Airport Project Study

Aicyleen D.
Gaitan
Address: San Miguel, Jordan, Guimaras
Email Address: cing_gaitan@yahoo.com
Phone Number: 09461903722
Hobbies: Playing Chess, Dancing, Listening music, Playing guitar, Playing computer
games
Undergrad subjects were very essential in doing this project study. It gives me
primary knowledge on how I would start the analysis. I apply what I have learned.
Those subjects helped me in accomplishing my tasks.
In making this project study, it prepares me a lot in doing my future works better
and it gives me ideas on how to do the kind of job I’m going to partake after a year. I
have realized that knowledge is not only the key in accomplishing the tasks but the
active participation of each member. Same as to apply this in the future, teamwork,
organization of the work and being participative in doing your role correctly is really
important. All the learnings I got through this project study are indeed one of my key in
facing my future endeavor.
PAMELA Q. PRADO
VILLA, AREVAO, ILOILO CITY
pamelathelioness@yahoo.com
09363475112
HOBBIES:
SINGING, DRAWING PORTRAITS, SLEEPING, EATING, WEB SURFING, READING BOOKS
Having our undergrad subjects was very useful during our project study also with my
part which is the Airport Runway and its markings. It helped each of us remember or
reminisce the things that we’ve learned. Also, it helped us that we are in the right track
in our work with using several principles taught in the classroom and applied in the
study. Although much research was also done to meet the needs in the study as not
everything was taught in the classroom.
“Infrastructural Improvements for Buenavista, Guimaras Airport” is our project study

that we’ve done. In doing this project study, it would truly help my group mates and me
for future works in our upcoming career/profession.
CHRISTOPHER D. REYES
7-H SAGASA, STO. ROSARIO ST., ILOILO CITY
REYESCHRISTOPHERD@yahoo.com
09078140732/ 336-27-53
HOBBIES:
RUN/ JOGGING, PLAYING VOLLEYBALL, COMPUTER GAMES, WEB SURFING, DRAWING,

SLEEPING, EATING, WATCHING MOVIES AND ANIME, LISTENING TO MUSIC, CIVIC
INVOLVEMENTS AND ADVOCACIES PARTICIPATIONS.
The write ups, Geotechnical reports preparation, designs of the Apron and Drainage
were my part for the study. Various Civil Engineering principles learned in classes were
applied in this study such as structural, pavement and drainage analyses and designs.
Our undergrad subjects were very useful in working for this study. But not all needed to
be done in this study was taught inside the classroom and thus consultations from both
our teachers and different practicing professionals were also done.
The project study that our team conducted “Infrastructural Improvements for
Buenavista, Guimaras Airport” has been an opportunity to practice what we learned by
theory in school and sharpen our skills. This study has also made a way for us
researchers to exercise teamwork and connect with different professional engineers
and as well as people of other professions as we are going to work with many others in
the future and learn from them. As we worked for the study, it has definitely tested and
eventually helped develop our patience, both mental and physical endurance and our
hunger to learn more since the project is not typical and had a wide scope. Lastly, this
project has served as a great preparation for us as we enter the professional practice.
INFRASTRUCTURAL IMPROVEMENTS FOR
BUENAVISTA, GUIMARAS AIRPORT
A Project Study
Submitted in Partial Fulfillment of the Requirements
for the Course CE 5102 – CIVIL ENGINEERING PROJECT
By
Aicyleen D. Gaitan
Pamela Q. Prado
Christopher D. Reyes
Engr. Erwin L. Rizardo
Adviser
Department of Civil Engineering
College of Engineering
Central Philippine University
Jaro, Iloilo City
March 2015
COLLEGE OF ENGINEERING
CENTRAL PHILIPPINEUNIVERSITY
JARO, ILOILO CITY, PHILIPPINES
0063-33-3291917 TO 79 local 1084
A Project Study entitled
INFRASTRUCTURAL IMPROVEMENTS FOR
BUENAVISTA, GUIMARAS AIRPORT
has been presented and hereby approved by the following:
Project Study Panelists:
Engr. Gerardo G. Gepulango ___________________ ______________

Signature Date
Engr. Shevanee Ruth G. Dela Cruz ___________________ ______________

Signature Date
Project Study Coordinator:
Engr. Shevanee Ruth G. Dela Cruz ___________________ ______________

Signature Date
Project Study Adviser:
Engr. Erwin L. Rizardo ___________________ ______________

Signature Date
Department Head, Civil Engineering Department:
Engr. Mary Earl Daryl A. Grio ___________________ ______________

Signature Date
Dean, College of Engineering:
Engr. Dany C. Molina ___________________ ______________

Signature Date
Acknowledgment
The researchers would like to express their heartfelt gratitude to the following who
helped in making this research study a success:
First of all, to the Almighty father, the source of our intellect, hope, strength, courage,
insight, and determination;
Engr. Erwin L. Rizardo, our adviser , faculty member of the Civil Engineering
Department, College of Engineering, Central Philippine University, for his assistance in
giving ideas, advices and support for the study;
Engr. Mary Earl Daryl A. Grio, Head of the Civil Engineering Department, College
of Engineering, Central Philippine University, for her suggestions, approvals, support and
time in responding to researchers concern;
Engr. Shevanee Ruth G. Dela Cruz, Civil Engineering Project Coordinator, faculty
of the Civil Engineering Department, College of Engineering, Central Philippine University,
for her concepts, encouragement, and guidance throughout the project;
Engr. Gerardo G. Gepulango, faculty member of the Civil Engineering Department,
College of Engineering, Central Philippine University, for his suggestions, support, and
strong advices;
Engr. Ramilo A. Villasis, Acting Provincial Engineer for the Province of Guimaras,
for his support in surveying the runway, his ideas and other technical concepts shared in
working for this project;

Arch. Maria Josefa Q. Prado, for the assistance in conceptualizing the architectural,
electrical, and plumbing design of the control tower;
Engr. Nathan P. Guillergan, PPDO I, for his time, advices, and sharing his knowledge
in making this study possible;
National Mango Research Development Center, for giving the rainfall data which is
significant in analysing drainage systems;
Guimaras Traders Corp, for giving the materials pricelist for costs and estimates;
To Mr. & Mrs. Ferdie Porras, for accommodating us, and for sharing their humble
abode in Buenavita Guimaras during our subsurface exploration and soil sampling;
To our friends and classmates, for their support, encouragement, and sharing their
thoughts and wisdom;
To our ever supportive family, for their unending help, morally, financially, and for
giving us strength and hope that we could finish this project study.
-The Research Team

ABSTRACT
An improvement plan for the Buenavista, Guimaras airport located in Barangay Mclain,
Buenavista, Guimaras was the main objective of the study. It included the architectural and
structural design for the airport building, plan for the runway and the runway strip, runway
apron and taxiway and the drainage. The three-storey airport building has a floor area of 240
square meters. The structure includes offices, lounges, comfort rooms and storages. The
runway is 1,800 meters long and 20 meters wide with a runway strip at 30 meters wide
graded at 2% on both sides. A clearway and runway end safety area is provided at both ends
which totals the length at 2,060 meters. The runway is graded at 0.1% longitudinal and 2%
on transverse. The runway concrete pavement apron with dimensions 79m by 50 m is
connected to the runway by a concrete pavement taxiway. The rectangular drainage channel
has a dimension of 1.5 m by 1.7 m. The guiding design codes set by Civil Aviation Authority
of the Philippines Manual of Standards along with various engineering principles and
professional suggestions have been utilized in this study. Ultimate strength design for
reinforced concrete for the structural design of the airport building, the guiding design
methods by the Federal Aviation Authority Advisory Circulars 150 series for the flexible
pavement design for the runway and thickness design for Portland cement concrete pavement
for the apron and taxiway have been used. The total estimated cost for the project is Php.
390,721,486.72. The duration for the different infrastructures are 216 calendar days for the
airport building, 38 days for the runway pavement and 22 days for the drainage per 20 m
length and 49 days for the apron and taxiway.

TABLE OF CONTENTS
TITLE PAGE……………………………………………………………………………………………………… i
APPROVAL SHEET ………………………………………………………………………………….………… ii
ACKNOWLEDGMENT ……………………………………………………………………………………….. iii
ABSTRACT ……………………………………………………………………………………………………….. v
TABLE OF CONTENTS ………………………………………………………………………………………. vi
LIST OF TABLES………………………………………………………………………………………………... xi
LIST OF FIGURES ……………………………………………………………………………………………… xii
CHAPTER 1: INTRODUCTION…………………………………………………………………………….. 1
1.1 Background and Rationale of the Study ………………………………………… 2
1.1.1 Tourists Attractions in Guimaras ………………………................ 4
1.1.2 Activities in Guimaras …………………………………….................... 7
1.2 Problem Definition and Identification…………………………………………….. 10
1.3 Ultimate Objective ……………………………………………………………………….. 19
1.4 Specific Objectives………………………………………………………………………… 19
1.5 Significance of the Study……………………………………………………………….. 20
1.6 Scope and Limitations of the Study………………………………………………… 22
CHAPTER II: REVIEW OF RELATED LITERATURE ……………………………………………… 23
2.1 Aviation History and Development………………………………………………… 23

2.1.1 Aviation in the Philippines……………………………………………. 24
2.2 The Air Transport Industry………………………………………………………….. 25
2.3 Guimaras Airstrip…………………………………………………………………………. 25
2.4 Flight Training and the Philippine State College of Aeronautics
(PhilSCA)…………………………………………………………………………………………. 26
2.5 Airport Basic Components…………………………………………………………… 28
2.5.1 Airport Building and ControlTower …………………………….. 28
2.5.2 Runway and Runway Strip ………………………………………….. 28
2.5.3 Runway Aprons and Taxiways ……………………………………… 29
2.6 Drainage……………………………………………………………………………………… 30
2.7 Hydrological Design Considerartion………………………………………………. 30
2.7.1 Storm Sewage……………………………………………………………… 30
2.7.2 Rational Method………………………………………………………….. 30
2.7.3 Run off Coefficients………………………………………………………. 30
2.7.4 Rainfall Intensity…………………………………………………………. 31
CHAPTER III: METHODOLOGY ………………………………………………………………………….. 32
3.1 Data Collection……………………………………………………………………………... 32
3.1.1 Runway Location and Orientation………………………………... 33
3.1.2 Soil Investigation and Soil Testing…………………………………… 33
3.2 Data Analysis………………………………………………………………………………. 34
3.2.1 Site Evaluation……………………………………………………………. 34
3.2.2 Geotechnical Investigation…………………………………………… 35

3.2.3 Design Method…………………………………………………………..... 37
3.2.3.1 Airport building………………………………………… 37
3.2.3.2 Runway and Runway Strip ………………………… 38
3.2.3.3 Apron and Taxiway …………………………………… 39
3.2.3.4 Drainage system …………………................................ 40
3.3 Resources and facilities…………………………………………………………... 42
CHAPTER IV: THE PROJECT AREA …………………………………………………………………….. 43
4.1 Background and General Features of Guimaras……………………………... 43
4.1.1 History……………………………………………………………………………. 43
4.1.2 Climate and Land Area…………………………………………………… 43
4.1.3 Demography…………………………………………………………………… 44
4.1.4 Location and Accessibility……………………………………………….. 44
4.1.5 Soil Characteristics………………………………………………………….. 44
4.2 Guimaras Local Economy………………………………………………………………. 44
4.3 Buenavista, Guimaras……………………………………………………………………. 46
4.4 The Airport in Buenavista, Guimaras……………………………………………... 46
CHAPTER V: THE PROPOSED PROJECT …………………………………………………………….. 52
5.1 Technical Drawings……………………………………………………………………... 52
5.1.1 The Airport Building……………………………………………………… 52
5.1.1.1 Architectural Plan……………………………………….. 52

5.1.1.2 Structural Plan…………………………………………….. 52
5.1.1.3 Electrical Supply and Lay-out………………………. 54
5.1.1.4 Water Supply and Plumbing Lay-out……………. 54
5.1.2 The Runway Pavement………………………………………………... 55
5.1.2.1 Runway Geometric Design…………………………… 55
5.1.2.2 Runway Section Design………………….................... 55
5.1.3 The Runway Apron and Taxiway………………………………….... 56
5.1.3.1 Geometric Design…………………………………………. 56
5.1.3.2 Section Design……………………………………………… 56
5.1.4 Drainage……………………………………………………………………….. 58
5.2 Project Cost and Estimates………………………………………………………….. 59
5.3 Construction Work Schedule…………………………………………………………. 62
CHAPTER VI: CONCLUSIONS AND RECOMMENDATIONS …………………………………… 66
6.1 Conclusions…………………………………………………………………………………... 66
6.2 Recommendations…………………………………………………………………………. 66
REFERENCES
APPENDICES
Appendix A – Definition of Terms
Appendix B – Geotechnical Report

Appendix C – Architectural and Structural Plans for the Airport Building
Appendix D – Electrical Plans
Appendix E – Plumbing Plans
Appendix F –Profiles
Appendix G – Runway Analysis and Computations
Appendix H –Runway Layout and Cross Section Design
Appendix I – Runway Markings
Appendix J – Apron and Taxiway Plans
Appendix K – Drainage Plans
Appendix L – Detailed Project Costs
Appendix M – Specifications
LIST OF TABLES
Table 1.1 List of tourist attractions in Guimaras ..................................... …. 45
Table 1.2 No. of tourists visiting the Guimaras Province 2000-2012... 6 6
Table 1.3 List of tourist attractions in Guimaras ..................................... …. 79
Table 1.4 List of possible light aircrafts to be catered by the airport.. 10
Table 1.5 AANSO Safety Inspection Report for Guimaras Airport……… 12
Table 2.1 Philippine State College of Aeronautics (PhilSCA)
campuses .......................................................................................... … 27
Table 2.2 Run off Coefficients………………………………………………………… 31
Table 5.1 Summary of estimated total cost for the airport
Building…………………………………………………………………......…. 59
Table 5.2 Summary of Estimated cost for Runway per 20 meter
Length…………………………………………………………………………... 60
Table 5.3 Summary of Estimated cost for Apron and Taxiway………... 60
Table 5.4 Summary of Estimated cost for 20 meter strip Drainage
System……………………………………………………………………………. 61
Table 5.5 Summary of Total Project Cost……………………………………… 61

LIST OF FIGURES
Figure 1.1 Guimaras export quality mangoes ........................................... … 66
Figure 1.2 The present condition of runway in Guimaras airport…..… 15
Figure 1.3 The presence of tall trees on the take-off surface…………….. 16
Figure 1.4 The presence of stones on the runway……………………………. 16
Figure 1.5 The presence of abrasive lime stones on the runway……….. 17
Figure 1.6 The presence of trees, shrubs and stray animal within
the runway……………………………………………………………………. 17
Figure 1.7 The presence of loose soils towards the apron area…………. 18
Figure 1.8 The presence of electrical post and power lines on the
take-off surface………………………………………………………………. 18
Fig. 3.1 Approximate interrelationships of soil classifications and
bearing values……………………………………………………………….. 36
Fig. 3.2 Example Thickness Determination for McDonnel- Douglas
DC-10-10………………………………………………………………………… 40
Figure 4.1 Map Showing the Philippines………………………………………… 48
Figure 4.2 Map Showing Western Visayas………………………………………. 49
Figure 4.3 Map Showing Guimaras Province…………………………………… 49
Figure 4.4 Map Showing Municipality of Buenavista……………………….. 50
Figure 4.5 Map showing Current location site of the Airport Runway 51
Figure 4.6 Site Development Plan for Buenavista, Guimaras Airport. 51

CHAPTER I
INTRODUCTION
This chapter presents the background, rationale, significance, scope,
and limitations of the study.
Transportation is an important factor that gives benefit to the economies of the
world greatly today. Air travel is the fastest way in reaching far and remote places.
For this mode of transportation, airports are essential. Aviation is the booming industry
in the century. It provides easy access to every individual and contributes improvement
in the economy.
An airport is a location where aircraft such as fixed-wing aircraft, helicopters,
and blimps take off and land with surfaces such as a runway for a plane to take off and
land, and buildings such as control towers, hangars and terminal buildings. Most
airports depending on air traffic density and available funds can be constructed as
towered or non-towered and are owned by local, regional and national government
bodies who lease them to private corporations who oversee the airport’s operations.
(https://books.google.com.ph/books)
Where air safety is an important concern in operations, almost every facility
includes equipment and procedures for handling emergency situations. There are
different types of airport; however, this study covered only the design improvements
for Buenavista, Guimaras community airport.

