Documents and Downloads page
The following software programs, presentations and documents are available to the public. Software programs will be available for download as they become available. Beta releases are posted for testing and comments. The documents and presentations describe test item characteristics, test plans or analysis of the data collected at the NAPTF.
Please refer to the FAA's web site policy regarding liability of use.
This booklet outlined the serious contemporary issues facing airport pavement design in 1993 and proposed a vastly strengthened Federal Aviation Administration (FAA) Research and Development program for introducing modern design and evaluation procedures as well as related technologies of improved materials, maintenance, and management.
Research Directorate for Airport Technology, Airport Technology Branch
FAA PAVEAIR is a web-based airport pavement management system that provides users with historic and current information about airport pavement construction, maintenance and management. The program offers users a planning tool capable of modeling airport pavement surface degradation due to external effects such as traffic and the environment. The program can be used with other FAA pavement applications, such as BAKFAA and COMFAA, to give users input to determine repair scheduling and strategies. It has been developed for installation and use on a stand-alone personal computer, an intranet, and the internet. An implementation of the internet version of FAA PAVEAIR is hosted and supported on a server at the William J. Hughes Technical Center, near Atlantic City, N.J., and is accessible from the following FAA PAVEAIR website.
FAA PAVEAIR version 2.0, released June 1, 2012, has the improvements summarized below. Please visit the FAA PAVEAIR homepage View Change Log for a complete list of improvements.
The FAA will offer the second FAA PAVEAIR User’s Group meeting in conjunction with the National Association of State Aviation Officials (NASAO) annual conference to be held in Salt Lake City, UT on September 11 and 12, 2012. Please consult the FAA PAVEAIR and NASAO websites for dates, information, and registration. There is no cost to attend the FAA PAVEAIR User’s Group or workshop.
A complete listing of changes are available in FAA PAVEAIR Change Log.
FAA PAVEAIR Setup and
PAVEAIR instructional guide
Instructor Demonstrations - April 2013.docx
How to format and create graphs of exported data in Microsoft Excel
FAA PAVEAIR Workshop
COMFAA 3.0 accompanies the Advisory Circular AC 150/5335-5B, “Standardized Method of Reporting Airport Pavement Strength – PCN,” and the COMFAA3_Support8-26-11A.xls spreadsheet. The new program differs from COMFAA 2.0 in that external file manipulation is fully supported and the procedure for computing flexible and rigid pavement PCNs, as described in AC 150/5335-5B, is fully automated, requiring only that the aircraft mix, pavement strength, and pavement thickness be entered. See the advisory circular for more information on using COMFAA 3.0. A340-500/600 aircraft are not yet included in the internal aircraft library. They will be included when definitive belly gear load characteristics are provided to the FAA. In the mean time, please consult the Airbus airport planning manual to obtain ACN values or gear dimensions and loading. This posting was made on August 26, 2011.
ZIP format, 3.62 MB
Note for users of 64-bit versions of Windows Vista and Windows 7.0: Version 1.305 is compatible with Windows 7.0 and the 32- and 64-bit versions of Windows Vista. Previous versions of FAARFIELD (up to 1.302) were not compatible with 64-bit operating systems. Users of these operating systems should uninstall previous versions of FAARFIELD and install version 1.305. Note: This will not affect existing FAARFIELD job files.
FEAFAA 2.0 - 3D Finite Element Analysis of Rigid Airport Pavements
FEAFAA (Finite Element Analysis - FAA) was developed by the FAA Airport Technology R&D Branch as a stand-alone tool for 3D finite element analysis of multiple-slab rigid airport pavements and overlays. It is useful for computing accurate responses (stresses, strains and deflections) of rigid pavement structures to individual aircraft landing gear loads. FEAFAA is not intended for use as an FAA design procedure. For performing pavement thickness designs in conformance with FAA standards, please download FAARFIELD 1.305. FEAFAA README
FEAFAA makes use of the 3D finite element programs (NIKE3D and INGRID) originally developed by the U.S. Dept. of Energy Lawrence Livermore National Laboratory (LLNL). These programs have been modified by the FAA for pavement analysis and are distributed according to terms of a Software Agreement between the FAA and LLNL.
Note: Minimum requirements to run FEAFAA 2.0 are Windows XP or higher with 512MB of RAM. However, it is recommended that you have Windows 7 or higher with 4.0 GB of RAM for best performance. FEAFAA 2.0 is compiled to run on 32-bit or 64-bit operating systems.
