COMFAA 3.0 Beta

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Slide 1

COMFAA 3.0 Beta

Slide 2

Acknowledgments Gordon Hayhoe, Rodney Joel and Jeff Rapol, FAA. Ken DeBord and Mike Roginski, Boeing Commercial Airplane Co.

Slide 3

Outline Brief audit of ACN/PCN framework and ICAO definitions. FAA direction on PCN estimation. Draft AC 150/5335-5B and PC programs (COMFAA 3.0 and new bolster program). Adaptable illustration utilizing COMFAA 3.0. Inflexible case utilizing COMFAA 3.0 for a substantial center point air terminal. Utilizing COMFAA 3.0 extra components.

Slide 4

The ACN/PCN System - General Aircraft Classification Number (ACN) is indicated as a standard by ICAO in Annex 14 to the Convention on International Civil Aviation. Air ship producers are required to distribute legitimately registered ACN values for the greater part of their air ship. Asphalt Classification Number (PCN) methods are given in the ICAO Aerodrome Design Manual, Part 3, Pavements. The PCN methodology in the manual are for direction just and a lot of scope is given. Air terminal administrators are in charge of deciding and distributed PCN values for runways.

Slide 5

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

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ACN/PCN System - Definitions ACN – A number communicating the relative impact of a flying machine on an asphalt for a predetermined standard subgrade quality. PCN - A number communicating the bearing quality of an asphalt for unhindered operations. Along these lines, if a specific flying machine at a given weight has an ACN not exactly, or equivalent to, the PCN of a specific asphalt (ACN  PCN), then no confinements should be put on operation of that air ship on that asphalt. Extraordinary arrangements for over-burden assessment.

Slide 7

ACN Computation ACN is registered as the proportion of a processed (determined) single-wheel load to a reference single-wheel load. Adaptable: Based on the US Army Corps of Engineers ESWL CBR strategy for outline utilizing alpha elements received by ICAO October 2007. Thickness is figured for 10,000 inclusions. Unbending: PCA Westergaard inside anxiety strategy for outline. Thickness is registered for 10,000 inclusions. These are settled, standard methodology. Other plan systems or movement levels can't be substituted.

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Subgrade Strength for ACN Computation Flexible: The CBR of the subgrade soil. Inflexible: The k - esteem at the highest point of the support, including all subbase layers. It is not the same as the k - estimation of the subgrade soil.

Slide 9

PCN Reporting Format PCN qualities are accounted for in a coded arrange utilizing 5 sections isolated by "/" Sample 39/F/B/X/T Information incorporates: Numerical PCN Value (39 in this illustration) Pavement Type (F = Flexible, R = Rigid) Subgrade Strength Category (A, B, C or D) Allowable Tire Pressure (X  1.5 MPa = 218 psi) PCN Evaluation Method (U = Using, T = Technical)

Slide 10

Proposed Change to ICAO PCN Tire Pressure Limits (Flexible Only)

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PCN – Using Aircraft Method Find the ACN of the greater part of the air ship routinely utilizing the asphalt and pick the biggest ACN to be the PCN of the asphalt. Be that as it may, see page 3-27 of the ICAO manual: " Support of an especially overwhelming burden, however just once in a while, does not really build up a capacity to bolster comparable loads on a general redundant premise." Where is the line amongst "consistent" and over-burden operation?

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PCN – Technical Method The ICAO manual covers in detail an exceptionally wide scope of strategies, including: Any normal outline methodology grew particularly for airplane terminal asphalts however connected backward for asphalt assessment. Asphalt surface redirection measured under the heap from an agent air ship. Non-damaging test comes about with backcalculation. Takes into account outline and assessment methods not being used when the manual was composed.

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FAA Guidance on PCN Calculation The FAA is in charge of ensuring every single business airplane terminal in the U.S. furthermore, is the association by and large in charge of consenting to worldwide concurrences on flight. All around characterized techniques are subsequently required for deciding and distributed PCN values for runways at all business airplane terminals in the U.S.

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AC 150/5335-5A (2006) Standardized Method of Reporting Airport Pavement Strength – PCN Complete revise of AC 150/5335-5. Institutionalized the methods for processing and reporting PCN values for incorporation in the 5010 database. Air conditioning 150/5335-5A is situated in expansive part on the systems depicted in Boeing Report D6-82203 " Precise Methods for Estimating Pavement Classification Number ," 1998. D6-82203 is, thus, construct to a great extent with respect to proposals contained in the ICAO Aerodrome Design Manual.

Slide 15

Draft Advisory Circular 150/5335-5B AC 150/5335-5A, PCN, to be supplanted by AC 150/5335-5B. Draft AC was posted for input October 2009. Remark period has finished. Duplicate of draft AC is incorporated on the CD.