1.1 Background and Rationale of the Study
Guimaras is one of the well-improved provinces in the country; it is composed of
five municipalities namely Jordan, Sibunag, Nueva Valencia, San Lorenzo and
Buenavista, where the airstrip is located. The province is famous for its sceneries and it
has been considered as one of the tourist destinations in the Philippines. The common
mode of transportation in travelling to and from Guimaras and vice versa is by the use
of pump boats. During the leadership of the former governor, Emily Lopez in Guimaras,
the province initiated an airport project which was proposed together with a bridge
connecting Iloilo and Guimaras for the benefit of the province and to promote the
quality of tourism. The airport was envisioned as the future unified international
airport for the cities of Iloilo and Bacolod, but the project was halted before completion
and was set aside due to the selection of the new site for the new international airport
in Cabatuan, Iloilo, serving Iloilo City, Silay City, and Bacolod City, and due to the
changes in administration in the province afterwards. The Airport was then shortly
used as a feeder airport by the province and by various companies bringing their
products in the province.
The Guimaras Airport is located in Brgy. McLain, Buenavista, Guimaras is also known as
McLain Airstrip. Before it was planned to put up an airport in the province, the project
site was a plain rice field. The existing runway strip is surounded Brgy. Supang and San
Fernando at Buenavista in the rear side of the McLain.
The Philippine State College of Aeronautics (PhilSCA), in partnership with the
Guimaras State College (GSC) and the provincial government, will establish a flying
school in Buenavista, Guimaras. The concept started with the association of GSC
president Dr. Rogelio T. Artajo with PhilSCA President, Dr. Ramirez. A tripartite
memorandum of agreement (MOA) for the flying school was signed last March 2013.
The initiative was in response to the Guimaras development plan that seeks the
enhancement of its tourism industry with the development of a fully equipped airport.
It will also provide equal opportunity to youths from Western Visayas and Mindanao
who are interested to become pilots, aircraft mechanics, and airport crew. Based on the
agreement, the provincial government will pursue the development of infrastructures
such as the runway and the complex of its airstrip in Brgy. McLain, Buenavista. PhilSCA
on the other hand, will be responsible for aviation education and assist in the airport
management in consonance with the guidelines of the Civil Aviation Authority of the
Philippines. The flying school will train the needed manpower resources of the airport.
Meanwhile, an Aviation Training Program will complement GSC’s Hotel and Restaurant
Management course and other courses relevant to tourism. Furthermore, the airport is
also a probable location for future military flight exercises and trainings.
The Airport has been inspected by the Aerodrome and Air Navigation Safety
Oversight Office (AANSOO) representatives last April 15-16, 2013. It covered
inspections, audits, surveillance and assessments which included tracking important
emerging safety issues and to ensure that the problems be identified and resolved in a
timely manner. It was found that the airport location and current runway length meets
the standard airport requirements however the current condition of facility need
further improvements to ensure safe operations and before any flying activity.
The provision of adequate airport infrastructures is to benefit the trainings of
the PhilSCa and their students and the province as well. The existence of updated
facilities for the airport and establishment of the aviation school provide opportunities
to all who are interested to aviation education and become pilots, aircraft mechanics
and airport crew. The flying school may create business opportunities for the province
since the government is promoting the eco-agritourism in Guimaras and be coupled
with aviation tourism. Moreover, it can be used for flight trainings of the Philippine
army in the region.
In connection to this, the study aimed to provide the improvement plan which
included the design and specifications for the development of the airport. It focuses
mainly on the airport building, runway, and runway holding apron and taxiway, and
their drainage.
1.1.1 Tourist Attractions in Guimaras
The following are some of the different attractions spots in every municipality of
Guimaras which can be further supported by the aviation tourism:
 Biri Cave (Poblacion)

 Buho Ramirez Cave (Bgy. Lawi)
 Trappist Monastery (San Miguel)
Jordan, Guimaras  Balaan Bukid Shrine (Hoskyn)
 The Southern Orchard (Ravina)
 Guisi Lighthouse (Dolores)

 Guisi Beach
 Aquaculture farms (Nueva Valencia and Sibunag)
 SEAFDEC Igang Marine Substation (Magamay, Nueva
Valencia)
Nueva Valencia,
 Eli Sustidio Farm (Concordia)
Guimaras
 Buenavista Wharf / McArthur’s Wharf

 Punta Blanco & Camp Jossman (Tinadtaran)
 Suli Cave (Sitio Boro-Boro)
 Villa Fe Daliran Cave and Summer Resort (Old
Poblacion)
Buenavista,  Navalas Church (Navalas)
 Roca Encantada (Buenavista)
Guimaras  Good Shepherd's Fold Academy
 Oro Verde Mango Plantation (Pina)
 Guimaras Tree Farm (Gentulio
 Guimaras Beekeepers Association Cooperative (GBC)

Sibunag, Guimaras  Krystell Citrus Farm and Nursery (Oracon)
 Salvador Farm (Brgy Suclaran)

 An-an Calamansi Farm (Gaban)
San  Sebario Salt Farms (Sebario)
Lorenzo,Guimaras
Table 1.1 Lists of tourist attractions in Guimaras

Foreign Local
Year Total Increase
Tourist Excursionist Tourist Excursionist
2000 250 510 10,267 49,757 60,784
2001 496 776 14,434 63,071 78,777 29.6%
2002 498 725 19,547 88,659 109,429 38.9%
2003 414 1,155 25,391 97,038 123,998 13.3%
2004 831 2,163 34,305 99,333 136,632 10.2%
2005 2,776 4,369 39,708 135,062 181,915 33%
2006 3,014 5,285 36,551 128,135 172,985 -5%
2007 2,568 5,149 29,036 119,670 156,423 -10%
2008 2,026 5,425 32,834 118,156 158,441 1%
2009 2,461 4,909 42,704 162,864 212,938 34%
2010 3,074 5,299 51,395 192,581 252,349 18%
2011 3,397 6,107 69,029 218,550 297,375 18%
2012 3,766 6,954 74,265 234,562 319,547 7%
Table1.2. Number of tourists visiting the Guimaras Province from 2000-2012
Figure 1.1 Guimaras Export Quality Mangoes

1.1.2 Activities in Guimaras
The following are some of the different activities in Guimaras and their
description which can be further supported by the aviation tourism.
DESSCRIPTION
ACTIVITY
This festival started in 1993 as an

identity festival of the province of
Guimaras which is celebrated every
Manggahan Festival
April 16-20 for the sustained
promotion of Mango industry.
This celebration started in 1975 and

it is a Lenten presentation staged by
the townspeople in Jordan
Ang Pagtaltal sa Jordan,
patterned to Oberammergau in
Province of Guimaras South Bavaria, Germany. Pagtaltal sa
Jordan is being celebrated every
Holy Week.
This cultural festival makes

maximum use of the rich cultural
tradition of the oldest municipality
Palayag Festival
of the province. This is being
celebrated every 3rd Sunday of
January by the municipality of
Buenavista.
It is primarily a celebration of the

economic endeavor that made
Jordan what it is today. It is
celebrated every last Friday of
Bulantihan Festival January by the municipality of
Jordan.
It is celebrated every 20th day of

February by the municipality of
Sibunag. It is Sibunag’s way of
Balsahan Festival
immortalizing the mystical Sibunag
River which makes its way thru most
. of the town’s barangays
Celebrated every 19th day of

February by the municipality of San
Lorenzo. Marvel at how the
Asinan Festival
ordinary salt has gravitated the
people of the community in an
annual gathering with all the
delicious trimmings of specialty
products.
This festival is celebrated every

25th day of April by the
municipality of Nueva Valencia. The
Karosahan Festival
karosa is a local invention that has
helped shape the agri-based
economy of the municipality.
This festival is being celebrated

every first week of May in Hoskyn,
Jordan Guimaras. To commemorate
Layag Festival
and to preserve the use of “Layag”,
the Barangay organized this festival.
This festival is being celebrated
every May 15 in Buenavista,
Gumaras. Dagyao is voluntary, free
Pagdagyao Festival
and reciprocal group service. It
requires no pecuniary payment, but
whoever receives the benefit
imposes upon him the obligation to
return at some future time.
Kite flying festival which is

participated by barangay folks and
neighboring barangays and
Saranggola Festival
municipalities of Guimaras. This is
being celebrated every month of
May.
It is a celebration showcasing the

livelihood of the community in a
coastal barangay. This is being
Sakayan Festival
celebrated every last week of
August in Buenavista, Guimaras.
Table 1.3 Activities in Guimaras

COMMON ARMY AND PHILSCA TRAINING AIRCRAFTS
Aircraft Name Gross Loaded Wingspan (m) Number of

Weight (kg) Passengers
Cessna 172 Skyhawk 1,111 11 3+1 crew

Cessna 150 726 10.11 2 + two children
not exceeding 120
lb (54 kg)
Cessna T-41 1,134 10.92 1or 2 crew
Mescalero
Cessna 210 1,814 11.20 5 + 1 crew
Centurion
Cessna 206 1,632 10.97 5 + 1 crew
Skywagon
ARMY and PRIVATE MULTIPURPOSE AIRCRAFT (Passenger And Cargo)
King Air B200 5,670 16.61 9+ 1-2 Crew
GAF Nomad 3,855 16.52 12 + 1 or 2 pilots
Table 1.4 List of Possible Light aircrafts to be catered by the airport
1.2 Problem Definition and Identification
The present condition of the airport in Guimaras is the major factor that was
considered in identifying the problem of the study. The Airport had been inspected by
the Aerodrome and Air Navigation Safety Oversight Office (AANSOO) representatives
last April 15-16, 2013 (Tables 1.5.1-1.5.4). It was found that the airport location and
current runway length meets the standard airport requirements for light aircrafts
operations however the current condition of facility needed further rehabilitations to
ensure safe operations and before any flying activity. The runway should be cleared,
graded and have no potentially hazardous ruts, humps or other surface variations to
avoid the adverse effects on aeroplane operations. There are existing trees on the take-
off area and air side. The presence of dried grass, abrasive stones and stray animals
on the runway, loose soil towards apron area, presence of shrubs and boulders within
the runway strip and the presence of electrical posts and power lines on the approach
and take-off as shown in figures 1.2 -1.8 should be given solution in order to achieve the
smooth operation of the airport. The drainage provision for the runway was observed
to have deteriorated and nonfunctional.
It was generally found that the airport is noncompliant to the standard
provisions set in the Civil Aviation Authority Manual of Standards 2012 (MOS 2012)
Chapter thirteen, “Standards for Aerodromes Used for Light Aircraft Operations”.
Table 1.5.1 AANSO Safety Inspection Report for Guimaras Airport page 5
To be determined,
Airport lay out plan
is not yet available.
Figure 1.2 The present condition of runway in Guimaras airport

Figure 1.3 The presence of tall trees on the take-off surface
Figure 1.4 The presence of stones on the runway

Figure 1.5 The presence of abrasive lime stones on the runway
Figure 1.6 The presence of trees, shrubs and stray animal within the
runway
Figure 1.7 The presence of loose soils towards the apron area.
Figure 1.8 The presence of electrical post and power lines on the take-off surface
1.3 Ultimate Objective
The ultimate objective of this study was to come up with a suited airport lay out
with provisions for future airport expansions and the architectural and structural
analyses of existing runway and to present updated designs for the airport basic
infrastructures: 1) Airport Building/ Control Tower 2) Runway 3) Runway Holding
Apron and taxiway and drainage for the Airport in Buenavista, Guimaras.
1.4 Specific Objectives
The following activities were performed to complete the study:
1. Conducted ocular inspections on the airport site and acquired background
information on the history to the present condition of the Guimaras airport;
2. Conducted interviews with Guimaras Provincial Engineering office, Provincial
Planning and Development Office and Guimaras State College administration
and obtained information on possible usages of the airport;
3. Secured and studied standards requirements of airport facilities set by
government regulating offices and applied to the study;
4. Conducted subsoil exploration in the airport site and soil laboratory tests to
obtain soil properties;
5. Conducted Topographic survey on the present runway and obtained present
runway section;
6. Provided technical plans including architectural and structural and
specifications for the airport building, runway, runway holding apron and
taxiway, and runway drainage;

7. Prepared Critical Path method (PERT/CPM) of the airport building, runway,
runway holding apron and taxiway, and runway drainage;
8. Prepared Cost Estimates for the airport building, runway, runway holding
apron and taxiway, and runway drainage;
9. Made Conclusions and necessary recommendations for the improvement of
the project.
1.5 Significance of the Study
This study would be significant to and benefit the following:
Philippine State College of Aeronautics (PhilSca) and Guimaras State College
(GSC). The Boeing Research Publication disclosed that Asia will need 5,000 pilots and
almost 25,000 aircraft mechanics in the next five years. The Improved airport will serve
as training ground for aviation students and the students of Guimaras State College. It
will provide opportunity to youths from Western Visayas and Mindanao who are
interested to become pilots, aircraft mechanics, and airport crew.
Philippine Military. There are currently eight (8) airbases in the Country used as
military bases and for trainings and exercises. There are six (6) in Luzon: 1) Clark
Airbase 2) Basa Airbase 3)Col. Jesus Villamor Airbase 4) Danilo Atienza airbase 5)
Fernando Airbase 6) Anontio Bautista Airbase; one (1) in Visayas: 1) Mactan Benito
Ebuen Airbase and one (1) in Mindanao which is the Rajah Buayan Airbase. The
Buenavista, Guimaras Airport is another prospective location for an additional military
training ground in the Visayas. The Philippine military are one of firsts to mobilize in
times of national emergency and at times of calamity to deliver relief assistance

Air Transport provides Access to Remote Areas. Air transport provides access to
remote areas where other transport modes are limited, thus opening them up to contact
with other communities, and providing a means for the delivery of essential supplies.
Many essential services such as hospitals, education, freight, etc. would not be available
for people in such locations, without the presence of air services. Also, air services play
an essential role in emergency situations in assistance to adjacent islands facing natural
or manmade disasters, famine and war through cargo deliveries, refugee transfers or
the evacuation of people trapped by natural disasters. The Mactan Benito Ebuen
Airbase in Cebu was one of the busiest during relief mobilizations receiving and
dispatching aircrafts to affected areas during Typhoon Yolanda. Delay issues were
encountered due to capacity limitations of the airport may have already been reached.
The rehabilitation of the Guimaras airport can support such problem whenever similar
situation occurs in the region that it may aid the operations and link the Guimaras
province with the network of airports in the country.
Guimaras Tourism and Economic Growth. Dr. Rogelio T. Artajo, President of
Guimaras State College and one of the proponents of putting up a flying school in
Guimaras, envisions a new concept in the tourism industry which is the aviation
tourism. The airport could support the Guimaras province’s promotion of eco-agri
tourism. Aside from tourism, agriculture and fishery were identified as major economic
drivers in Guimaras. Guimaras continuous to rank first in terms of production of export
quality mangos and ranks 4th in the region on self-sufficiency with 132% rice having
available supply for export. The flying school will also open up additional business
opportunities for the province. People may expect lines of related industries from
commerce to food and many others.
Researchers. The study would also serve as training for researchers and would
enable them to gain knowledge and experience regarding the design process in the field
of civil engineering.
1.6 Scope and Limitations of the Study
This study focused only on the coming up of a probable airport lay out,
architectural and structural analyses, and designs of the basic facilities of the airport for
it to be operated functionally, and safely such as the airport building, runway and
runway strip, apron and taxiway, drainage, and with provisions for a control tower for
possible future expansions.
However, this study did not cover the implementation, the actual rehabilitation,
and management of the airport. The study may be used as reference and be presented
to concerned authorities that it may be included to the development of the complete
airport master plan.

