licensor shall not be responsible for theft, vandalism, pilferage, or other damage or loss to any property. Packet Page -732- 6/11/2013 14.A.3. 9. INDEMNIFICATION AND INSURANCE: A. Licensee agrees to indemnify fully and save and hold harmless Collier County, Authority, and their officers, agents, and employees from and against all losses, damages, claims, liabilities, and causes of action of every kind or character and nature as well as costs and fees, including reasonable attorney's fees connected therewith including any and all appeals, and the expense of the investigation thereof, based upon or arising out of damages or injuries to any and all third persons or their property. Authority shall give Licensee prompt and reasonable notice of any such claim or action. Licensee shall have the right to investigate, compromise, and defend the same to the extent of its own interest. B. During the entire term of this agreement, Licensee shall provide, pay for, and maintain the types of insurance required by the Collier County Risk Management Department as listed in exhibit B attached and made a part hereof for the commercial aeronautical activities to be conducted as listed in item 6 of this agreement. All insurance shall be from responsible companies duly authorized to conduct the respective insurance in the Sate of Florida and/or responsible risk retention group insurance companies registered with the State of Florida. All liability policies shall provide that the Authority and the County of Collier as additional insureds as to the uses of the licensed premises under this agreement and shall also provide the Separation of Insured's Provision. Prior to the execution of this agreement by licensee, the specified insurance coverages and limits required must be evidenced by properly executed Certificates of Insurance on the forms which are deemed acceptable by Authority. LICENSOR: LICENSEE: Collier County Airport Authority Fletcher Flying Service Inc. By: By: Theresa Cook, Execu 've Director Title: e v- Printed Name: h �►�' Packet Page -733- rj Ik t _ fit t ,�. ANNA" EXHIBIT B COLLIER COUNTY AIRPORT AUTHORITY CONTRACT INSURANCE REQUIREMENTS 6/11/2013 14.A.3. X TYPE workers' Compensation LIMITS Check Statutory Limits of Florida Statutes 440 and Federal Government Statutory Limits and Requirements X X Employer's Liability Commercial General X $500,000 $1,000,000 $500,000 per occurrence X $1,000,000 per occurrence Liability (Occurrence Form) patterned after the current bodily injury and property bodily injury and property damage ISO form with no limiting damage endorsements. Airport Liability Insurance $500,000 per occurrence $1,000,000 per occurrence bodily injury and property bodily injury and property X Hangar-keepers Liability damage $500,000 er aircraft damage $1,000,000 per aircraft Aircraft Liability Insurance $500,000 per occurrence X $1,000,000 per occurrence bodily injury and property bodily injury and property Business Automobile damage $500,000 per occurrence damage $1,000,000 per occurrence Insurance bodily injury and property bodily injury and property Pollution Liability Insurance dama a $500,000 per occurrence dama e $1,000,000 per occurrence bodily injury and property bodily injury and property Property Insurance dama a Replacement Cost- All Risks of Loss dama e INDEMNIFICATION: To the maximum extent permitted by Florida law, the ContractorNendor /Consultant shall indemnify and hold harmless Collier County, its officers and employees from any and all liabilities, damages, losses and costs, including, but not limited to, reasonable attomeys' fees and paralegals' fees, to the extent caused by the negligence, recklessness, or intentionally wrongful conduct of the ContractorNendor /Consultant or anyone employed or utilized by the ContractorNendor /Consultant in the performance of this Agreement. This indemnification obligation shall not be construed to negate, abridge or reduce any other rights or remedies which otherwise may be available to an indemnified party or person described in this paragraph. This section does not pertain to any incident arising from the sole negligence of Collier County. Collier County Board of County Commissioners shall be named as the Certificate Holder. NOTE - -The "Certificate Holder" should read as follows: Collier County Board of County Commissioners Naples, Florida No County Division, Department, or individual name should appear on the Certificate. No other format will be acre table. — Thirty (30) Days Cancellation Notice required on Agreements exceeding 6 months. The contract name and number shall be included on the certificate of insurance. Collier County shall be shown as an "ADDITIONAL NAMED INSURED" on property policies where an interest in improvements and betterments is made, as its interests may appear. Collier County must be named as "ADDITIONAL INSURED" on the Insurance Certificate for Commercial General Liability and /or Airport Liability where required. FORM 1- Commercial Activities License /Sublease of Land /Low Hazard or Short Term /Aviation Related Packet Page -735- fK1AiP+A f R SUM �S FAX No. : 9416579191 $34 f NsroarU 6/11/2013 14.A.3. Nov. 20 2005 01:41PM P2 1�lat Y.UUVUUC t"GOG �falblf•IRaW19AAtr.� P�aia�ata fit N1dilc�0�'jtOp - - ` . Semnlra 30.2005 km- Steve l- iesc6.dba ' Fl� FbW Service LaSok PL 33435' Deaic Steve: . x•97$ Cexsoit.X88B }N731XG: � . This will •confirm *9 we baw bound cavmage *ith AIP on ' tn�rrtsor�xt ttircrri.R, �ctiveOt�lbtx 1!7,!165 tn' � 1; 200.;,• � r,"��',t; � •` • ve . rJ ' ,AIR 'a7,D : , a Y t �.•:" rg, fry r•, - C41V1°RF.HEirTBTlidY� o� r -Aw 1010g006 AodUy WliY-1 $340,000 Each - • P1 enF/' W s ii!dmdes'0t .hamiW,dift bttt does a'dt tm.dude , . rwhere,�Grops Heing'TrWed er A4*"t Fes. This coverage is avaiubie sa ardtl inaai cleat � 1`he a is a SiOAb dada 'Lte io eath acnd w y BULL COVERA __ Didvcti#tle :Gf X500 tot in mvtimt / S7,t70p in motion; lasured Value: S70AM' 011 ��Ietchor iI.tJ OPEN PT :�iiSFr. Any ommerch+l NIW Wm g nc lcis tbaa 1060 ag burs and 100 h6uts in the maim and ino&. M$ MWAL RUMM: $1 1;Q0.00 You cam psy this wI r lime a gr+meat you wih to premium finance *C p TaIPHONE 334-IMMM2 - AX 3WM-WO • go: ©PAVVER 6�27•- DOTHAN, atA9aanA ss3oe Packet Page -736- ..I i 6/11/2013 14.A.3. CORPORATE HANGAR LICENSE AGREEMENT COLLIER COUNTY AIRPORT AUTHORITY 2005 MAINSAIL DRIVE, SITITE 1 NAPLES, FLORIDA 34114 (239) 642 -7878 LICENSEE: Fletcher Flying Services, Inc. PHONE # 239 - 860 -2028 CONTACT: Steve Fletcher ADDRESS: P.O Box 1272 Labelle, FL 33935 Pr 1. PREMISES AND TERM: The Collier County Airport Authority (Licensor) hereby licenses to Fletcher Flying Services, Inc. (Licensee) the Corporate Aircraft Hangar Storage Facility at 195 Airpark Blvd., at the Immokalee Regional Airport. This bare license with no interest attached begins on December 1, 2007 and continues from month to month until at least 60 days' advance written notice to terminate is given by one party to the other. Termination by LICENSOR for cause is subject to 3 days' notice to LICENSEE. 2. FEE: Licensee shall pay an initial license fee of $1,400.00 plus sales tax monthly in advance on the first day of each month without demand. This fee may be increased during the term of this license subject to Licensor giving Licensee at least 60 days' advance notice of the increase. Any failure to pay the fee in full and in advance shall require payment of a late fee equal to thirty dollars ($30.00) and any failure to pay in full and on time shall be cause for termination of the license. 3. MAINTENANCE: Licensee accepts the premises "as is." Licensor shall maintain structural components of the hangar against ordinary wear and tear, including doors and door mechanisms. Licensee is responsible for all other damage to the premises caused by Licensee's use of or presence at/in the premises. 4. LIABILITIES: Licensee hereby waives all future claims against Licensor, its employees, agents and/or representatives for any and all liability for damage to the aircraft and any other property in or around the hangar except for physical damage caused by movement of aircraft solely by Licensor's employees, agents _or representatives without any participation in such movement (or instructions to move same) from Licensee or Licensee's agents, employees or any other person with apparent authority on behalf of Licensee. Any act or use of the premises by Licensee not expressly authorized by this license, including storage of any flammable liquid or gel in the hangar or in the aircraft, and/or storage of other than aircraft fuel and oil in the aircraft's tanks is unauthorized use. Hazardous materials are strictly prohibited. Packet Page -737- 6/11/2013 14.A.3. LICENSEE: Fletcher Flying Services, Inc. 2 PHONL� 239 - 860 -2028 5. USE OF PREMISES: The premises shall be used only for storage of, and maintenance of, aircraft owned by or leased to Licensee and other associated uses necessary for Fletcher Flying Services, Inc. operations, subject to Fire Marshall and Airport Management approval. Any attempt to sublicense, assign or otherwise transfer this license is void ab initio unless the Executive Director authorizes same through his/her execution of a written agreement for same, and never to exceed 6 month's duration. 6. TERMINATION FOR CAUSE: Notwithstanding the notice provision of paragraph 2, above, Licensor may terminate this license for cause by giving Licensee not less than three (3) days' advance written notice to vacate. Any breach of this agreement by Licensee is cause for such termination. If Licensee does not remove its aircraft and all other property brought onto the premises by or on behalf of Licensee, Licensee agrees that Licensor may summarily remove all such property without any liability. 7. SECURITY AND KEYS: Licensee agrees to always cooperate with Licensor in every respect, including security regulations. Security of the hangar and all property therein is the sole responsibility of the Licensee. Licensee shall provide Licensor with a duplicate key to any lock or locking device that secures the licensed premises. Licensor will use the key to gain access only in the event that an emergency appears to necessitate immediate access by Licensor. Licensor shall not be responsible for theft, vandalism, pilferage, or other damage or loss to any property except that which may result because a lock or other locking device opened by Licensor is not re- locked through negligence of Licensor. 8. EMERGENCY SITUATIONS: In the event of an emergency, (e.g. hurricane) any vacant hangar is subject to aircraft temporary occupancy at the discretion of the Executive Director provided such occupancy is to protect the aircraft from potential exposure to loss or damage because of the emergency. 9. AUTHORIZED AIRCRAFT: All Fletcher Flying Services, Inc., aircraft and equipment, subject to Fire Marshall and Airport Management approval. Packet Page -738- 6/11/2013 14.A.3. LICENSEE: Fletcher Flying Services, Inc. 3 PHONES 239 - 860 -2028 10. INDEMNIFICATION AND INSURANCE: A. Licensee agrees to indemnify fully and save and hold harmless Collier County, the Collier County Airport Authority, and their officers, agents, and employees from and against all losses, damages, claims, liabilities, and causes of action of every kind or character and nature as well as costs and fees, including reasonable attorney's fees connected therewith including any and all appeals, and the expense of the investigation thereof, based upon or arising out of damages or injuries to any and all third persons or their property. Authority shall give Licensee prompt and reasonable notice of any such claim or action. Licensee shall have the right to investigate, compromise, and defend the same to the extent of its own interest. B. During the entire term of this agreement, Licensee shall provide, pay for, and maintain the types of insurance required by the Collier County Risk Management Department as listed in exhibit B attached and made a part hereof for the commercial aeronautical activities to be conducted as listed in item 6 of this agreement. All insurance shall be from responsible companies duly authorized to conduct the respective insurance in the Sate of Florida and/or responsible risk retention group insurance companies registered with the State of Florida. All liability policies shall provide that the Authority and the County of Collier as additional insured as to the uses of the licensed premises under this agreement and shall also provide the Separation of Insured's Provision. Prior to the execution of this agreement by licensee, the specified insurance coverage and limits required must be evidenced by properly executed Certificates of Insurance on the forms which are deemed acceptable by Authority. LICENSOR: LICENSEE: Collier County Airport Authority Fletcher Flying Services, Inc. By: By: Theresa M. Cook, Executive Director Steve Fletcher Date: } 2- t I- b:J Date: l — 1 Packet Page -739- 1 COLLIER COUNTY AIRPORT AUTHORITY CONTRACT INSURANCE REQUIREMENTS 6/11/2013 14.A.3. FORM 10- Hangar/T- Hangar Lease /Aviation Related Packet Page -740- TYPE LIMITS Check X Workers' Compensation Statutory Limits of Florida Statutes 440 and Federal Government Statutory Limits and Requirements Employer's Liability X $500,000 $1,000,000 Commercial General $500,000 per occurrence $1,000,000 per occurrence Liability (Occurrence Form) bodily injury and property bodily injury and property patterned after the current damage damage ISO form with no limiting endorsements. Airport Liability Insurance $500,000 per occurrence $1,000,000 per occurrence bodily injury and property bodily injury and property damage damage Han arkee ers Liability $500,000 per aircraft $1,000,000 per aircraft X Aircraft Liability Insurance X $500,000 per occurrence $1,000,000 per occurrence bodily injury and property bodily injury and property dama a I dama e Business Automobile $500,000 per occurrence $1,000,000 per occurrence Insurance bodily injury and property bodily injury and property damage damage Pollution Liability Insurance $500,000 per occurrence $1,000,000 per occurrence bodily injury and property bodily injury and property --damage damage Property Insurance Replacement Cost - Ali Risks of Loss INDEMNIFICATION: To the maximum extent permitted by Florida law, the ContractorNendor /Consultant shall indemnify and hold harmless Collier County, its officers and employees from any and all liabilities, damages, losses and costs, including, but not limited to, reasonable attorneys' fees and paralegals' fees, to the extent caused by the negligence, recklessness, or intentionally wrongful conduct of the ContractorNendor /Consultant or anyone employed or utilized by the ContractorNendor /Consultant in the performance of this Agreement. This indemnification obligation shall not be construed to negate, abridge or reduce any other rights or remedies which otherwise may be available to an indemnified party or person described in this paragraph. This section does not pertain to any incident arising from the sole negligence of Collier County. Collier County Board of County Commissioners shall be named as the Certificate Holder. NOTE —The "Certificate Holder" should read as follows: Collier County Board of County Commissioners Naples, Florida No County Division, Department, or individual name should appear on the Certificate. No other format will be acceptable. Thirty (30) Days Cancellation Notice required on Agreements exceeding 6 months. The contract name and number shall be included on the certificate of insurance. Collier County shall be shown as an "ADDITIONAL NAMED INSURED" on property policies where an interest in improvements and betterments is made, as its interests may appear. Collier County must be named as "ADDITIONAL INSURED" on the Insurance Certificate for Commercial General Liability and /or Airport Liability where required. FORM 10- Hangar/T- Hangar Lease /Aviation Related Packet Page -740- 6/11/2013 14.A.3. FLETCHER FLYING HOT FUELING PROCEDURES Fletcher Flying Service Adopted 1996. Updated 2013 1000 G Road Labelle, FL 33935 Purpose: This directive provides specific procedures for Fletcher Flying Service's hot fueling procedures, staff training for such procedures and specifications for aircraft authorized for such practices. Hot Fueling Procedures: Fletcher Flying Service follows the FAA guidelines issued for hot fueling and reads the updated directives and circular and amended FAA regulations to ensure the company is meeting the highest quality of care in its hot fueling procedures. Hot fueling procedures use the addendum (attached) to this policy specifically mandating the following: (1) pilot must remain in aircraft before, during and after hot fueling and at any time aircraft is actively engaged; (2) a trained Fletcher Flying Service staff member must conduct the hot fueling to the fuel line extension in the approved aircraft; (3) a second staff member must man all firefighting equipment ready to engage in case of any accident; and (4) Fletcher Flying must follow not only FAA guidelines but also those of the airport where the aircraft is located. Aircraft Specifications for Hot Fueling: The purpose built 600 gallon fuel tank has a 100 foot approved fuel hose equipped with a dry break connector. The Air Tractor plan is also equipped with a dry break connection located on the left rear side of the plane. The airplane fuel vents are located at the outboard edge of each wing. The portable refueling tank is always located behind and to the side of the plan so as to remove any possibility of contact as plane taxies into loading area and so that all involved in the refueling process hve an unobstructed view of each other. In addition, our airplanes and refueling equipment are Federally inspect on a yearly basis by a representative of the office of Aircraft Services and we are issued a card reflecting satisfactory inspection. Staff Training: Fletcher Flying Service will conduct updated hot fueling training and a review of all procedures quarterly and will have each staff member sign off on his /her updated hot fueling training. Fletcher Flying will keep a copy of the training schedule and one year of training sign -offs by current staff. Staff will be trained by reviewing the setup of the aircraft and the specifications of the operation and will conduct a hot fueling during training upon completion of review of the process. Each staff member participating in hot fueling must also be trained with all fire equipment to ensure safety is a primary focus. Quarterly training is 30 minutes for existing staff and staff attends a one -hour FAA training annually. For new staff members, Steve Fletcher, owner of Fletcher Flying, reviews FAA guidelines, fire regulations and hot fueling procedures in a one hour new -hire training course and management monitors new staff for 90 days to rectify any violations or issues in hot refueling procedures. Summary: Safety is Fletcher Flying Service's top concern and FAA guidelines as well as the fueling location's (airport) guidelines must be strictly adhered to in order to maintain good working relationships with the agency and airports as well as to maintain current and valuable safety standards. In the addendum to this policy, the FAA guidelines for hot fueling are attached and are accepted as part of Fletcher Flying Service's adopted hot fueling standards and procedures. Distributed by: AFS -200 Packet Page -741- OPR: AFS -800 4Q °y 9� C ' �NISTRP�, U.S. Department of Transportation Federal Aviation Administration 6/11/2013 14.A.3. SAFO Safety Alert for Operators SAFO 10020 DATE: 11/23/10 Flight Standards Service Washington, DC htto: / /www.faa.2ov /other visit /aviation industry /airline operators /airline safety /safo A SAFO contains important safety information and may include recommended action. SAFO content should be especially valuable to air carriers in meeting their statutory duty to provide service with the highest possible degree of safety in the public interest. Besides the specific action recommended in a SAFO, an alternative action may be as effective in addressing the safety issue named in the SAFO. Subject: 14 CFR, parts 91, 133, and 137 and hot fueling/loading Purpose: This SAFO highlights current guidance and best - practices for Title 14 Code of Federal Regulations (14 CFR) parts 91, 133, and 137 operators that conduct fueling or chemical loading with the engines running (hot fueling/loading). Background: On May 30, 2009, a Bell 47G -2 helicopter operating under part 137 was being refueled with the engine running (hot fueling) when the ground crew spilled fuel onto the engine while trying to untangle a kink in the hose. The helicopter quickly caught fire and the pilot sustained serious injuries as a result. Additionally, on September 9, 2008, a Bell 206 -B helicopter, operating under part 137, sustained substantial damage while conducting hot fueling and chemical loading simultaneously. After fueling was complete, but with the chemical hose still attached, the ground crew mistakenly gave an "all clear" hand signal to the pilot. As the pilot ascended, the chemical hose caused the helicopter to pitch nose down and roll to the right, contacting the ground. Recommended Action: Hot fueling/loading can be extremely hazardous and is not recommended except when absolutely necessary due to the nature of the operation. Operators who conduct hot fueling/loading should develop standard operating procedures (SOP) for flight and ground crew personnel. The operator's procedures should address the following guidelines: The Federal Aviation Administration (FAA) recommends that hot fueling be conducted only by aircraft utilizing JET A or JET A -1 fuel types. If strict operating procedures are not followed, hot fueling of aircraft utilizing AvGas can be extremely hazardous due to its low flash point. Aircraft being fueled while an engine is operating should have all potential ignition sources located above the fuel inlet port(s) and above fuel vent or tank openings. Sources of ignition include, but are not limited to: engines, exhausts, auxiliary power units (APU), and combustion -type cabin heater exhausts. In accordance with 14 Code of Federal Regulations (14 CFR) section 91.9, hot fueling is not permitted if the Airplane or Rotorcraft Flight Manual contains an associated operating limitation. • An appropriately certificated and rated pilot should be at the flight controls during the entire hot fueling/loading process with controls apptbftly adjusted to prevent aircraft movement. The pilot should unbuckle all restraints, and be prepared to immediately shut -down the engine and egress the aircraft if necessary. The 12ilot should not conduct any extraneous duties during hot fueling/loading. Distributed by: AFS -200 OPR: AFS -800 Packet Page -742- 6/11/2013 14.A.3. Other personnel should not be on -board the aircraft during hot fueling/loading. • Only designated personnel, with proper training in hot fueling/loading operations, should operate fueling or chemical loading equipment. The operator's written procedures should include: precautions for safe handling of the fuel or chemical, emergency shutoff procedures, fire extinguisher use, hand signal use, and precautions regarding moving propeller and rotor blades. • At least two ground personnel should be present during hot fueling/loading. One person conducts the fueling/loading, while the other stands by prepared to activate the fuel /chemical emergency shutoff and handle fire extinguishers if necessary. The aircraft should remain well clear of the fuel source, and at no time should the aircraft wing or helicopter blades extend over the fueling source • Before fueling, the aircraft must be bonded to the fuel source to equalize static electricity between the fuel source and the aircraft. Grounding of the aircraft and /or fuel truck is no longer recommended because it does not prevent sparks at the fuel source, and the grounding cable may not be sufficient to discharge the electrical current. • All doors, windows, and access points allowing entry to the interior of the aircraft that are adjacent to, or in the immediate vicinity of, the fuel inlet ports should be closed and should remain closed during fueling operations. • Fuel should be dispensed into an open port only from approved deadman -type nozzles, with a flow rate not to exceed 10 :gallons per minute (38 liters per minute). Close port pressure' fueling ports are preferable because the potential for spillage is reduced. • A fire extinguisher of an appropriate type and size for the fueling operation must be within easy reach of ground personnel at all times during hot fueling' operations. Operators who conduct hot fueling should also equip the aircraft with a fire extinguisher in the cockpit, if possible. • When fueling/loading is complete, the pilot must ensure that the seatbelt and shoulder harness are properly re- secured as necessary prior to any aircraft movement. • Operators should include this SAFO in initial and recurrent training programs for pilots and ground personnel. References: • Aeronautical Information Manual (AIM) — Helicopter Rapid Refueling, • AC 00 -34A, Aircraft Ground Handling and Servicing, • National Fire Prevention Association (NFPA) 407, Standard for Aircraft Fuel Servicing, • Include review of this SAFO in initial and recurrent training, and flight reviews. Contact: Questions or comments concerning this SAFO can be directed to the General Aviation and Commercial Division, AFS -800, via phone at 202 - 267 -8212. Distributed by: AFS -200 Packet Page -743- OPR: AFS -800 CJ L.S. Department ot"Fransimrtation :u. tittaiii�R 6/11/2013 14.A.3. Advisory Circular S s ubieer. Air-port Design Date: 91,218/21012 AC No: AC' 150/5300-13A Initiated by: AAS- 100 Change: ',What is the purpose of this ad-visory circular (AQ? T' il, I'l _;s AC contains the Federal Aviation Administration"s (FAA) standards and recommendations 16r airnon design. :_3oes this AC cancel any prior ACs? 300-1 '). Ai.