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AC 150/5335-5B STANDARDIZED METHOD OF REPORTING AIRPORT PAVEMENT STRENGTH - PCN The Pavement Classification Number (PCN) field has been added to FAA Form 5010 and information accumulation is in progress. Amid every airplane terminal examination, the air terminal proprietor will be requested that give runway PCN data. WHY? With arrival of AC 150/5320-6E, the "outline airplane" idea has been supplanted. This implies the Aircraft Gross Weight fields on the 5010 will never again be utilized to depict stack conveying limit of runways.

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AC 150/5335-5B … PCN Gross Weight information may move . The Master Record is required to be redesigned occasionally. PCN is currently obligatory and Gross Weight information will potentially be eliminated with time. PCN information ask for now some portion of all airplane terminal examinations

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Draft AC 150/5335-5B - Changes from AC 150/5335-5A The system for selecting the basic air ship has been generously amended. The methodology for figuring identical takeoffs has been supplanted by another technique in view of combined harm calculate (CDF). With the exception of acquiring the structure and flying machine properties, the strategy has been totally robotized in an updated variant of the PC program (COMFAA 3.0). A spreadsheet application has been produced to encourage deciding the assessment thickness.

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Draft AC 150/5335-5B The outline strategies suggested in the new AC are: CBR ESWL with the new alpha elements for adaptable asphalts. Edge push Westergaard as executed in AC 150/5320-6C and - 6D. The PCA focus stretch technique can likewise be chosen in COMFAA 3.0. These were chosen for in reverse similarity with set up strategies and similarity with the ACN calculation strategy.

Slide 20

New PCN Methodology The present system (- 5A) finds the basic airplane and afterward finds the ACN of that air ship at the greatest reasonable gross weight. That ACN is then the PCN. The new procedure is the same aside from that the ACN at most extreme reasonable gross weight is computed for the greater part of the airplane in the blend. The CDF method is utilized for proportionate inclusions. The biggest ACN esteem is then chosen as the PCN. There is a need to dispose of "infrequent or over-burden" air ship from the blend.

Slide 21

ACN-PCN – Technical Evaluation 7 Basic Steps to Determine Pavement Classification Number in AC 150/5335-6B: Identify asphalt elements and properties. Decide movement blend. Change over activity to proportional movement of "basic" air ship. Decide admissible working weight of basic plane. Decide ACN of basic plane at suitable weight. Rehash with every plane the basic plane. Report PCN.

Slide 22

AC 150/5335-5B Computer Programs COMFAA 3.0 Program Support Spreadsheet for COMFAA (Excel) Input Support: Flexible Layer Equivalency Worksheet Rigid Pavement k - Value Worksheet Output Support: Output Data Parsing Rigid and Flexible Chart Creation FAA Form 5010 Preparation

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COMFAA Support Spreadsheet Flexible Layer Equivalency The proportionate asphalt has three layers: 5 in. P-401, 8 in. P-209, P-154. The spreadsheet decides the most extreme thickness for the equal asphalt in view of the client characterized layer equivalency elements.

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COMFAA Support Spreadsheet Flexible Pavement Input ENTER (or affirm) layer equivalency variables. Allude to Table A2-1. ENTER all current asphalt layers beginning at the surface of the asphalt. ENTER the subgrade CBR esteem.

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PAVEMENT TO BE EVALUATED IN COMFAA Support Spreadsheet Flexible Pavement Output The spreadsheet decides and solidifies COMFAA programming input values and suggests three of five vital PCN codes. The spreadsheet upgrades the graphical representation of the current and identical asphalt.

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Using the COMFAA 3.0 Program

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COMFAA Input

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Aircraft Window – COMFAA Input

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Click "PCN Flexible Batch" Click "CBR" – Enter 9.0 in the exchange box. Enter the assessment thickness = 33.8 in. Principle Window - COMFAA Input

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Click "Subtle elements" to see the point by point yield. Message "Adaptable Computation Finished" COMFAA Output

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

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PCN in light of utilizing air ship ACN can be accounted for as 54. COMFAA produces a flying machine ACN table. CBR 9 demonstrates B subgrade assignment. COMFAA Output – Details (I)

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COMFAA Output – Details (II) COMFAA creates a table in view of the CDF technique. For every air ship, admissible gross weight and comparing PCN are recognized. CBR 9 demonstrates B subgrade assignment.

Slide 34

COMFAA Output – Details (III) CDF strategy recognizes (3) air ship that contribute significant basic harm in light of asphalt structure: 727-200, 747-400, and A300-B4. PCN in light of specialized CDF strategy can be accounted for as the most noteworthy PCN of these flying machine = 73.

Slide 35

Copy and glue information into COMFAA bolster spreadsheet. COMFAA Deta

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