CHAPTER II
REVIEW OF RELATED LITERATURE
This chapter discusses the review of related literatures.
In accordance to the study Infrastructural improvements for Buenavista,
Guimaras Airport, this chapter discusses the background information on aviation and
airports, and the technical information that are associated by the development,
planning and design relevant to Manual of Standards for aero domes set by Civil
Aviation Authority of the Philippines 2009(CAAP).
2.1. Aviation History and Development
The earliest aircraft take-off and landing sites were grassy fields. The plane
could approach at any angle that provided a favorable wind direction. Later, concrete
surfaces would allow landings, rain or shine, day or night.
The concept of the modern airplane was only set forth in 1799 by Sir George
Cayley. The first assisted take-off flight was in December 17, 1903 by the Wright
Brothers, who are known to be the first to fly in a powered and controlled aircraft.
At the start of World War I, heavier-than-air powered aircraft were used and
designs later grew larger and more reliable; the aircraft began to carry people and
cargo.
By 1920s and 1930s there was huge progress in the field of aviation. The first
airliner that was commercial carrying passengers exclusively was the Douglas DC-3.
This began the modern era of passenger airline service ever since the origin of air
transport. With the World War II, towns and cities were building airports. After World
War II, a boom was seen in general air transport, both private and commercial.
Inexpensive war-surplus transport and training aircraft became available and
thousands of pilots were released from military service.
Ever since, the composite airframes have become lighter and quieter, the
engines have become more competent and mall and powerful computers and LED
displays help the pilots in navigating and viewing the terrain much more accurately,
even at night or in low visibility.
2.1.1 Aviation in the Philippines
Early years of commercial air transportation in the Philippines was dominated
by two companies namely: Philippine Airlines (PAL) and Iloilo–Negros Air Express
(INAEC). The outbreak of the Second World War on December 8, 1941, disrupted the
operations of both airlines. INAEC planes were destroyed on the ground in Iloilo, while
PAL planes were used by the military for supply deployment and personnel evacuation.
The owners of INAEC revived their company under the name Far Eastern Air Transport
Inc. (FEATI), which began operations on November 16, 1945, just two months after the
war.
In 1946, the government appointed PAL as the country’s official flag carrier. By
December 3 of the same year, PAL began flying to San Francisco. PAL had become the
only domestic scheduled airline in the country. It was during this time that the
Philippine government acquired a major share of the airline, through the National
Development Company (NDC).

The Philippine network of airports is currently composed of eighty- five (85)
airports which are classified by the Civil Aviation Authority of the Philippines as
international, trunk line, secondary and feeder airports. There are ten (10)
international airports designated as major gateways to the country. There are also
thirty four (34) domestic airports where fifteen (15) are classified as Principal 1 and
nineteen (19) are classified as Principal class 2. The remaining forty one (41) are
Community airports or general aviation airports.
2.2 The Air Transport Industry
Air transport is one of the world’s most important industries. By facilitating
tourism, air transport also helps generate economic growth and alleviate poverty –
providing employment opportunities, increasing revenues from taxes and fostering the
conservation of protected areas. One of air transport’s most important economic
benefits is its spin-off effect on other industries. Tourism is one such industry. It is also
linked with air transport: tourism depends on transportation to bring visitors and
goods, while the transport industry depends on tourism to generate demand for its
services.
2.3 Guimaras Airstrip
Known as the Guimaras airstrip, 2.8 kilometers (km) in length with coordinates
10°41′46″N 122°40′5″E, is located at Brgy. McLein, Buenavista, Guimaras. It was a
project initiated and envisioned as the future unified international airport for the cities
of Bacolod and Iloilo by former Guimaras Gov. Emily R. Lopez. However, the project
construction was halted because Gov. Lopez’s retirement from politics and the domestic
airport in Manduriao, Iloilo City was chosen to be upgraded into an international
airport and relocated to the new site in Cabatuan, Iloilo which was found more strategic
than Guimaras. The Guimaras Airport was then shortly used by the province and by
various companies bringing their products in the province with light planes. The project
in Buenavista, Guimaras was left with unfinished structures including cyclone wire
fencing and partially graded runway used by civilian motorcycles, private vehicles and
stray animals.
2.4 Flight Training and the Philippine State College of Aeronautics (PhilSCA)
The Philippine State College of Aeronautics or PhilSCA is the aviation state
college of the Republic of the Philippines with its main campus located at Piccio Garden,
Villamor, Pasay City, Metro Manila, Philippines. Aside from its undergraduate courses, it
is the only institution in the Philippines that offers masters and doctoral programs in
aeronautical education and management. PhilSCA is one of the top performing
aeronautical engineering schools in the country. PhilSCA is a higher education
institution mandated by law to offer aeronautical and aviation-related courses, and
develop professionals for the aeronautical industry.
Provincial Government of Guimaras (PGG), the Guimaras State College (GSC) and
the Philippine State College of Aeronautics (PhilSCA) entered into a Tripartite
Memorandum of Agreement. The Memorandum of Agreement duly executed that the
Provincial Government, upon recognizing the aspiration and development of the plan,
needs the expertise of PhilSCA for the offering of aeronautics and aviation related
courses in Guimaras; that the GSC, being the only state college in the province and
under the principle of complementation, has its Hotel and Restaurant Management
Program to support the technology needed for Aviation Tourism of PhilSCA, to
accelerate the development of the tourism industry and aviation tourism education in
the Province of Guimaras; and that PhilSCA, as the only state college offering
aeronautical and aviation related courses in the Philippines, recognizing the need of
Asian Region for 5,000 pilots and almost 25,000 aircraft mechanics and together with
PGG and GSC support the thrust of the National Government in establishing the public-
private partnership to augment the limited government resources enter an agreement
under several terms and conditions.
Campus Campus Director Founded Address

Dr. Bernard R. Piccio Garden, Villamor,
PhilSCA - VAB 1977
Ramirez Pasay City
Asst. Prof. Maura Gina Basa Air Base, Floridablanca,
PhilSCA - BAB 1967
Ramoso Pampanga
Dr. Rowena S. Navera Fernando Air Base, Lipa City,
PhilSCA - FAB 1977
(OIC) Batangas
B/Gen Benito N. Ebuen Air
PhilSCA - MBEAB Dr. Nonadel A. Soriano 1979
Base, Lapu-Lapu City, Cebu
PhilSCA - Flying Lingayen Airport, Lingayen,
Noel R. Navigar, Ph.D. 1995
School Pangasinan
PhilSCA Flying
Upcoming Campus Buenavista, Guimaras
school
Table 2.1. Philippine State College of aeronautics (PhilSca) Campuses

2.5 Airport Basic Components
2.5.1 Airport Building and Control Tower
The Airport building houses the airport administration, fixed base operators,
Rescue and Firefighting quarters and storages. Control Tower is a high building in
which the Air traffic control (ATC) is situated. It is ideally located to a location where
visions of the entire aircrafts ground movements are unobstructed. Air traffic control
(ATC) is a service provided by ground-based controllers who direct aircraft on the
ground and through controlled airspace, and can provide advisory services to aircraft in
non-controlled airspace. It is ideally located where the entire airport operations are
visible.
2.5.2 Runway and Runway Strip
A runway is the area where an aircraft lands or takes off. It can be grass, or
packed dirt, or a hard surface such as asphalt or concrete. Runways have special
markings on them to help a pilot in the air to tell that it is a runway (and not a road) and
to help them when they are landing or taking off. The length of a runway must be
adequate to meet the operational requirements of the aeroplanes for which the runway
is intended for. The width shall be in accordance to the standards set by the Civil
Aviation Authority of the Philippines to meet the required space by the aircraft to use
the runway. The surface of a runway shall be constructed without irregularities or
otherwise adversely affect the take-off or landing of an aircraft. Longitudinal slopes
shall be limited such that an observer standing 1.5 meters above the runway centerline
may see any other point on runway centerline 1.5 meters above the pavement
Transverse slopes must be adequate to allow drainage of surface runoff. Runway
longitudinal and transverse slopes are to be limited and vary on the runway code or
classification. These limitations are described in Table 13.1-1: Standards for physical
dimensions and obstacle limitation surfaces for runways intended for light aircrafts
operations and other values are set in chapter 6 of the Manual of standards for
aerodomes 2012 for other types of runways. CAAP does not specify a minimum
requirement for runway bearing strength however the bearing strength of a pavement
shall be capable of withstanding the traffic of aircraft the runway is intended to serve
2.5.3 Runway Aprons Taxiways
Aircraft aprons are the areas where the aircraft park. Aprons are also sometimes
called ramps. They vary in size depending on the needs of the airport. Unlike the
runways or taxiways, vehicles can use aprons. Aprons vary in size and lay out
depending on their particular use.
Taxiways are areas used by the aircraft to get to and hey usually aren't as wide
as the runway, and they don't have the same kind of markings. Taxiway markings are
yellow. Instead of numbers, taxiways use letters (like A, B, or C) for names. Like
runways, taxiways are meant for aircraft use. Taxiways slopes are refelected on Table
13.1-1: Standards for physical dimensions and obstacle limitation surfaces for runways
intended for light aircrafts operations and other values are set in chapter 6 of the
Manual of standards for aerodomes 2012 for other varying situations.

2.6 Drainage
Drainage is the natural or artificial removal of surface and sub-surface water
from an area. The minor drainage system consists of curb and gutter, table drains,
swales, pits, and underground pipelines
2.7 Hydrological Design Consideration
2.7.1 Storm Sewage
Storm sewage or storm water is the excess water from rainfall that runs off on
the surface of the ground. The amount of storm water collected by a given sewer
depends upon the rate of rainfall, the duration of rainfall and tributary area covered.
2.7.2 Rational Method
The rational method is expressed as the equation Q = CiA in which Q is the run
off, A as the area of the section to be served, i for the intensity of rainfall, and C is the
runoff coefficient of the area. The runoff coefficient varies depending on the type of
surface. The rate of rainfall used in design requires knowledge of local rainfall
characteristics.
2.7.3 Run off Coefficients
The run off coefficients is very dependent upon percent impervious of area from
which the run off is derived. The coefficient accounts for the water that percolates into
exposed soil and other porous surfaces are those lost by evaporation, and the water
held in puddles and depressions of both pervious and impervious surfaces.

Table 2.2. Run off Coefficients
2.7.4 Rainfall Intensity
The value of the rainfall intensity depends on the local rainfall records and on
the duration of the rainfall. Intensities to be expected vary in different parts of the
country. Design intensities chosen shall be greater than average occurring rainfall
intensities.
CHAPTER III
METHODOLOGY
This chapter presents the methodology of the study
3.1 Data Collection
Visual inspection was conducted to gather information, ideas, and background of
the study. Pictures, videos, maps of Guimaras and documents collected aided the
assessment of the present condition of the airport. The information gathered served
as evidence to investigate the study presented. Interviews were conducted with the
Guimaras provincial engineer, Guimaras Provincial Planning and Development office
(PPDO) staffs, and Guimaras State College administrator to acquire knowledge of
possible usages and plans of the province for the airport. Background information and
present condition of the airport was obtained. Most documents pertaining the proposal,
implementation, plans or drawings of the old airport have been disposed already prior
to the conceptualization of the establishment the flying school. A copy of the assessment
and inspection results of the present condition of the airport done by Aerodome and Air
Navigation Safety Oversight (AANSO) was obtained which reflects the current condition
of the airport.
Research and studies on airport design requirements and standards were done.
Details and specifications for aircrafts possibly to be used for general aviation and
military trainings were obtained. This information served in the selection of the design
aircraft primarily considered in preparation of runway and apron design

