NASA Scientific and Technical Aerospace Reports - The University ...

is a computer-based thickness design procedure for airport pavements. For rigid pavements and overlays, the procedure
combines a three-dimensional finite element analysis of the rigid pavement system with a performance/failure model based
on full-scale traffic tests. For flexible pavements, FAARFIELD uses the same structural response and failure models as
LEDFAA version 1.3. The updated rigid pavement failure model in FAARFIELD is based on full-scale tests results from the
National Airport Pavement Test Facility and a re-analysis of historical full-scale tests conducted by the U.S. Army Corps of
Engineers prior to the 1970s. The FAARFIELD design procedure is intended to supersede the pavement thickness design
curves in FAA Advisory Circular (AC) 150/5320-6D. The design curves are considered adequate for traffic mixes including
aircraft up to dual-tandem aircraft gears, including the Boeing 747, but cannot be used for newer models with more complex
gear geometries. Since it is desirable that rigid pavement thickness designs performed using FAARFIELD not deviate too
greatly from equivalent designs using the existing design charts when the design aircraft mix is restricted to the older models,
a calibration study was performed. Based on this study, a calibration factor equal to 1.12 was applied to FAARFIELD design
stresses to ensure that FAARFIELD rigid pavement design thicknesses are compatible with the earlier procedure for aircraft
traffic up to and including the B747. An additional analysis was performed comparing the calibrated FAARFIELD designs
with designs based on a modification of the AC 150/5320-6D design procedure using the FAA program COMFAA 2.0 to obtain
design thicknesses.
NTIS
Airports; Calibrating; Pavements; Thickness
20100017195 Streamline Consulting, LLC, Farmington, UT USA
Environmental Assessment: Proposed Seat and Canopy Staging Building, Hill Air Force Base, Utah
Klein, Randal; Winn, Kay; Mar 25, 2010; 54 pp.; In English; Original contains color illustrations
Report No.(s): AD-A516967; F42650-03-D-0007-0033; XC-75ABW/UT; No Copyright; Avail.: Defense Technical Information
Center (DTIC)
ONLINE: http://hdl.handle.net/100.2/ADA516967
Hill Air Force Base (AFB) proposes to provide an improved staging building in which seats and canopies from F-22
aircraft can be safely and efficiently stored while the aircraft are being repaired. The findings of this EA indicate that the
proposed action would not have significant adverse effects on the human environment or any of the environmental resources
as described in the EA. Therefore, it is concluded that a Finding of No Significant Impact is justified.
DTIC
Environment Effects; Buildings; Materials Handling; Environmental Monitoring
20100017353 Federal Aviation Administration, Washington, DC, USA
FAA Aerospace Forecast, Fiscal Years 2010-2030
January 2010; 106 pp.; In English
Report No.(s): PB2010-106670; No Copyright; Avail.: National Technical Information Service (NTIS)
This years forecast confirms what we already know: Aviation is a business subject to highly volatile and unpredictable
external influences. Whether it is the economy, the global political climate or environmental concerns, our industry is affected
at every level. The good news is that aviation has shown time and time again that it can adapt and meet those challenges while
continuing to provide safe, efficient transportation. This years forecast anticipates that these challenges will remain for at least
20 more years. But it also shows our confidence this industry will not only face these challenges head on, but will thrive.
Aviation has been especially hard hit by the turbulence that has rocked our economy. As the economy dipped, airline demand
fell sharply. Airlines have tightened their belts, passengers have modified their traveling habits, and our airports have had to
adapt. But, economic growth will return along with passengers and increasing operations. We expect to see changes in the
industry as it rebounds over the next several years, with international markets growing faster than domestic markets, and large
airports growing faster than smaller ones. We also expect the trend toward larger regional jets to continue while most of the
smaller regional jets will be retired from the fleet. For the remainder of 2010, we expect that last years trends will continue
before the industry turns the corner. But we do expect growth in the longer-term. For the short-term, we will continue to see
declines in both domestic and international capacity as carriers respond to the impacts of the economic downturn. The airlines
will continue to make adjustments to fleets and operations to match changing demand.
NTIS
Aerospace Systems; Economic Analysis; Forecasting
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