-Port De--,ian. dated September29. 1989. is canceled. o whom does This AC applA ? .E he F,"kA recommends the standards and recommendations in this AC ficir use in the design of almorts. In -ene-al. use of'this AC is not mandaiorN.The standards and recommendations In this AC ma% '%l ,ed bN certificated airports io satisf*\ specific requirements of Title 4 CnL��c- of Fede-al ReaulzitiOns WFR) Part 139. Certification of*Airpc)rt,,,,. subparts C (Airport 11 �'_ �aJon Manual) and D J)r Use ofthis AC is mandatory I' r all proiects ftinded ,)-,r t .a 1 0 MoMeS 11-IrOlvlsh the Airport Improvement Program (AIP) and/or vvith revenue - urance No. 34. Policies. ;des (PFC) Pro,,ram. Grant As--, and 13FC Assurance \o. Q. Standards and Specifications. 'A-re thre an,, related documents" 11his .xe indicated :n. paragraph 108. W at are the principal changes in this AC? 00 A, %%as,�,uhstantiailv r:�v'sec to f 11%, incorponal all previous Changes to AC 150,15 -1' I U n -,% stan±i,7d�, nJ FN�OUI%111erls. This document v�as refon-natted to simplifN e :1,1-: the FAA -'�:s`Ln standards and inn-prove readability. lasers should re\ i-xk the %�;Ih the ne\\ fiormat. Additional principal chant_,es A n_* Rumvily Design Code JRDQ desi,.nation Packet Page -744- &� 6/11/2O1��1^1.^1..�. AC 150 453,00-13A d` RS��g��o� The longitudinal and transverse gradient standards �r RSAsarc as -13 and Fimire follows and as illustrated in Fliure 3-2 1. FjMire 3-22. Fi,-,ure .3-2 3-24. (D LonyiLudin� urude� |onc�udinu grade changes. vertical Curves. and dirmnocbotvv�cnchun�csin�n�d�s[orthuzpunofthcRS/\betv*ecndneronxuyendsurc1he yorncos the u$nnpnrab\cstandards for the runway and gopn'uy. Exceptions are allowed when noccusory because oflaziv/nysor other run*uyu within the area. In such coxc� modifN the |nn�itudina|�radcxoFtbcRS/\b)' the use u[ smooth curves. For the Orst20O feet (h| nn)ofthe R6/\beyond1hcrunxny ends. the Ion itudinu|�rudcishctvvecuOand 3.0porccm�v/itban\ slope hcin downward from the ends. For the rcnnaindcrofthe su�iy area ( ). the maximum a|)nvvah|cpositive longitudinal grade is such that nopa�ofthe RSA pcneiotesan! app||ccb|c approach SuMaccurc|ean*u} plane. -[hernaziooucnallowable negative grade is5.0 perccnl.Lirnhudonson|ongit ud�nu|�rodc changes are plus or minus 2.O percent per )OO(ect (30 m). Duc parabolic verica| curves where practical. Avoid the use nfmuxi/nunn grades if �ossi�|o.Thcuhi|ir!f6runmvcrrunninguiruroftk`sanpxi[hindhcRSf\isdecrcuscdusihc do«'ohil| urodc increases, Also. usio- n�oxinnom orudcsrnuyr*su|( in approach lights und/oru L()[bc\ounnoun1edonnoo-h-angih}exuppons and degraded L(]Cprr��nmuncc. (2) �d s�w�emaximum �dminimum �mneoc -rudc*f�r paved ohou|deoand Oorthe RSA along the runway op1o2A0�et(6} m)he`ondthe runvu% 'cod. In all cases. keep oun»vorucgrades to o m\nimom` consistent v.hh local drainage � iUu��/�chtc��e�o��L�i�in�2� A) Bc«eaimon[ihc�m��cbu�s for N/\VA|Ds�c��in the RS/\muunot hL bi�hcr[bun 3 incbcs(7b mm) above the Iniyhcd�rudc. Other grading re4uircnicn1s for `�,�V/\|0s located in the RSA mn:. in mosicoses. more sningentthan those stated above. 5cc 3X�, Turf runways. Turfrum`,u\s art a|o� cost �berna1Jvclo paved runva}�.Turfruoxu}s can hcused inrnan} �o�odonsvhcnctra[6c,o|onn� i~ \*,,und oircrubv6cc| )oadin� is |iah/. such as small aircraft v/i1h |ov approach and uskeoffspcods.Tur[nunvays are prcK�red b\ some pi|n�'eypcciuJ\} ihuxe "Mm, aircraft n/i/huai}vvhccl mrmi|skid [!pc landing geur g|idcrs, aaricu|tumc spnuycns, and uirc raft xi|houndro1i�s.Turfnuoways are normal |} not compatible v/i1hinslrunnenlpruccduns �� D�to� o�W�of�� w��dn�t��f[�d ocuc�er��-sk7p distances ar� longer than krpaved runvvoys.For bmdingand uccc| crate- stop. the �issanc� is |onLcrduc to !'-s t�ic!iun available forb:skin� action. For takeoff' the uneven �nound xo�|�oc and hi�hcrn`\\in� rcslsouoce iocruuscs takcu0'distances us compared im paved surfaces. h is rcoonznzcodcdthat dl�m/ccs �ho'aircrm0i(\nodin�. takeoff and accelerate-stop) be increased b\ afiaciorof1.2. 81 Packet Page -745- -9t,/-- aged IaVed AC 15(v5100-1',A I 9:28e"201 2 Figure 3-23. Transverse grade limitations *c,v,t7 � c � OZ/ � �/9 0 0 D 7, ..... ..... . Figure 3-23. Transverse grade limitations *c,v,t7 � c � OZ/ � �/9 9 2 � 2V mC\5,�]0-l3x l� NO PENETRATION OF APPROACH MAxi'MUM t 5.00 1/b — SURFACE PERMITTED PERMiTTED MAXIMUM GRADE CHANGE LONGITUDINAL GRADE USE VERTICAL CURVE RUNWAY SAFETY AREA WIDTH FILL RUNWAY NOT E, TRANSj710NS 7-7,!EEN DIFFERENT GRADIE NIT S SHOULD BE WARPED SMOOTHLY TRANSVERSE GRADE Ficlure 3-24. RSA cyrade limitations beyond 200 feet (61 m) from the runway end b. Runway Runway width sta-ndari are the same as for pavednmvvays. Runn'o! sofetv area stondords alsoapp|\ c' Grading. Tur-, runways must be kept well drained or they will not be able support an aircraft in wet conditions. it is recommended that turf runways be graded to provide at least a I .o..O percent slope away from the center of the runwa) for a i-ninimurn distance of 40 feet ( 12 in) on either side of the centerline ofthe landing strip and a 5.0 percent slope from that point to the odaeuf1be RSA ¢zprovide rapid drainage. |n order tonnovidcudcquute druinagc!cts1i|| p,p,iLica|ox construction itisrc,�mno`endcJuhmudouinuuesva\cakc constructed vitha mn'\ !2!unn. ofn3.8 per.�cncy|opc parallel (o the runn'e) and uutnidcnfdhc R5A. Such sno|excun lb-m hL rnowcd vvi1h suuodard o)ok� 'ing,cquipmcnt while c|inninadng,drainage pipe and structure,,. d. Compaction. Turf runways should be compacted -to the ounue standards as re-qoiro�fbrTh�B|8,�fhrpa~��nunv/urs (see puru-nuph3O7c\. C. Vertical curves. Grade chan,-,es shOUld not e\ceed 3.0 percent and tile lenath of zbcr��ico|ourvcruusTc�uala1i cast ',BO feet (9( ni) for each }.0perccntchange. Thresholds. 11 should hcpermanently identified 1m ensure that ojr$pocc evuiuolionisva1idfbrdzerunvnov.Turfrunv/uystbutarcoaovvedb3fence)incywithnod\shnct threshold location ln the u6GaceD1 fences. roads, trees. and power iic��.(}n�t��0fpmrroaneut marker isa threshold strip ofconcrete pavement. 60 feet (18-5 in) 0 Packet Page -747- 6/11/2013 14.A.3. \ !;o 5'300- A 9`28 '2012 wide by 10 feet (3 m) long. painted white. No portion of tile concrete pavement should be more than 1.5 inches ( 8 mm, above the surrounding grade level. Frangible cones may also be used for this purpose. Ensure that approaches have clear 20:1 approach slopes starting at the threshold. r. banding strip boundary markers. LoN\ mass cones, frangible reflectors, and ?,ow Intensity Runway Lights (LIRL) may all be used to mark the landing strip boundar' %. Tires. ,, rrei.s, and other high i:lass non - frangible items should not be used for this purpose. The isxiinta?i distance betsk ee~ such objects should not be more than 400 feet (} 22 m). The preferred interval is 200 feet (5 } in), Boundary markers must be located outside of the RSA. 11. Hold markings. Hold position markings should be provided to ensure adequate run \\av clearance for holding aircraft. i. Types of turf. Soil and climate determine the selection of ITrasses that may be grown. Grasses used for airport turf should have a deep. matted root system that produces a dense, smooth surface cover vv;th a minimum of top gro %vth. Grasses that are ion <_- tived. durable. Lepers and recover k.ckly from dormancy or abuse should be selected in preference to t} ti yLiicl; gro\\in <g but short ; \.d. shallo\\ -- rooted. weak sod species. \Wherever practical. seeding should, 't tined so th�a a p .k, : a ie:si six weeks of favorable hero\ \ina conditions follows the i .lc of vermin non b- lore tra,, or drought occurs. AC 150.'5;70 -10 provides additional on 5. Markin` and li-Min2. Runway hc�3c_ircf; position (hoidlinel. At airports with operating r\. "l'C l s, run \\ ay location on a taxi\va\ where a pilot is to stop \ \'hell itle 4 t nU ". hat`s ,i?, ed ollto the run\ \a\`. At airports without operating control ra :se dIinea i 'tnT;". t.;c location \\here a pilot should ensure there is adequate armlon ro.n other ir_--a , _�eio e t roce- dime onto the runv.ay. The holdline standards. XNhich 4:y:inlc p °rpe;ls3icu _. ui_.t ro.n a %Inv av centerline to an intersectin_' taxi \\u\ centerline. standards ilia\ need to be increased and tilt tnar , be v'h -;i ,21 iaxI 4iy Intersects the at an acute angle. V z:. 'Marking at intersecting runways. Rel" r to AC 15(1 %5 710 -1 0r the current niarli'nu i5�ue` t.:)nc rnim�? imlersect; rtSn \ \3 \'S on an airport are :i; the f 7ilne.. (1) -.e r -i"`n— re�tuircn:erlts for the dominant or hither category rim \\ av t. c� er;cc \ - , I-% or lesser. cite ±gor\ ruts\ \av(s). (3) : t , ss r (lo \ \cr; caieuor\ run\\ay(s) cannot meet the markin -. S' .M:12%!"_ 11"Cc u'se of of thl- higher cat ,-(or\ run\yaN. -lie airport owner must request a :. #that atUu\ t �.'i ':,nsidcr all m arkinn cntiors for the intersectinL' run\\ays. k; odi`sicatii4n `h i }1 h implemented accordill�L, to the tindin`_,s of .. .: eron. a titica} stud%. Packet Page -748- W2S."20 12 AC 1_50.5300-13A C. Runwav bmbdug, Refer Tothe appropriate lighting ACs in the AC 150/5340 and AC I i0!534*� series to pnaperIdosi-naicfie|d and runway |iuhtioa. A listing ofthese ACmcun be found in naraLraph 1|89 316' Parallel runway req a ��e��FU��l��i�s. (1) Standard. Formhnn using ` \/FQ,thc mioicuunz separation bct-veen centerlines ofpuruUc|runvveyois7O0 feet (%l3m). (Z) 8rconuozcndutioos. Thcnuinicnum runway centerline separation distance re.-ornmended for ADG-V anJ V1 runways is 1,200 feet (366 in). Air Traffic Control (ATC) prucdces' such ushn|dirLl aircraft between the runways. frequently Justify greater separation ��s�eoc�s� Kusv/oya vi�h ucntcr|ine spacings under 2.500 {ecl (762 nn) are nornnu||}' treated as u siu-\e runx/o}' by ATC when *mk'cturbu)encc is o factor. b. Parallel runway mepuradwo—a>noa]tumeoumInstrument Flight Rules (KFR) op�r��oa^Toat��n [F�ou�abilit�fbrsimu|�monus<�nd�p�udcnd lundin�sond�ukeoF[on paral)�i �om\ays` the |onaitudina| (in-trail) sepur don required for single runway operations is ra xc nr n p�� rmvidin� iutrru| -separation between aircraft openalino lo P (2) idcn�if\�hc/nininurn ccn1�r|incscparodm1� fhr ana\c| runxe)s�Subpao�rupbs(\)ond p2ru|}e| run`vo}'s. u/hcr,- parallel runway ccntcdine separation ofo1 |cuot 5,000 feet /75l4 z-| is rccmnnmcndcd. P|.-ciog the rcrmina! area betv/ecn1he pnra||ci ruorvoyy minimizes ionsuorossauzireruov/oysandiocrensesnpoudinnu|efOolencyoftbeairport. uroaonacends dictazc_,reatcr separations than required for simultaneous |FR (l) 6�nou}la-ous Approaches. Precisk>ninsnunccnt operations rcquipc \AVA[Ds��coon��n��uipmcn�4T[.�doppmuhnmc�un�. (a) Duu simubanomuaprccis)oo instrument approaches urcnmnna||v on�ure||�lrun�alc�oLerinc of 4.300 oo)�(}no case hcsio.zhc�/\/\��)luo��i�cr�azpo�u)suzUiz�n�y�pu�ulioosdu�ntourninimurno[3,O0Dfeet r)vhcrou4_38 �o- no)scporoitiooisimpruc`icuiT6iy reduction n[sepunmiun c4ui��s�cia|bi�uod��r�m�mon�o�a��oipm�nz`��. (b) Triple sioou|taoeouo precision instrument approaches hv airports �,QO0f��1(�D�co\cic�aUonna000U�rcqu�rcpmrmUclruov/ayucotcr|incscparutionof � 000f�c�(l�24cn)6cznc�z ��aceorron�vays.Trip}csimu|�unu/us precision instrument ��roa�bcsfor -irpooc)cvatioosa' and above )`O0Oi-eCt(305 in) and reduction in separation are c��rncn1!!'ood..-rs1udY hyThe ',7/kA. In the interim. the FAA wi}L on acasc'bv-cose basis., consider pr�pmso\sutilizin�s�paruzimosior/nzoumininnum of4.3OOf��1(l]l | m)vvh�rc� j`0OO-f�ot sepzration is icnnru._tio\ or tbc airport c\cvmuioo is at or above 1-000 feet (305 in). ial radar. monitoring equipment. etc. {cj O simultaneous in approaches �_case basis. \vIII consider S 1; Packet Page -749- propoxa|sub(izin�mc�ur�ionsdonn1oumininnun�of�,0XK> feet (>524nn). Quadruples nou" (2) 'Simu|mneous Departures orApproaches and Departures. Simultaneous d,-puourcs do nntu|ve,s rccuJrc rudor Air Traffic Control Fuzi|bics (ATC-F). The follow ' p�raUcl"unxL)ocnDcdinc oppk (U) `-,imullaneous Departures. i Sinnu|luncnus non-radar departures require uparallel ii Simu)tancous radar departures require u parallel runway (6> Sizuivancnus Approach and Departure. Simultaneous radar- approaches unodcpaouresreguircdhcfbUo�ingporuUe|nunwoyccnner|inc scpu�uicms� (76Zm)� When the thresholds are not stat_,2ered. at least 2,5,00 fieet W"'Ien, the thresholds are staggered and the approach is to -hzdo|�tht- /762m) separation can be reduced b`}OO feet (30m) tor each n:)o[c6rcobuiUsaLgernoun-inimucn separation of|.O0Ot'cet(385nn), For /\[}(s !-id Vi runx�ays. - r o� at iea,;t i.2200 feet ('66 ni) is reconimencled. See Figure ',-"5 i;i V(hcn�h�thrcshn|ds�r�s��crrduoddhe is- to fbr�hrc^bn|d. chcnnini:zuc 2.�OO'�wz (762 m) s�puruzk`n requiresun increase n[}OO feei �3�m>fhr�vcr�5UO�z� oFtzrcsho�ds��r ic� u �uc��mu��'Ttis��co�ruphapp|iesoodne estaddishnncnro[nc*undrcviscd (l) Thi�, 7aruUraph id'-n/iGcsairpon |undingxud'acc requirements to assist operunrslnthelrz\c|u�tionandpre?urauiono[/hc airport landing surl�iceD> support ncx ucJ rc�|scd |;\Ps. |1 l :he alrper� data pno\i&d bv the procedure sponsoriha\ the FAA ronou:txhecdrpos��r��u�canm|}s!sspecified in . The airpo�rnus be |�"br|FRopenek/n^ based cmunAirpmri .,\inpacc Anal }sis(�&&). undcr Packet Page -750- 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E CHAPTER 4. AIRPORT PAVEMENT OVERLAYS AND RECONSTRUCTION 400. GENERAL. Airport pavement overlays or reconstruction may be required for a variety of reasons. A pavement may require an overlay or reconstruction because the original pavement has served its design life and it is simply "worn out." A pavement may also require an overlay or rehabilitation due to surface conditions or material - related distresses. A pavement may have been damaged by overloading in such a way that it cannot be economically maintained at a serviceable level. Similarly, a pavement in good condition may require strengthening to serve heavier airplanes than those for which the pavement was originally designed. Generally, airport pavement overlays consist of either Portland cement concrete or hot mix asphalt concrete. Techniques and equipment are now available to recycle old pavement materials into reconstructed sections. Pavements that are severely distressed in the center portions can sometimes be economically rehabilitated by reconstructing the keel section. The reconstruction method can consider using recycled materials. 401. CONDITION OF EXISTING PAVEMENT. Assessment of the condition of the existing pavement is one of the most important and difficult steps in design of a reconstruction or overlay project. Measurement of the properties of the existing pavement should include the thickness, condition, and strength of each layer; the subgrade soil classification; and some estimate of foundation strength (CBR or subgrade modulus). An assessment of the structural integrity of the existing pavement is necessary. The overlay design procedures in this AC assume that the overlay is to be placed on a base pavement with significant structural integrity. Problems such as alkali- silica reactivity in existing rigid pavements should be addressed, and if necessary mitigated, prior to overlay. Severely distressed areas in the existing pavement should be carefully studied to determine the cause of the distresses and to determine potential mitigation. Subsurface drainage conditions should be assessed carefully and corrected if found to be deficient. In some instances, subsurface drainage corrections are best performed through reconstruction. Overlaying an existing pavement without correcting poor subsurface drainage will usually result in poor overlay performance. A valuable technique for assessing the structural condition of the existing pavement is nondestructive pavement testing (NDT) (see AC 15015370 -11, Use of Nondestructive Testing Devices in the Evaluation of Airport Pavement, Appendix 4). NDT can be used to estimate foundation strength, measure joint load transfer, and possibly detect voids in existing pavements. NDT can also be used to determine structural capacity, to assist with calculating PCN, and to assess areas of localized weakness. 402. MATERIAL SELECTION CONSIDERATIONS. Criteria are presented in this circular for both hot mix asphalt and concrete reconstruction or overlays. The selection of the material type should be made after careful consideration of many factors. The designer should consider the total life cycle cost of the reconstructed or overlay pavement (see DOT - FAA -RD- 81/078, Appendix 4). Life cycle costs should include initial construction and maintenance costs over the design life of the pavement. Other considerations such as allowable downtime of the pavement and availability of alternate pavements to use during construction will have a significant impact on the material selected. 403. OVERLAY DESIGN. The remainder of this chapter is devoted to the design of overlay pavements. As previously mentioned, the design of reconstructed pavements is essentially the same as for new construction. a. Typical Overlay Cross Sections and Definitions. Typical overlay pavement cross sections are shown in figure 4 -1. Definitions applicable to overlay pavements are as follows: (1) Overlay Pavement. Pavement that is constructed on top of an existing pavement. (2) Hot Mix Asphalt Overlay. Hot mix asphalt pavement placed on an existing pavement. (3) Concrete Overlay. Portland cement concrete pavement placed on an existing pavement. (4) Sandwich Pavement. Overlay pavement sections containing granular separation courses between the old and new impervious surfaces are called sandwich pavements. b. Sandwich Pavements. Regardless of the type of overlay, FAA criteria do not permit the construction of sandwich overlay pavements. They are not allowed because the granular separation course usually becomes saturated with water and provides poor or, at best, unpredictable performance. Saturation of the separation course can be caused by the infiltration of surface water, ingress of ground or capillary water, or the condensation of water from the atmosphere. In any event, the water in the separation course usually cannot be adequately drained. The trapped water drastically reduces the stability of the overlay. However, where an existing concrete surface layer over a stabilized 61V/ Packet Page -751- AC 150/5320 -6E 6/11/2013 14.A.3. 9/30/2009 subbase is rubblized prior to placement of a HMA or PCC overlay, the overlaid structure should not be considered sandwich construction. 58 HMA OVERLAY ON FLEXIBLE PAVEMENT RIGID OVERLAY .