A topographic survey was also conducted with the use of a total station to
obtain the profile of the runway. After proper leveling and measuring of the height of
the total station, it was positioned taking the first back sight as bench mark or reference
point which was noted to have an elevation of 100 meters. Then the elevations of a
series of points along the centerline of the runway were determined Side shots were
made up to the extents of the instrument capacity. When the instrument is unable to
confirm the target point’s elevation data, a foresight is done to a proper turning point
and the instrument was then re-positioned to some other convenient location and the
same process was repeated.
3.1.1 Runway Location and Orientation
The runway is currently located at the rear side of Brgy. Mclain, Buenavista,
Guimaras. The site is adjacent to a vast rice field. Topographic maps were secured for
the aerospace and geographical obstruction determination. Topographic survey on
existing runway was also done to determine its useable length and section to be graded.
The orientation of the runway was determined by taking the centerline of the current
runway and the azimuthal orientation due south was measured.
3.1.2 Soil Investigation and Soil testing
Soil investigation is an important concern in designing a project. Subsurface
investigation and sampling was performed specifically along the runway and
prospective airport building location. A total of three test pits have been excavated, two
of which are on both side along the length of the runway where depth varied from three
to five feet while the third test pit is on the prospective location of the airport building.
Soil samples were prepared for laboratory testing. Laboratory tests were done
to determine the soil quality and classification. The tests include moisture content
determination, Atterberg’s limit, sieve analysis, permeability test, Specific gravity, and
compaction test. Data results are used to analyze soil characteristics and to arrive at a
pavement section design necessary for the aircrafts to operate safely. California Bearing
Ratio (CBR), Modulus of subgrade reaction, k were based on the Fig. 10. “Approximate
interrelationships of soil classifications and bearing values.”- Design of Concrete airport
Pavement by Robert G. Packard. The CBR value assigned for the existing runway lime
rock layer was 80 based on known materials strength from the Table 12-9: “Assigned
CBR ratings for base course materials”, Chapter 12 Airfield Pavement Design,
Globalsecurity.org.
3.2 Data analysis
3.2.1 Site Evaluation
An ocular visit was done and photographs taken were used in as concrete
evidences in presenting the existing condition of the airport in the problem definition
which can be found in Chapter 1. Interviews with The Provincial engineer, Planning and
Development office and Guimaras state college administrator were conducted for
historical and background information on the desired runway use and as well as for
details as for land availability, types of aircrafts to be used and occupancy.
3.2.2 Geotechnical Investigation
The tests conducted include classification tests such as moisture content
determination, Atterberg’s limit, sieve analysis, permeability test, specific gravity, and
compaction test. Once the soil classification has been determined, other properties of
the soil such California Bearing Ratio (CBR) and Modulus of subgrade reaction, k
necessary for pavement design can be assigned based on the Fig. 10. “Approximate
interrelationships of soil classifications and bearing values.”- Design of Concrete airport
Pavement by Robert G. Packard provided the lowest value in the range is selected.
Fig. 3.1 Approximate interrelationships of soil classifications and bearing values
3.2.3 Design Method
The airport building was analyzed and designed as per requirements of the
National Structural Code of the Philippines (NSCP 2010) volume 1 for vertical
structures, Civil Aviation Authority of the Philippines Manual of Standards for
aerodomes (MOS 2009), Federal Aviation Authority Advisory Circular 150 series and
International Civil Aviation Organization Annexes (ICAO) for the provisions on the
runway, runway strip and apron.
3.2.3.1 Airport Building
Concrete made structural members were designed using Ultimate Strength
Design Method. Values of compressive strength of concrete and yield strength of steel
are based on standards strength of materials available in the local market. Steel
reinforcement sizes were adopted from Philippine Standard Reinforcement Bars.
Structural Design and Analysis were checked for the purpose of safety. The method
used in the design was based on National Structural Code of the Philippines (NSCP
2010).
Design Criteria:
f’c = 28 MPa
fy = 420 MPa
ϒconcrete = 23.5 Kn/m3
Dead Load (DL):
Slab weight = 3.54 kPa
Suspended Metal lath Cement Plaster = 0.72kPa

Mech. Ducts Allowance = 0.2 kPa
Plaster on tile = 0.24 kPa
Tile = 0.77 kPa
Floor Live Load (LL):
2.4 kPa (File Room)
2.4 kPa (Work Space)
The following assumptions were made in the design of the structural members:
1. All columns were axially loaded.
2. All Footing is axially loaded.
3. Soil composition on the area of the prospective location of the airport building was
identical to properties concluded from the soil test results and was uniform all
throughout the location.
3.2.3.2 Runway and Runway Strip
The Design of Runway was based on the provisions set in Chapter 13-
“Standards for aerodomes used for light operations” and cross referenced to Chapter 6-
“Aerodome Physical characteristics” of the Manual of Standards 2012. The runway is
design to serve the chosen critical aircraft KINGAIRB200 in terms of runway length,
width, and bearing requirements. Runway maximum longitudinal slope is 2% and
transverse slope of 2.5% thus; it is set to have 0.1% for the longitudinal slope and 2%
for the transverse slope. The runway strip is assigned with transverse slope of 2% on
both sides and has the same longitudinal slope as the runway.
3.2.3.3 Apron and Taxiway
In the thickness design process of airport concrete pavement, design charts for
particular aircrafts are used. The Pavement thickness is highly dependent on the
modulus of subgrade reaction, k value of the subgrade, strength or modulus of rupture
of concrete and gear load for each aircraft. The k value is determined for every
particular soil type based the Unified Soil Classification System (USCS). An estimate of
future, as well as present, operating and load conditions is made by selecting an
appropriate conservative safety factor. Even though there may be a large number of
operations by light aircraft, the fatigue resistance of the concrete will not be used up. A
safety factor of 2.0 results in pavement adequate for full-capacity traffic operations
Working-stress for a specific aircraft is determined by dividing the modulus of rupture
of the concrete by the safety factor chosen. From the design chart for the specific
aircraft, the pavement thickness for the working stress is determined. On the graph, it is
followed horizontally from stress to gear load, vertically to k value, then horizontally to
pavement thickness. The process is repeated for other aircraft of different loads, again
selecting new, appropriate safety factors for the level of operations expected for these
aircraft, and select a design thickness for the most critical condition. The design aircraft
which gives the most critical condition is chosen for pavement design. The slope on any
other part of an apron is set at 2% towards the sides without causing water to
accumulate on the surface of the apron. Similarly, the use of software such as the
“Airpave2011” which employs the same principles and gives safe and conservative
resulting thickness is applicable in the thickness determination. Since design charts are
not available for all aircrafts, Airpave2011 was used in determining the concrete
thickness for this study.
Fig. 3.2 Example Thickness Determination for McDonnel- Douglas DC-10-10
3.2.3.4 Drainage System
Direction of Flow
The direction of flow is to be based on the location and directed to the lowest
point. The profile obtained from the topographic survey was used in setting the slope of
the channel. The direction of flow and the cross sectional area of the channel depends
largely on the slope.
Drainage Profile
The channel drainage provisions for the runway are nonfunctional and mostly
have flattened to ground. Drainage structures are to be provided with adequate slope to
facilitate flow of water. By noting the profile of soil surrounding the runway from the
topographic survey the slope is determined.
Rational Method
Rational method was used to determine the discharge of each channel. It is
expressed by the formula Q=CiA where Q is the discharge, C is the runoff coefficient of
the area, i is the intensity of rainfall and A is the tributary area. The Coefficient used was
based on table 2.2. The runway had varied surfaces which are moderately permeable
soil with turf soil and asphalt surface. Thus the coefficient of runoff used was the
weighted coefficient of both surface types found by: C=(C1A1)+(C2A2)

A1+A2
Channel Design
` The design of channel is based on Manning’s formula
For the most efficient rectangular section, the relationship B=2D
(B is the base and D is the depth of section) was used.

3.3 Resources and Facilities
Information on safety assessment and groundbreaking files which indicate the
existing condition of airport, local publications, journals, books, manuals and other
documents were obtained from Guimaras Provincial Engineering office, CPU Henry
Luce Library and the internet.
Personal computer, laptops, cameras and cellular phones owned by each
member of the team were used in preparation for the written report. Computer
software were used such as Automated Computer Aided Design (AutoCAD) Civil 3d -for
the generation of drawings and topographic profile generation, Airpave2011 software
for the design of Apron Pavement, Federal Aviation Authority Advisory Circulars and
with the aid of the National Structural Code of the Philippines (NSCP) and Civil Aviation
Authority of the Philippines Manual of Standards (MoS 2012) for the preparation of
plans and specifications. Microsoft Excel for necessary computations and Google
Sketchup pro for generating other drawings were also.

CHAPTER IV
PROJECT AREA
This chapter presents specifically the background and feathers of the proposed project.
4.1 Background and General Features of Guimaras
4.1.1 History
Guimaras province formerly known as “himal-us” became a municipality only
not later than the end of the 18th century which had its seat of government at
Buenavista. It was in May 22, 1992 during the term of Dr. Catalino G. Nava when the
sub- province of Guimaras was converted into a full- fledged and regular province.
The first two municipalities to be created were Buenavista and Jordan followed
by Nueva Valencia in 1941 and the other two which were Sibunag and San Lorenzo in
1995.
4.1.2 Climate and Land Area
Guimaras island lies southeast of Panay island and northwest of Negros island.
The province has a total land area of 60, 457 hectares or 60.46 sq. km. the topography
of Guimaras varies from level to steeply sloping, with land elevation ranging from 0 to
nearly 300 meters above sea level. Guimaras is classified as Corona’s type 1 climate,
characterized by two pronounced seasons: the dry season usually between the months
of November and April and rainy season which occurs during the rest of the year.
4.1.3 Demography
As of 2010 census, Guimaras province has a population of 162, 943 with a
density of 270 persons per sq. km. and a growth rate of 1.42 for 2000-2010.
4.1.4 Location and Accessibility
The Guimaras province lies between 10°25’ 00’’ and 10°46’09’’ North Latitude
and 122°28’20’’ and 122°28’40’’. The island is separated from Panay Island by the 1.5
nautical mile long Iloilo strait and acts as a natural breakwater for Iloilo. The 6 nautical
mile Guimaras strait likewise separates the province from Negros. The province is
situated in the center of the country and can be reached by air and boat from Manila
and other origin via Iloilo City and pumpboat in Pulupandan, Negros Occidental. There
is a Roll-On-Roll-Off (RORO) which can carry vehicles to and from Guimaras and Ilolo
City.
4.1.5 Soil Characteristics
The major soil types in Guimaras are Guimaras gravelly loam ( 71.85% of the
land area), Faraon Clay (16.86%), Umingan fine sandy loam (5.62%), San Raphael loam
(4.28%), Sta. Rita Clay Loam (0.03%), and beach sand (0.07%).
4.2 Guimaras Local Economy
Guimaras Gross Provincial Domestic Product (GPDP) grows about 4.2% in 2003
and 3.0% in 2004, as driven by the steady growth of Agriculture, Fishery and Forestry
(AFF), the robust performance of private services and Government services in the
services sector, as well as the resurgence of the construction in the industry sector.
Agriculture, fishery and tourism have been identified as the major economic drivers in
Guimaras. On the agriculture sector, three commodities have been prioritized based on
sufficiency and economic contributions to the provincial economy namely, Rice, Mango
and Cashew. Fishery is another industry in Guimaras but only Iloilo is self-sufficient in
the region.
As for tourism, there was an increase of visitors arrival from 319, 547 in 2011
to 333, 243 in 2013 and 285,267,300Php in 2011 to 304,475,500Php in 2012
respectively based on the Jordan and Buenavista wharves Guest assistance center as
point of entry. The province has relatively varied tourism attractions and potentials like
beaches, resorts, festivals, religious sites and activities, historical and farm sites where
some are listed in chapter 1.
Among the 6 regions in the province, Guimaras ranks 3 rd to Negros Occidental
in terms of projected income of DOST assisted entrepreneurs and share in the regional
total for food processing accounts. Some fruit preserves processed in the province are
dried fruits, jams, puree, concentrates, and pickles. While for processed nuts, there are
roasted and salted cashews, bandi, and cashew butter. Other delicacies include piaya,
Mango scotch, polvoron, barquillos, pnasugbo, and banana chips. The food processing
industry is strongly supports by the Department of Agriculture and Industry (DTI),
Department of Science and Technology (DOST) and Technical Education and Skills
Development Authority (TESDA).

4.3 Buenavista, Guimaras
Buenavista is the oldest municipality on Guimaras. It has a population of 46,703
people with 36 barangays. The municipality is located at the northern tip of Guimaras
Island, and is one of the five towns comprising the province of Guimaras. The northern
and northwest part of the town overlooks Panay Island and the northeast portion faces
Negros Island. The climate is mild and cool, due to its being bounded by the sea.
The municipality has 19 public elementary schools, 5 public high schools, and 1
vocational technical school. It has a literacy rate of 98.4%, the highest in the whole of
Guimaras. Buenavista is the center of higher education. The main campus of Guimaras
State College, the only state college in the province, is found in Brgy. Mclain where the
proposed airport is to be located.
Buenavista has a population of 46,703 as of 2010 census. With 364 persons per
sq. kilometer, the municipality has the highest population density among other
municipalities in the province.
4.4 The Airport in Buenavista, Guimaras
The runway in Buevista is located in the rice field portion of barangay Mclain,
Buenvista and is surrounded barangay Supang and barangay San Fernando. This
location is ideal since it is near the Guimaras State College and has adequate land area
for the facility where there are no significant natural geographic obstructions for safe
flight except trees and electrical posts that can be cleared and relocated. The
proposed airport facility in Buenavista, Guimaras is designed to meet the operational
requirements of most of General Aviation and training aircrafts as well as some of

Philippine military training aircrafts that it may possibly cater and in line to the
provisions set in the chapter 13 – “Standards for aerodromes used for light aircraft
operations” of the Manual of Standards for aero dome design of the Civil Aviation
Authority of the Philippines (CAAP). Its basic facilities include the one thousand eight
hundred meters (1,800) long single runway, a one thousand eight hundred fifty six
(1856sq.m.) square meter apron for aircraft parking and ground operations and an
airport building to house the airport administration, Fixed Based Operators (FBO) and
Airport Rescue and Firefighting (ARFF) personnel. The runway includes parts like the
turning pads on and runway end safety area (RESA) on both ends and a clearway. The
airport building was initially analyzed with basic control tower loads and occupancies
but designed as a three-storey building with a roof deck for so it may be converted into
a control tower for future expansions when air traffic and demand makes it necessary.
The total allotted land area for the airport facilities is 77 hectares with the airport
reference point ideally identified at latitude 10°41’ 37’’ and longitude 122°39’ 54’’ A
suggested layout and plans considering the basic control tower occupancy is added at
the end of this book. The proposed airport facility will be utilized as an additional
access and exit point for the province. It could cater a flying school proposed to be set
up in the province and possible military operations and trainings. It could also cater
cargo transport from and into the province.

Figure 4.1 Map Showing the Philippines
Figure 4.2 Map Showing Western Visayas
Figure 4.2 Map Showing Western Visayas
Figure 4.3 Map Showing Guimaras Province

Figure 4.4 Map Showing Municipality of Buenavista
Figure 4.5 Map showing current location site of the Airport
Runway
Figure 4.6 Site Development Plan for Buenavista, Guimaras Airport

CHAPTER V
THE PROPOSED PROJECT
This chapter presents the plan of the project; specifically the technical drawings,
structural design, electrical plan, plumbing layout plan, project cost estimate and work
schedule.
5.1 Technical Drawings
5.1.1 The Airport Building
The airport building is analyzed to accommodate future control tower loads and
occupancy but initially designed to be a three-storey airport building that will house the
airport administration, fixed base operators or the flying school and the rescue and
firefighting personnel.
5.1.1.1 Architectural Plan
Architectural plans of the airport building include the floor plans, ground
elevations and the perspective.
5.1.1.2 Structural Plan
The structural plan includes the detailed design of its structural members. This
includes concrete beams, slabs, columns and footings/foundations. Structural members
made of concrete are designed using Ultimate Stress Design (USD) method. Values on
the compressive strength of concrete (f'c) and yield strength of steel (fy) are based on
the standard strengths of materials available in the local market. Structural design and
analysis were also checked for the purpose of safety. Steel reinforcement sizes were
adopted from Philippine Standard Reinforcement Bars.

Design Criteria:
f’c = 28 MPa
fy = 420 MPa
ϒconcrete = 23.5 Kn/m3
Dead Load (DL):
Slab weight = 3.54 kPa
Suspended Metal lath Cement Plaster = 0.72kPa
Mech. Ducts Allowance = 0.2 kPa
Plaster on tile = 0.24 kPa
Tile = 0.77 kPa
Floor Live Load (LL):
2.4 kPa (File Room)
2.4 kPa (Work Space)
The following assumptions were made in the design of the structural members:
1. All columns were axially loaded.
2. All Footing is axially loaded.
3. Soil composition on the area of the prospective location of the airport building
was identical to properties concluded from the soil test results and was uniform all
throughout the location.
5.1.1.3 Electrical Supply and Lay-out
All electrical installation is in accordance to the requirements stated in the
Philippine Electrical Code with applicable ordinance of local enforcing authorities.

