AIRCRAFT / PAVEMENT CLASSIFICATION RATING

ACR / PCR

Central American and Caribbean Working Group (NACC/WG)

Aerodromes and Ground Aids (AGA) Implementation Task Force
Meeting (NACC/WG/AGA/TF/2)

Mexico City, Mexico, 15 to 17 May 2024

A NEW ERA IN AIRPORT

PAVEMENT ASSET MANAGEMENT

Cyril FABRE

ICAO APEG Rapporteur

SME Aerodrome
Global Aviation Training Senior Instructeur (OAPSR, APSR)
 ACR-PCR
What Airport Pavement is?

A major airport asset which allows aircraft to taxi, take-off, land and park
30% of airport construction cost and up to 50% of annual airport infrastructure
maintenance cost

Must be capable of:

 Satisfying bearing strength capabilities to accommodate an analyzed aircraft mix (Vertical)

 Providing sufficient friction characteristics to maintain aircraft under control in critical phases
(horizontal)

What we don’t want

 ACR-PCR
• A Pavement Rating System Classifies the pavements with regard to their structural capacity
of sustaining a forecasted aircraft mix
• Based on two elements associated to the PAVEMENT (1) and the AIRCRAFT (2)
Aircraft / Pavement Compatibility: A complex equation of paramount
importance
AIRCRAFT

Still comparing two numbers, but changing radically the way of determining them!
PAVEMENT

If ACR ≤ PCR, the aircraft can operate on the pavement without restriction
If ACR > PCR, some restrictions (on operating weight and/or frequencies) may apply
New Provision on OVERLOAD operations
ACR-PCR
Key changes

• What DOES NOT change is the comparison of ACR and PCR as the core principle
of the method:

If ACR ≤ PCR, the aircraft can operate on the pavement without restriction
If ACN > PCN, some restrictions (on operating weight and/or frequencies) may apply

• What DO change are the procedures for determining the ACR and PCR:

• Now based on rational models allowing the calculation of pavement responses

(stresses, strains, deflections) from Layered Elastic Analysis (LEA)
• Pavement damage is then quantified based on these responses and a specific
damage model
 ACR-PCR
Key changes
In practical terms, the ACR-PCR method will lead to:
• New ACR values (calculated and published by aircraft manufacturers)
– Still computed based on the combined result of aircraft wheel loads, tire pressures and landing gear
geometry

• New PCR values (calculated and published by airports)

– Reporting format (one letter and a series of four letters) is unchanged
– A model procedure for PCR determination is provided by ICAO (filling the lack of ICAO guidance for PCN
evaluation), it can be parameterized to handle national or local specificities (e.g. subgrade failure model)
– The PCR is computed based on the accumulated pavement damage produced by entire traffic mix (CDF)
– Subgrade are now characterized by the elastic modulus E for both flexible and rigid pavements (unified
characterization)

• Unchanged general approach (comparison of ACR and PCR)

Both ACR and PCR numerical values are approximately one order of magnitude (10x) higher than
the ACN and PCN number. However, there is no ability to convert between ACN and ACR, nor
between PCN and PCR.
ACR-PCR
New overload operations procedures

• A new approach for overload operations (i.e. when ACR > PCR)
–“ICAO allowance” is increased to 10% of the PCR for both flexible and
rigid pavements
–Overloads in excess of 10% may be allowed if justified through a technical
analysis of the impact on pavement damage, consistent with the PCR
philosophy

Both ACR and PCR numerical values are approximately one order of magnitude (10x) higher than
the ACN and PCN number. However, there is no ability to convert between ACN and ACR, nor
between PCN and PCR.
 ACR-PCR
Why such a change?