For further information, please contact Dr. David R. Brill
ZIP format, 3.4 MB
LEDFAA 1.3 Computer Program for Airport Pavement Design (Readme).
Note: Advisory Circular AC 150/5320-6E Airport Pavement Design and
Evaluation was issued September 30, 2009, and cancels AC 150/5320-6D. With
this change, FAARFIELD is now the standard thickness design software for FAA
designs. Although it is not the current design standard, the FAA continues to
make LEDFAA 1.3 available for reference. For FAA standard thickness design,
COMFAA is a program for computing flexible and rigid Aircraft Classification Numbers (ACNs) and pavement thickness. The program runs under Windows 2000, XP, and higher. The program is used for pavement thickness design in the procedure required for PCN determination by the technical evaluation method, as described in FAA Advisory Circular 150/5335-5A "Standardized Method of Reporting Airport Pavement Strength - PCN." The program now has an option to select the new ICAO alpha factors for flexible pavements. A340-500/600 aircraft are not yet included in the internal aircraft library. They will be included when definitive belly gear load characteristics are provided to the FAA. In the mean time, please consult the Airbus airport planning manual to obtain ACN values or gear dimensions and loading. This posting was made on February 1, 2008. COMFAA README
For further information, please contact Dr. Brill
BAKFAA version 2.0 update - 04/01/2013
1. Designed as a .Net application
2. Ability to process a file in a Batch Mode
3. Ability to switch application interface between English and Metric Units System
4. Extended list of possible file formats
6. Joint Transfer Efficiency Feature
Source Code and Installation files
BAKFAA version 2.0, released May 2012, has the improvements summarized in the
table below. This new version will be released as a beta version for twelve
months. The FAA welcomes any comments, questions, or suggestions during this
time. Please forward any queries to: email@example.com BACKFAA has been
upgraded from VB6 to VB.NET 2010 as a stand-alone PC application. Reporting of
the results from the backcalculation and pavement response functions has been
improved by modifying the user interface. The conversion of LEAF in BAKFAA to
VB.NET has been made fully compatible with the implementation of LEAF in
BAKFAA 2.0 download
with LEAF, is a software program for backcalculation of FWD data and computation
of airport pavement load responses by layered elastic analysis. After
downloading and unzipping the files, the setup file should be run to install the
program on your computer.
April 16, 2004: BAKFAA modified to read AASHTO Pavement Deflection Data Exchange 1.0 (PDDX) files.
September 2, 2005: BAKFAA modified to read Dynatest files which have numbers in a row with no delimiting spaces between the numbers.
January 3, 2006: BAKFAA tab order modified for more convenient manual data entry.
March 18, 2008: Modified the PDDX and R80 FWD file read subroutines.
This program is furnished by the Government and is accepted and used by the recipient with the express understanding that the United States Government makes no warranties, expressed or implied, concerning the accuracy, completeness, reliability, usability, or suitability of any particular purpose of the information or the data contained in this program or furnished in connection therewith, and the United States Government shall be under no liability whatsoever to any person by reason of any use thereof. This program belongs to the government. Therefore, the recipient further agrees not to assert any proprietary rights therein or to represent this program to anyone as other than a government program.
The backcalculation software program is compressed in a Zip format. You can download a free evaluation copy of WinZip by clicking on the following image.
For further information, please contact Albert Larkin
The following Power Point program reflects the status of the National Airport Pavement Test Facility Construction Cycle 2.
Presentations and documents for the FAARFIELD workshop held at the IQPC conference in Singapore, October 7, 2008.
PAVEAIR presentation from the IQPC conference in Singapore, October 8, 2008.
Factor Determination for 6-Wheel Gears
The following Power Point program was presented to:
The following Power Point program was presented to:
"Permanent Deformation Behavior of Granular Layers Tested at National Airport Pavement Test Facility"
Authors: Gordon F. Hayhoe, Navneet Garg
This document describes the material properties and characteristics of the pavement test items at the National Airport Pavement Test Facility. The following compressed file (in .ZIP format) may also be downloaded to accompany the above document.
in ZIP format.