Proper lighting of the entrances, floors, and surrounding areas of the building would be
provided. The structure would also be provided with outlets to supply electricity to
each room and others.
5.1.1.4 Water Supply and Plumbing Lay-out
All plumbing works shall be executed according to the rules and regulations
stated in the National Plumbing Code of the Philippines. The facility would be provided
with water by lines of the NAWASA Buenavista, Guimaras.
The plans of the proposed airport building are found at the following
appendices:
Architectural and Structural Plans for the Airport Building Appendix C
Electrical Plans Appendix D
Plumbing Plans Appendix E

5.1.2 The Runway Pavement
5.1.2.1 Runway Geometric Design
The geometric design for the runway was based on the Chapter 13- “Standards
for Aerodromes Intended for Small Aeroplanes Conducting Air Transport Operations
and Flight training” and crossed referenced to chapter 6- “Aerodrome Physical
Characteristics” of the CAAP Manual of standards 2012. The runway is 1,800 meters
long and 20 meters wide with a runway strip at 30 meters wide graded at 2% on both
sides. A clearway and runway end safety area is provided at both ends which totals the
length at 2,060 meters. For the Sight Distance, a point 1.5 m above the runway should
be visible to any other point 1.5 m above the runway for half the length. The runway is
graded at 0.1% longitudinal and 2% on transverse.
5.1.2.2 Runway Section Design
The existing lime rock runway pavement is overlaid with 260mm P-209 Crushed
Aggregate Subbase. The crushed aggregate subbase is the overlaid by 100mm P-
401/403 Plant Mix Bituminous Pavement Base. The 130mm thick P-401/403 Hot Mix
Asphalt is used for the wearing surface of the runway. All layers are compacted at least
95% optimum density.

The plans of the proposed runway improvements are found at the
following appendices:
Profiles Appendix F
Runway Analysis and Computations Appendix G
Layout and Cross Section Design Appendix H
Runway Markings Appendix I

5.1.3 The Runway Apron and Taxiway
5.1.3.1 Geometric Design
The apron is a holding apron placed near to the runway. It is rectangular in
shape that is 79 meters by 50 meters of Portland cement concrete pavement and
employs simple parking scheme for the aircrafts. It can cater three aircrafts when free
maneuver parking is used and can cater four aircrafts when nose-in; pull-out parking is
used.
The apron is attached to the taxiway that connects it to the runway. The taxiway
is 10.5 meters wide and 42 meters long Portland cement concrete pavement with
turning radius of 24m based on the probable taxi velocity of aircrafts to be served. Each
slab is dimensioned 5.25 meters by 5.25 meters and tied by deformed bars.
5.1.3.2 Section Design
The apron pavement is designed to be 6 inches thick and directed parallel to the
runway. Concrete slab widths are assigned at 4 meters wide all with keyways.
Transverse contraction joints are spaced at 4 meters. Deformed tie bars are to be placed
on joints as indicated on the plans. It is graded by 2% from the centerline of the apron
sideways to the direction parallel to the runway.
The taxiway section is designed to be 6 inches thick and perpendicular to the
runway. Construction joints with tie bars are installed as indicated in the plans.
Taxiway is connected to apron and runway by expansion joints. It is graded by 2% from
the centerline of the taxiway sideways to the direction parallel to the runway.
The plans of the proposed runway apron and taxiway are found at the
following appendix:
Apron and Taxiway Plans Appendix J

5.1.4 Drainage
The drainage system is designed to have a rectangular drainage channel
surrounding the runway and apron. Its uniform cross section dimension designed to
carry maximum possible discharge for the most critical part of the runway is 1.5 meters
by 1.7 meters.
The drainage design is found at the following appendix:
Drainage Plans Appendix K

5.2 Project Cost and Estimates
The Total estimated cost for the airport building is Php. 6,232,306.93
Item Description Unit Cost Amount
I MOBILIZATION & DEMOBILIZATION

110,732.80
110,732.80
ll EXCAVATION WORKS
45,447.70
45,447.70
lll BACKFILLING WORKS

59,565.45
59,565.45
IV Column footing
28,584.02
28,584.02
INSTALLATION OF RSB AND POURING OF

V CONCRETE IN SQUARE FOOTING 245,477.89
245,477.89

Vl CONCRETE IN WALL FOOTING 820,344.331
820,344.33

Vll CONCRETE IN COLUMNS 356,905.93
356,905.93
VIII FORMWORKS AND SCAFFOLDINGS 825,720.00

825,720.00

IX CONCRETE IN BEAMS AND SLABS 1,191,344.43
1,191,344.43

X CONCRETE IN STAIRS 146,369.78
146,369.78
XI MASONRY WORKS 1,244,318.10

1,244,318.10
XII PLASTERING 275,131.73

275,131.733
XIII SANITARY WORKS 52,372.60

52,372.60
XIV ELECTRICAL WORKS 64,016.40

64,016.40
XV PLUMBING WORKS 45,311.00

45,311.00
FABRICATION AND INSTALLATION OF DOORS

XVI AND WINDOWS
149,730.00
149,730.00
XVII CONSTRUCTION OF SEPTIC TANK 110,113.58

110,113.58
XVIII PAINTING WORKS 168,435.40

168,435.400
XIX TILE WORKS 286,673.80

286,673.80
TOTAL PROJECT COST 6,232,306.93
Table 5.1 Summary of estimated total cost for administration building
The Total estimated cost for the Runway per 20m length is Php.3, 906,689.88
Summary of Cost Estimates for Runway
For 20 meter strip

DESCRIPTION TOTAL
A Procurement 1,250.00
B Excavation 11,561.26
C Compaction 2,890.31
D Asphalt 2,761,691.20
E Markings 13,100.00
MATERIAL COSTS 2,790,492.77
LABOR COSTS 1,116,197.11

Table 5.2 Summary of Estimated cost for Runway per 20 meter strip
The Total estimated cost for the Apron and Taxiway is Php.5, 740,238.67
Summary of Cost Estimates for Apron and Taxiway
DESCRIPTION TOTAL
A Procurement 1,250.00
B Excavation 84,972.38
C Compaction 21,243.10
D Formwork 65,000.00
E Concrete works 3,882,745.00
F Dowels 44,960.00
MATERIAL COSTS 4,100,170.48
LABOR COSTS 1,640,068.19

Table 5.3 Summary of Estimated cost for Apron
The Total estimated cost for the Drainage System per 20m length is
Php. 121,191.08
Summary of Cost Estimates for Drainage System
For 20 meter strip

DESCRIPTION TOTAL
A Preliminary Works 2,420.46

B Concrete works 50,979.60
C Steel works 13,895.00
D Masonry works 12,750.00

E Form works
6,520.00
MATERIAL COSTS 86,565.06
LABOR COSTS 34,626.02
TOTAL PROJECT COST 121,191.08
Table 5.4 Summary of Estimated cost for Drainage System per 20 meter strip
The Total estimated cost for the project is Php. 390,721,436.72
Summary of the Total Cost Estimates of the Project
Cost per 20
Total Length (m) Total Cost
meter Strip
Drainage System 121,191.08 4480 27,146,801.92
Runway 3,906,689.88 1800 351,602,089.20

Administration
Building 6,232,306.93
Apron 5,740,238.67

Table 5.5 Summary of Total Project Cost
5.3 Construction Work Schedule
The Critical Path Method shows the order and the interdependence of activities and
the sequence in which the network is to be accomplished. The diagram shows the start of the
given activity and its dependence upon the completion of the preceding activities and how the
completion also restricts other activities that follow.

Airport Building
Critical Path:
A-B-D-H-J-K-O-R-S
Runway (Per 20 m length)
Apron and Taxiway

Drainage (Per 20 m length)
CHAPTER VI
CONCLUSIONS AND RECOMMENDATIONS
6.1 Conclusions
After evaluation of feedbacks gathered, surveys and tests conducted which are
necessary prior to any flight operations, the need for the development of the
infrastructural inadequacy of the Buenavista, Guimaras Airport was realized and
concluded to be significant for the project study. The design created for the
improvement of the airport conformed to standard codes for a means of safe take-off
and landing of aircrafts. The proposed airport building was designed to provide offices
necessary for a general aviation requirement. This structure was prepared ready for
extension to become a control tower in the future. The proposed runway was designed
out of the existing runway strip and was extended to a length of 2060 meters. The
apron was designed to hold aircrafts with an adequate distance from the runway and
without interfering to ground movements.
The implementation of the necessary improvements could provide other
additional services that would benefit the province in terms of accessibility and
transport.
6.2 Recommendations
Plumbing and electrical plans for the airport building were prepared to meet
future extensions to be a tower, so its applicability to an initial three-storey airport
building should also be reviewed.

It is highly recommended that this study be presented to the Guimaras
provincial authorities to serve as reference for the improvement of the airport. The
designs applied in this study was intended to comply to minimum requirements, so it is
also recommended that designs done in this study be evaluated and reviewed by local
authorities prior to any adaptation especially when changes in preferences and needs
are possible.
REFERENCES
Online Sources
https://books.google.com.ph/books?id=m2XNRKZVtJgC&pg. Retrieved July 2014
https://books.google.com.ph/books?id=73jtSAAACAAJ “The Economic and Social
Benefits of Air Transport” by Air Transport Action Group
https://books.google.com.ph/books?id=73jtSAAACAAJ “The economic benefits of
air transport in the Philippines” by Oxford Economics 2011
https://books.google.com.ph/books?id=73jtSAAACAAJ “The Usefulness of
International Tourism and Air Transport Statistics” by Maria Cherry
Lyn S. Rodolfo, 9th National Convention on Statistics (NCS)
pascn.pids.gov.ph/files/Discussions%20Papers/2000/pascndp0012.pdf
PASCN Discussion Paper No. 2000-12
https://books.google.com.ph/books?isbn=1134267576 “The State of Competition
and Market Structure of the Philippine Air Transport Industry”
Philippine Airlines. Retrieved January 2013.
http://www.cebupacificair.com/pages/aboutus.aspx About CEB
www.Iloilometropolitantimes.com. Retrieved July 2014
www.Manilabulletin.com. Retrieved July 2014
www.oxfordeconomics.com
Unpublished Studies
Dasilao (2014). Proposed Construction of Municipal Agricultural Building In Santa
Barbara, Iloilo
Apatino (2013). Proposed Construction Of A Three-Storey K-12 Building At
Central Philippine University, Jaro, Iloilo City
Floresca (2014). Proposed Improvement of Drainage and Road Network,aAnd
Construction of Multi- Purpose Building of Camp Delgado Villagers
Association
(Cadelva) Subdivision In Dungon C, Mandurriao, Iloilo City
Solilap (2013). A Proposed Construction Of a two-storey multipurpose building and a
gymnasium for Brgy. Dungon B, Jaro, Iloilo City
Regulating Standards
Civil Aviation Authority of the Philippines Manual of Standards 2009
USA Federal Aviation Authority Series 150 Advisory Circulars (ACs) for Airport Design
Book
Airport Concrete Pavement Design by Robert Packard
Geotechnical Engineering (Philippine Edition) by Braja M. Das
Office
Department of Tourism, Jordan, Guimaras

Appendix A
Definition of Terms
DEFINITION OF TERMS
 Aerodrome - A defined area on land or water (including any buildings,
installations, and equipment) intended to be used either wholly or in
part for the arrival, departure and surface movement of aircraft. It is
used interchangeably with the tem airport and means the same in this
study.
 Aeroplane – The term Aeroplane is used as airplane and means the same.
 Apron - A defined area on a land aerodrome intended to accommodate
aircraft for the purposes of loading or unloading passengers, mail or
cargo, fuelling, parking, or maintenance.
 Clearway A defined rectangular area on the ground or water under the control
of an appropriate authority at the end of the take-off run available on
the ground or water under the control of the aerodrome operator,
selected or prepared as a suitable area over which an aeroplane may
make a portion of its initial climb to a specified height.
 Critical aeroplane
The aeroplane or aeroplanes identified from among the aeroplanes
the aerodrome is intended to serve as having the most demanding
operational requirements with respect to the determination of
movement area dimensions, pavement bearing strength and other
physical characteristics in the design of aerodromes.
 Declared distances
(a) Take-off run available (TORA)

The length of runway declared available and suitable for the ground
run of an aeroplane taking off.
(b) Take-off distance available (TODA)
The length of the take-off run available plus the length of the
clearway if provided.
 Marker An object displayed above ground level in order to indicate an
obstacle or delineate a boundary.
 Marking A symbol or group of symbols displayed on the surface of the
movement area in order to convey aeronautical information.
 Mass The terms mass and weight used in aerodrome standards have the
same meaning.
 Movement Either a take-off or a landing by an aircraft.
 Movement area
That part of the aerodrome to be used for the take-off, landing and
taxiing of aircraft, consisting of the maneuvering area and the
apron(s).
 Obstacle. All fixed (whether temporary or permanent) and mobile objects, or
parts thereof, that:
(a) are located on an area intended for the surface movement of
aircraft; or
(b) extend above a defined surface intended to protect aircraft in
flight; or
(c) stand outside those defined surfaces and have been assessed as
being a hazard to
air navigation.
 Instrument runway
Runway intended for the operation of aircraft using instrument
approach procedure:
(a) Non-precision approach runway.
An instrument runway served by visual aids
and a radio aid providing at least directional guidance adequate for a
straight-in approach with a published minimum descent altitude, also
known as landing minima for a particular radio aid or a combination
of radio aids.
 Obstacle limitation surfaces (OLS)
A series of planes associated with each runway at an
aerodrome that defines the intended limits to which objects may
project into the airspace around the aerodrome so that aircraft
operations at the aerodrome may be conducted safely.
 Runway - A defined rectangular area on a land aerodrome prepared for the
landing and take-off of aircraft.
 Runway end safety area (RESA)
An area symmetrical about the extended runway centre line and
adjacent to the end of the runway strip primarily intended to
reduce the risk of damage to an aeroplane undershooting or
overrunning the runway.