ACN – PCN ACR – PCR

• Unable to consider accurately (Applicable Nov. 28th, 2024)
“complex” landing gear configurations
• Unable to account for the improved
characteristics of new-generation
pavement materials A new game
• inconsistent with modern pavement
design methods changer for all
• Unable to consider the variability of
landing gear transverse positions involved
(different overall wheel tracks)
• Lack of guidance for PCN stakeholders
determination

An urgent need to substitute the former conservative empirical methods with a more accurate
and predictive model for an optimized usage of airport pavements
ACR-PCR
THE ACR
• The Aircraft Classsification Rating (ACR) is a number expressing the relative effect on an
aircraft on a pavement for a specified standard subgrade strength
• 4 standard subgrade strength categories are define, common to flexible and rigid
pavements
CAT A CAT B CAT C CAT D

E = 200 MPa E = 120 MPa E = 80 MPa E = 50 MPa

• The ACR is numerically defined as twice the Derived Single Wheel Load (DSWL), expressed
in hundreds of kilograms
• The DSWL is defined as the single wheel load (with contact pressure of 1.50 MPa), that is
equivalent (according to a defined criterion) to the aircraft on a given pavement structure

7 THE ACR-PCR METHOD

 ACR-PCR
ACR concept

• Similarly to the ACN, the ACR is computed as twice the Derived Single Wheel Load (DSWL), which is
the load on a single, isolated wheel (with fixed tire pressure) requiring the same pavement thickness as
the considered aircraft

Aircraft 2 Adjust the load so that 3 ACR = 2 x DSWL

it requires the same
pavement (DSWL)
1.50 MPa
1
Pavement (aircraft) = Pavement (DSWL)
Design the pavement
Subgrade = f (E)

• The changes vs. ACN are:

1 The pavement is designed according to a rational pavement design procedure (vs. CBR or Westergaard procedures): this is the
major change vs. ACN and the key part of ACR computation
2 The DSWL is computed for a tire pressure of 1.50 MPa (vs. 1.25 MPa)
3 The ACR is expressed in hundreds of kilograms (vs. tons)
ACR-PCR
THE PCR
• The Pavement Classsification Rating (PCR) is a number expressing, on the same scale than
ACR, the load-carrying capacity of a pavement for unrestricted operations
• The PCR of a pavement should reflect the pavement design with respect to the traffic it is
intended to serve
• The PCR procedure should ensure that:

• If the pavement CDF is equal to or lower than 1.0 (well or over-designed), no aircraft
weight restriction should occur
• If the pavement CDF is higher than 1.0, weight restrictions should apply to one aircraft
at least

• A generic PCR computation procedure with several degrees of freedom (e.g. pavement
damage model) is proposed
9 THE ACR-PCR METHOD
 ACR-PCR
THE REPORTING FORMAT
• Similarly to the PCN, the PCR represents the pavement bearing strength (on the ACR scale) for unrestricted operations

• A PCR should be determined by the airport operator for all the pavements intended for aircraft of mass greater than 5.7
tons

• The PCR should be published in the Aeronautical Information Publication (AIP) according to the format defined in ICAO
Annex 14 (§ 2.6.6)
Subgrade strength category
A: High
B: Medium
C: Low
PCR number D: Ultra low

Evaluation method
PCR 560 / F / B / W / T U: Using aircraft experience
Maximum allowable tire pressure T: Technical evaluation
Pavement type W: No pressure limit
F: Flexible X: 1.75 MPa
R: Rigid Y: 1.25 MPa
Z: 0.5 MPa
10 THE ACR-PCR METHOD
ACR-PCR
Cumulative damage factor - Definition

• The cumulative damage factor (CDF) is the amount of the structural fatigue life of a pavement which has
been used up. It is expressed as the ratio of applied load repetitions to allowable load repetitions to failure,
or, for one airplane and constant annual departures:
𝐴𝑝𝑝𝑙𝑖𝑒𝑑 𝑐𝑜𝑣𝑒𝑟𝑎𝑔𝑒𝑠
𝐶𝐷𝐹 =
𝐶𝑜𝑣𝑒𝑟𝑎𝑔𝑒𝑠 𝑡𝑜 𝑓𝑎𝑖𝑙𝑢𝑟𝑒
where a coverage is one application of the maximum strain or stress due to load on a given point in the
pavement structure.

• When CDF = 1, the pavement subgrade will have used all of its fatigue life;
• When CDF < 1, the pavement subgrade will have some remaining life and the value of CDF will give the
fraction of the life used;
• When CDF > 1, all of the fatigue life will have been used and the pavement subgrade will have failed.