•r •: ORIGINAL RIGID PAVEMENT RIGID OVERLAY ON RIGID PAVEMENT 3" (75 mm) APPROXIMATELY HMA OVERLAY ORIGINAL i RIGID PAVEMENT HMA OVERLAY ON RIGID PAVEMENT RIGID OVERLAY ORIGINAL .; FLEXIBLE PAVEMENT RIGID OVERLAY ON FLEXIBLE PAVEMENT RIGID OVERLAY HMA LEVELING COURSE ORIGINAL RIGID PAVEMENT RIGID OVERLAY ON RIGID PAVEMENT WITH HMA LEVELING COURSE FIGURE 4 -1. TYPICAL OVERLAY PAVEMENTS Packet Page -752- 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E C. FAARFIELD Overlay Design. The layered elastic and three - dimensional finite element methods as implemented in the FAARFIELD program allow a direct approach for overlay design. FAARFIELD calculates the thickness of overlay required to provide a 20 -year life, which satisfies the layered elastic failure criteria for limiting stress or strain. The 20 -year life thickness is defined as the design thickness. Report DOT - FAA -PM- 87/19, Design of Overlays for Rigid Airport Pavements (see Appendix 4), describes the developed through an FAA - funded research effort design method for overlays of rigid pavement. Overlay pavements are grouped into four different types as follows: (1) Hot Mix Asphalt Overlay of Existing Flexible Pavement (2) Concrete Overlay of Existing Flexible Pavement (3) Hot Mix Asphalt Overlay of Existing Rigid Pavement (4) Concrete Overlay of Existing Rigid Pavement 404. OVERLAYS OF EXISTING FLEXIBLE PAVEMENTS. The design of an overlay for an existing flexible pavement is essentially the same as designing a new pavement. The existing flexible pavement is characterized by assigning the appropriate thicknesses and moduli of the existing layers. A qualified engineer should be consulted to characterize the existing pavement layers. a. Hot Mix Overlay of an Existing Flexible Pavement. A trial thickness of overlay is selected and the program iterates until a CDF of 1.0 is reached. The overlay thickness required to achieve a CDF of 1.0 is the design thickness. However, the minimum hot mix overlay of an existing flexible pavement is 2 inches (50 mm). AC_6E_Chapt4 Ex41 Des. Life = 20 Lager Thickness kness M odulus or R Material (in) (psi) P -209 Cr A 10.00 5:3 IP-154UnCrAul 1 6. t)Kl 22,765 N = 0. S ubgrade CDF =1.00; t = 27.78 in FIGURE 4 -2. DESIGN EXAMPLE OF FLEXIBLE OVERLAY ON EXISTING FLEXIBLE PAVEMENT (1) Example. To illustrate the procedure of designing HMA overlay, assume an existing taxiway pavement composed of the following section: the subgrade CBR is 10, (E is 15,000 psi (103.42 MPa)), the HMA surface course is 4 inches (102 mm) thick, the standard base course (P -209) is 10 inches (254 mm) thick, and the subbase (P -154) is 6 inches (152 mm) thick. Frost action is negligible. Assume the existing pavement is to be strengthened to accommodate the following airplane mix: DC10 -10 weighing 458,000 pounds (207 745 kg) at an annual departure level of 2,263, B747 -200B Combi Mixed weighing 873,000 pounds (395 986 kg) at an annual departure level of 832, a B777 -200 ER weighing 634,500 pounds (287 804 kg) at an annual departure level of 425. The flexible pavement thickness required based on FAARFIELD for these conditions is- 59 Packet Page -753- 6/11/2013 14.A.3. AC 150/5320 -6E 9/30/2009 P -401 asphalt overlay 7.78 inches (198 mm) P -401 asphalt surface 4.00 inches (102 mm) P -209 standard base 10.00 inches (254 mm) P -154 standard subbase 6.00 inches (152 mm) Total pavement thickness 27.78 inches (706 mm) The required overlay thickness of 7.78 inches (198 mm) will be rounded up to 8 inches (203 mm) as shown in figure 4- 2. In this example the existing pavement structure does not require a stabilized base to accommodate airplanes weighting more than 100,000 pounds. The lack of stabilized base is compensated by designing thicker asphalt overlay than it would be required in case of stabilized base in place. (2) Summary. Structurally, an 8 inch (203 mm) thick overlay should satisfy the design conditions. The overlay thickness calculated from structural considerations should be compared with that required to satisfy geometric requirements. Geometric requirements include, for example, provision of drainage, correcting crown and grade, meeting grade of other adjacent pavements and structures, etc. The most difficult part of designing hot mix asphalt overlays for flexible pavements is the determination of the properties of the existing pavement. Subgrade and subbase properties can be measured by conducting NDT. The subgrade and subbase must be at the equilibrium moisture content when field tests are conducted. Normally, a pavement that has been in place for at least 3 years will be in equilibrium. Procedures for calculating properties from nondestructive tests are contained in AC 150/5370 -11. b. Nonstructural Hot Mix Asphalt Overlays. In some instances overlays are required to correct nonstructural problems such as restoration of crown, improve rideability, etc. Thickness calculations are not required in these situations, as thickness is controlled by other design considerations or minimum practical overlay thickness. Although the overlay in this case is not necessary for structural requirements it may be included when computing pavement strength (PCN). Information concerning runway roughness correction can be found in FAA Report No. FAA - RD -75 -110, Methodology for Determining, Isolating and Correcting Runway Roughness (see Appendix 4). C. Concrete Overlay of an Existing Flexible Pavement. The design of a concrete overlay on an existing flexible pavement is essentially the same as designing a new rigid pavement. The existing flexible pavement is characterized by assigning the appropriate thicknesses and moduli of the existing layers. A trial thickness of overlay is selected and the program iterates until a CDF of 1.0 is reached. The overlay thickness required to achieve a CDF of 1.0 is the design thickness. The design process is relatively simple; however, the characterization of the existing pavement layers requires judgment by a qualified engineer. The program assumes the interface between the concrete overlay and the existing flexible surface is frictionless. When frost conditions require additional thickness, the use of nonstabilized material below the rigid pavement overlay is not allowed, as this would result in a sandwich pavement. Frost protection must be provided by stabilized material. The minimum thickness for a concrete overlay of an existing flexible pavement should be 5 inches (130 mm). (1) Example. To illustrate the procedure of designing a concrete overlay, assume an existing taxiway pavement composed of the following section: the subgrade CBR = 10 (equivalent to E = 15,000 psi (103.4 MPa) or k = 141 pci (38.4 MN /m) using the conversion fonnulas from paragraph 326), the HMA surface course is 4 inches (102 mm) thick, and the base course is 12 inches (305 mm) thick. Frost action is negligible. Assume the existing pavement is to be strengthened to accommodate the following airplane mix: DC10 -10 weighing 458,000 pounds (207 745 kg) at an annual departure level of 2,263, B747 -200B Combi Mixed weighing 873,000 pounds (395 986 kg) at an annual departure level of 832, and B777 -200 ER weighing 634,500 pounds (207 804 kg) at an annual departure level of 425. The concrete overlay required based on FAARFIELD for these conditions is: PCC overlay on flexible P -401 asphalt surface P -209 base Total pavement thickness 15.41 inches (392 mm) 4.00 inches (102 mm) 12.00 inches (305 mm) 31.41 inches (789 mm) Figure 4 -3 shows the required concrete overlay thickness is 15.41 inches (392 mm), which is rounded up to the nearest 0.5 inch, or 15.5 inches (381 mm). .1 Packet Page -754- 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E FIGURE 4 -3. DESIGN EXAMPLE OF RIGID OVERLAY ON EXISTING FLEXIBLE PAVEMENT 405. OVERLAYS OF EXISTING RIGID PAVEMENTS. The design of overlays for an existing rigid pavement is complex because deterioration of the underlying pavement as well as deterioration of the overlay must be considered. The flexural strength of the existing rigid pavement can be determined using non - destructive testing (NDT), destructive methods or engineering judgment. The condition of the existing rigid pavement prior to overlay is important and is expressed in terms of the structural condition index (SCI) (see DOT - FAA -PM- 87/19, Appendix 4). a. Structural Condition Index (SCI). The SCI is derived from the pavement condition index (PCI) and it is the summation of structural components from PCI. Additional guidance on deriving an SCI is provided in the FAARFIELD user's manual. The PCI is a numerical rating indicating the operational condition of an airport pavement based on a visual survey. The scale ranges from a high of 100 to a low of 0, with 100 representing a pavement in excellent condition and 0 representing complete failure. The PCI is measured following ASTM D 5340, Standard Test Method for Airport Pavement Condition Index Survey (see Appendix 4). For rigid pavements, 15 different types of distresses are considered in measuring the PCI. These distress types all reduce the PCI of a pavement, depending on their severity and relative effect on performance. Not all distress types are indicative of structural distress. Report DOT - FAA -PM -87/19 identifies six distress types that are indicative of the structural condition of the pavement. Table 4 -1 lists these six distress types. The SCI can be computed automatically with computer programs such as MicroPAVER, provided the distresses listed in table 4 -1 are used to define the SCI. TABLE 4 -1. RIGID PAVEMENT DISTRESS TYPES USED TO CALCULATE THE STRUCTURAL CONDITION INDEX, SCI Distress Severity Level Corner Break Low, Medium, High Lon itudinal/Transverse /Dia onal Cracking Low, Medium, High Shattered Slab Low, Medium, High Shrinkage Cracks (cracking partial width of slab )a Low S allin —Joint Low, Medium, High S alling —Corner Low, Medium, High 'Used only to describe a load - induced crack that extends only part of the way across a slab. The SCI does not include conventional shrinkage cracks due to curing or other non load- related problems. An SCI of 80 is the FAA definition of structural failure of a rigid pavement, and is consistent with 50 percent of slabs in the traffic area exhibiting a structural crack. The SCI allows a more precise and reproducible rating of a pavement's condition than the previous FAA condition factor ratings, Cb and Cr. RE Packet Page -755- 6/11/2013 14.A.3. AC 150/5320 -6E 9/30/2009 SCI can be calculated by the following equation: mS n SCI = 100 —axlJ f(T;,Sj,D;�) i =i I =i where: a = adjustment factor (see ASTM D 5340) M, = total number of distress type related to the pavement structural failure n; = total number of severity levels for the ith distress f(Ti,S;,D;i) = deduct value for distress type Ti, at the severity level Si, existing at density Dij. b. Cumulative Damage Factor Used (CDFU). In the case when the SCI of the existing pavement is 100 (i.e., no visible distresses contributing to a reduction in SCI), the condition of existing pavement is described by the cumulative damage factor used (CDFU), which defines the amount of life that has been used by the existing pavement up to the time of the overlay. For aggregate base layers, and assuming that traffic on the pavement has been constant over time, a good estimate of CDFU can be obtained from: where CDFU = LU 0.75 Lo = 1 when LU < 0.75 Lo when LU >_ 0.75 LD LU = number of years of operation of the existing pavement until overlay LD = design life of the existing pavement in years This equation was derived from the empirical relationship between traffic coverages and SCI given in Report No. DOT - FAA -PM -87/19 and applies to pavements on conventional (aggregate) base. However, FAARFIELD implements a modification of this empirical relationship for higher quality base materials to account for the observed performance of rigid pavements on stabilized bases. This modification essentially increases the percent of design life remaining after the SCI starts to drop from 100 if the base and subbase layers are of higher quality than an 8 -inch (203 mm) aggregate subbase (aggregate base thicker than 8 inches (203 mm) or stabilized base thicker than 4 inches (102 mm)). Hence, the simple relationship given above is not valid for such structures. In FAARFIELD, the percent CDFU is computed and displayed when the Life button is clicked in the STRUCTURE window. The procedure for computing percent CDFU for a rigid pavement with SCI = 100 follows: (1) Set up the structure based on the original design assumptions. (2) Estimate the traffic that has been applied to the pavement and enter it into the airplane design list. (3) Set "Design Life" to the number of years the pavement will have been in operation up to the time of overlay. (4) Run Life. The percent CDFU will be displayed when the computation is completed. Values of percent CDFU greater than 100 indicate that the procedure predicts that the SCI of the pavement should be less than 100. A value of 100 should then be entered for percent CDFU as input data for the overlay design. However, since the computation of percent CDFU will be based on estimated structure properties and traffic, the value is likely to be unreliable. An alternative procedure is to run Design Structure for the original structure with design life set to the actual design life, where actual design life is typically the 20 year design period. Then repeat the steps given above and use the new value of percent CDFU. If it is suspected that the pavement has been subjected to more or heavier traffic than assumed in the Life computation, percent CDFU should be increased from the computed value. Setting percent CDFU to 100 will give the most conservative design. 62 Packet Page -756- 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E For fully unbonded concrete overlay, the modulus of the base pavement varies as a function of the SCI of the base pavement when the SCI is less than 100. This computation is done automatically within FAARFIELD. The equations for the modulus reduction as a function of the SCI are given in Report No. DOT - FAA -PM- 87/19. Example. The following steps illustrate the procedure for calculating CDFU: Section Hames 03AConR igid 047_AConR igid 05PCConRig CD_FU_Calc Fia 4 -2 AC_6E_Chapter04 Fig-4-41 Des. Life = 12 Layer Thickness M odulus or R Material (in) (psi) rwwwwwwwwww +♦ wwwwwww wwwwwwwwwwwwwwwwwwwww rFw• + w wwww• ww. . w. ti w w � � ♦ ► w•w w ww i +� w ww w rw� w• • w � w . r •• w • wt w ww M oww wwwww ww �w w, .ww.w•w.+. ww . w+. w+1. w1• , w1 + .w:waws • F. 4 ww •+# wi w . � w w♦ + w www •w•w•wwwwPw'w• :wwwwwwwwwi°ww wwwwwwwwwwwwww•www•w list rZI III C 1 1 1 IodilyStrucdre > 1 DesignStructrie ` "I SaveStructu FIGURE 4 -4. CDFU COMPUTATION USING FAARFIELD (1) Set up the structure based on the original design assumptions. Assume an existing taxiway pavement composed of 15.3 inch (3 88 mm) thick PCC surface course; 6 inch (152 mm) thick stabilized base course, Item P -306 Econocrete; 6 inch (152 mm) thick subbase course, Item P -209 Crushed Aggregate. The subgrade k -value is 141 pci (38.4 MN /m3), equivalent to an E- modulus of 15,000 psi (103.4 MPa). The existing pavement was designed to accommodate the following airplane mix: 2263 annual departures of the DC 10 -10 (gross taxi weight 458,000 lbs (207 700 kg)), 832 annual departures of the B747 -200B Combi Mixed (gross taxi weight 833,000 lbs (377 800 kg)), and 425 annual departures of the B777 -200 ER (gross taxi weight 634,500 lbs (287 800 kg)). The design life was 20 years. (2) Estimate the traffic applied to the pavement and enter it into the airplane design list. Assume that the annual traffic levels actually applied to the pavement were: 1200 annual departures of the DC 10 -10, 300 annual departures of the B747, and 200 annual departures of the B777. (3) Set "Design Life" to the number of years the pavement will have been in operation up to the time of the overlay. Assume that at the time of the overlay the taxiway will have been in operation for 12 years. In the "Structure" window, click on "Design Life" and change to 12 years. Figure 4 -4 shows that the design life has been adjusted to 12 years. (4) Run Life. The calculated percent CDFU will appear on the Structure screen, at the lower left of the pavement section. (See figure 4 -4). For the above case, FAARFIELD calculates percent CDFU equal to 40.08. For overlay design, the value CDFU = 40 percent would be used. 63 Packet Page -757- AC 150/5320 -6E 6/11/2013 14.A.3. 9/30/2009 Higher traffic levels, heavier airplanes, or a longer "design life" will result in a higher calculated value of %CDFU. In this example, if the higher traffic levels used in the original design had actually been applied to the pavement, the percent CDFU computed by FAARFIELD would increase to 87.21. C. Hot Mix Asphalt Overlays of Existing Rigid Pavements. The design process for hot mix overlays of rigid pavements considers two conditions for the existing rigid pavement to be overlaid: (1) SCI of the existing pavement less than 100; (2) SCI equal to 100. (1) Structural Condition Index Less Than 100. The most likely situation is one in which the existing pavement is exhibiting some structural distress, i.e., the SCI is less than 100. If the SCI is less than 100, the overlay and base pavement deteriorate at a given rate until failure is reached. FAARFIELD assumes an initial overlay thickness and iterates on the overlay thickness until a 20 -year life is predicted. A 20 -year predicted life satisfies the design requirements. W Example. To illustrate the procedure of designing a HMA overlay, assume an existing taxiway pavement composed of the following section: the subgrade k-value is 141 pci (38.4 MN /m3), equivalent to an E modulus of 15,000 psi (103.42 MPa), the PCC surface course is 14 inches (356 mm) thick, the stabilized base course is 6 inches (152 mm) thick, and the subbase course is 6 inches (152 mm). Based on a visual survey, the existing pavement is assigned an SCI of 70. Frost action is negligible. Assume the existing pavement is to be strengthened to accommodate the following airplane mix: DC10 -10 weighing 458,000 pounds (207 745 kg) at an annual departure level of 2,263, B747 -200B Combi Mixed weighing 873,000 pounds (395 986 kg) at an annual departure level of 832, and B777 -200 ER weighing 634,500 pounds (207 804 kg) at an annual departure level of 425. The flexible pavement overlay required based on FAARFIELD for these conditions is: P -401 AC overlay 4.29 inches (109 mm) PCC Surface 14 inches (356 mm) P -304 Stabilized base 6 inches (152 mm) P -209 Subbase 6 inches (152 mm) Total pavement thickness 30.29 inches (770 mm) The required overlay thickness is 4.29 inches (109 mm) and will be rounded up to 4.5 inches (114 mm) (See figure 4 -5). The thickness generated by FAARFIELD does not address reflection cracking. Additional guidance on reflection cracking is provided in paragraph 405c(5). AC_6E_Chapt4 Ex431 Des. Life = 20 SCI = 70 I %CDFU = 100 Layer Thickness ModulusorR Material [in] [psi] —> P -401 f P -403 AC Ova&a&M 4.29 zuuJ 0 i��t - , Surface 14 OOu�5 ' 700 k P -304 CT B 6.00 500 000 P -209 Cr A 6.00 35,429 Sub rode.. k =141.4 15,000 N =3; StrLife= 110yrs; t =30.29 in FIGURE 4 -5. DESIGN EXAMPLE OF FLEXIBLE OVERLAY ON EXISTING RIGID PAVEMENT WITH SCI 70 64 Packet Page -758- 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E (2) Structural Condition Index Equal to 100. An existing pavement with an SCI of 100 might require an overlay to strengthen the pavement in order to accept heavier airplanes. If the SCI of the base pavement is equal to 100, an additional input is required, the percent CDFU. FAARFIELD assumes the base pavement will deteriorate at one rate while the SCI is equal to 100 and at a different rate after the SCI drops below 100. As with case (1), a trial overlay thickness is input, and the program iterates on that thickness until a 20 -year life is predicted. The design thickness is the thickness that provides a 20 -year predicted life. (i) Example. To illustrate the procedure of designing an HMA overlay, assume an existing rigid taxiway pavement. The existing pavement section and airplane mix is the same as the example in (1) above. Frost action is negligible. The SCI is 100 (there are no visible structural distresses), but based on an analysis of the traffic that has been applied by the pavement to date, the % CDFU is estimated to be 50 percent. The flexible pavement overlay required based on FAARFIELD for these conditions is: P -401 AC overlay 3.25 inches (83 mm) PCC Surface 14.00 inches (356 mm) P -304 Stabilized base 6.00 inches (152 mm) P -209 Subbase 6.00 inches (152 mm) Total pavement thickness 29.25 inches (743 mm) The required overlay thickness (as shown in figure 4 -6) is 3.25 inches (83 mm), which will be rounded up to 3.5 inches (89 mm). The required overlay thickness is 1 inch (25.4 mm) less than the example in (1), reflecting the fact that the PCC is in better condition. AC 6E_Chapt4 Ex441 Des. Life = 20 -S- -C-I = 100 iCDFU = 50 Layer Thiclubm Modulus orR M aterial (in) (psi] —> P -4011 P -403 AC OvedaM E 200J000 mg (; PCC S urface 1400 700' w, P -304 CT B 6.00 500A11D P 2D9CrA 1 6.00 1 1 35.429 Sub rode k =141.4 15.00(1 N =4; Sh Life= 19.9yrs; t= 29.25in FIGURE 4 -6. DESIGN EXAMPLE OF FLEXIBLE OVERLAY ON EXISTING RIGID PAVEMENT WITH SCI 100 (3) Previously Overlaid Rigid Pavement. The design of a hot mix asphalt overlay for a rigid pavement that already has an existing hot mix asphalt overlay is slightly different. The designer should treat the problem as if the existing hot mix asphalt overlay were not present, calculate the overlay thickness required, and then adjust the calculated thickness to compensate for the existing overlay. If this procedure is not used, inconsistent results will often be produced. The condition of the rigid pavement should be determined using engineering judgment. (4) Limitations. For hot mix asphalt overlay thickness, the FAARFIELD program assumes the existing rigid pavement will support load through flexural action. As the overlay thickness becomes greater, at some point the existing rigid pavement will tend to act more like a high quality base material. As the overlay thickness approaches the thickness of the rigid pavement, it may be more economical to treat the design as a new flexible 65 Packet Page -759- 6/11/2013 14.A.3. AC 150/5320 -6E 9/30/2009 pavement design on a high quality base material. For the new flexible case, the existing PCC should be considered as a variable stabilized (flexible) base layer with the modulus determined by engineering judgment. Both cases (HMA on rigid overlay, and new flexible on high quality base) should be tried, and the more economical design selected. (5) Reflection Cracking In Hot Mix Asphalt Overlays. Reflection cracking is often a problem in hot mix asphalt overlays particularly overlays of rigid pavement. The thickness generated by FAARFIELD does not address reflection cracking. Numerous materials and techniques have been tried attempting to solve the problem with varying degrees of success. The following methods have met with some success: 0) Coarse Aggregate Binders. The use of coarse aggregate binder course is recommended where economically feasible. Use of the largest practical size coarse aggregate in the hot mix asphalt layer immediately above the existing pavement is recommended. This practice provides some measure of protection against reflection cracking. (ii) Rubblization of Existing PCC Pavement. If the condition of the existing rigid pavement is very poor (i.e., extensive structural cracking, joint faulting, "D" cracking, etc.), consideration may be given to using the rubblization technique. Subgrade support conditions must be considered, as weak subgrade support can cause difficulties in rubblizing the existing pavement and cause premature failures in the completed