 Runway strip A defined area including the runway, and stopway if provided,
intended:
(a) to reduce the risk of damage to aircraft running off a runway; and
(b) to protect aircraft flying over it during take-off or landing operations
 Runway turn pad A defined area on a land aerodrome adjacent to a runway
intended for the purpose of completing a 180 degree turn on
a runway.
 Signal area An area on an aerodrome used for the display of ground
signals.
 Taxiway A defined path on a land aerodrome established for the taxiing of
aircraft and intended to provide a link between one part of the
aerodrome from another, including:
(a) Aircraft parking position taxilane. A portion of an apron
designated as a taxiway and intended to provide access to
aircraft parking positions only.
(b) Apron taxiway. A portion of a taxiway system located on an
apron and intended to provide a through taxi route across the
apron.
(c) Rapid exit taxiway. A taxiway connected to a runway at an
acute angle and
designed to allow landing aeroplanes to turn off at higher speeds
than are
achieved on other exit taxiways thereby minimizing runway
occupancy times.
Weight The terms weight and mass used in aerodrome standards have the
same meaning.
Appendix B
Geotechnical Report
I. INTRODUCTION
A subsurface investigation was undertaken for the infrastructural improvements for
the Buenavista, Guimaras airport. Two batches of explorations were conducted. The first
was for the analysis of soil samples located adjacent to the runway. The second was for the
soil samples from the prospective location of the runway apron and taxiway and the
administration building, fixed based operations quarters and airport rescue and firefighting
facility respectively. The locations shown on the test pits location map should be considered
approximate. The first testing occurred on May 26, 2014 which began at 9:00 am and
finished on May 29, 2013 at 4:00 pm for test pit number one. The second testing occurred
on June 13, 2014 which began at 9am and finished on June 20, 2014 at 5pm for test pits
number two and three. Three test pits were hand dug and were about three feet square
(3’x3’) wide each. Soil samples obtained at Test pits no. 1 and 2 where the runway and the
apron is located respectively where at each one foot depth samples were taken and
analyzed through Sieve Analysis, Atterberg’s Limits, Compaction test, Permeability test,
unit weight determination, moisture content determination and Permeability test by falling
head method. The soil samples from test pit no. 3 were analyzed through sieve analysis,
moisture content determination and Attergerg’s limits. Rock sample obtained from test pit
number three at approximately five feet depth was subjected to bearing test. The runway
section is composed of lime rocks and lime treated pavement for the surface which was
visually observed to have an uneven and rocky surface all throughout its length resulting to
ponding of water in the occurrence of rain.

The Unified Soil Classification System (USCS) was used for Soil Classification to
further confirm the strength and properties of the soil on the location. California Bearing
Ratio (CBR) and Modulus of Subgrade Reaction, k (psi/in) values of the soils were
determined based on lowest value in the pre-determined set range of values for each soil
classification.
II. SITE AND SUBSURFACE CONDITIONS
The following is observed in-situ soil description.
TEST PIT 1 - Along Runway
1) Light Brownish Silty Clay obtained at 1 foot depth

2) Brownish silty Clay obtained at 2 feet depth
3) Dark Gray Sandy Clay obtained at 3 feet depth
4) Dark Brown Clay obtained at 4 feet

5) Dark Brown Clay obtained at 5 feet
6) Limestone formation observed at 6 feet
TEST PIT 2 - Apron

1) Brownish Silty Clay obtained at 1 foot
2) Dark Brownish Silty Clay obtained at 2 feet
3) Grayish Clay obtained at 3 feet
TEST PIT 3 - Admin Building

1.Brownish Clay obtained at 1 foot
2. Dark Brownish Clay obtained at 2 feet
3. Dark Grayish Clay obtained at 3 feet
4. Dark Brownish Clay obtained at 4 feet
2.1. Site Description
The project site is located in Buenavista, Guimaras. It is in the rice fields of barangay Mclain
and enclosed by the borders of barangay Supang and barangay San Fernando.
2.2. Soil Profile
Topsoil covers the ground surface of all test pits and was observed to be 2 to 5 inches in
thickness. Below the topsoil is a brownish soil layer. The following soil layer consisted of dark brown
clay and silt with some sand and varying amounts of gravel. The following layer below was observed
as gray clay and silt and gravel. A dark brown layer of sand and silt followed below for the next two
feet for all test pits. At the fifth foot for the test pit number three, rocks with estimated diameter
not less than fifteen inches were encountered while traces of gravel bigger than one half of an inch
were also observed at the fifth and sixth foot at test pit number one. Soil profiles are shown on the
following figures.
2.3. Groundwater Observations
The groundwater table was not encountered in any of the test pits during the exploration.
III. SOIL PROFILE, PRESENT RUNWAY SECTION AND TEST PITS LOCATION
Test Pit no. 1 (Along the Runway)
Test Pit no. 2 (Apron Area)

Test Pit no. 3 (Prospect Building Area)
Rocky layer
Current Runway Section

IV. TEST RESULTS
4.1 SIEVE ANALYSIS per ASTM D422
Sample: 1-1 ft
Sieve Size Wt. Retained Cum. Wt. Wt. Passing Percent

Sieve Size (mm) (g) Retained (g) (g) Passing
#4 4.76 4.70 4.70 1502.71 99.69
#10 2.00 277.32 282.02 1225.39 81.29
#20 0.84 381.55 663.57 843.84 55.98
#50 0.30 263.17 926.74 580.67 38.52
#100 0.15 427.15 1353.89 153.52 10.18
#200 0.07 126.47 1480.36 27.05 1.79
pan 27.05 1507.41 0.00 0.00
Total Weight (g)= 1507.41
Total Soil weight= 1.52kg Percent Error= 0.83
% gravel = 18.71 D30(mm)= 0.24

% sand = 79.50 D10(mm)= 0.15
% fines = 1.79 Cu=(D60/D10)= 6.67
% coarse grained soil= 98.21 Cc=((D30)^2)/D60*D10 0.38
% fine grained soil = 1.79 LL (%)= 19.00
% coarse grain soil > 50% PI(%)= 7.37
PI is > 7 & Plots on or above A-
% sand > % Gravel
line
THE SOIL IS SANDY Group Symbol SP
THE SOIL HAS < 5% PASSING 200 18.71 % gravel >15 % gravel
D60(mm)= 1.00 CLASSIFICATION: POORLY GRADED SAND
WITH GRAVEL
Sample: 1-2ft
Sieve Size Wt. Cum. Wt. Wt. Passing Percent

Sieve Size (mm) Retained(g) Retained (g) (g) Passing
#4 4.76 3.97 3.97 1494.42 99.74
#10 2.00 140.32 144.29 1354.10 90.38
#20 0.84 270.08 414.37 1084.02 72.38
#50 0.30 275.55 689.92 808.47 54.01
#100 0.15 686.41 1376.34 122.05 8.24
#200 0.07 76.90 1453.24 45.15 3.12
pan 45.16 1498.39 0.00 0.00
Total Weight (g) 1498.39
% gravel = 9.62 D30(mm)= 0.20
% sand = 87.26 D10(mm)= 0.17
% fines = 3.12 Cu=(D60/D10)= 2.35
% coarse grained soil= 96.88 Cc=((D30)^2)/D60*D10)= 0.59
`% coarse grain soil > 50% PI(%)= 9.60
PI is > 7 & Plots on or above
% sand > % Gravel
A-line
<15 %
% gravel
THE SOIL HAS < 5% PASSING 200 9.62 gravel
Sample: 1-3ft

#4 4.76 129.10 129.10 1614.08 92.59
#10 2.00 1059.10 1188.20 554.98 31.84
#20 0.84 206.48 1394.68 348.50 19.99
#50 0.30 171.53 1566.21 176.97 10.15
#100 0.15 128.10 1694.31 48.87 2.80
#200 0.07 38.14 1732.45 10.73 0.62
pan 10.73 1743.18 0.00 0.00
% gravel = 68.16 D30(mm)= 1.90

% sand = 31.22 D10(mm)= 0.18
% fines = 0.62 Cu=(D60/D10)= 17.22
% sand < % Gravel
A-line
THE SOIL IS GRAVELLY Group Symbol GP
>15 %
% gravel
D60(mm)= 3.10 CLASSIFICATION: POORLY GRADED
GRAVEL WITH SAND
Sample: 1-4ft

#4 4.76 266.40 266.40 1221.11 82.09
#10 2.00 469.22 735.62 751.89 50.55
#20 0.84 226.43 962.05 525.46 35.33
#50 0.30 243.40 1205.45 282.06 18.96
#100 0.15 196.09 1401.53 85.98 5.78
#200 0.07 66.97 1468.50 19.01 1.28
pan 19.01 1487.51 0.00 0.00
Soil weight 1500.00 Percent Error= 0.71
% gravel = 49.45 D30(mm)= 0.56

% sand = 49.27 D10(mm)= 0.20
% fines = 1.28 Cu=(D60/D10)= 14.00
% sand < % Gravel
A-line
THE SOIL IS GRAVELLY Group Symbol GP
>15 %
% gravel
GRAVEL WITH SAND
Sample: 1-5ft

#4 4.76 49.67 49.67 1435.24 96.66
#10 2.00 538.60 588.27 896.64 60.38
#20 0.84 391.41 979.68 505.23 34.02
#50 0.30 230.18 1209.86 275.05 18.52
#100 0.15 166.34 1376.20 108.71 7.32
#200 0.07 84.82 1461.01 23.90 1.61
pan 23.89 1484.91 0.00 0.00
Soil weight (g) 1500.00 Percent Error= 1.01
% gravel = 39.62 D30(mm)= 0.56
% sand = 58.77 D10(mm)= 0.80
% fines = 1.61 Cu=(D60/D10)= 2.50
% sand > % Gravel
A-line
THE SOIL IS SANDY Group Symbol GP
< 5% PASSING >15 %
% gravel
THE SOIL HAS 200 39.62 gravel
SANDWITH GRAVEL
Sample: 2-1ft

#4 4.76 108.54 108.54 1370.70 92.66
#10 2.00 146.78 255.32 1223.92 82.74
#20 0.84 525.48 780.80 698.44 47.22
#50 0.30 357.98 1138.78 340.46 23.02
#100 0.15 246.33 1385.11 94.13 6.36
#200 0.07 63.51 1448.62 30.62 2.07
pan 30.63 1479.24 0.00 0.00
% gravel = 17.26 D30(mm)= 0.38

% sand = 80.67 D10(mm)= 0.18
% fines = 2.07 Cu=(D60/D10)= 7.22
PI is > 7 and Plots below A-
% sand > % Gravel
line
< 5% PASSING >15 %
% gravel
SANDWITH GRAVEL
Sample: 2-2ft

#4 4.76 35.38 35.38 1451.24 97.62
#10 2.00 382.88 418.26 1068.36 71.87
#20 0.84 499.73 917.99 568.63 38.25
#50 0.30 322.60 1240.59 246.03 16.55
#100 0.15 168.55 1409.13 77.49 5.21
#200 0.07 54.60 1463.73 22.89 1.54
pan 22.89 1486.62 0.00 0.00
Soil weight (g) 1500.00 Percent Error = 0.89
% gravel = 28.13 D30(mm)= 0.58

% sand = 70.33 D10(mm)= 0.19
% fines = 1.54 Cu=(D60/D10)= 7.89
PI is > 7 and Plots below A-
% sand > % Gravel
line
THE SOIL IS SANDY Group Symbol SW
< 5% PASSING >15 %
% gravel
D60(mm)= 1.50 CLASSIFICATION: WELL GRADED
SANDWITH GRAVEL
Sample: 2-3ft

#4 4.76 72.07 72.07 1462.94 95.30
#10 2.00 32.69 104.76 1430.25 93.18
#20 0.84 94.38 199.14 1335.87 87.03
#50 0.30 212.43 411.57 1123.44 73.19
#100 0.15 610.38 1021.95 513.06 33.42
#200 0.07 377.97 1399.92 135.09 8.80
pan 135.09 1535.01 0.00 0.00
% gravel = 6.82 D30(mm)= 0.14
% sand = 84.37 D10(mm)= 0.06
% fines = 8.80 Cu=(D60/D10)= 3.83
PI is <4 and Plots below A-
% sand > % Gravel
line
THE SOIL IS SANDY Group Symbol SP-SM
5-12% PASSING <15 %
% gravel
WITH SILT
Sample: 3-1ft

#4 4.76 0.00 0.00 1478.56 100.00
#10 2.00 171.88 171.88 1306.68 88.80
#20 0.84 369.98 541.86 936.70 64.70
#50 0.30 209.23 751.09 727.47 51.07
#100 0.15 381.91 1133.00 345.56 26.19
#200 0.07 233.18 1366.18 112.38 11.00
pan 112.38 1478.56 0.00 0.00
Soil weight 1500.00 Percent Error = 1.43
% gravel = 11.20 D30(mm)= 0.17

% sand = 77.80 D10(mm)= 0.07
% fines = 11.00 Cu=(D60/D10)= 6.94
% sand > % Gravel
A-line
THE SOIL IS SANDY Group Symbol SP-SC
5-12% PASSING <15 %
% gravel
D60(mm)= 0.50 CLASSIFICATION: SILTY
CLAY
Sample: 3-2ft

#4 4.76 4.77 4.77 1483.71 99.68
#10 2.00 297.02 301.79 1186.69 79.73
#20 0.84 471.70 773.49 714.99 48.04
#50 0.30 212.03 985.52 502.96 33.79
#100 0.15 252.63 1238.14 250.34 16.82
#200 0.07 186.17 1424.31 64.17 4.31
pan 64.17 1488.48 0.00 0.00
% gravel = 20.27 D30(mm)= 0.25

% sand = 75.41 D10(mm)= 0.09
% fines = 4.31 Cu=(D60/D10)= 13.89
% sand > % Gravel
A-line
>15 %
% gravel
THE SOIL HAS <5% PASSING 200 20.27 gravel
WITH GRAVEL
Sample: 3-3ft

#4 4.76 347.32 347.32 1137.41 76.67
#10 2.00 275.84 623.16 861.57 58.13
#20 0.84 301.93 925.09 559.64 37.85
#50 0.30 234.32 1159.41 325.32 22.11
#100 0.15 180.50 1339.91 144.82 9.98
#200 0.07 95.85 1435.77 48.96 3.54
pan 48.97 1484.73 0.00 0.00
% gravel = 41.87 D30(mm)= 0.50
% sand = 54.59 D10(mm)= 0.13
% fines = 3.54 Cu=(D60/D10)= 16.92
% sand > % Gravel
A-line
>15 %
% gravel
THE SOIL HAS <5% PASSING 200 41.87 gravel
WITH GRAVEL
Sample: 3-4ft

#4 4.76 290.90 290.90 1180.55 80.46
#10 2.00 251.10 542.00 929.45 63.59
#20 0.84 309.90 851.90 619.55 42.77
#50 0.30 245.30 1097.20 374.25 26.29
#100 0.15 179.43 1276.63 194.82 14.23
#200 0.07 95.85 1372.48 98.97 7.79
pan 98.97 1471.45 0.00 0.00
Soil weight 1500.00 Percent Error 1.90
% gravel = 36.41 D30(mm)= 0.37