• For multiple aircraft (Miner's Rule):

𝐶𝐷𝐹 = 𝐶𝐷𝐹1 + 𝐶𝐷𝐹2 + ⋯ + 𝐶𝐷𝐹𝑁 (Where CDFi is the CDF for each airplane in the traffic mix and N is the
number of airplanes in the mix.
 THE CUMULATIVE DAMAGE FACTOR (CDF)
15 987 passes

CDF / Critical Offset CDF Max = 0.4812

8 764 passes 0,6
Critical Offset = 4.1m

0,5
3 650 passes Contribution to CDF max:

0,4 A330-900 = 11%

20 922 passes
A350-900 = 6%
0,3 B747-400ER = 2%
CDF

B777-300ER = 17%
119 899 passes
0,2 B737MAX9 = 14%
A380-800 = 3%
3650 passes A320neo = 26%
0,1
A321neo = 22%

0
159 866 passes
0 2 4 6 8 10
Offset / Centerline
-0,1
57 281 passes A321neo
A330-900 A350-900 B747-400ER
B777-300 ER B737MAX9 A380-800

© ICAO 2023 OVERVIEW OF ICAO AIRPORT PAVEMENT STRENGTH RATING V0 23

ACR-PCR
Cumulative damage factor

• The CDF is the core principle of the ACR-PCR.

• It depends of many factors such as:

• The design criterion,

• The elementary damage
• The damage model,
• The lateral wandering calculation method
• The standard deviation
• Etc…

• When using a software, need to understand the black box!

ACR-PCR
GENERIC PCR COMPUTATION PROCEDURE
Traffic data Pavement data

1 𝒊 = 𝟏Identify the aircraft with the maximum ACR (at its operating weight) in the traffic 𝑨𝑪
𝒎𝒂𝒙

Using subgrade failure model

(𝒊)
consistent with design
2 Compute the maximum cumulated pavement damage 𝑪𝑫𝑭 for the current traffic
𝒎𝒂𝒙
parameters
(𝒊) (𝒊)
3 Select the aircraft 𝑨𝑪 that contributes the most to 𝑪𝑫𝑭 𝒎𝒂𝒙

Keeping only 𝑨𝑪(𝒊) in the traffic, adjust its number of passes 𝑵(𝒊) Make aircraft equivalent to
4 such that it produces the same pavement damage than the entire traffic 𝑪𝑫𝑭𝒎𝒂𝒙 (𝟏) the entire traffic

Keeping only 𝑨𝑪(𝒊) in the traffic with the adjusted number of passes 𝑵(𝒊) , Make equivalent aircraft
5 adjust its weight 𝑾(𝒊) such that it produces a pavement damage = 1.0 compatible with the
pavement

𝑷𝑪𝑹(𝒊) = ACR of 𝑨𝑪(𝒊) with operating weight 𝑾(𝒊)

6
𝑨𝑪(𝒊) is 𝑨𝑪𝒎𝒂𝒙 ?
7
No Yes
Remove 𝑨𝑪(𝒊) from the current traffic 𝑷𝑪𝑹 = max 𝑷𝑪𝑹(𝒊)
𝒊 = 𝒊+𝟏 𝒊

14 THE ACR-PCR METHOD

ACR-PCR
PCR DETERMINATION AND PUBLICATION – EXAMPLE 1.1

• A (new) flexible runway (F) is designed according to the

French rational design method. EB-BBA2
Wearing course
𝑬 = 𝟓𝟓𝟎𝟎 𝑴𝑷𝒂 𝝂 = 𝟎. 𝟑𝟓 𝒕 = 𝟔 𝒄𝒎

EB-GB3
• The subgrade modulus is estimated as: 𝐸 = 80 𝑀𝑃𝑎  Base course 𝑬 = 𝟏𝟒𝟎𝟎𝟎 𝑴𝑷𝒂 𝝂 = 𝟎. 𝟑𝟓 𝒕 = 𝟏𝟑 𝒄𝒎

subgrade category C

• The surface layer is made of asphalt concrete able to GNT1

𝑬 = 𝟒𝟓𝟎 𝑴𝑷𝒂 𝝂 = 𝟎. 𝟑𝟓 𝒕 = 𝟐𝟓 𝒄𝒎
withstand the highest tire pressures  tire pressure Sub-base

category W

Subgrade 𝑬 = 𝟖𝟎 𝑴𝑷𝒂 𝝂 = 𝟎. 𝟑𝟓 𝒕= ∞
• The damage model for the PCR evaluation is the same
than used for pavement design (French DGAC-STAC
damage model)