pavement. Rubblization involves purposely breaking the existing rigid pavement into small pieces and then rolling the broken pieces to firmly seat them in the foundation. A hot mix asphalt layer is then placed over the pavement. This type of section is designed as a flexible pavement, treating the broken rigid pavement as base course. Reflective cracking is reduced or eliminated with this type of construction (See AAPTP Report 04 -01, Development of Guidelines for Rubblization, for additional information). (iii) Engineering Fabrics. Research studies and field performance have shown that fabric membranes may be effective in retarding reflection cracking. While fabrics will not eliminate reflection cracking altogether, they do provide some degree of waterproofing beneath reflection cracks, thus protecting the existing pavement and foundation. At present, the waterproofing capability of fabrics, assuming the capacity of the asphalt impregnated fabric to resist rupture is not lost, appears to be the most significant contribution provided in a hot mix asphalt overlay system. Existing pavements, whether flexible or rigid, that show evidence of excessive deflections, substantial thermal stresses, and/or poor drainage, probably will exhibit no improvement by including a fabric in a structural overlay. The following conditions are recommended for fabric usage: (iv) Fabric Properties. The fabric should have a minimum tensile strength of at least 90 pounds (41 kg) when tested in accordance with ASTM D 4632 and a density in the range of 3 to 5.5 ounces per square yard (70 to 130 grams per square meter). (v) Tack Coat. The proper amount of tack coat applied to the fabric is critical. Emulsified asphalt applied at a rate of from 0.15 to 0.30 gallons per square yard (0.7 to 1.4 liters per square meter) is recommended. The optimum amount of tack coat will depend on the type of fabric and the surface on which the fabric is placed. (vi) Crack and Seat. The crack and seat process involves cracking a PCC layer into pieces typically measuring 1.5 to 2 feet (0.46 m to 0.6 m) and firmly seating the pieces into the subgrade prior to overlaying with asphalt concrete. It is an alternative method and should be evaluated by FAA Headquarters on a case - by -case basis. (vii) Asphalt Reinforcement. Destructive tensile stresses in asphalt pavements may be reduced by incorporating a reinforcement material. Reinforcement materials are similar to fabric membranes except the reinforcement is either a woven fabric or a grid- shaped material. These materials have very high tensile strength and very low strain capacity. Products with a combination of fabric materials and reinforcement grids have been developed and appear to be successful in retarding reflective cracking. Depending upon the material type and the intended purpose, reinforcing materials may be applied across the full width of the pavement or may be limited to the immediate area around joints and cracks. FAARFIELD does not address asphalt reinforcement in the thickness design. d. Concrete Overlays of Existing Concrete Pavements. The design of a concrete overlay of an existing rigid pavement is the most complex type of overlay to be designed. Deterioration of the concrete overlay and existing rigid pavement must be considered as well as the degree of bond between the overlay and existing pavement. FAARFIELD considers two degrees of bond and addresses each one separately for thickness design. .. Packet Page -760- 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E (1) Fully Unbonded Concrete Overlay. An unbonded concrete overlay of an existing rigid pavement is one in which steps are taken to intentionally eliminate bonding between the overlay and existing pavement. Commonly, the bond is broken by applying a thin hot mix layer to the existing rigid pavement. The interface friction coefficient between the overlay and existing pavement is set to reflect an unbonded condition. The interface coefficient is fixed and cannot be changed by the user. As with hot mix asphalt overlays, an SCI is required to describe the condition of the existing pavement. A trial overlay thickness is input and FAARFIELD iterates until a 20 -year service life is predicted. The thickness that yields a 20 -year service life is the design thickness. However, the minimum thickness for a fully unbonded concrete overlay is 5 inches (130 mm). (i) Example. To illustrate the procedure of designing an unbonded concrete overlay, assume an existing taxiway pavement composed of the following section: SCI is 40 for the existing PCC surface, the subgrade k -value is 141 pci (38.4 MN /m3), corresponding to an E- modulus of 15,000 psi (103.42 MPa), the existing PCC surface course is 14 inches (102 mm) thick, the base course is 6 inches (305 mm) thick, and the subbase course is 6 inches (152 mm). Frost action is negligible. Assume the existing pavement is to be strengthened to accommodate the following airplane mix: DC10 -10 weighing 458,000 pounds (207 745 kg) at an annual departure level of 2,263, B747- 200B Combi Mixed weighing 873,000 pounds (395 986 kg) at an annual departure level of 832, and B777 -200 ER weighing 634,500 pounds (207 804 kg) at an annual departure level of 425. Assume that the PCC strength is 700 psi for both the overlay and the existing concrete. The overlay structure computed by FAARFIELD for these conditions is- PCC unbonded overlay Debonding layer PCC Surface P -304 Stabilized base P -209 Subbase Total pavement thickness 13.52 inches (343 mm) 1.00 inches (25 mm)' 14 inches (356 mm) 6 inches (152 mm) 6 inches (152 mm) 39.52 inches (1 004 mm) 'Note: FAARFIELD does not include the debonding layer in thickness calculations. FIGURE 4 -7. DESIGN EXAMPLE OF RIGID OVERLAY ON EXISTING FULLY UNBONDED RIGID PAVEMENT Figure 4 -7 shows the required overlay thickness is 13.52 inches (343 mm), which will be rounded to the nearest 0.5 inches, or 13.5 inches (343 mm). (2) Bonded Concrete Overlays. Concrete overlays bonded to existing rigid pavements are sometimes used under certain conditions. By bonding the concrete overlay to the existing rigid pavement the new 67 Packet Page -761- 6/11/2013 14.A.3. AC 150/5320 -6E 9/30/2009 section behaves as a monolithic slab. In FAARFIELD, a bonded overlay can be designed as a new rigid pavement by treating the existing concrete surface and the concrete overlay as a combined single layer. The flexural strength used in the FAARFIELD computation should be the strength of the existing concrete. The thickness of the bonded overlay required is computed by subtracting the thickness of the existing pavement from the total thickness of the required slab as computed by FAARFIELD: where h, = h —he he = required thickness of concrete overlay h = required slab thickness computed by FAARFIELD using the flexural strength of the existing concrete he = thickness of existing rigid pavement Bonded overlays should be used only when the existing rigid pavement is in good to excellent condition. The minimum thickness of concrete overlay that is bonded to an existing rigid pavement is 3 inches (75 mm). Defects in the existing pavement are more likely to reflect through a bonded overlay than other types of concrete overlays. The major problem likely to be encountered with bonded concrete overlays is achieving adequate bond. Elaborate surface preparation and exacting construction techniques are required to ensure the bond. (3) Jointing of Concrete Overlays. Where a rigid pavement is to receive the overlay, some modification to jointing criteria may be necessary because of the design and joint arrangement of the existing pavement. The following points may be used as guides in connection with the design and layout of joints in concrete overlays. (i) Joint Types. Joints need not be of the same type as in the old pavement except for some bonded overlay applications. (ii) Isolation Joints. It is not necessary to provide an isolation joint for each isolation joint in the old pavement; however, a saw cut or plane of weakness should be provided within 1 foot (0.3 m) of the existing isolation joint. (iii) Timing. The timing for sawing joints is extremely critical on concrete overlays to minimize curling and warping stresses and prevent random cracking. (iv) Contraction Joints. Contraction joints in unbonded overlays may be placed directly over or within 1 foot (0.3 m) of existing expansion, construction, or contraction joints. Joints in bonded overlays should be located within 0.5 inch (13 mm) of joints in the existing base pavement. Should spacing result in slabs too long to control cracking, additional intermediate contraction joints may be necessary. (v) Joint Pattern. if a concrete overlay with a leveling course is used, the joint pattern in the overlay does not have to match the joint pattern in the existing pavement. (vi) Reinforcement. Overlay slabs longer or wider than 20 feet (6.1 m) should contain embedded steel regardless of overlay thickness. 406. THICKNESS DESIGN FOR RUBBLIZED CONCRETE PAVEMENTS. Rubblization of deteriorated concrete pavements is becoming a popular method of pavement rehabilitation. The rubblization process destroys the slab action by breaking the concrete slab into 1- to 3 -inch pieces at the top and 3- to 15 -inch pieces at the bottom. The rubblized concrete layer behaves as a tightly keyed, interlocked, high - density non - stabilized base. The rubblized concrete base prevents the formation of reflective cracks in the asphalt concrete overlay and provides a sound base course. The thickness design procedure for asphalt concrete overlay over a rubblized concrete base is similar to the asphalt overlay on flexible pavement. A rubblized PCC layer is available in FAARFIELD. The recommended modulus values for the Rubblized PCC layer range from 100,000 -psi to 400,000 -psi. Engineering judgment is required for the selection of an appropriate modulus value. The following ranges are suggested for selecting a design modulus value of rubblized PCC on airfields: 68 For slabs 6 to 8 inches thick: Moduli from 100 to 135 ksi For slabs 8 to 14 inches thick: Moduli from 135 to 235 ksi For slabs >14 inches thick: Moduli from 235 to 400 ksi Packet Page -762- 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E The selected value is influenced by considerations such as level of conservatism in the design, exact slab thickness within the above ranges, pre- rubblized PCC modulus anticipated particle size, steel debonding conditions, and relevant historical data. For further insight into selecting a design modulus of rubblized PCC, reference AAPTP 04 -01 . For a rigid overlay placed over rubblized PCC, the thickness design procedure is similar to that for a new rigid pavement. Some engineering judgment is required for the selection of an appropriate modulus value for the rubblized PCC layer. 407. PREPARATION OF THE EXISTING SURFACE FOR THE OVERLAY. Before proceeding with construction of the overlay, steps should be taken to correct all defective areas in the existing surface, base, subbase, and subgrade. Careful execution of this part of an overlay project is essential as a poorly prepared base pavement will result in an unsatisfactory overlay. Deficiencies in the base pavement will often be reflected in the overlay. a. Existing Flexible Pavements. Failures in flexible pavements may consist of pavement breakups, potholes and surface irregularities, and depressions. (1) Removal and Replacement. Localized areas of failed pavement will have to be removed and replaced with new pavement. This type of failure is usually encountered where the pavement is deficient in thickness, the subgrade consists of unstable material, or poor drainage has reduced the supporting power of the subgrade. To correct this condition, the subgrade material should be replaced with a select subgrade soil or by installation of proper drainage facilities; this is the first operation to be undertaken in repairing this type of failure. Following the correction of the subgrade condition, the subbase, base, and surface courses of the required thickness should be placed. Each layer comprising the total repair should be thoroughly compacted before the next layer is placed. (2) Irregularities and Depressions. Surface irregularities and depressions, such as shoving, rutting, scattered areas of settlement, and occasional "birdbaths" should be leveled by rolling or milling, where practical, or by filling with suitable hot mix asphalt mixtures. If the "birdbaths" and settlements are found to exist over extensive areas, a hot mix asphalt leveling course may be required as part of the overlay. The leveling course should consist of higb - quality hot mix asphalt concrete. Scattered areas requiring leveling or patching may be repaired with hot mix asphalt patch mixtures. When placing a concrete overlay on an existing asphalt pavement serious asphalt distresses such as subgrade failure, potholes, shoving, and rutting in excess of 2 inches need to be addressed prior to the overlay. Less severe surface irregularities and depressions may be corrected within the overlay. If the surface irregularity will cause the concrete overlay thickness to be less than the design thickness then it must be corrected prior to the overlay. (3) Bleeding Surface. A bleeding surface may detrimentally affect the stability of the overlay and for this reason any excess hot mix asphalt material accumulated on the surface should be bladed or milled off, if possible. In some instances, a light application of fine aggregates may blot up the excess material, or a combination of the two processes may be necessary. Sweep after. (4) Cracks and Joints. For cracks, and joints, 3/8 inch (10 mm) or more in width, old joint and crack filler should be removed and, if vegetation is present, a sterilant applied. The cracks and joints should then be filled with a lean mixture of sand and liquid bituminous material. This mixture should be well tamped in place, leveled with the pavement surface, and any excess removed. The material should be allowed to dry to a hardened condition prior to overlay placement. For concrete overlays on existing asphalt pavement, joints and cracks may be cleaned and then filled as noted above or with a flowable fill material compatible with Item P -153, Controlled Low - Strength Material. (5) Potholes. Repair potholes prior to overlay. Repairs may require removal and replacement of unstable subgrade materials. Complete repairs with a suitable mixture of bituminous material and compact in place. (6) Grooves, Paint, Etc. It is not necessary to remove existing pavement grooves prior to an asphalt or concrete overlay. Paint must be removed or scarifed prior to an asphalt overlay to assure bonding of the overlay to the existing pavement. Paint does not require removal prior to a concrete overlay. (7) Porous Friction Courses (PFC). Existing PFC's must be removed prior to any overlay. (8) Surface Contaminants. Surface contaminants that will prevent bonding of the surface overlay, e.g. oil spills, must be removed prior to an asphalt overlay. The FAA recommends that excessive amounts of rubber buildup be removed prior to an overlay; however, limited amounts of rubber may be tolerated. .e Packet Page -763- 6/11/2013 14.A.3. AC 150/5320 -6E 9/30/2009 b. Existing Rigid Pavements. In rigid pavements, narrow transverse, longitudinal, and corner cracks will need no special attention unless there is an appreciable amount of displacement and faulting between the separate slabs. If the subgrade is stable and no pumping has occurred, the low areas can be taken care of as part of the overlay and no other corrective measures are needed. On the other hand, if pumping has occurred at the slab ends or the slabs are subject to rocking under the movement of airplanes, subgrade support should be improved by pumping cement grout or specialized materials under the pavement to fill the voids that have developed. Pressure grouting requires considerable skill to avoid cracking slabs or providing uneven support for the overlay. (1) Slab Removal and Replacement. If the pavement slabs are badly broken and subject to rocking because of uneven bearing on the subgrade, the rocking slabs can be broken into smaller slabs to obtain a more firm seating. Badly broken slabs that do not rock will not require repairs since the criteria make adjustments for such a condition in the pavement thickness. In some cases, it may be desirable to replace certain badly broken slabs with new slabs before starting construction of the overlay. The decision in such cases will have to be made according to the merits of the individual project. (2) Leveling Course. Where the existing pavement is rough due to slab distortion, faulting, or settlement, a provision should be made for a leveling course of hot mix asphalt concrete before the overlay is commenced. Fractured slab techniques can also be used in these instances. (3) Cracks and Joints. Cracks, and joints, 3/8 inch (10 mm) or more in width, should be filled with a lean mixture of sand and liquid bituminous material. This mixture should be tamped firmly in place, leveled with the pavement surface, and any excess removed. (4) Surface Cleaning. After all repairs have been completed and prior to the placing of the overlay, the surface should be swept clean of all dirt, dust, and foreign material. Any extruding joint - sealing material should be trimmed from rigid pavements. (5) Bonded Concrete Overlays. Bonded concrete overlays will require special attention to insure bond with the existing pavement. Surface cleaning and preparation by shot peening or mechanical texturing by cold milling are two techniques that have been used to provide a surface that will allow bonding. Adequate bond has been achieved by placing the overlay directly on the dry prepared surface. In other instances, bond was achieved by placing a neat cement grout on the prepared surface immediately ahead of the overlay placement. If a bonding agent is used, care must be taken to apply it directly in front of the fresh concrete. If the bonding agent is allowed to cure before concrete placement, the bond will be broken. 408. MATERIALS AND METHODS. With regard to quality of materials and mixes, control tests, methods of construction, and workmanship, the overlay pavement components are governed by AC 150/5370 -10, Standards for Specifying Construction of Airports (see Appendix 4). a. Tack Coat. If a hot mix asphalt overlay is specified, the existing pavement should receive a light tack coat (Item P -603) or fog coat immediately after cleaning. The overlay should not extend to the edges of the pavement but should be cut off approximately 3 inches (75 mm) from each edge. b. Forms. Should the existing pavement require drilling to provide anchorage for the overlay pavement forms, the size and number of holes should be the minimum necessary to accomplish that purpose. Holes should not be located close to joints or cracks. Location of holes for form anchors should be such as to avoid causing additional cracking or spalling. 409. NEW OVERLAY MATERIALS. In recent years, some new pavement overlay materials have been used with varying degrees of success. These materials include fibrous concrete, roller compacted concrete, and rubberized asphalt. Use of materials other than conventional Portland cement concrete (Item P -501) or Plant Mix Bituminous Surface (Item P -401) require special approval on a case -by -case basis. 70 Packet Page -764- 9/30/2009 6/11/2013 14.A.3. AC 150/5320 -6E CHAPTER 5. PAVEMENT DESIGN FOR AIRPLANES WEIGHING LESS THAN 30,000 POUNDS 500. GENERAL. This chapter provides pavement design guidance for airfield pavements intended to serve only airplanes with gross weights less than 30,000 pounds (13 608 kg). Airplanes of this size are usually engaged in nonscheduled activities, such as agricultural, instructional, or recreational flying. Pavements designed to serve these airplanes may be flexible or rigid -type pavements. The design of pavements serving airplanes of 30,000 pounds (13 608 kg) gross weight or more should be based on the criteria contained in Chapter 3 of this publication. Some areas of airports serving light airplanes may not require paving. In these areas, the development of an aggregate -turf or turf surface may be adequate for limited operations of these light airplanes. Aggregate -turf surfaces are constructed by improving the stability of a soil with the addition of aggregate prior to development of the turf. Aggregate -turf construction is covered in some detail in the latter part of this chapter. Information on stabilization of soils can be found in Chapter 2 of this circular and in AC 150/5370 -10, Standards for Specifying Construction of Airports. 501. REPORTING PAVEMENT STRENGTH. When designing pavements for light airplanes, summarize all pavement designs on FAA Form 5100 -1, Airport Pavement Design, which is considered part of the Engineer's Design Report. Submit the Engineer's Design Report for FAA review and approval along with initial plans and specifications. 502. TYPICAL SECTIONS. Typical cross - sections for pavements serving light airplanes are shown in figure 5 -1 No distinction is made between critical and noncritical pavement sections for pavements serving light airplanes. 503. FLEXIBLE PAVEMENT MATERIALS. Flexible pavements for light airplanes are composed of hot mix asphalt surfacing, base course, subbase, and prepared subgrade. The function of these layers and applicable specifications are discussed below. a. Hot Mix Asphalt Surfacing. The function of the hot mix asphalt surface or wearing course is the same as discussed earlier in Chapter 3. Specifications covering the composition and quality of hot mix asphalt mixtures are given in Item P -401, Plant Mix Bituminous Mixtures or Item P -403, Plant Mix Bituminous Pavements (Base, Leveling or Surface Course). In accordance with AC 150/5370 -10, state highway specifications for hot mix asphalt mixtures may be used for pavements intended to serve aircraft weighing 12,500 pounds (5 670 kg) or less. b. Base Course. As in heavy loaded pavements, the base course is the primary load- carrying component of a flexible pavement. Specifications covering materials suitable for use as base courses for light -load pavements are as follows: (1) Item P -208 — Aggregate Base Course (2) Item P -209 — Crushed Aggregate Base Course (3) Item P -210 — Caliche Base Course (4) Item P -211 — Lime Rock Base Course (5) Item P -212 — Shell Base Course (6) Item P -213 — Sand -Clay Base Course (7) Item P -219 — Recycled Concrete Aggregate Base Course (8) Item P -301 — Soil- Cement Base Course (9) Item P -304 — Cement- Treated Base Course (10) Item P -306 — Econocrete Subbase Course (11) Item P -401 — Plant Mix Bituminous Pavement (12) Item P -403 — Plant Mix Bituminous Pavement (Base, Leveling or Surface Course) Note: Use of some of the above materials in areas where frost penetrates into the base course may result in some degree of frost heave and/or may require restricted loading during spring thaw. C. Subbase Course. A subbase course is usually required in flexible pavement except those on subgrades with CBR value of 20 or greater (usually GW or GP type soils). Materials conforming to specification Item P -154, Subbase Course, may be used as subbase course. Also any items listed above in paragraph 502b may be used as subbase course if economy and practicality dictate. Since the loads imposed on these pavements are much less than those on pavements designed for heavier airplanes, compaction control for base and subbase layers should be based upon ASTM D 698, Standard Test Methods for Laboratory Compaction Characteristics of Soil Using Standard Effort (12 400 ft- lbf/ft3 (600 kN- m /m3)). 