tee engines of following aircraft The material Deicrei presents concise information on methods of protection of marginal

aeas subject to blast erosion and of those areas which must be kept free from debris to prevent ingestion by
zeereanging turbine engines. Additional information can be found in Appendix 2, 18 to 21.

Studies of engine blast and blast effects have included profile development and velocity contour as related
type. aircraft mass and configuration: variation in thrust: and effect of cross-wind. It has been found that
e'--.1,7e
the e-eees of heat associated with the jet wake are negligible. Heat dissipates more rapidly with distance than blast force.
:Jetnerrnore. personnel. equipment and structures normally do not occupy the upper limits of those areas where heat is
generated during jet operations. Studies indicate that objects in the path of a jet blast are acted upon by several forces
reeueing the dynamic pressure associated with the impact of gases as they strike the surface, drag forces set up when
.•SCOLiS gases move past an object, and uplift forces caused by either differential pressures or turbulence.

168 Cohesive soils, when loosened, are susceptible to erosion by jet blast. For these soils, protection that is
acieg'eate against the natural erosive forces of wind and rain will normally be satisfactory. The protection must be a kind
that adheres to the clay surfacing so that the jet blast does not strip it off. Oiling or chemical treatment of a cohesive soil
surface are possible solutions. The cohesion required to protect a surface from blast erosion is small; normally, a
plasticity index (PI) of two or greater will suffice. However. if the area is periodically used by ground vehicles with their
equipment, a Pi of six or more will be necessary. There should be good surface drainage for these areas if equipment
moves over them since this type of surface will be softened by bonding. Special consideration must be given to highly
plastic cohesive soils subject to more than about a 5 per cent shrinkage. For these soils, good drainage is very important
since they become extremely soft when wet. When dry, these soils crack and become subject to greater lift forces. Fine,
cohesionless soils, which are the most susceptible to erosion by blast, are considered to be those which do not have the
cohesive properties defined above.

Shoulder► and West pad design thickness

1.6.9 The thickness of taxiway shoulders and blast pads should be able to accommodate an occasional passage
of the critical aircraft considered in pavement design and the critical axle load of emergency or maintenance vehicles
which may pass over the area In addition, the following factors should be taken into account:

a) the minimum design thickness required for shoulder and blast pads to accommodate the critical
aircraft can be taken as one half of the total thickness required for the adjacent paved area;

b) the critical axle load of the heaviest emergency or maintenance vehicle likely to traverse the area
should be considered in the determination of the pavement thickness. If this thickness is greater than
that based on a) above, then this design thickness should be used for shoulder and blast pads:

c) for wide-body aircraft such as the A330. A340, 8767, B777, MD11, L1011 or smaller, the
recommended minimum surface thickness, if bituminous concrete on an aggregate base is used, is 5
cm on shoulders and 7.5 cm on blast pads. For aircraft such as the B747 or larger, an increase of 2.5
cm in this thickness is recommended:

d) the use of a stabilized base for shoulders and blast pads is also recommended. A 5 cm bituminous
concrete surface is the recommended minimum on a stabilized base;

e) the use of Portland cement concrete and a granular sub-base for shoulder and blast pads (or cement-
stabilized sand) is advantageous. A minimum thickness of 15 cm of cement concrete is
recommended. and

30/06/17
No. 1