15 THE ACR-PCR METHOD

ACR-PCR
PCR DETERMINATION AND PUBLICATION – EXAMPLE 1.2

• Traffic forecasted over the 10-year pavement life

Aircraft Operating weight (t) Passes Aircraft Operating weight (t) Passes

A319neo 75.9 258 542 737-800 79.2 98 433

A320neo 79.4 232 094 757-200 116.1 4 352

A321neo 97.4 210 424 767-300 163.8 17 094

A330-200 233.9 51 405 767-400ER 204.6 3 415

A330-300 233.9 19 396 787-8 228.4 10 885

A350-900 268.9 8 971 787-9 254.7 16 045

A380-800 571.0 29 123 777-200 248.1 40 378

777-300ER 352.4 37 842

• Aircraft wander is considered as per the French rational design method for flexible
runways (Gaussian distribution, 𝜎 = 75 cm = 29.53 in)
16 THE ACR-PCR METHOD
ACR-PCR
PCR DETERMINATION AND PUBLICATION – EXAMPLE 1.3

17 THE ACR-PCR METHOD

ACR-PCR
PCR DETERMINATION AND PUBLICATION – EXAMPLE 1.4

• The PCR should be reported as 800 F/C/W/T

• The PCR would have been reported as 590 /F/C/W/T based on the A321neo if only the most contributing
aircraft is considered
• This would have lead to weight restrictions for most of the long-range aircraft, despite the pavement being
properly designed for the entire traffic

18 THE ACR-PCR METHOD

ACR-PCR
PCR DETERMINATION AND PUBLICATION – EXAMPLE 2.1

Pavement structure (Design life = 10 years) Traffic (simplified)

Surface ACR
course 𝐸 = 𝒇(𝜽, 𝒇𝒓𝒆𝒒) 𝝂 = 𝟎. 𝟑𝟓 𝒕 = 𝟔 𝒄𝒎 Aircraft Operating Annual @
#
EB-BBSG3 model weight (t) departures operating
weight
Base course
𝐸 = 𝒇(𝜽, 𝒇𝒓𝒆𝒒) 𝝂 = 𝟎. 𝟑𝟓 𝒕 = 𝟏𝟖 𝒄𝒎
EB-GB3 1 A321-200 93.9 14600 550
Subbase 1 2 A350-900 268.9 5475 720
𝐸 = 600 𝑀𝑃𝑎 𝝂 = 𝟎. 𝟑𝟓 𝒕 = 𝟏𝟐 𝒄𝒎
GNT1
3 A380-800 571.0 1825 650
Subbase 1
𝐸 = 240 𝑀𝑃𝑎 𝝂 = 𝟎. 𝟑𝟓 𝒕 = 𝟐𝟓 𝒄𝒎 4 B737-900 79.2 10950 450
GNT1
5 B787-8 228.4 3650 680
Subgrade 𝐸 = 80 𝑀𝑃𝑎 𝝂 = 𝟎. 𝟑𝟓 𝒕= ∞
(CAT C) 6
B777-
352.4 4380 780
300ER

The 777-300ER is the aircraft with the maximum ACR (𝐴𝐶𝑚𝑎𝑥 )

19 THE ACR-PCR METHOD

ACR-PCR
PCR DETERMINATION AND PUBLICATION – EXAMPLE 2.2
The maximum CDF is 𝐶𝐷𝐹𝑚𝑎𝑥 (1) = 1.153

The 777-300ER is the aircraft contributing the most

to 𝐶𝐷𝐹𝑚𝑎𝑥 (1)

When considered alone, the 4380 annual departures

of the 777-300ER produces a CDF of 0.456.
The annual departures to produce 𝐶𝐷𝐹𝑚𝑎𝑥 (1) are:
1.153
𝑁 (1) = 4380 = 11073
0.456