71 Packet Page -765- 6/11/2013 14.A.3. AC 150/5320 -6E 9/30/2009 d. Stabilized Base and Subbase. Stabilized base and subbase courses may be used in light -load pavements. Reduced thicknesses of base and subbase may result. The discussions of stabilized materials are given in Chapter 3. e. Subgrade. Subgrade materials should be compacted in accordance with Item P -152 to the depths shown on Table 5 -1. TABLE 5 -1. SUBGRADE COMPACTION REQUIREMENTS FOR LIGHT LOAD FLEXIBLE PAVEMENTS General Notes: 1. Noncohesive soils, for the purpose of determining compaction control, are those with a plasticity index of less than 3. 2. Tabulated values denote depths below the finished subgrade above which densities should equal or exceed the indicated percentage of the maximum dry density as specified in Item P- 152. 3. The subgrade in cut areas should have natural densities shown or should (a) be compacted from the surface to achieve the required densities, (b) be removed and replaced at the densities shown, or (c) when economics and grades permit, be covered with sufficient select or subbase material so that the uncompacted subgrade is at a depth where the in -place densities are satisfactory. 4. For swelling soils refer to paragraph 313. 5. 1 inch = 25.4 mm, 1 lb. = 0.454 kg 504. FLEXIBLE PAVEMENT DESIGN. Program FAARFIELD is used to determine the pavement thickness requirements for airplanes weighing up to 30,000 pounds (13 608 kg) gross weight. The pavement thickness determined by FAARFIELD should be used on all areas of the airport pavement. No reduction in thickness should be made for "noncritical" areas of pavements. For very light load pavements, the design should also consider the weight of aircraft rescue and firefighting vehicles, maintenance equipment and/or fueling equipment. It is possible that these types of equipment may require a thicker pavement section than the airplanes. a. Total Pavement Thickness. Use of the program FAARFIELD requires information on the CBR or modulus E value for the subgrade, airplane mix, gross weights, and annual departures of all airplanes. For traffic consisting of more than one airplane type, the entire mix should be entered, not equivalent departures of a "design aircraft ". The preferred method of establishing the subgrade CBR is by testing. The testing procedures described in Chapter 3 should also be applied to light load pavements. b. Thickness of Surfacing and Base. FAARFIELD calculates the thickness of the base layer automatically. Note that the minimum thickness of hot mix asphalt surfacing is 2 inches (50 mm) and the minimum base layer thickness is 3 inches (75 mm). Additional base thickness may be required to obtain construction density requirements. C. Thin Lifts. The reason for the minimum surfacing thickness is that layers thinner than 2 inches (50 mm) are difficult to place and compact on granular bases. Hot mix asphalt surfacing thickness of less than 2 inches (50 mm) is permissible on stabilized base materials if proper laydown and compaction can be achieved. The base course thicknesses range from 3 inches (75 mm) to 6 inches (152 mm) while the subbase thicknesses vary from 0 -14 inches (0- 356 mm). In some instances, difficulties may be encountered in compacting thin bases or subbases. In these cases the base or subbase thicknesses may be increased to facilitate construction even though the additional thickness is not needed for structural capacity. 72 Packet Page -766- Noncohesive Soils Depth of Cohesive Soils Depth of Airplane Gross Com action (in.) Compaction (in. Weight Weight (lbs.) 100% 95% 90% 85% 95% 90% 85% 80% 12,500 or less 6 6 -9 9 -18 18 -24 4 4 -8 8 -12 12 -15 12,501 or more 8 8 -12 12 -24 24 -36 6 6 -9 9 -12 12 -15 General Notes: 1. Noncohesive soils, for the purpose of determining compaction control, are those with a plasticity index of less than 3. 2. Tabulated values denote depths below the finished subgrade above which densities should equal or exceed the indicated percentage of the maximum dry density as specified in Item P- 152. 3. The subgrade in cut areas should have natural densities shown or should (a) be compacted from the surface to achieve the required densities, (b) be removed and replaced at the densities shown, or (c) when economics and grades permit, be covered with sufficient select or subbase material so that the uncompacted subgrade is at a depth where the in -place densities are satisfactory. 4. For swelling soils refer to paragraph 313. 5. 1 inch = 25.4 mm, 1 lb. = 0.454 kg 504. FLEXIBLE PAVEMENT DESIGN. Program FAARFIELD is used to determine the pavement thickness requirements for airplanes weighing up to 30,000 pounds (13 608 kg) gross weight. The pavement thickness determined by FAARFIELD should be used on all areas of the airport pavement. No reduction in thickness should be made for "noncritical" areas of pavements. For very light load pavements, the design should also consider the weight of aircraft rescue and firefighting vehicles, maintenance equipment and/or fueling equipment. It is possible that these types of equipment may require a thicker pavement section than the airplanes. a. Total Pavement Thickness. Use of the program FAARFIELD requires information on the CBR or modulus E value for the subgrade, airplane mix, gross weights, and annual departures of all airplanes. For traffic consisting of more than one airplane type, the entire mix should be entered, not equivalent departures of a "design aircraft ". The preferred method of establishing the subgrade CBR is by testing. The testing procedures described in Chapter 3 should also be applied to light load pavements. b. Thickness of Surfacing and Base. FAARFIELD calculates the thickness of the base layer automatically. Note that the minimum thickness of hot mix asphalt surfacing is 2 inches (50 mm) and the minimum base layer thickness is 3 inches (75 mm). Additional base thickness may be required to obtain construction density requirements. C. Thin Lifts. The reason for the minimum surfacing thickness is that layers thinner than 2 inches (50 mm) are difficult to place and compact on granular bases. Hot mix asphalt surfacing thickness of less than 2 inches (50 mm) is permissible on stabilized base materials if proper laydown and compaction can be achieved. The base course thicknesses range from 3 inches (75 mm) to 6 inches (152 mm) while the subbase thicknesses vary from 0 -14 inches (0- 356 mm). In some instances, difficulties may be encountered in compacting thin bases or subbases. In these cases the base or subbase thicknesses may be increased to facilitate construction even though the additional thickness is not needed for structural capacity. 72 Packet Page -766- 9/30/2009 Q z TAXIWAY Q W ~ CO ¢ 0 LU Wz LLJ �U 0- w Q (A IM 114 S o s s 0 w CIO U 4 F- a a z F- z w w > N IL � N m (1) Packet Page -767- 6/11/2013 14.A.3. AC 150/5320 -6E U r O Ci 9 1 i CV U o Cl) 73 E LU U Co W ry ry CO U Z � p 0 d CL �¢ Z ti O� Q �W LU u� 00 Up U �a Q � w UO Q4� z> 0 CL , ~d wQ dW Q X Q o Q E� U j m Om o 0 0wOf z z U wCL U) 0 & W m `S0(n > zZ LL 20 � U © of QQ x~ t-� Z) u) z 2¢ S o s s 0 w CIO U 4 F- a a z F- z w w > N IL � N m (1) Packet Page -767- 6/11/2013 14.A.3. AC 150/5320 -6E U r O Ci 9 1 i CV U o Cl) 73 6/11/2013 14.A.3. AC 150/5320 -6E 9/30/2009 d. Example. As an example of the use of FAARFIELD, assume a pavement is to be designed for the following mix of airplanes: Airplane Name Gross Weight, lbs (tonnes) Annual Departures Citation -V 16,500 (7.5 ) 480 Super Kin Air -300 14,100 (6.4) 1,000 Beech Jet -400 15,500 7.0 60 Learjet 35A/65 18,000 (8.2 ) 300 Kin Air —B -100 11,500 (5.2) 1,200 Also assume that the subgrade CBR = 5. The pavement will be designed assuming an HMA surface layer of 2 inches (51 mm). Figure 5 -2 shows the airplane mix entered into the FAARFIELD Airplane Window. FIGURE 5 -2. FAARFIELD AIRPLANE WINDOW — LIGHT LOAD PAVEMENT DESIGN After setting the HMA thickness to 2 inches, the subgrade CBR to 5, the base layer material to P -209 CrAg and the subbase layer material to P -154 UnCrAg, click "Design Structure ". As shown in figure 5 -3, the section as designed by FAARFIELD consists of the 2 in (51 mm) of HMA surfacing, on 3.67 in (94 mm) of P -209 base, and 7.46 in (189 mm) of P -154 subbase. Since difficulties in compacting a base course of less than 4 inches (102 mm) maybe anticipated, the P -209 layer will be increased to 4 in (102 mm). Re- running the FAARFIELD design with the 4 in (102 mm) P -209 layer (and disabling the automatic base design option) results in a designed subbase thickness of 7.07 in (180 mm). The final thickness design consists of 2 in (51 mm) P -401 HMA surface, 4 in (102 mm) P -209 base, and 7 in (178 mm) P -154 subbase. e. Omission of Hot Mix Asphalt Surfacing. Under certain conditions, it may be desirable to utilize a bituminous surface treatment on a prepared base course in lieu of hot mix asphalt. In such instances, the strength of the pavement is furnished by the base, subbase, and subgrade. Additional base course thickness will be necessary to make 74 Packet Page -768- 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E up for the missing surface course. Additional base should be provided at a ratio of 1.2 to 1.6 inches (30 to 41 mm) of base for each 1 inch (25.4 mm) of surfacing. L Full -Depth Asphalt Pavements. Pavements to serve light airplanes may be constructed of full -depth asphalt using the criteria specified in paragraph 318. The Asphalt Institute has published guidance on the design of full depth asphalt pavements for light airplanes in Information Series No. 154, Full Depth Asphalt Pavements for General Aviation. Use of the Asphalt Institute method of design for full -depth asphalt pavements requires approval on a case -by- case basis. g. Local Materials. Since the base and subbase course materials discussed in Chapter 3 are more than adequate for light airplanes, full consideration should be given to the use of locally available, less- expensive materials. These locally available materials may be entirely satisfactory for light -load pavements. These materials may include locally available granular materials, soil aggregate mixtures, or soils stabilized with Portland cement, bituminous materials, or lime. The designer is cautioned, however, if the ultimate design of the pavement is greater than 30,000 pounds (13 608 kg), higher quality materials should be specified at the outset. Section Names M AC 6E_Chapt5 Ex2 -CBR05 Des. Life = 20 ". gTurf 1 -CBR20 `a Layer Materiel Thickness (in) Modulus OFR (psi) : • 1 '% P -401 ! P -403 HMA Surf 2.In 200 AM P -209 Cr A 3.69 29.794 —> P- 154UnCr 1 7.46 1 1 14.930 1 . , = ! l�il4jl4!«!a!�!a!alal� +al�l�lt, i`al��l��a!rlilrsalrt4lA ;l�!! i!!!+ 4!i! I ••l,�! 4 *t!+ - `!1 iA��yly!!1M "I 1 !!libl4,i iy!!4 !!` �l�lri * l�l�i�l�!°! lit4i�!_*! �! �! rl�l�f�l�l�l�i�lst4!! t!!!! �!�l�l�i�l�ill�i�l�i'!!+► *!!!!! Back' Help Life idodifyStruct�re DesignStrucdre SaveStructu b L .3 %L5i .i4 r A. FIGURE 5 -3. CALCULATION OF SUBBASE LAYER THICKNESS 505. RIGID PAVEMENT MATERIALS. Rigid pavements for light airplanes are composed of Portland cement concrete surfacing, subbase, and prepared subgrade. The functions of these layers and applicable specifications are discussed below: a. Portland Cement Concrete. Specifications concerning the quality and placement of Portland cement concrete should be in accordance with Item P -501, Portland Cement Concrete Pavement. Local state highway specifications for paving quality concrete may be substituted for Item P -501 if desired. b. Subbase. Rigid pavements designed to serve airplanes weighing between 12,500 pounds (5 670 kg) and 30,000 pounds (13 608 kg) will require a minimum subbase thickness of 4 inches (102 mm) except as shown in table 3 -9 of Chapter 3. No subbase is required for designs intended to serve airplanes weighing 12,500 pounds (5 670 kg) or less, except when soil types OL, MH, CH, or OH are encountered. When the above soil types are present, a 75 Packet Page -769- 6/11/2013 14.A.3. AC 150/5320 -6E 9/30/2009 minimum 4 -inch (102 -mm) subbase should be provided. The materials suitable for subbase courses are covered in Item P -154, Subbase Course. C. Subgrade. Compact subgrade materials in accordance with Item P -152 to the following depths. For cohesive soils used in fill sections, compact the entire fill to 90- percent maximum density. For cohesive soils in cut sections, compacat the top 6 inches (152 mm) of the subgrade to 90- percent maximum density. For noncohesive soils used in fill sections, compact the top 6 inches (152 mm) of fill to 100 - percent maximum density, and the remainder of the fill to 95- percent maximum density. For cut sections in noncohesive soils, compact the top 6 inches (152 mm) of subgrade to 100 - percent maximum density and the next 18 inches (457 mm) of subgrade to 95- percent maximum density. For treatment of swelling soils refer to paragraph 313. 506. RIGID PAVEMENT THICKNESS. The use of FAARFIELD is not necessary for light -duty rigid pavement design. Rigid pavements designed to serve airplanes weighing 12,500 pounds (5 670 kg) or less should be 5 inches (127 mm) thick or 6 inches (152 mm) thick if doweled joints are used. Those designed to serve airplanes weighing between 12,501 pounds (5 670 kg) and 30,000 pounds (13 608 kg) should be 6 inches (152 mm) thick. Jointing of Light Load Rigid Pavements. The maximum spacing of joints for light -load rigid pavements should be 12.5 feet (3.8 m) for longitudinal joints and 15 feet (4.6 m) for transverse joints. Jointing types are shown in figure 5 -4 and jointing details are shown in figure 5 -5 for light -load rigid pavements. Note that several differences exist between light -load and heavy -load rigid pavement joints. For instance, butt-type construction joints are permitted when an asphalt or cement stabilized subbase is provided. Odd - shaped slabs should be reinforced with 0.05 percent steel in both directions. Odd - shaped slabs are defined as slabs that are not rectangular in shape or rectangular slabs with length -to- width ratios that exceed 1.25. Two recommended joint layout patterns are shown in figures 5 -6 and 5 -7 for 60 foot (18 m) and for 50 foot (15 m) wide pavements. The concept behind the jointing patterns shown is the creation of a "tension ring" around the perimeter of the pavement to hold joints within the interior of the paved area tightly closed. A tightly closed joint will function better than an open joint. The last three contraction joints and longitudinal joints nearest the free edge of the pavement are tied with 44 deformed bars, 20 inches (508 mm) long, spaced at 36 inches (914 mm) center to center. At the ends of the pavement and in locations where airplanes or vehicular traffic would move onto or off the pavement, a thickened edge should be constructed. The thickened edge should be 1.25 times the thickness of the slab and should taper to the slab thickness over a distance of 3 feet (0.9 m). Note that if a type "F" butt construction joint is used then a stabilized subbase is required as shown in figure 5 -4. Alternatively, a type "E" doweled construction joint can be used at the locations shown in figures 5 -6 and 5 -7. If doweled joints are used, the rigid pavement thickness should be 6 inches (152 mm). The intent of this paragraph is to allow the use of the tension ring design but limit it to pavements less than 60 feet (18 m) in width. Pavements that do not use the tension ring design should be designed in a manner similar to Chapter 3. The general recommendations of table 3 -15 may be employed for Chapter 5 pavements not using the tension ring concept; however, the designer should note that the joint designations and steel sizes and spacing discussed in Chapter 5 are different those in Chapter 3. 76 Packet Page -770- 9/30/2009 NON - EXTRUDED PREMOLDED DETAIL 1 COMPRESSIBLE MATERIAL F_[ \t 314' (19 mm) Te Te -1.257 TO THE NEAREST 1' (3 cm) 3 FT. (9 cm) --I BUT AT LEAST T + 22' (5 cm) TYPE A THICKENED EDGE - ISOLATION 6/11/2013 14.A.3. AC 150/5320 -6E DETAIL 2 712 +l- d/2 OETAIL 2 LT12 +1- d/2 1 1d �d T _I J TIE BAR PAINT AND OIL ONE END OF DOWEL TYPE B HINGED - CONTRACTION TYPE C DOWELED - CONTRACTION /.--- DETAIL 2 (T TYPE D DUMMY - CONTRACTION DETAIL 3 II_ T/2 +{_ d12 DETAIL 3 If I _rd i i 1 I STABILIZED SUBBASE PAINT AND OIL ONE END OF DOWEL TYPE E DOWELED -CONSTRUCTION TYPE F BUTT JOINT - CONSTRUCTION DETAIL 3- DEFORMED TIE BAR; 5/8' DIA., 30' LONG FV2 +/- d/2 (17mm DIA., 760 mm LONG) 1 rd - + i I TYPE G TIED BUTT - CONSTRUCTION NOTES: 1. SEE NEXT PAGE FOR DETAILS 1, 2 AND 3. 2. ALL DOWELS 3/4" (19 mm) DIA., 18" (460 mm) LONG SPACED 12" (300 mm) ON CENTERS. 3. ALL TIE BARS No. 4 DEFORMED BARS 20" (510 mm) LONG, 36" (0.9 m) ON CENTERS. 4. BLACK SHADED AREA IS JOINT SEALER. 5. GROOVE MAY BE FORMED OR SAWED. FIGURE 5 -4. JOINTING TYPES FOR LIGHT -LOAD RIGID PAVEMENT 77 Packet Page -771- AC 150/5320 -6E 78 6/11/2013 14.A.3. 9/30/2009 114"(6 mm) RADIUS SEALANT MATERIAL 114" - 3/8" OR CHAMFER r (6- 10 mm) BELOW SURFACE 0 1 314" +/ -1/8" j BACKER ROD (19 +/- 3 mm) tt 314"+/- 1/8" ( NON- EXTRUDED PREMOLDED COMPRESSIBLE (19 +/- 3 mm) 1 MATERIAL ASTM D -1751 OR 1752 OPTIONAL CHAMFER 1/4" BY 1/4" (6 mm BY 6 mm) BACKER ROD OPTIONAL CHAMFER 1/4' BY 1/4"(6 mm BY 6 mm) DETAIL 1 ISOLATION JOINT SEALANT MATERIAL 114" - 3/8" (6 - 10 mm) BELOW SURFACE W 1 1 f 1 1/4" (32 mm) MINIMUM (6 mm) f DETAIL 2 CONTRACTION JOINT W SEALANT MATERIAL 114" - 3/8" (6 - 10 mm) BELOW SURFACE D f 1 1/4"(32 mm) MINIMUM f f BACKER ROD CONSTRUCTION JOINT BETWEEN SLABS DETAIL 3 CONSTRUCTION JOINT NOTES: 1, SEALANT RESERVOIR SIZED TO PROVIDE PROPER SHAPE FACTOR, W /D. FIELD POURED AND PERFORMED SEALANTS REQUIRE DIFFERENT SHAPE FACTORS FOR OPTIMUM PERFORMANCE. 2. BACKER ROD MATERIAL MUST BE COMPATIBLE WITH THE TYPE OF SEALANT USED AND SIZED TO PROVIDE THE DESIRED SHAPE FACTOR. 3. RECESS SEALER 3/8 INCHES TO 1/2 INCHES (10 mm TO 12 mm) FOR JOINTS PERPENDICULAR TO RUNWAY GROOVES. 4. CHAMFERED EDGES ARE RECOMMENDED FOR DETAILS 2 AND 3 WHEN PAVEMENTS ARE SUBJECT TO SNOW REMOVAL EQUIPMENT OR HIGH TRAFFIC VOLUMES. 5. D - JOINT SEALANT DEPTH FIGURE 5 -5. JOINTING DETAILS FOR LIGHT -LOAD RIGID PAVEMENT Packet Page -772- 9/30/2009 C C C m Cl CI Ca Co Co 01 LU Of w LU W Co 0 O. LL LL 0 0 —to Lu (D Packet Page -773- 6/11/2013 14.A.3. AC 150/5320-6E Z z 0 z z 0 0 z w ro 0 Co Co W Z ff r C6 U) CZ, LL LL 0 0 —to Lu (D Packet Page -773- 6/11/2013 14.A.3. AC 150/5320-6E 79 Z z 0 z z 0 0 z w Z D Z W W 0 Z z 8 o o CO Lo U Z 0 U 0 Z ui 0 D uj W m Z 0 W Lii L LU 0 Li _j 79 AC 150/5320 -6E .. EMEN MEN: . EMO: m 0 m U Q CJN J U U- to O W `- sY 80 Packet Page -774- 6/11/2013 14.A.3. 9/30/2009 z z O o z z ►_ O O U Z U Z O 8 z o U U wW F' z p U in w W U o 0 Z F W o Cl m F- Z Q [fl D W tL C? W J Packet Page -774- 6/11/2013 14.A.3. 9/30/2009 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E 507. AGGREGATE TURF. Aggregate -turf differs from normal turf in that the stability of the underlying soil is increased by the addition of granular materials prior to establishment of the turf. The objective of this type of construction is to provide a landing area that will not soften appreciably during wet weather and yet has sufficient soil to promote the growth of grass. Aggregate -turf should be considered only for areas designed to serve non jet airplanes having gross weights of 12,500 pounds (5 670 kg) or less. a. Materials. Construction details and material requirements are covered in Item P -217, Aggregate -Turf Pavement. Typically, aggregate -turf construction will consist of a soil seedbed layer (soil or soil /aggregate combination) over an aggregate stabilized base course. The aggregate stabilized base course consists of soil stabilized crushed stone, soil - stabilized gravel or soil - stabilized sand conforming to the requirements of P -217. b. Thickness. The thickness to be stabilized with the granular materials varies with the type of soil and the drainage and climatic conditions. The minimum thickness of aggregate stabilized soil can be computed from FAARFIELD using the CBR of the subgrade, as shown in the following example. The minimum thickness of the soil seedbed is not determined by structural considerations, but is the thickness required to support the growth of grass. C. Example. Assume that the airplane mix consists of the following: King Air B -100 (11,500 lbs, 1200 annual departures) and Citation 525 (10,500 lbs, 1200 annual departures). The subgrade CBR = 5. Figure 5 -8 shows the use of FAARFIELD for determining the thickness of the aggregate stabilized base course layer. A minimum thickness of 2 inches (51 mm) is assigned to the turf seedbed, although the actual thickness of soil will be determined by growing requirements. The turf seedbed is represented as an undefined layer, with a nominal E- modulus of 3,000 psi (21 MPa). The design layer (aggregate stabilized base) is represented as P -154 uncrushed aggregate. In this example, the thickness required for the aggregate stabilized base course is 11.3 inches (287 mm), which will be rounded to 11.5 inches (300 mm). Section Names '<; AC_6E_Chapt5 AggTurf Des. Life = 20 • e e OWN Exl -CBR20 Layer Thidcrm= McdulusorR Ex2 -CBR05 Material (in) (psi) Unde 1 2.00 3,000— 1 —> I P- 154UnCr 7Ag 1 11.32 117,657 I. I 1 ►!l + +lt +s � e e. e- �! +i`l +ir�i�+A,�'►, ' I I ,sFl+!` *+ � + +1�►+ +! � °Nr + °!°+ °1 ° + °! °N° °! °+!� +lilt ° + °+ °�+ °+°+° °M ° +°+° + +#+ + +!!4° A° + °�+° +° ! °R +lM ++A I e FIGURE DESIGN EXAMPLE , ■ AGGREGATE ■ PAVEMENT. 508. OVERLAYS. Overlays of pavements intended to serve light airplanes are designed in the same manner as overlays for heavy airplanes. 81 Packet Page -775- AC 150/5320 -6E 6/11/2013 14.A.3. 