This document is a critical review of three recent reports detailing research on the appropriate level of design gyrations to use when preparing hot mix asphalt (HMA) mix designs for airfield pavements using the gyratory compactor. Research performed at the U.S. Army Corp of Engineers Engineering Research and Development Center (ERDC) recommended using 70 gyrations when designing HMA for airfield pavements using the gyratory compactor. The results from research using a similar approach, sponsored by the Federal Aviation Administration (FAA) and performed by SRA International, Inc. (SRA) and several other contractors, concurred that 70 gyrations was an appropriate compaction level. This research also found that HMA designed using 75-blow Marshall compaction and 70 gyrations exhibited similar levels of rut resistance and fatigue resistance when evaluated in laboratory tests. A third study, Airfield Asphalt Pavement Technology Program (AAPTP) Project 04-03, also examined the issue of using gyratory compaction to design HMA for airfield pavements. In this project, it was recommended that design gyrations should increase with increasing tire pressure. For example, the AAPTP 04-03 report recommended that, for HMA subject to aircraft tire pressures in excess of 200 lb/in2, 80 gyrations should be used in preparing specimens during the mix design process. Although the concept of linking design gyrations to aircraft tire pressure has merit, the performance test used in developing these recommendations was not calibrated to actual pavement performance. Therefore, it is recommended that 70 gyrations be used in preparing mix designs for HMA for airfield pavements, in accordance with the ERDC and FAA/SRA reports.
Snow, ice, and slush pavement conditions significantly impact aircraft landing, takeoff, and ground operational safety. Snow removal operations, involving plowing and chemical treatment, are costly to airport operators and result in delays to the traveling public. This report presents an alternative approach that combines photovoltaic energy with conductive concrete to develop an anti-icing airfield pavement to prevent snow/ice accumulation. This approach maintains the concrete slab surface at an above-freezing temperature using direct current energy supplied by a photovoltaic and battery system. To test this approach, the University of Arkansas Engineering Research Center constructed a series of conductive concrete overlay test sections. The thermal mass properties of concrete were used in this work to minimize energy demands. Energy was continually supplied to the concrete mass to maintain a uniform temperature and, therefore, to negate the need of an energy surge to remove snow.
Although the conductive concrete test sections showed some heat gain from the photovoltaic energy system, the overall heat gain was not sufficient to ensure reliable snow-melting capabilities during cold and windy conditions. Additionally, the costs for additional photovoltaic cells and batteries necessary to supply the energy needed for the system would result in poor cost-to-benefit ratios.
The U.S. Federal Aviation Administration (FAA) adopted FAA Rigid and
Flexible Iterative Elastic Layered Design
Prestressed Concrete Pavements; Volume
II: Design and Construction Procedures for Civil Airports
Results are described from asphalt strain gage measurements made during pavement response tests on the flexible pavement test items at the National Airport Pavement Test Facility (NAPTF). Tests were run at various speeds and loads with dual wheel configurations.
PDF format, size:189 K
Authors: Gordon F. Hayhoe, Robert Cornwell, Navneet Garg
Airport pavement thickness design procedures predict a significant amount of interaction between the loads from multiple-wheel and closely spaced multiple-truck landing gear configurations.
PDF format, size: 428 K
The conventional flexible pavement test item on medium-strength subgrade (MFC) exhibited ruts 4 to 6 inches (100 to 150 mm) deep with upheaval outside the traffic lane and asphalt surface (AC) cracking in the wander pattern. A trench was dug to conduct posttraffic investigation into the failure mechanism of the pavement structure.
PDF format, size: 7.9MB
Authors: Roy D.
McQueen, Wayne Marsey and Jose M. Arze
PDF format, size: 42 KB
Authors: Edward H. Guo, Wayne Marsey
During the testing period from the summer to winter of 1999, heavy weight deflectometer (HWD) tests were routinely conducted on the three Portland Cement Concrete (PCC) test items in the FAA's National Airport Pavement Test Facility (NAPTF). The analysis of the HWD data indicates ...
PDF format, size: 49.1 KB
Submitted by Construction Technology Laboratories, Inc
PDF format, size: 268KB
Authors: Gordon Hayhoe, Mingyao Dong, Roy D. McQueen
Surface elevation profiles are measured before and after overlay operations on runways at two commercial airports in the USA.Each airport had only one runway. All overlaying was done at night, with the airports opened for normal operations during the day. The profiles were measured with an inertial profiler having software compensation for accelerometer errors. Pavement surface elevations measured with normal surveying rod and level equipment are compared with the profiler elevation measurements for one of the runways.
PDF format, size 152KB
Prepared by Victor A. HoSang
Author: Alfred Monahan
FAA presentations for the 9th Plenary Meeting of U.S.- Japan Science & Technology Experts Meeting
The size of some of the software programs requires the files to be compressed and are in *.zip format. You may download a free evaluation copy of WINZIP by following the link below.
Last Update: 10/21/14