In order to reach a maximum CDF = 1.00, the 777-

300ER weight must be reduced from 352.4 t to
𝑊 (1) = 341.1 𝑡

𝑃𝐶𝑅 (1) = ACR of 777-300ER at 𝑊 (1) = 740 𝐹𝐶

Since the 777-300ER is 𝐴𝐶𝑚𝑎𝑥 , no additional iteration
is required

20 THE ACR-PCR METHOD

ACR-PCR
PCR DETERMINATION AND PUBLICATION – EXAMPLE 2.3
• Using design parameters different of those used for pavement design lead to inconsistent
PCR determination.
• From the previous aircraft mix and pavement characteristics, see below examples using
different design parameters
Wheels in
Subgrade Failure CDF Max./
tandem (multi- PCR Comment
model Res. Life (Str)
axle wheels)
Match design
WÖLHER Integral form 1,15 / 8,7 yrs 740 FCXT
parameters
TGF (longitudinal
WÖLHER 1,81 / 5,5 yrs 622 FCXT Inconsistency
P-to-C ratio)
BLEASDALE Integral form 0,2 / 50 yrs 900 FCXT Inconsistency
TGF (longitudinal
BLEASDALE 0,55 / 18 yrs 823 FCXT Inconsistency
P-to-C retio)
21 THE ACR-PCR METHOD
ACR-PCR
CONSEQUENCES OF PCR INACCURACIES

Under-estimated PCR (overestimated CDF)

 Aircraft weight / annual departure restrictions or operations not granted
 Pavement usage not optimized, loss of airport revenues

Over-estimated PCR (underestimated CDF)

 More traffic acceptance (weight/volume) than the pavement is able to withstand over its
design life
 Premature pavement damage, increase of maintenance / repairs COSTS

22 THE ACR-PCR METHOD

ACR-PCR
OVERLOAD OPERATIONS
• For flexible and rigid pavements, occasional movements by aircraft with ACR not exceeding
10% of the reported PCR should not adversely affect the pavement
• The annual number of overload movements should not exceed approximately 5% of the
total annual movements excluding light aircraft

• Overload operations in excess of 10% may be considered on a case by case basis when
supported by a detailed technical analysis
• The technical analysis should assess how the overload operations actually contribute to the
pavement damage when integrated to the existing traffic, which could be done using the
same framework than for the PCR computation

23 THE ACR-PCR METHOD

 ACR-PCR
OVERLOAD OPERATIONS - EXAMPLE
• The PCR also provides a damage-based
approach for assessing overload operations

• Example: PCR for the previous all-SA traffic

(~25 mvts/days) computed as 560 F/C

• Airport wants to assess whether it can accept 1

daily operation of A330-900neo (ACR = 710
F/C)

• ACR/PCR overload is significant (> 25%)

• But actual impact on pavement damage is
limited to 5%
 Airport may allow the overload operations

24
THE ACR-PCR METHOD
ACR-PCR
BENEFITS OF THE ACR-PCR METHOD
• Overcomes the identified limitations of the current ACN-PCN system and allows a full
consideration of the latest evolutions in the field

• Provides several benefits to airport owners

• Optimized usage of their pavements
• Improved pavement life predictability
• Availability of a generic PCR computation procedure
• Unified soil characterization for both flexible and rigid pavements

• Benefits to airlines and the whole air transport community by allowing optimized operating
weights and frequencies without over-conservatism

25 THE ACR-PCR METHOD

 ACR-PCR
What are the requirement and steps for the transition?

1. DATA COLLECTION
i. Pavement description (if not known, evaluation through non destructive tests, lab tests)
ii. Trafic mix (actual and forecast over the evaluation period)

2. PCR determination for each & every airport maneuvering area (Apron, parking, taxiway,
runway)

3. PCR Publication (AIP update)

ACR-PCR
ACR-PCR method timeframe

• The ACR-PCR method was finalized by the APEG beginning of 2018,

followed by the full ICAO review and adoption process
• The ACR-PCR method has been effective since July 2020
• The method will be fully applicable in November 2024

Development (2012) ICAO review (Mar 2018) Effective (Jul 2020) Applicable (Nov 2024)
ACN-PCN task force work Adoption by ADOP, Start of implementation ACR-PCR is the official
with regular update to APEG ANC, Council phase ICAO pavement rating
Training to users system

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

Development ICAO review Effective Applicable

& adoption
 ACR-PCR
ICAO Support

Overview of Airport Pavement Annex 14 Volume 1, ADM Part 3 – Pavements

Airport Pavement Strength Rating
Strength Rating Aerodrome Doc 9157
Ninth edition, July 2022 Third edition, July 2022

GLOBAL AVIATION TRAINING REFERENCE DOCUMENTS

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