9/30/2009 509. HELIPORTNERTIPORT DESIGN. The guidance contained in paragraph 500 of this section is appropriate for pavements designed to serve rotary-wing airplanes. Where direct thermal effects of jet blast is a concern (e.g., at vertiports serving tiltrotor traffic), incorporation of unique pavement formulations specific to thermal resistance may be required. Any pavement that is subjected to the direct thermal effects of high temperature exhaust gases can become progressively damaged with repeated thermal cycles, resulting in surface spalling, a potential for foreign object damage (FOD), as well as subsequent deterioration of the affected slab. An example formulation for thermal resistant pavement can be found in TR- 2079 -SHR, Development of Mix Designs for F /A -18 Resistant Pavement Systems. 82 Packet Page -776- 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E CHAPTER 6. PAVEMENT EVALUATION 600. PURPOSES OF PAVEMENT EVALUATION. Airport pavement evaluations are necessary to assess the ability of an existing pavement to support different types, weights, or volumes of airplane traffic. The load carrying capacity of existing bridges, culverts, storm drains, and other structures should also be considered in these evaluations. Evaluations may be also necessary to determine the condition of existing pavements for use in the planning or design of improvements to the airport. Evaluation procedures are essentially the reverse of design procedures. This chapter covers the evaluation of pavements for all weights of airplanes. 601. EVALUATION PROCESS. The evaluation of airport pavements should be a methodical step -by -step process. The recommended steps in the evaluation process described below should be used regardless of the type of pavement. a. Records Research. A thorough review of construction data and history, design considerations, specifications, testing methods and results, as -built drawings, and maintenance history should be performed. Weather records and the most complete traffic history available are also parts of a usable records file. b. Site Inspection. The site in question should be visited and the condition of the pavements noted by visual inspection. This should include, in addition to the inspection of the pavements, an examination of the existing drainage conditions and drainage structures at the site. Evidence of the adverse effects of frost action, swelling soils, reactive aggregates, etc., should also be noted. The principles set forth in Chapter 2 of this circular and in AC 150/5320- 5, Surface Drainage Design, apply. C. Sampling and Testing. The need for and scope of physical tests and materials analyses will be based on the findings made from the site inspection, records research, and type of evaluation. A complete evaluation for detailed design will require more sampling and testing than, for example, an evaluation intended for use in a master plan. Sampling and testing is intended to provide information on the thickness, quality, and general condition of the pavement elements. (1) Direct Sampling Procedures. The basic evaluation procedure for planning and design will be visual inspection and reference to the FAA design criteria, supplemented by the additional sampling, testing, and research, which the evaluation processes may warrant. For relatively new pavement constructed to FAA standards and without visible sign of wear or stress, strength may be based on inspection of the FAA Form 5100 -1, Airport Pavement Design, and the as- constructed sections, with modification for any material variations or deficiencies of record. Where age or visible distress indicates the original strength no longer exists, further modification should be applied on the basis of judgment or a combination of judgment and supplemental physical testing. For pavements that consist of sections not readily comparable to FAA design standards, evaluation should be based on FAA standards after material comparison and equivalencies have been applied. (2) Nondestructive Testing. Several methods of nondestructive testing (NDT) of pavements are available. For purposes of this discussion, NDT means observing pavement response to a controlled dynamic load, as in the case of the falling- weight deflectometer (FWD), or other physical stimulus such as a mechanical wave. NDT provides a means of evaluating pavements that tends to remove some of the subjective judgment needed in other evaluation procedures. AC 150/5370 -11, Use of Nondestructive Testing Devices in the Evaluation of Airport Pavements, contains guidance on nondestructive testing. The major advantages of nondestructive testing are: the pavement is tested in place under actual conditions of moisture, density, etc.; the disruption of traffic is minimal; and the need for destructive tests is minimized. Research efforts are continuing in the area of nondestructive testing to broaden its application. Several different NDT procedures are available in addition to that described in AC 150/5370- 11. These other procedures may be used when approved by the FAA. The common NDT tools available to assist the evaluator include: FWD, ground penetrating radar (GPR), infrared thermography, etc. (i) Falling Weight Deflectometer. Falling weight deflectometers impart an impulse load to the pavement with a free - falling weight. The magnitude of the dynamic load depends on the mass of the weight and the height from which it is dropped. The resulting deflections of the pavement surface are typically measured using an array of sensors. The Heavy Falling Weight Deflectometer (HWD) uses a greater dynamic load than FWD and may be more suitable for some airport applications. FWD and HWD can be used in conjunction with appropriate software to estimate pavement layer properties. AC 150/5370 -11 gives guidance for the use of FWD and HWD equipment. 83 Packet Page -777- 6/11/2013 14.A.3. AC 150/5320 -6E 9/30/2009 (ii) Ground Penetrating Radar. Ground penetrating radar can be useful in studying subsurface conditions nondestructively. Ground penetrating radar depends on differences in dielectric constants to discriminate between materials. The technique is sometimes used to locate voids or foreign objects, such as, abandoned fuel tanks, tree stumps, etc. in embankments. (iii) Infrared Thermography. Infrared thermography is a nondestructive testing procedure whereby differences in infrared emissions are observed allowing certain physical properties of the pavement to be determined. Infrared thermography is purportedly capable of detecting delaminations in bonded rigid overlay pavements and in reinforced rigid pavements. d. Pavement Condition Index. The determination of the Pavement Condition Index (PCI) is often a useful tool in the evaluation of airport pavements. The PCI is a numerical rating of the surface condition of a pavement and is a measure of functional performance with implications of structural performance. PCI values range from 100 for a pavement with no defects to 0 for a pavement with no remaining functional life. The index is useful in describing distress and comparing pavements on an equal basis. AC 150/5380 -6, Guidelines and Procedures for Maintenance of Airport Pavements, contains information on PCI surveys. The FAA recommends that airports follow ASTM D 5340, Standard Test Method for Airport Pavement Condition Index Surveys. e. Evaluation Report. The analyses, findings, and test results should be incorporated in an evaluation report, which becomes a permanent record for future reference. While evaluation reports need not be in any particular form, it is recommended that a drawing identifying limits of the evaluation be included. Analysis of information gained in the above steps should culminate in the assignment of load carrying capacity to the pavement sections under consideration. When soil, moisture, and weather conditions conductive to detrimental frost action exist, an adjustment to the evaluation may be required. 602. FLEXIBLE PAVEMENTS. Evaluation of flexible pavements requires, as a minimum, the determination of the thickness of the component layers, and the CBR of the subgrade. a. Layer Thicknesses. The thickness of the various layers in the flexible pavement structure must be known in order to evaluate the pavement. Thicknesses may be determined from borings or NDT. As -built drawings and records can also be used to determine thicknesses if the records are sufficiently complete and accurate. b. Subgrade CBR. Laboratory CBR tests should be performed on soaked specimens in accordance with ASTM D 1883, Bearing Ratio of Laboratory- Compacted Soils. Field CBRs should be performed in accordance with the procedure given in The Asphalt Institute Manual Series 10 (MS -10), Soils Manual. Field CBR tests on existing pavements less than 3 years old may not be representative unless the subgrade moisture content has stabilized. The evaluation process assumes a soaked CBR is and will not give reliable results if the subgrade moisture content has not reached the ultimate in situ condition. In situations where it is impractical to perform laboratory or field CBR tests, a back calculated subgrade elastic modulus value may be obtained from NDT test results. AC 150/5370 -11 gives the procedures for obtaining the back calculated modulus value. The FAARFIELD program assumes that CBR is related to the subgrade modulus as E = 1500xCBR (E in psi), so that the back calculated modulus value can be input directly into FAARFIELD without manually converting to CBR. C. Layer Properties. As stated in paragraph 303, in FAARFIELD materials are designated by corresponding FAA specifications. Where flexible pavements have been constructed to FAA standards, each layer should be assigned a material type corresponding to the appropriate FAA specification. For example, where an existing flexible pavement consists of an HMA surface on a high - quality crushed aggregate base meeting FAA Item P -209, the base layer should be input as P -209 Crushed Aggregate in FAARFIELD. Where the quality of materials in a pavement structure to be evaluated differ significantly from the assumptions for FAA standard materials as given in AC 150/5370- 1 OB, it may be necessary to use the "undefined" or "variable" layer types in FAARFIELD to input an appropriate modulus value or use lower quality material to model structure (e.g., P -154 for P -209). 603. APPLICATION OF FLEXIBLE PAVEMENT EVALUATION PROCEDURES. After all of the evaluation parameters of the existing flexible pavement have been established using the guidance given in the above paragraphs, the evaluation process is essentially the reverse of the design procedure. The FAARFIELD program can be used to determine the structural life of the existing pavement for a given traffic mix, or alternatively, the allowable load of an airplane on a pavement structure that will produce a 20 -year life for a given number of annual departures. Required inputs are the subgrade CBR or modulus value, thicknesses of surfacing, base and subbase courses and annual departure levels for all airplanes using the pavement. 84 Packet Page -778- 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E a. Example 1. An existing taxiway pavement was constructed to FAA standards and consists of a 5 inch (127 mm) HMA surface layer (Item P -401), 9 inch (229 mm) HMA stabilized base layer (Item P -403), and 24 inch (610 mm) crushed aggregate subbase layer (Item P -209). The subgrade was previously evaluated by field CBR measurements and found to be CBR 7. The taxiway will serve the following mix of airplanes: Airplane Name Gross Weight, lbs tonnes Annual Departures DC10 -10 458,000 207.7 2263 B747 -200B Combi Mixed 873,000 396.0 832 B777 -200 ER 634,500 287.8 425 B737 -800 174,700 (79.2 ) 8000 A320 -100 150,796 (68.4 ) 4380 FAARFIELD will be used to determine the available structural life based on the above traffic mixture. Both total thickness and base thickness will be checked. The following steps are used: (1) Enter the above airplane list using the Airplanes screen. (2) In the Structure screen, enter the layer thickness and material type for each layer (figure 6 -1). (3) Click the "Life" button. The predicted life for the given structure and traffic is 155.2 years, which exceeds the 20 -year requirement. Next, the adequacy of the stabilized base layer should be checked. This should be done by designing the P -401/P -403 stabilized base course for the required life in accordance with the procedures given in Chapter 3. For the load carrying capacity to be met, the minimum base course thickness requirement should be less than the existing base course thickness. In this example, the design procedure requires a stabilized base thickness of 6.25 (11/1.6) inches (159 mm) for the 20 -year life, which is less than the existing 9 inches (229 mm). Therefore, an overlay would not be required to serve the anticipated traffic mix. AC_6E_Chapt6 NewFleiable I Des. Life = 20 Layer T hidcness M odulus or R Material (in) (psi) S ub CD F = 0.13: S tr Life (SG) =155.2 yrs, t = 38.00 in FIGURE 6 -1. EXAMPLE OF A FLEXIBLE PAVEMENT STRUCTURE FOR EVALUATION 85 Packet Page -779- 6/11/2013 14.A.3. AC 150/5320 -6E 9/30/2009 b. Example 2. For the pavement in Example 1, but with a subgrade CBR = 3, FAARFIELD will be used to determine the allowable gross weight of a B737 -800 airplane for a 20 -year life. Assume 10,000 annual departures of the B737 -800. (1) In the Airplanes screen, remove all airplanes except the B737 -800. For annual departures, enter 10,000.In the Structure screen, enter the layer thickness and material type for each layer (figure 6 -1). (2) Click the "Life" button to compute the predicted Structural Life. (3) Continue to modify the airplane gross weight until Structural Life = 20.0 years. (4) In this example, the gross weight of the B737 -800 producing the 20 -year life is 152,950 lbs. (69.4 tonnes). (5) For this gross weight, check the adequacy of the base layer, using the stabilized base design procedure given in Chapter 3. In this example, the design procedure requires a stabilized base thickness of 9.0 inches, which agrees with the existing structure. To support 10,000 annual departures of the B737 -800 on the existing pavement structure, the gross weight should be limited to 152,950 lbs. (69.4 tonnes). If the airplane is to be operated at higher weights, this may cause a reduction in the structural life. 604. RIGID PAVEMENTS. Evaluation of rigid pavements requires, as a minimum, the determination of the thickness of the component layers, the flexural strength of the concrete, and the subgrade modulus. a. Layer Thicknesses. The thickness of the component layers is sometimes available from construction records. Where information is not available or of questionable accuracy, thicknesses may be determined by borings or test pits in the pavement. b. Concrete Flexural Strength. The flexural strength of the concrete is most accurately determined from test beams sawed from the existing pavement and tested in accordance with ASTM C 78. Quite often this method is impractical as sawed beams are expensive to obtain and costs incurred in obtaining sufficient numbers of beams to establish a representative sample is prohibitive. Construction records, if available, may be used as a source of concrete flexural strength data. The construction data may require adjustment due to the age of the concrete. Correlations between concrete flexural strength and other concrete strength tests are available. It should be noted that correlations between flexural strength and other strength tests are approximate and considerable variations are likely. An approximate relationship between concrete flexural strength and tensile splitting strength (ASTM C 496) exists and can be computed by the following formula: where R = 1.02(T) +117 R = flexural strength, psi T = tensile split strength, psi Note: For conversions in metric units the above formula remains the same, except the + 117 psi constant should be changed to + 0.81 MPa. C. Subgrade Modulus. The modulus of subgrade reaction, k, is ideally determined by plate bearing tests performed on the subgrade. These tests should be made in accordance with the procedures established in AASHTO T 222. An important part of the test procedure for determining the subgrade reaction modulus is the correction for soil saturation, which is contained in the prescribed standard. The normal application utilizes a correction factor determined by the consolidation testing of samples at in situ and saturated moisture content. For evaluation of older pavement, where evidence exists that the subgrade moisture has stabilized or varies through a limited range, the correction for saturation is not necessary. If a field plate bearing test is not practical, the modulus of subgrade reaction may be estimated by the formula in paragraph 205a(4) of this circular. Alternatively, a backcalculated subgrade elastic modulus value may be obtained from NDT test results. AC 150/5370 -11 gives the procedures for obtaining the backcalculated modulus value. The FAARFIELD program assumes that k is related to the subgrade modulus as E = 26 k1.284 (E in psi), so that the back calculated E modulus value can be input directly into FAARFIELD without manually converting to k. d. Layer Properties. As stated in paragraph 303, in FAARFIELD materials are designated by corresponding FAA specifications. Where rigid pavements have been constructed to FAA standards, each layer should 86 Packet Page -780- 6/11/2013 14.A.3. 9/30/2009 AC 150/5320 -6E be assigned a material type corresponding to the appropriate FAA specification. For example, where an existing rigid pavement consists of a PCC surface on a cement stabilized base meeting FAA Item P -304, the base layer should be input as P -304 CTB in FAARFIELD. Where the quality of materials in a pavement structure to be evaluated differ significantly from the assumptions for FAA standard materials as given in AC 150/5370 -10, it may be necessary to use the "undefined" or "variable" layer types in FAARFIELD to input an appropriate modulus value. In FAARFIELD, the number of structural layers above the subgrade for a rigid pavement is limited to 4, including the PCC surface. If the actual rigid pavement structure to be evaluated consists of more than 4 distinct layers, two or more of the lower layers can be combined to reduce the total number of layers to 4 or fewer for analysis. Since rigid pavement evaluation is not highly sensitive to modulus properties of lower layers above the subgrade, the life computation should not be significantly affected. 605. APPLICATION OF RIGID PAVEMENT EVALUATION PROCEDURES. After all of the evaluation parameters of the existing rigid pavement have been established using the guidance given in the above paragraphs, the evaluation process is essentially the reverse of the design procedure. The FAARFIELD program can be used to determine the structural life of the existing pavement for a given traffic mix, or alternatively, the allowable load of an airplane on a pavement structure that will produce a 20 -year life for a given number of annual departures. The FAARFIELD program allows the back calculated E modulus value to be input directly. a. Example. An existing taxiway was constructed to FAA standards and consists of a 16 inch (406 mm) PCC surface layer (Item P -501), 8 inch (203 mm) stabilized base (Item P -304), and 10 inch (254 mm) granular subbase (Item P -154). The current concrete flexural strength was estimated from compressive tests on cores as 700 psi (4.83 MPa). The subgrade was evaluated by NDT testing and found to have an E- modulus of approximately 13,000 psi (89.6 MPa). The anticipated traffic mix is the same as the example in paragraph 603. FAARFIELD is used to evaluate the structural life as follows: (1) Enter the airplane list, including gross weights and annual departures, using the Airplanes screen. (2) In the Structure screen, enter the layer thickness and material type for each layer (figure 6 -2). (3) Click the "Life" control button. The predicted life for the given structure and traffic is 28.2 years, which exceeds the 20 -year requirement. AC_6E_Chapt6 NewRigid Des. Life = 20 Layer Thickrm= M odulus or R Material (in) (psi) �''d r � } �' r PCC SurFace 1600) 700 mg� P -304 CT B 8.00 500,= P- 154UnCr 10.00 23 219 Sub rode k =126.5 13.000 ZCD FU = 153.50: PCC CD F = 0.96, S tr Life (PCC) = 20.8 yrs, t = 34.00 in FIGURE 6 -2. EXAMPLE OF A RIGID PAVEMENT STRUCTURE FOR EVALUATION 87 Packet Page -781- 6/11/2013 14.A.3. AC 150/5320 -6E 9/30/2009 606. USE OF RESULTS. If the evaluation is being used for planning purposes and the existing pavement is found to be deficient in accordance with the design standards given in Chapter 3 or 5, the sponsor should be notified as to the deficiency and consideration should be given to corrective action. If the evaluation is being used a part of the design for a project to reconstruct or upgrade the facility, the procedures given in Chapters 3,4, or 5 should be used to design the reconstruction or overlay project. In this instance the main concern is not the load carrying capacity but rather the difference between the existing pavement structure and the section that is needed to support forecast traffic. 607. REPORTING PAVEMENT STRENGTH. The International Civil Aviation Organization (ICAO) developed a standardized method of reporting airport pavement strength known as the Aircraft Classification Number /Pavement Classification Number (ACN/PCN). This method of reporting is based on the concept of reporting strength in terms of a standardized equivalent single wheel load. While FAARFIELD can be used to establish allowable airplane loads based on a given structure and airplane departure level (see Example 2 in paragraph 603), it is recommended that PCN calculations be based on the same method adopted by ICAO for calculating ACN. For this purpose, the FAA developed a software program, COMFAA, which computes ACN following the procedures specified by ICAO. AC 150/5335 -5, Standardized Method of Reporting Airport Pavement Strength — PCN, provides guidance on reporting PCN using the COMFAA software. 88 Packet Page -782- 9/30/2009 CHAPTER 7. PAVEMENT DESIGN FOR AIRFIELD SHOULDERS 700. PURPOSE. This chapter provides a design procedure for paved airfield shoulders. 6/11/2013 14.A.3. AC 150/5320 -6E 701. APPLICATION. The design procedure for paved or surfaced shoulders applies to all airports that accommodate Design Group III or higher airplanes. 702. BACKGROUND. The need for paved or surfaced shoulders is created due to erosion and generation of debris from jet blast. As airplanes grew in size, so did the size of the airplane engines and their respective increase in jet thrust or jet blast. Jet blast can cause problems with erosion of unprotected soil immediately adjacent to airfield pavements. To mitigate this problem, the FAA recommends paved shoulders for runways, taxiway, and aprons that will accommodate Group III and higher airplanes. In addition to providing protection from jet blast, the shoulder must be capable of safely supporting "occasional" passage of the most demanding airplanes as well as emergency and maintenance vehicles. 