% sand = 55.79 D10(mm)= 0.10
% fines = 7.79 Cu=(D60/D10)= 16.00
% sand > % Gravel PI is < 4 & Plots below A-line
THE SOIL IS SANDY Group Symbol SP-SM
5 -12% PASSING >15 %
% gravel
WITH SILT AND GRAVEL
4.2. MOISTURE CONTENT per ASTM D2216
Borehole No. 1
Sample No.: 1
Depth of Sample: 1 foot
Description of Sample: Light Brownish Clay
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA,
GUIMARAS AIRPORT
Location:Brgy. Mclain, Buenavista, Guimaras
Test Performed and Computed by: TEAM RPG
DESCRITION
1.00 2.00
Determination no.
Container (can) no. 1-1A 1-1B
Weight of can (g) + moist soil, W1 (g) 234.99 212.36
Weight of can (g) + dry soil, W2 (g) 212.82 193.56
Weight of can, Wc (g) 30.75 24.99
Weight of water, Ww (g) 22.17 18.80
Weight of dry soil, Ws (g) 182.07 168.57
Moisture content, ω (%) 12.18 11.15
Average Value (%) 11.66
Borehole No. 1
Sample No.: 2
Depth of Sample: 2 feet
Description of Sample: Brownish Clay
GUIMARAS AIRPORT
DESCRITION
1.00 2.00
Determination no.
Borehole No. 1
Sample No.: 3
Description of Sample: Dark Gray Sandy Clay
GUIMARAS AIRPORT
DESCRITION
1.00 2.00
Determination no.
Borehole No. 1
Sample No.: 4
Description of Sample: Dark Brown Clay
GUIMARAS AIRPORT
DESCRITION
1.00 2.00
Determination no.
Borehole No. 1
Sample No.: 5
Description of Sample: Dark Brown Clay
GUIMARAS AIRPORT
DESCRITION
1.00 2.00
Determination no.
Borehole No. 2
Sample No.: 1
Depth of Sample: 1 Foot
Description of Sample: Brownish Silty Clay
GUIMARAS AIRPORT
DESCRITION
1.00 2.00
Determination no.
Borehole No. 2
Sample No.: 2
Depth of Sample: 2 Feet
Description of Sample: Dark Brownish Clay
GUIMARAS AIRPORT
DESCRITION
1.00 2.00
Determination no.
Borehole No. 2
Sample No.: 3
Description of Sample:Grayish Clay
GUIMARAS AIRPORT
DESCRITION
1.00 2.00
Determination no.
Borehole No. 3
Sample No.: 1
Depth of Sample: 1 Foot
Description of Sample:Brownish Clay
GUIMARAS AIRPORT
DESCRITION
1.00 2.00
Determination no.
Borehole No. 3
Sample No.: 2
Project Name: INFRASTRUCTURAL IMPROVEMENTS FOR BUENAVISTA, GUIMARAS AIRPORT
DESCRITION
1.00 2.00
Determination no.
Borehole No. 3
Sample No.: 3
Description of Sample:Dark Grayish Clay
GUIMARAS AIRPORT
DESCRITION
1.00 2.00
Determination no.
Borehole No. 3
Sample No.: 4
GUIMARAS AIRPORT
DESCRITION
1.00 2.00
Determination no.
4.3. LIQUID LIMIT AND PLASTIC LIMIT WITH PLASTICITY CHART per ASTM D4318
Liquid Limit test Sample 1-1ft

Trial
Description
1st 2nd
Number Of Blows 28.00 15.00
Weight of Can (g) 9.94 30.98
Weight of sample + Can (g) 22.98 42.92
Weight of Dried Sample + Can (g) 20.93 40.85
Water Content, % 18.65 20.97
Liquid Limit % 19.00
Plastic limit test

Sample 1-1ft
Wt. Of Can Wt. of Sample + Can Wt. of dried
Trial (g) (g) soil + Can (g) Moisture Content (%)
1.00 25.00 38.23 36.22 17.91
2.00 45.10 53.56 52.31 17.34
PL 17.63
SAMPLE LIQUID LIMIT (%) PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
1. 1-1ft 25 17.63 7.37
Trial
Description
1st 2nd

Plastic limit test
Sample 1-2ft
Wt. Of Can Wt. of Sample + Can Wt. of dried
Trial (g) (g) soil + Can (g) Moisture Content (%)
1.00 30.18 38.27 37.03 18.10
2.00 24.91 37.58 35.73 17.10
PL 17.60
1-2ft 27.2 17.60 9.60

Trial
Description
1st 2nd
Plastic limit test

sample 1-3ft
Wt. Of Wt. of Sample + Can Wt. of dried
Trial Can (g) (g) soil + Can (g) Moisture Content (%)
1.00 24.63 32.68 31.47 17.69
2.00 10.23 13.68 13.22 15.38
PL 16.54
1-3ft 37.5 16.54 20.96
Trial
Description
1st 2nd
Plastic limit test

sample 1-4ft
1.00 33.59 37.26 36.65 19.93
2.00 28.60 33.77 32.86 21.36
PL 20.65
1-4ft 53 20.65 32.35
Trial
Description
1st 2nd

Plastic limit test
sample 1-5ft
1.00 9.99 13.47 12.96 17.17
2.00 10.01 13.70 12.97 24.66
PL 20.92
1-5ft 65 20.92 45.08

Trial
Description
1st 2nd
Plastic limit test

sample 2-1ft
1.00 36.48 38.86 38.19 39.18
2.00 36.55 38.18 37.73 38.14
PL 38.66
2-1ft 49.4 38.66 10.74
Trial
Description
1st 2nd

Plastic limit test
sample 2-2ft
1.00 36.67 38.94 38.46 26.82
2.00 25.19 28.09 27.46 27.75
PL 27.28
LIQUID LIMIT
SAMPLE PLASTIC LIMIT (%) PLASTICITY INDEX (LL-PL)
(%)
2-2ft 40 27.28 12.72

Trial
Description
1st 2nd
Plastic limit test

sample 2-3ft
1.00 46.02 49.51 48.76 27.37
2.00 44.87 48.19 47.47 27.69
PL 27.53
LIQUID LIMIT
(%)
2-3ft 29 27.53 1.47
Trial
Description
1st 2nd

Plastic limit test
sample 3-1ft
1.00 46.62 50.39 49.90 14.94
2.00 31.50 35.53 35.05 13.52
PL 14.23
LIQUID LIMIT
(%)
3-1ft 46.80 14.23 32.57

Trial
Description
1st 2nd
Plastic limit test

sample 3-2ft
1.00 50.59 53.69 53.14 21.57
2.00 46.61 48.18 47.89 22.66
PL 22.11
LIQUID LIMIT
(%)
3-2ft 30.3 22.11 8.19
Trial
Description
1st 2nd

Plastic limit test
sample 3-3ft
1.00 47.74 50.09 49.57 28.42
2.00 46.02 48.74 48.13 28.91
PL 28.66
LIQUID LIMIT
(%)
3-3ft 47 28.66 18.34

Trial
Description
1st 2nd
Liquid Limit % 38.5
Plastic limit test

sample 3-4ft
1.00 22.20 55.00 48.00 27.13
2.00 44.60 49.90 48.80 26.19
PL 26.66
LIQUID LIMIT
(%)
3-4ft 38.5 26.66 11.84
4.4. COMPACTION TEST
Compaction test sample 1-1ft
WATER CONTENT
Trial # 1.00 2.00 3.00 4.00
Wt. Can (g) 10.03 10.22 9.98 31.90
Wt. soil + Can (g) 121.62 74.92 39.91 106.90
Wt. Dried Soil + Can 118.04 70.14 35.92 95.01
Moisture Content (%) 3.31 7.98 15.38 18.84
DRY DENSITY
Trial # 1.00 2.00 3.00 4.00
Wt of Mold (kg) 3.86 3.86 3.86 3.86
Wt. of Mold + Soil (kg) 5.52 5.76 5.84 5.80
Wt. of Soil Sample (kg) 1.66 1.90 1.98 1.94
Dry Density (kN/cu.m.) 16.53 18.92 19.71 19.31
Optimum MC (%) 14.00

Max. Dry Unit Wt (kN/cu.m.). 19.88

WATER CONTENT
Trial # 1.00 2.00 3.00
Wt. Can (g) 25.00 36.50 24.00
Wt. soil + Can (g) 152.00 159.54 144.18
Wt. Dried Soil + Can 143.03 150.09 131.51
Moisture Content (%) 7.60 8.32 11.78
DRY DENSITY
Trial # 1.00 2.00 3.00
Wt of Mold (kg) 3.76 3.76 3.76
Wt. of Mold + Soil (kg) 5.52 5.78 5.76
Wt. of Soil Sample (kg) 1.76 2.02 2.00
Dry Density (kN/cu.m.) 17.52 20.11 19.91
Optimum MC (%) 10.00

WATER CONTENT
Trial # 1.00 2.00 3.00 4.00
Wt. Can (g) 45.94 45.89 25.09 30.93
Wt. soil + Can (g) 147.96 139.13 127.17 137.65
Wt. Dried Soil + Can 145.71 134.78 118.35 120.64
DRY DENSITY
Trial # 1.00 2.00 3.00 4.00
Wt of Mold (kg) 3.36 3.36 3.36 3.36
Wt. of Mold + Soil (kg) 4.38 4.60 4.82 4.68
Optimum MC (%) 13.5

WATER CONTENT
Trial # 1.00 2.00 3.00 4.00
Wt. Can (g) 25.05 25.31 36.41 33.54
Wt. soil + Can (g) 81.94 76.02 115.98 131.43
Wt. Dried Soil + Can 81.05 73.12 108.40 116.93
DRY DENSITY
Trial # 1.00 2.00 3.00 4.00
Wt of Mold (kg) 3.86 3.86 3.86 3.86
Wt. of Mold + Soil (kg) 5.50 5.84 6.00 5.90
Optimum MC (%) 10.8

4.5. UNIT WEIGHT
Sample Mass (g) Volume Density (kg/cu. M.) Unit weight (kN/
(Borehole By Displacement cu. M.)
no. - Depth, (ml)
ft.)
1. 1-1ft 188.55 110 1714.09 16.82
2. 1-2ft 190.12 100 1901.20 18.65
3. 1-3ft 115.63 70 1651.86 16.20
4. 1-4ft 124.55 65 1916.15 18.80
5. 1-5ft 123.97 70 1771.00 17.37
6. 2-1ft 219.48 120 1829.00 17.94
7. 2-2ft 146.84 90 1631.56 16.01
8. 2-3ft 175.21 100 1752.10 17.19
9. 3-1ft 115.57 50 2311.40 22.67
10. 3-2ft 228.66 115 1988.35 19.51
11. 3-3ft 104.91 60 1748.50 17.15
12. 3-4ft 114.78 90 1275.33 12.51
4.6. CALIFORNIA BEARING RATIO AND MODULUS OF SUBGRADE REACTION
Modulus of
Group
Sample Soil Classification CBR Value Subgrade
Symbol
Reaction
1. 1-1ft POORLY GRADED SAND WITH GRAVEL SP 10 200
2. 1-2ft POORLY GRADED SAND SP 10 200
3. 1-3ft POORLY GRADED GRAVEL WITH SAND GP 30 290
6. 2-1ft POORLY GRADED SANDWITH GRAVEL SP 10 200
7. 2-2ft WELL GRADED SAND WITH GRAVEL SW 20 250
8. 2-3ft POORLY GRADED SAND WITH SILT SP-SM 10 200
9. 3-1ft SILTY CLAY SP-SC 5 200
12. 3-4ft POORLY GRADED SAND WITH SILT AND GRAVEL SP-SM 10 200
*Note: CBR values and Modulus of Subgrade Reaction, k value (psi/in) was based from
Fig. 10. “Approximate interrelationships of soil classifications and bearing values.”
Page 16: “Design of Airport Concrete Pavement” by Robert Packard.
4.7. PERMEABILITY TEST (by falling head method)
Permeability test for sample 1-1ft
RUNWAY
Initial Mass (g) 1000
Mass Remained (g) 740
Mass of soil in column (g) 260
Height of sample in column (mm) 570
Diameter of tube (mm) 650
Trial # 1 2 3
a (mm. sq.) 716.3145 716.3145 716.3145
A (mm. sq.) 331830.7 331830.7 331830.7
L (mm) 570 570 570
T (s) 98 59 100
Ho (mm) 698.5 647.7 619.25
H1 (mm) 660.4 619.25 571.5
K (mm/s) 0.000704 0.000937 0.000987
Trial Ho (mm) H1 (mm) Time (s) K (mm/s)

1 698.5 660.4 98 0.000704
2 647.7 619.25 59 0.000937
3 619.25 571.5 100 0.000987
Average Value of K = 0.000876125
Permeability test sample 1-2ft

Trial # 1 2 3
a (mm. sq.) 716.3145 716.3145 716.3145
A (mm. sq.) 331830.7 331830.7 331830.7
L (mm) 730 730 730
T (s) 327 156 227
Ho (mm) 657 635 614.6
H1 (mm) 635 616 600
K (mm/s) 0.000164 0.000307 0.000167
1 657 635 327 0.000164
2 635 616 156 0.000307
3 614.6 600 227 0.000167

Trial # 1 2 3
a (mm. sq.) 716.3145 716.3145 716.3145
A (mm. sq.) 331830.7 331830.7 331830.7
L (mm) 700 700 700
T (s) 208 210 205
Ho (mm) 711 432 660
H1 (mm) 444.55 274 533
K (mm/s) 0.003412 0.003276 0.001575

1 711 444.55 208 0.003412
2 432 274 210 0.003276
3 660 533 205 0.001575

Trial # 1 2 3
a (mm. sq.) 716.3145 716.3145 716.3145
A (mm. sq.) 331830.7 331830.7 331830.7
L (mm) 760 760 760
T (s) 163 104 185
Ho (mm) 724 686 660.4
H1 (mm) 686 660.4 622.3
K (mm/s) 0.000543 0.0006 0.000527

1 724 686 163 0.000543
2 686 660.4 104 0.0006
3 660.4 622.3 185 0.000527
4.8. SPECIIFIC GRAVITY TEST
Test Pit Number TEST PIT NO. 1

Sample Number 1—1ft 1—2ft 1—3ft 1—4ft 1—5ft
Wt. Of Flask + Water + Soil, (g) 290.90 293.79 297.39 295.26 290.80
Temperature, T. (Deg. C.) 30.00 34.00 32.00 32.00 32.00
Wt. of Water + Flask (g) 284.95 287.30 291.15 289.19 284.93
Wt. Of Dry Soil (g) 10.00 10.00 10.00 10.00 10.00
Sg. Of water at T 1.00 0.99 1.00 1.00 1.00
K value 0.9975 0.9962 0.9969 0.9969 0.9969
G's 2.47 2.85 2.66 2.54 2.42
Gs of soil 2.46 2.84 2.65 2.54 2.41

Sample Number 2—1ft 2—2ft 2—3ft
Wt. Of Flask + Water + Soil, (g) 295.55 297.67 295.26
Temperature, T. (Deg. C.) 32.00 33.00 32.00
Wt. of Water + Flask (g) 289.10 291.48 289.03
Wt. Of Dry Soil (g) 10.00 10.00 10.00
Sg. Of water at T 1.00 0.99 1.00
K value 0.9969 0.9965 0.9969
G's 2.82 2.62 2.65
Gs of soil 2.81 2.62 2.64
Sample Number 3—1ft 3—2ft 3—3ft 3—4ft
Wt. Of Flask + Water + Soil, (g) 295.15 291.40 294.22 294.20
Temperature, T. (Deg. C.) 33.00 34.00 33.00 33.00
Wt. of Water + Flask (g) 288.74 285.06 288.16 288.01
Wt. Of Dry Soil (g) 10.00 10.00 10.00 10.00
Sg. Of water at T 0.99 0.99 0.99 0.99
K value 0.9965 0.9962 0.9965 0.9965
G's 2.79 2.73 2.54 2.62
Gs of soil 2.78 2.72 2.53 2.62
V. FINDINGS AND RECOMMENDATION
The allowable bearing capacity of the soil using Terzaghi’s bearing capacity equation,
𝑞𝑢=𝑐𝑁𝑐+𝑞𝑁𝑞+12𝛾𝐵𝑁𝛾, the allowable soil bearing capacity, a is 96.424 kpa.
Data presented for this exploration included, but was not necessarily limited to:
• Three exploratory test pits performed;
• Observations of the project site;
• Results of limited laboratory soil testing;
• Limited interaction with the Provincial Engineer, Mr. Ramil Villasis;
The subsurface conditions presented in this report represent an estimate of the subsurface
conditions based on interpretation of the soil samples using normally accepted geotechnical
engineering standards and methods.
Although individual test pits are representative of the subsurface conditions at the test pit locations,
they are not necessarily indicate the subsurface conditions at other locations. There is the possibility
that conditions between test pits will differ from those at the other locations. As variations in the
soil profile are encountered, additional subsurface sampling and testing may be necessary.
Consequently, it is recommended that additional work be performed to minimize the errors and
further verify the findings in this report. The following tables are the summary of findings for the
subsurface exploration conducted.