703. PURPOSE OF DESIGN PROCEDURE. The procedure for shoulder pavement thickness design is intended to provide a minimum pavement structure to support limited operations of airplanes. The design is intended to provide sufficient support for unintentional or emergency operations of an airplane on the shoulder pavement. Use standard airfield pavement design requirements to design all areas of pavement where airplanes regularly operate. The minimum section provided by the shoulder pavement design procedure will not perform in the same fashion as full strength airfield pavements. The shoulder pavement is intended to allow safe operation of the airplanes across the paved area without damage to the airplanes. Flexible shoulder pavement sections may experience noticeable vertical movements with each passage of an airplane and may require inspection and/or limited repair after each operation. Rigid shoulder pavement sections may experience cracking with each operation. 704. REPORTING PAVED SHOULDER DESIGN. Summarize all paved shoulder designs on FAA Form 5100- 1, Airport Pavement Design, which is considered par of the Engineer's Design Report. Submit the Engineer's Design Report for FAA review and approval along with initial plans and specifications. 705. DESIGN PROCEDURE. The design procedure is based upon the FAA pavement design software ( FAARFIELD) and utilizes a modified design procedure to determine the most demanding airplane (MDA) for shoulder pavement design purposes. Several of the procedural assumptions in the standard pavement design (traffic distribution, pass -to- coverage ratios, etc.) are not valid and are not used for the shoulder pavement design procedure. The procedure determines the minimum pavement section required for the MDA, assuming a total of 10 departures. A composite traffic mixture is not considered for the shoulder design. The shoulder pavement design procedure determines the MDA by calculating pavement thickness requirements for all airplanes utilizing or expected to utilize the airport. The airplane requiring the thickest pavement section is considered the MDA. The following steps are used to complete the design procedure: a. Use the FAARFIELD software to create a new job file and proposed pavement section for the shoulder design. Include all desired pavement layers, e.g. surface course, base course, stabilized course, subbase course, etc. Adjust layer thickness to observe minimum thickness requirements for shoulder design. NOTE: Due to minimum pavement layer requirements in the formal airfield pavement design procedure, it may be necessary to use the "undefined" pavement layer to represent the proposed shoulder pavement cross - section. b. Input one airplane from the traffic mixture for analysis. (1) Adjust airplane operating weights as appropriate. (2) Change annual departures to 1.0 departure. C. Return to the Structure screen and confirm that the design period is 10 years. NOTE: The intent of this design procedure is to design a pavement for 10 total departures of the most demanding airplane. By setting annual departures to 1 and the design period to 10, the total departures are 10. d. Confirm the composition and thickness of pavement layers and that the correct layer is designated for thickness iteration. The iteration layer will be shown with a small arrow along the left side. Drainage from the adjacent 89 Packet Page -783- AC 150/5320 -6E 6/11/2013 14.A.3. 9/30/2009 airfield pavement should be considered in the total thickness of the shoulder pavement section to avoid trapping water under the airfield pavement. A thicker shoulder section or sub -drain may be appropriate. e. Click on the "Design Structure" button to establish the minimum pavement section for the individual airplane. L Repeat steps 1 through 5 for all airplanes in the traffic mixture. The pavement section with the greatest thickness requirement is the design for the shoulder pavement. EVALUATION AID: To reduce the list of individual airplanes requiring evaluation, include all airplanes from the airport traffic mixture and set annual departures of all airplanes to 1,200 annual departures. Create the proposed shoulder pavement section in the structure screen, then click the "Life" button instead of the "Design Structure" button. Return to the airplane mixture, and scroll over to the column labeled "CDF Max for Airplanes ". The airplane with the highest CDF Max value will be the most demanding airplane in most instances and will control the shoulder design. However, the top few airplanes with the highest CDF Max values should be evaluated because the thickness of the pavement section being evaluated will influence which airplane is the most demanding. 706. PAVEMENT LAYER THICKNESS AND MATERIAL REQUIREMENTS. a. Asphalt Surface Course Materials. The minimum recommended thickness for asphalt surfacing material is 3 inches (76 mm). The material should be of high quality, similar to FAA Item P -401, and compacted to an average target density of 93 percent of maximum theoretical density. Material produced for use with high traffic volume highway pavement is acceptable provided the compaction specified for the highway application is obtained. b. Portland Cement Concrete Surface Course Materials. The minimum recommended thickness for rigid pavement design is 6 inches. Portland Cement Concrete (PCC) must be a high quality, durable material capable of resisting deterioration due to environmental factors. The PCC should be similar to FAA Item P -501, with a minimum design flexural strength of 600 psi (4.14 MPa). Material produced for use with high traffic volume highway pavement is acceptable provided that environmental durability is addressed. C. Base Course Materials. Base course materials must be high quality crushed stone or stabilized materials similar to FAA Items P -208, P -209, P -301, or P -304. Materials produced for use with high traffic volume highway pavement may be acceptable provided they possess qualities similar to the FAA specification items. Crushed stone material must possess a minimum CBR value of 80. The recommended minimum thickness of the base course material is 6 inches. The minimum base course thickness may be reduced to 4 inches (102 mm) by increasing the minimum asphalt thickness by 1 inch (25.4 mm). Place base course material in accordance with the appropriate standard from AC 150/5370 -10 or in accordance with the applicable State Highway standard. Additional consideration should be given to frost heave susceptibility of the material when used in frost - susceptible zones. d. Subbase Course Materials. Subbase course material must provide a minimum CBR value of 20. Materials produced by State Highway standards are acceptable provided the minimum CBR value is obtained. Place subbase course material in accordance with AC 150/5370 -10, Item P -154, or in accordance with the applicable State Highway standard. Additional consideration should be given to frost heave susceptibility of the material when used in frost susceptible zones. The minimum recommended thickness is 4 inches (102 mm). See paragraph 707 below. e. Subgrade Materials. Preparation of subgrade materials should be in accordance with AC 150/5370 -10, Item P -152. 707. EMERGENCY AND MAINTENANCE VEHICLE CONSIDERATIONS. In most cases, the pavement design selected by the shoulder design procedure should provide sufficient strength for unlimited operations of maintenance and emergency vehicles. If high operations of these vehicles are anticipated, the shoulder design should be verified for all anticipated service other than airplane usage. 708. AREAS SUSCEPTIBLE TO FROST HEAVE. In areas prone to frost heave, it may be necessary to increase the thickness of the shoulder pavement to avoid differential frost heave. Additional thickness of the pavement beyond that necessary for structural design may be achieved with any material suitable for pavement construction. The material should possess a CBR value higher than the subgrade and have non -frost susceptible properties. Place the additional layer immediately on the subgrade surface below all base and subbase layers. The FAA recommends limited subgrade frost protection in accordance with paragraph 307a(2). .I Packet Page -784- 6/11/2013 14.A.3. ;V'4:� Airports Division Revised 07 -31 -2012 Region Re i FAA Central � orb �. 4. "ti kr�TF�;i Unpaved (Turf) Runways Criteria There are no references in Advisory Circular 150/5300 -13, Airport Design that are for specifically for turf runways. That doesn't mean there isn't any design criteria. History In the early years of aviation, all airplanes operated from relatively unimproved airfields. As aviation developed, the alignment of takeoff and landing paths centered on a well defined area known as landing strip. The requirements of more advanced aircraft necessitated improving or paving the center portion of the landing strip. The term landing strip was retained to describe the surrounding graded area upon which the runway or improved surface was constructed. The primary role of the landing strip was retained to describe the graded area surrounding the runway. The area had to be capable of, under normal conditions, of supporting airplanes without causing structural damage to the aircraft or injury to its occupants. The designation of this area was later changed to "runway safety area" to reflect its functional role. So in essence, we can speak of turf or unpaved runways, runway safety areas and landing strips in the same manner. Applicable Standards AC 150/5300 -13 Changes 1 Through 18, Airport Design Aircraft Category is a grouping of aircraft based on 1.3 times their stall speed in their landing configurations at their maximum certificated landing weight. Category A: Speed less than 91 knots Category B: Speed 91 knots or more but less than 121 }snots Category C: Speed 121 knots or more but less than 141 knots Category D: Speed 141 knots or more but less than 166 knots Category E: Speed 1606 knots or more Airplane Design Group (ADG). A grouping of aircraft based on wingspan or tail height. Where an airplane is in two categories, the most demanding category should be used. The categories are as follows: Group I: Tail Height <20 feet, Wingspan <49 feet. Group 11: T ail Height 20 to <30 feet, Wingspan 49 to <79 feet. Group Ili: Tail Height 30 to <45 feet, Wingspan 79 to <118 feet. Group IV: Tail Height 45 to <60 feet, Wingspan 118 to <171 feet. Group V: Tail Height 60 to <66 feet. Wingspan 171 to <214 feet. Group Vl: Tail Height 66 to <80 feet, Wingspan 214 to <262 feet. Note: Small airplane is an airplane of 12,500 pounds or less maximum certified takeoff weight. Packet Page -785- 6/11/2013 14.A.3. w` Airports Division Revised 07 -31 -2012 FAA Central Region AC 150/5300 -13 Changes 1 Through 18, Airport Design Table 3 -1, Runway Design Standards for Approach Category A & B Visual Runways • Runway length is determined by the type of aircraft. Because runway safety areas and unpaved runways by definition are the same, the same length is used to describe both. Runway length is determined using AC150/5325 -4, "Runway Length Requirements for Airport Design" • Again, because runway safety areas and unpaved runways are the same by definition, runway width corresponds to the runway safety area width. • Runway shoulder width, runway blast pad width and length do not apply to turf runways. • Obstacle free zone (OFZ). The OFZ length is the same as the length of the unpaved runway. Width is 400' for large airplanes. For small airplanes, width is 250' for airplanes with approach speeds of 50 knots or more and 120 feet for small airplanes with approach speeds of less than 50 knots. • Runway Object Free Area (ROFA) width is as shown on the table and runway object free area length is the same as the unpaved runway length. For aircraft approach categories A and B this dimension also defines the crop restriction line. AC 150/5300 -13 Changes 1 Through 18, Airport Design Table 2 -4. Runway Protection Zone (RPZ; Dimensions • RPZ dimensions correspond to a visual approach. • RPZ begins at the runway threshold and is trapezoidal in shape. It is 1000' long by 250' inner width by 450' outer width for small aircraft exclusively ( <12,500 pounds) and 1000' long by 500' inner width by 700' outer width for large aircraft category A & B. • The airport must own: the RPZ or have sufficient interest to keep it free of mcornpatible activities. Packet Page -786- 6/11/2013 14.A.3. Airports Division Revised 07-31-2012 FAA Central Region AC 150/5300-13 Changes 1 Through 18, Airport Design TURF RUNWAY GRADING CRITERIA CATEGORY A & B AIRCRAFT FIGURE 5-2, Transverse grade limitations for aircraft approach categories A & B • Maximum longitudinal grade is ±5%. • Maximum transverse grade is ±5%. Grading should be done such that water will not pond and will flow away from the runway. Grading should be done so that water will also not pond on the taxiway so that access to the runway is not limited. AC 15015370 -10E, Standards for Specifying Construction of Airports COMPACTION REQUIREMENTS • AA Specification P-152, Excavation and Embankment • Compaction requirements are dependent on soil type and wheel loading 114 CFR Part 77, Objects Affecting Navigable Airspace FAR PART 77 SURFACES • Establishes standards for determining obstructions to air navigation • Primary surface ends at the end of the unpaved runway and the 20:1 approach surface begins. Packet Page -787- Airports Division FAA Central Region DEFINITIONS 6/11/2013 14.A.3. Revised 07 -31 -2012 Runway. A defined rectangular surface on an airport prepared or suitable for the landing or takeoff of airplanes. (AC150/5300 -13) Runway Safety Area (RSA). A defined surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion from the runway. (AC150/5300 -13) Runway Object Free Area (ROFA). An area on the ground centered on a runway centerline provided to enhance the safety of aircraft operations by having the area free of objects, except for objects that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes. (AC150/5300 -13) Runway Protection Zone (RPZ). An area off the runway end to enhance the protection of people and property on the ground. (AC150/5300 -13) Obstacle Free Zone (OFZ). The OFZ is the airspace below 150 feet above the established airport elevation and along the runway and extended runway centerline that is required to be clear of all objects, except for frangible visual NAVAIDS that need to be located in the OFZ because of their function, in order to provide clearance protection for aircraft landing or taking off from the runway, and for missed approaches. (AC 150/5300 -13) OTHER RESOURCES Montana Department of Transportation - Brochures. Reports and Studies 'Airport Turf Building and Maintenance" "Airstrip Turf Development" ,va iable at: http://www.mdt.mt.gov/r)ublications/brochures.shtmi Packet Page -788- 1050-IOC PREVENTION, CONTROL, AND ABATEMENT OF FAA ENVIRONMENTAL POLLUTION September 13, 2004 DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION Distribution: A- WXY7--t; A -FoF -D (LTD) Initiated by: AEE -200 Packet Page -789- 9/13/04 FOREWORD 1050.10C Consistent with the Federal Aviation Administration's mission to be the national and international leader in aviation environmental issues, while fostering a safe, secure, and efficient aviation system, is the need for an effective process to prevent, control and abate FAA environmental pollution. This order responds to the need for an updated policy and procedures to comply with recent changes in pollution prevention environmental requirements and to reflect agency requirements in the "Greening the Government" Executive Orders. Specifically, this Order establishes agency -wide policy, roles, and responsibilities pertaining to the prevention, control, and abatement of environmental pollution at, or from, Federal Aviation Administration (FAA) - owned, - leased, - licensed, or - operated facilities. This order also discusses the liability of employees with regard to pollution control statutes. Each office may supplement this broad coverage with guidelines, instructions, or protocol specific to its needs in a manner that is consistent with this Order. As pollution prevention requirements are evolving and dynamic, this Order cannot remain static. Recognizing that program improvement is a vital element in the program's effectiveness and responsiveness to FAA personnel, users have the opportunity to offer suggestions to update and improve this directive through the use of FAA Form 1324 -19, Directives Feedback Infon-nation. . X2%•1 �. �--- t Marion C. Blakey Administrator f, Page i (and ii) Packet Page -790- 1050. 1 OC 9/13/04 1. PURPOSE. This order establishes agency wide policy, roles, and responsibilities pertaining to the prevention, control, and abatement of environmental pollution at, or from, Federal Aviation Administration (FAA) - owned, - leased, - licensed, or - operated facilities. This order also discusses the liability of employees with regard to pollution control statutes and establishes policy to implement DOT M 5640.ID, Environmental and Natural Resources Program Manual. 2. SCOPE, This order covers activities generating environmental pollution. The order establishes the policies and defines the roles and responsibilities about preventing, controlling, and abating FAA environmental pollution. (See Appendix A for a list of directives, FAA orders, policy and guidance.) 3. DISTRIBUTION. This order is distributed to all heads of offices and services, regions and centers with limited distribution to all field offices and facility employees. 4. CANCELLATION. This order cancels Order 1050, 1013, Prevention, Control, Abatement of Environmental Pollution at FAA Facilities, dated September 16, 1991. 5. BACKGROUND. In 1978, the President signed the first of many Executive Orders (E.O.) directing Federal agencies to comply with all applicable pollution control standards. This order is issued under the environmental pollution and reporting requirements authority set forth in those Executive Orders (see list in Appendix B) and DOT M 5640.1D. 6. EXPLANATION OF CHANGES. This revision: a. Clarifies the roles and responsibilities of headquarters environmental policy and oversight and headquarters implementation organizations to reflect current organizational operations. b. Clarifies and identifies FAA LOBS at the headquarters and Region/Center levels subject to this order. c. Updates environmental requirements and responsibilities of FAA employees. 7. RELATED DOCUMENTS. Documents referenced or related to this order are listed in the Appendices. 8. DEFINITIONS. a. Activities are actions of FAA employees with regard to their duties at FAA- owned, - leased, - licensed, or - operated facilities. As defined in this order, 'activities' do not include routing, rerouting, or any related movement of air traffic. 1 -1 Packet Page -791- 1050.100 9/13/04 b. Applicable Pollution Control Statutes are the same substantive, procedural, and other requirements, unless specifically exempted, that would apply to any person or entities also subject to those requirements. See Appendix C for a list. c. Employees, as defined by this order, include FAA personnel. Similarly, contractors working on behalf of FAA must comply with applicable pollution control statutes. d. Environmental Auditing is a systematic, documented, periodic, and objective review of facility operations and practices to identify existing or potential environmental pollution problems. e. Environmental Pollution Incident means an incident or set of circumstances during or as a consequence of which there is, has been or is likely to be a leak, spill, emission or other escape of a substance, as a result of which pollution has occurred, is occurring or is likely to occur. It includes an incident or set of circumstances in which waste has been placed or disposed of on premises unlawfully, but it does not include an incident or set of circumstances involving only the emission of any noise. L Facility means equipment, buildings, installations, structures, land, public works, aircraft, vessels, and other vehicles and property owned, constructed., leased, or operated by or for the FAA, including. FAA aircraft. g. Indian Trine means any Indian Tribe, band, nation, or community recognized by the Secretary of the Interior and exercising substantial governmental duties and powers. "Tribe" refers to the recognized tribal government and tribal members (as determined by each tribe) of any tribe, band, nation, Pueblo, or other organized group or community, including any Alaska Native Village (as defined in, or established under the Alaska Native Claims Settlement Act (42. U.S.C, Section 1601 et seq.]). Under the Federally Recognized Indian Tribe List Act (P.L. 103 - 454, 25 U.S.C. Section 479a- 1), the Department of the Interior annually publishes a list of federally recognized tribes in the Federal Register. The term "tribe" may also refer to State recognized tribes under specific authorities for certain DOT programs, especially related to surface transportation that may be associated with a particular FAA project. h. National Response Center (NRC) is the operational and communications center for the 14 member agencies of the National Response Team. The NRC provides the initial step in the Federal response. The NRC operates a national 24 -hour hotline for emergency and potential emergencies, whether natural or human- induced. The hotline number is 1- 800 - 424 -8802. i. Person means an individual, association, partnership, corporation, municipality, State, Tribal State, or Federal agency, or an agent, contractor or employee of one of those entities. j. Pollution is the presence of man -made or man- induced matter or energy whose nature, location, or quantity produces, or could produce, undesired effects on the earth or its Inhabitants, including the air, water, soil, plant life, animal life, or human life. 1.2 Packet Page -792- 1 050.1 OC 9/13144 k. Recycling is separating and processing waste for reuse, new use or function into useful materials. 1. Resources are funding, material, and human factors (including training). m. State, Interstate, and Local Agencies are agencies designated by the Governor of a State; established by two or more States; authorized by a city, county, or local government; or established by two or more counties or municipalities located in the same State or in different States. These agencies have responsibilities, powers, or duties to develop and enforce laws or ordinances pertaining to the prevention, control, and abatement of environmental pollution and which can supersede Federal lavers. 9. POLICY. a. Protection of the environment and the public are responsibilities of paramount concern and importance to FAA. All our activities must recognize and reflect this concern and public trust. We must comply with all Federal, State, Tribal State, interstate, and local environmental regulations and pollution control statutes, unless specifically exempted, in the same manner and to the same degree as any other person or entity also subject to those requirements. All FAA operations, field organizations, and programs must consistently work to meet environmental obligations. Fines can be levied for non - compliance with federal and state requirements. b. The FAA is committed to sound environmental management in all of its programs and at all of its facilities. Sound environmental management will help identify and correct present and past environmental problems and prevent future ones. c. Under Federal, State, Tribal State, and local guidelines and regulations, source reduction ofwastes and recycling must be implemented in FA-A facilities. d. As new environmental requirements emerge, specialized orders or Acquisition Management System policy or guidance changes will be written with regard to specific, relevant environmental pollution control statutes or regulations. Sustainable design principles and other environmental factors will be a significant consideration in siting, designing and constructing facilities. This will include life -cycle analysis and costs and environmental impacts of the program. e. When the FAA is officially notified that we are in violation of an applicable pollution control statute or regulations, we must promptly consult with the regulatory entity and initiate developing a plan to bring the facility into compliance as soon as possible. L Associate and Assistant Administrators will work with regions and centers to institute environmental auditing programs for facilities. These auditing programs will ensure facilities are adequately monitoring, achieving, and maintaining environmental compliance. 1 -3 Packet Page -793- 1 050. l 0C 9/13/04 g. The FAA will incorporate the use of energy efficient techniques and technology, and the use of recycled content and biobased products to eliminate, reduce or limit the impact of FAA operations on the environment. 14. REPORTING REQUIREMENTS. All offices identified by their Associate /Assistant Administrator as having environmental responsibilities will provide appropriate environmental information to AEE to meet Congressional Inquiries, and FAA, Department of Transportation (DOT), Environmental Protection Agency (EPA), and other statutory pollution control reporting requirements. The Assistant Administrator for Aviation Policy, Planning and Environment (AEP) /Office of Environment and Energy (AEE) will issue a call for data specifying the information required and the schedule for submitting it. This includes, but is not limited to: a. Annual Facilities Environmental Program Activities Report, as required by DOT M 5640.1 D. The FAA should submit this report to DOT by March 31of each year. The report should contain information from the previous calendar year, including: (1) A brief summary of major environmental accomplishments. (3) A copy of environmental directives and manuals issued by headquarters to the field organizations. (3) A copy of results of surveys and/or environmental audits performed by headquarters. (4) A regional facilities environmental program organization - -a list of the headquarters and regional environmental personnel showing position titles and employees' names. (5) A brief description of Regional/Center or headquarters planned training, workshops, seminars, environmental audits, and/or surveys. (6) Department of interior reporting requirements on the expenditures for the conservation of endangered and threatened species as required by the Endangered Species Act of 197' ). Also, the Report to Congress on Federal archeological activities as required by the Archeological and Historic Preservation Act of 1974 and Archeological Resources Protection Act of 1979. b. Environmental Management Report, as required by E.O. 13148. It will be developed to help evaluate FAA's progress to -,yards implementing E.O. 13148. The report should contain information from the previous calendar year, including progress in: (1) Phasing out ozone depleting substances (ODS). (2) Implementing Environmental Management Systems. (3) Demonstrating toxic chemical release reduction, toxic chemical use reduction, and emergency planning and reporting responsibilities. 1 -4 Packet Page -794- 1050.1 OC 9/13104 (4) Implementing environmentally beneficial landscaping practices. (5) implementing the other Greening the Government Executive Orders: 13101, 13123,. and 13149. c. Environmental Training, Requirements, as required by E.O.13148 and DOT M 5640.1 D. To assess progress in this area, each region and center will provide AEE with a fiscal year summary of their Environmental Training Plan. The summary should include the following: (1) Training goals for past, current, and following fiscal years. (2) Achievements for the past and current fiscal years. (3) Categorized listing of training needs for the current and following fiscal years, including numbers of personnel to be trained in each category. (4) Explanation of any shortcoming and its associated corrective action. 11. POLLUTION CONTROL STATUTES. a. All FAA facilities will be designed, constructed, managed, operated, maintained and decommissioned to conform with applicable pollution control statutes. In addition to the CIea.n Air Act and Clean hater Act, there are a number of other statutes, including, but not limited to, those listed in Appendix C. b. Some of these pollution control statutes permit the EPA to delegate implementation responsibility and regulatory authority to a State or Tribal Government if the State or Tribal regulations are equal to or more stringent than the Federal regulations. As a result, there are a number of local regulations which Federal facility employees must have knowledge of to ensure compliance. 12. RESPONSIBILITIES. a. All FAA Personnel will: (1) Notify supervisors of environmental pollution incidents or situations, which they believe to be in noncompliance. The person in charge of the facility or his or her designated representative must notify the National Response Center or other appropriate authority immediately when a noncompliance situation, including reportable releases, warrants it. (2) Request of their supervisors, as appropriate, the necessary resources to comply with applicable pollution control requirements. (3) Document compliance efforts appropriately. 1 -5 Packet Page -795- 1050. l OC 9113104 b. Associate and Assistant Administrators will: (1) Notify their organizations under direct line authority of the environmental requirements with which they must comply. (2) Ensure sufficient funds and resources for compliance with applicable pollution control statutes are requested in the agency budget. (3) Direct funds appropriated and apportioned for the prevention, control, and abatement of environmental pollution and ensure funds are not used for any other purpose. (4) Ensure their offices prevent, control, and abate environmental pollution at, or from, FAA - owned, - leased, - licensed, or - operated facilities. (5) Manage the construction or operation of facilities outside the United States in order to comply with the more stringent environmental pollution control requirements of general applicability of either the U.S. or the host country of jurisdiction. (6) Advise, oversee, and, as appropriate, assist their field counterparts to maintain compliance with this order. (7) Establish and implement environmental compliance training specific to the services and offices under their direction so that all personnel involved in environmental compliance activities receive appropriate training. e. Regional Administrators will: (1) Designate an official contact on request for selected environmental matters, for example, regional recycling coordinators. (2) Cooperate with the EPA, State, Tribal State, interstate, and local agencies in preventing, controlling and abating environmental pollution, as required. d. Center Directors and Regional Airways Facilities Division Managers will: (1) Designate an official contact (Center or Regional Environmental Coordinator) for matters relating to facility environmental pollution control. (2) Interact with the EPA, State, Tribal State, interstate, and local agencies in preventing, controlling and abating environmental pollution, as required. (3) Ensure that all facilities under their jurisdiction are covered by a program that ensures compliance with Executive Orders including "Greening the Government" Executive Orders. ( "Greening" is the commitment of the Federal Government to protect the environment 1 -6 Packet Page -796- 1050.1 OC 9/13/04 through energy efficiency, recycling, pollution prevention, and affirmative procurement.) This program should include environmental audits and/or surveys of facilities to identify existing or potential pollution problems; plans for correcting problems, including budgeting for the necessary resources; and appropriate training of employees. (4) Provide AEE with information on each notice of violation, associated compliance agreement, administrative order, consent order, or equivalent document (regarding environmental pollution at, or from, an FAA facility) issued by a Federal, State, Tribal State, or interstate agency within 30 days of receiving the document. e. The Office of Budget (ABA) will: (1) Set forth, in the annual budget submission, estimates of funds necessary to comply with this order. (2) Serve as the central liaison point in the agency for annual budgetary estimates or programmatic matters requiring coordination with or submission to the Office of the Secretary of Transportation (OST), OMB, or Congressional Committees and for integrating environmental funding requirements with other requirements of the agency. L The Office of the Chief Counsel (AGC) will: (1) Provide legal advice to the Administrator and agency employees on pollution prevention, control, and abatement. The Environmental Law Branch (AGC -520) is responsible for providing counsel and assistance to AEE and other headquarters staff. The Regional and Center Counsel are responsible for providing counsel and assistance to regional and center employees. (2) Advise agency employees in negotiating compliance agreements, when appropriate. g. Air Traffic Services (ATO -W), Airport Planning and Programming (APP), Commercial Space Transportation (AST), Acquisition (ASU), Terminal Business Service (ATB), NAS Operations Program (AOP), NAS Operational Support (AOS) and Communications, Navigation and Surveillance Systems (AND) will, as indicated: (1) Implement the pollution prevention environmental program in accordance with this order. (All) (2) Obtain and allocate funds required for effective implementation and management of the pollution prevention environmental program and the directives that are produced. (All) (All) (3) Budget for all FAA required pollution prevention environmental program funding. 1 -7 Packet Page -797- 1050. I OC 9/13/04 (4) Develop operational plans and directives as required to implement the FAA facility environmental program. (ATO -W) (5) Prioritize and implement facility environmental training requirements. (ATO -W) (6) Ensure environmental considerations are included in the Life Cycle Management Process including real property (Acquisition Management System). (ASU) (7) Ensure appropriate environmental guidance is included in all technical and maintenance requirements, orders, plans, and programs. (All) (8) Consult on facility environmental implementation matters as needed with all headquarters, regional and center personnel. (ATO -W) (9) Provide to headquarters management, as needed, reports of progress, potential problems, and trends in facility environmental programs. (ATO -W) (10) Provide to AEE, upon request, data and reports that demonstrate compliance with environmental statues, regulations and orders. (All) h. The Office of Environment and Energy (AEE) will: (1) Develop policies, programs, procedures, and standards on agency -wide environmental compliance within the framework of applicable environmental taws, regulations, E.O.s and standards. Notify the LOBS of those agency -wide requirements. (2) Evaluate the effectiveness of FAA environmental policies and the directives produced by other organizations to implement the policies, and provide findings in written reports to the Office of the Administrator. (3) Serve as the focal point within FAA for guidance relating to FAA environmental management systems, environmental compliance policies, and environmental risk management issues. (4) Interpret applicable environmental standards and regulations, and develop (or participate in developing) new or revised FAA orders and AMS language, when appropriate. (5) Conduct programmatic oversight evaluations of the facility environmental program throughout the agency. (6) Evaluate the effectiveness of facility environmental training program(s). (7) Serve as liaison between the FAA and DOT, the EPA, Office of the Federal Environmental Executive, Tribal States, the States and other regulatory or advisory agencies on national environmental program matters and policies. 1 -8 Packet Page -798- 1050. l 0C 9113/04 (8) Serve as chair of the headquarters Environmental Network. 13. PERSONAL LIABILITY WITH REGARD TO POLLUTION PREVENTION LAWS. a. Under current laws, evidence that an employee had knowledge of a violation and took no corrective action may warrant a criminal prosecution of the employee. Statutes which authorize criminal fines and imprisonment for "knowing" violations include the Clean Air Act, the Clean Water Act, the Comprehensive Environmental Response, Compensation, and Liability Act, the Resource Conservation and Recovery Act, the Toxic Substances Control Act, and the Safe Drinking Water Act. In addition, some environmental statutes authorize criminal sanctions for "negligent" violations, including the Clean Air Act and the Clean Water Act. (Note: FAA and the U.S. Department of Justice may not provide employees legal advice or representation when employees are sued in their individual capacity in criminal actions). b. Under current laws, managers may similarly face criminal sanctions if the manager knowingly acquiesces in a violation by a lower level employee and fails to take steps to correct a situation or to make sure that it is not repeated. In addition, managers may also face criminal sanctions for negligent violations of environmental statutes such as the Clean Air Act or the Clean Water Act. c. The Regional and Center Counsels are the consultative source for regional and center employees and the Assistant Chief Counsel for the Airports & Environmental Law Division is the consultative source for headquarters employees seeking to understand Federal, State, Tribal, and local environmental laws and regulations. d. Employees should request the necessary resources to comply with the law. E.O. 12088 and E.O. 13148 direct Federal agencies to ensure that sufficient funds for compliance with applicable pollution control standards are requested in the agency budget. e. An employee's liability maybe reduced if the employee promptly reports noncompliance to a supervisor and/or to the appropriate EPA, State, or Tribal State officials. An employee should document his or her efforts at compliance. 14. REt`IEW OF FAA DIRECTIVES. All FAA directives that may have national or headquarters environmental consequences will be reviewed by AEE before they are implemented. 1 9 Packet Page -799- l050.l0C APPENDIX A. APPLICABLE DIRECTINTS The following directives, or their successors, apply: 9/13/04 Manual DOT 5640.1D, Environmental and Natural Resources Program Manual, dated September 12, 1996. DOT Strategic Plan to Implement E.O. 13101, dated June, 2000. FAA Order 1050.I D, Policies and Procedures for Considering Environmental Impacts, dated December 5. 1986. As amended. FAA Order 1050.12, Application of Nonrestricted and Restricted -Use Pesticides, dated April 28, 1978, FAA Order 1050,14A, Polychlorinated Biphenyls (PCB) in the National Airspace System, dated June 20. 1991. FAA Order 1050.15A, Fuel Storage Tanks at FAA Facilities, dated April 30, 1997. FAA Order 1050.16, Implementation Guidelines for Compliance with Underground Storage Tanks (UST) Regulations, dated March 16, 1989. FAA Order 1050.17, Airway Facilities Environmental and Safety Compliance Program dated, January 5, 1994 FAA Order 1050.18 Chlorofluorocarbons and Halon Use at FAA Facilities, dated April 25, 1994. FAA Order 1050.19 Environmental Due Diligence Audits in the Conduct of FAA Real Property Transactions, dated August 8, 1994. FAA Order 105020A Airway Facilities Asbestos Control Program, dated October 12, 2001. FAA Order 1054.1 Environmental Network FAA Order 5050.4A Airport Environmental Handbook, dated October 8, 1985. FAA Order 5100.3 SA, Change 1, Airport Improvement Program (AIP), dated December 1, 2001. FAA Administrator's Policy Statement on Pollution Prevention, dated June, 2000 FAA Acquisition Management System A -1 Packet Page -800- 1050.1 OC APPENDIX B. EXECUTIVE ORDERS 9/13/04 Citation Title E.O. 11472 Establishing the Environmental Quality Council and the Citizens' Advisory Committee on Environmental Quality E.O. 11514 Protection and Enhancement of Environmental Quality E.O. 11991 (Amended 11514) E.O. 11593 Protection and Enhancement of the Cultural Environment E.O. 11644 Use of Off-Road Vehicles on the Public Lands (Source: DENIX) E.O. 12608 (Amended E.O. 11738 Providing for Administration of CAA and the Federal Water Pollution Control Act with Respect to Federal Grants or Loans E.O. 11742 Delegating to the Secretary of State Certain Functions Under the Federal Water Pollution Control Act with Respect to Negotiation of International Agreements E.O. 11988 Floodplain Management E.O. 12148 (Amended 11988) E.O. 11990 Protection of Wetlands E.O. 12608 (Amended 11990) E.O. 12088 Federal Compliance with Pollution Control Standards Superfund Implementation E.O.12580 (Amended Implementation of Section 311 of the Federal Water Pollution 12088) Control Act of 10/ 18/72, as amended, and the Oil Pollution Act of E.O. 12777 (Amended 1990 125 80) E.O. 13016 (Amended 12088) E.O. 13148 (Revoked in _j 2088) -part E.O. 12114 Environmental Effects Abroad of Major Federal Actions E.O. 12146 Management of Federal Legal Resources E.Q. 12148 Federal Emergency Management E.O. 12196 OSHA for Federal Employees MO Packet Page -801- 1050.10C 9/13/04 Citation Title E.O. 12372 Intergovernmental Review of Federal Programs E.O. 12416 (Amended 12372) E.O. 12844 Federal Use of Alternative Fueled Vehicles Federal Alternative Fueled Vehicle Leadership E.Q. 12974 (Revoked in art 12844) E.O. 12852 President's Council on Sustainable Development E.O. 12866 Regulatory Planning and Review E.O. 12898 Federal Actions to Address Environmental Justice in Minority Populations and Low- income Populations E.Q. 12906 Coordinating Geographic Data Acquisition and Access: The National Spatial Data Infrastructure E.O. 12915 Federal Implementation of the North American Agreement on Environmental Cooperation E.O. 12916 Implementation of the Border Environment Cooperation Commission and the North American Development Bank (Source: DENIX) E.O. 12962 Recreational Fisheries E.O. 12996 National Wildlife Refuse System E.O. 13006 Locating Federal Facilities on Historic Properties in our Nation's Central Cities E.Q. 13007 Indian Sacred Sites/Native American Related Practices E.O. 13010 Critical Infrastructure Protection E.Q. 13041 (Amends 13010) E.O. 13138 (Revoked in art 13010) E.O. 1301.1 Federal Information Technology E.Q. 13021 Tribal Colleges and Universities B -2 Packet Page -802- 1050.100 9/13/04 Citation Title E.O. 13045 Protection of Children From Environmental Health Risks and Safety Risks E.O. 13061 Federal Support of Community Efforts Along American Heritage Rivers E.O. 13080 E.O. 13084 American Heritage Rivers Initiative Advisory Committee Consultation and Coordination with Indian Tribal Governments E.O. 13101 Greening the Government Through Waste Prevention, Recycling, and Federal Acquisition E.O. 13123 Greening the Government Through Efficient Energy Management E.O. 13132 Federalism E.O. 13138 Continuance of Certain Federal Advisory Committees E.O. 13148 Greening the Government Through Leadership in Environmental Management E.O. 131.49 Greening the Government Through Federal Fleet and Transportation Efficiency B -3 Packet Page -803- 1050.100 APPENDIX C POLLUTION CONTROL STATUTES. 9/13/04 All FAA facilities will be designed, constructed, managed, operated, and maintained so as to conform with the applicable pollution control statutes, including, but not limited to, the following. (Refer to bttp://www.er)a.9-ov/epalionie/`IaNNs.htm for updates.) 1. AEA Atomic Energy Act 42 U.S.C. Sections 2014, 2021, 2022, 2111, 2113, 2114 2. CAA Clean Air Act 42 U.S.C. Section 7401 et seq. 3. CERCLA Comprehensive Environmental Response, Compensation, and Liability Act 42 U.S.C. Section 9601 et seq. 4. CWA Clean Water Act (See the Federal Water Pollution Control Act) 5. EPCRA Emergency Planning Community Right -To -Know Act 42 U.S.C. Section 11001 et seq. 6. ESA Endangered Species Act 16 U.S.C. Section 1531 et seq. 7. FIFRA Federal insecticide, Fungicide & Rodenticide Act 7 U.S.C. Section 136 et seq. 8. FLPMA Federal Land Policy and Management Act 43 U.S.C. Section I701 et seq. 9. FWPCA Federal Water Pollution Control Act 33 U.S.C. Section 1251 et seq. 1.0. HMTA Hazardous Materials Transportation Act 49 U.S.C. Section 1801 et seq. 11. LBPERA Lead -Based Paint Exposure Reduction Act 42 U.S.C. Section 2681 et seq. 12. NCA Noise Control Act 42 U.S.C. Section 4901 et seq. 13. NEPA National. Environmental Policy Act 42 U.S.C. Section 4321 er seq. C- 1 Packet Page -804- 1050.1 OC 9/13/04 14. NHPA National Historic Preservation Act 16 U.S.C. Section 470 et seq. 15. ARPA Archaeological Resources Protection Act 16 U.S.C. Section 470 16, NAPA Nuclear Waste Policy Act 42 U.S.C. Section 10101 et seq. 17. RCRA Resource Conservation and Recovery Act (See the Solid Waste Disposal Act) 18. SWDA Solid Waste Disposal Act 42 U.S.C. Section 6901 et seq. 19. TSCA Toxic Substances Control Act 15 U.S.C. Section 2601 et seq. (Pollution Control Act) 20. FWCA Fish and Wildlife Coordination Act 16 U.S.C. Section 661 et seq. 21. CZM Coastal Zone Management Act 16 U.S.C. 1455 et seq. 221. EPACT Energy Policy Act 42 U.S.C. 13211 -13219 et seq. C -2 Packet Page -805-