Appendix C
Architectural and Structural
Plans for the Airport Building
AIRPORT
BUILDING
`
SLAB COMPUTATION – 1S1 (Case 2)
FLOOR LOADS
Short Span "S" 4.00 m (kpa):
Long Span "L" 4.00 m Live Load 4.80 kpa
Ratio = m(S/L) 1.00 Factored LL 7.68 kpa
Minimum thickness 90.00 mm Dead Load 5.75 kpa
Use "t" (mm) 150 mm Factored DL 6.90 kpa
Design "d"(mm) 125 mm W(LL + DL) 14.58 kpa
concrete cover 25.00
considering 1 m-strip, w 14.58 kN/m f'c 28 Mpa
fy 420 Mpa
NEGATIVE MOMENTS for Case 2

Neg Cs 0.45 kN-m
Neg Cb 0.45 kN-m
Ms(along short direction) 104.976 kN-m
Mb(along long direction) 104.976 kN-m
POSITIVE MOMENT for Case 2
Along short direction
Pos Cs DL 0.018
Pos Cs LL 0.027
MsDL(+) 1.9872 kN-m
MsLL(+) 3.31776 kN-m
MTs(+) 5.30496 kN-m
Along long direction
Pos Cb DL 0.014
Pos Cb LL 0.022
MbDL(+) 1.5456 kN-m
MbLL(+) 2.70336 kN-m
MbT(+) 4.24896 kN-m
Negative Moment at discontinuous edges equal 1/3 of positive moment
Ms(-) 1.76832 kN-m
Mb(-) 1.41632 kN-m
Along Short Direction
1. Midspan
Mu 5.30496 kN-m
Rn 0.3772416 Mpa
0.984021862
rho 0.000905428
rho min 0.003381643
rho adopted 0.003381643
As 422.705314 mm2
use 12 mm diameter bar 12
Ab 113.0973355 mm2
Spacing 267.5559823 mm
say 260 mm
2.Continuous Edge
Mu 104.976 kN-m
Rn 7.46496
0.610485411
rho 0.022072493
rho min 0.003381643
As 2759.061672 mm2
use 12 mm diameter bar 12
Ab 113.0973355 mm2
say 40 mm
3.Discontinuous Edge
Use 3 times the spacing of midspan
s 780 mm
Along the long direction
1.Midspan
d 119 mm
Mu 4.24896 kN-m
Rn 0.333385119 Mpa
0.985892714
rho 0.000799413
rho min 0.003381643
As 402.4154589 mm2
use 12 mm diameter bar 12 mm
Ab 113.0973355 mm2
say 280 mm
2.Continuous Edge
Mu 104.976 kN-m
Rn 7.46496 Mpa
0.610485411
rho 0.022072493
rho min 0.003381643
As 2759.061672 mm2
bar diameter 12 mm
Ab 113.0973355 mm2
spacing 40.99123142 mm
say 40 mm
3.Discontinuous Edge
Moment is only 1/3 at midspan
Spacing 840 mm
S8/S6 (Case 4)
Along Short Direction No. of bar Spacing

Midspan 12 260
Continues Edge 12 260
Discontinues Edge 12 780
Along Long Direction No. of bar Spacing
Midspan 12 280
S3/S5 (Case 2)

Midspan 12 260
Midspan 12 280
S1/S2/S3/S4/S5/S7 (Case 8)

Midspan 12 260
Midspan 12 280
BEAM ANALYSIS
1GB1
f'c 28 MPa
fy 420 MPa
h 650 mm
concrete cover 75 mm
effective depth,d 575 mm
width of the beam,b 400 mm
span length,l 8 m
factored load, wu 20.496 kN/m
note: interior spans
Ultimate Positive Moment, Mu (+) 81.984 kN-m
check whether compression steel is
needed
Balanced steel ratio 0.028333333
rhomax 0.02125
wmax 0.31875
Rnmax 7.246542188
Mumax 862.5196839
Is Required Mu<Mumax OK!, singly reinforced
Rn 0.688796471
rho 0.001664436
rho min 0.003149704
0.003333333
choose the bigger rho min 0.003333333
rho max 0.0180625
As 766.6666667 mm2
diameter of bar 16 mm
Ab 201.0619298 mm2
N 4 pieces
As 804.2477193
T 337784.0421
a 35.48151703
c 41.74296121
Ɛt=0.003(d-c)/c 0.038324332
Ɛy=fy/Es 0.0021
Is (Ɛt>Ɛy) YES
(Ɛt>=0.005)? (If Yes, Fully Ductile) Fully Ductile
Moment Capacity, Mu 169.4099512
SECTION is SAFE!
GB1/GB2/GB3/GB4/GB5
h 650 mm
span length,l 9.38 m
N 5 pieces
B1
h 450 mm
N 7 pieces
1B1
h 450 mm
span length,l 8 m
N 4 pieces
RB1
h 450 mm
span length,l 5.5 m
N 4 pieces
STIRRUP DESIGN
G1-G5
f'c 28 Mpa
fy 420 Mpa
h 450 mm
effective depth,d 375 mm
Ultimate Load, w 18.31 kN/m
Vu 161.38 kN
Shear Force, Vud 96.30741935 kN
фVc 99.21567416
фVc/2 49.60783708 kN
Stirrups required!
Vn 128.4098925 kN
Vc 99.21567416 kN
Vs -29.19421831 kN
distance where stirrup
is no longer required 0.644120161 m
(from the support)
STIRRUP DESIGN
Theoretical Spacing
Av 157.0796327 mm^2
S -847.4295111 mm
check maximum spacing based on NSCP requirements
Smax 664.9498306 mm
Smax 666.3984417 mm
adopted Smax 664.9498306 mm
check maximum spacing
1/3(f'c^0.5)bd 198.4313483
Is Vs<=1/3(f'c^0.5)bd Yes, therefore S=d/2<=600mm
Is Vs>1/3(f'c^0.5)bd NO!
S 187.5 mm
600 mm
S adopted 187.5 mm
150 mm
check if
Vs<=2/3(f'c^0.5)bd
2/3(f'c^0.5)bd 396.8626967 kN
Yes, allowed by code!
minimum practical spacing is 75 mm or 100 mm
Distance
from face Vu=R-Mu*x Vs S Unit
support
0.575 150.85175 -68.84810111 -400 mm
0.6 150.394 -68.23776778 -400 mm
0.9 144.901 -60.91376778 -450 mm
maximum spacing 150 mm
spacing selected
2 @ 75 150 mm
5 @ 100 500 mm
3 @ 150 450 mm
total distance from the
occupied 1100 mm support
1GB1
2 @ 75 150 mm
5 @ 100 500 mm
3 @ 150 450 mm
total distance occupied 1100 mm from the support
1B1
2 @ 75 150 mm
5 @ 100 500 mm
3 @ 150 450 mm
B1
2 @ 75 150 mm
5 @ 100 500 mm
3 @ 150 450 mm
COLUMN COMPUTATION
SQUARE TIED COLUMN

Compressive strength 28 Mpa
Yield strength 420 Mpa
ᴓ 0.65
α 0.8
Pu 1600 kN
Pn 3076.923077 kN
dimension 500 mm
assumed steel ratio 0.02
As 5000 mm2
bar diameter 28 mm
Ab 615.7521601 mm2
n 10 bars
Actual As 6157.521601
Actual capacity of column 4362.59723 kN
SECTION is SAFE!
TIES
tie bar diameter 10 mm
spacing
48td 480 mm
16db 448 mm
least dimension 300 mm
adopted spacing 300 mm
SQUARE TIED COLUMN for GROUND FLOOR (EXTERIOR)

dimension 250 mm
bar diameter 20 mm
n 4 bars
TIES
tie bar diameter 10 mm
adopted spacing 300 mm
FOOTING ANALYSIS
ISOLATED SQUARE FOUNDATION (Interior) C1F1

Column Load,P 950 kN
Allowable soil bearing capacity, qa 200 kNm^2
f'c = specified compressive strength of concrete, Mpa 28 Mpa
fy = yield strength of steel, MPa 420 Mpa
unit weight of concrete 23.6 kN/m^3
unit weight of soil 22.67 kN/m^3
column dimension,c1 500 mm
column dimension,c2 500 mm
depth of footing 2 m
assumed thickness of footing 450 mm
effective depth 375 mm
weight of soil above footing 26.038571 kN/m^2
weight of footing 10.62 kN/m^2
qe 163.341429 kN/m^2
A.) DIMENSION
Area of footing 5.816038257 m^2
b 2.5 m
B.) EFFECTIVE DEPTH
1.) beam shear
qu 152 kN/m^2
0.152 N/m^2
Compare Vu's
Vuactual 237.5 kN
Vuallow 620.0979635 kN
OK for Beam Shear!
2.) punching shear
Vuall 1736.274298 kN
Vuactual=quA2 833.625 kN
A2 5484375 mm^2
OK for Punching!
C.) REINFORCEMENT (at the face of the column)

Wu qu*B 380 kN/m
Mmax (wu*L^2)/2 427.5 kN-m
Rn Mu/(ᴓbd^2) 1.351111111
0.941520712
rho required 0.003313826
rho min 0.003333333
As 3125 mm^2
bar diameter 25 mm
Ab 490.8738521
n 6.366197724
say 7 pcs.
ISOLATED SQUARE FOUNDATION

(Exterior) C1F2
b 1.2 m
bar diameter 25 mm
say 8 pcs.
MATT/RAFT FOUNDATION (M1F1)

fy = yield strength of steel, MPa 420 Mpa
f'c = specified compressive strength of concrete, Mpa 28 Mpa
E = modulus of elasticity 200 Gpa
unit weight of soil 22.67 kN/m^3
Allowable soil bearing capacity, qa 200 kNm^2
unit weight of concrete 23.6 kN/m^3
Column load 1 1100 kN
Column load 2 1600 kN
Assumed dimensions:
B 6 m
L 7 m
Df 2 m
Raft Thickness
U (factored column load) 1.6 mN
bo (parameter of the sheared area) 4(0.4+d)
φ 0.85
Formula: U=bo*d*φ*0.34*fc^0.5
thickness 0.464m
500 mm
Soil Pressure check:
± ±
Iy 171.5 m^4
Ix 126 m^4
Q (sum of all loads) 8100 kN
x' 1.935185185 m
ex = x'-2.375 -0.44 m
My=Qex -3562.5 kN.m
y' 2.006 m
ey = y'-2.05 -0.044 m
Mx=Qey -355 kN.m
q -201.36.01 kN/m^2
q < qa ok
X Strip Design
Positive Moments (Botttom Reinforcements)
d 425 mm
use b 1 m strip
Max + moment (base on sap) 77.44 kN.m
Rn = 0.476370627
ρ 0.0011458
As 486.9649201 mm^2
use 20 mm
Ab 314.1592654 mm^2
1.550057483
n 2 pcs.
s 250 mm
Negative Moments (Top Reinforcements)

d 425 mm
use b 1 m strip
Max - moment (base on sap) 22.4
Rn = 0.137793156
ρ 0.000329034
As 139.8395394
use 20 mm
Ab 78.53981634 mm^2
1.780492314
n 2 pcs.
s 250 mm
WALL FOOTING DESIGN (Interior)
Material Properties Check for one-way shear

fc 28 Mpa depth supplied 125 mm
fy 420 MPa Qu 8.379 Kpa
γconcrete 23.6 KN/M^3 Vuactual 2.9954 N
γsoil 15.37 KN/M^3 Vuallow 93.084 N
thickness 200 mm One-way shear Safe!!
soil depth 1800 mm
concrete depth 200 mm
column size 500 mm
Total Load 11.8 Kpa
allowable soil
pressure 150 KPa
effective pressure
of soil 117.614 Kpa
Area 0.100 M^2
assume 1m strip
b 100 mm
use b 1300 mm
Shrinkage and
Number of steel bars in Reinforcement
Temperature
use 12mm R.B. 12 mm use 10mm R.B. 10 mm
Wu 8.379 KN/M ρ 0.00178
Mu 0.670 KN-M As 355.714 mm^2
Rn 0.016 Kpa Ab 78.54 mm^2
ρ 0.000037 Number of bars 5 pcs
ρmin 0.003333 Spacing 190 mm
ρgovern 0.003333
As 541.667 mm^2
Ab 113.098 mm^2
Number of bars 5 pcs
Spacing 245 mm
WALL FOOTING DESIGN (Exterior)
Material Properties Check for one-way shear

fc 28 Mpa depth supplied 75 mm
fy 420 MPa Qu 11.063 Kpa
γconcrete 23.6 KN/M^3 Vuactual 1.77 N
γsoil 15.37 KN/M^3 Vuallow 34.369 N
thickness 150 mm One-way shear Safe!!
soil depth 1800 mm
concrete depth 150 mm
column size 250 mm
Total Load 5.9 Kpa
allowable soil
pressure 150 KPa
effective pressure of
soil 118.794 Kpa
Area 0.050 M^2
assume 1m strip
b 50 mm
use b 800 mm
Shrinkage and
Number of steel bars in Reinforcement
Temperature
use 12mm R.B. 12 mm use 10mm R.B. 10 mm
Wu 11.063 KN/M ρ 0.00178
Mu 0.418 KN-M As 266.786 mm^2
Rn 0.006 Kpa Ab 78.54 mm^2
ρ 0.000013 Number of bars 3 pcs
ρmin 0.003333 Spacing 255 mm
ρgovern 0.003333
As 200.000 mm^2
Ab 113.098 mm^2
Number of bars 2 pcs
Spacing 370 mm
STAIRWAY DESIGN
DESIGN of STAIRWAY
item equation / description value unit

no. of steps, n 14
riser,r 230 mm
tread, t 250 mm
length of slab, L 2400 mm
width of concrete, b 1-m strip 1000 mm
f'c 28 MPa
fy 414 MPa
β 0.85
thickness of slab, h L/20 120 mm
choose 12 mmφ or 16mmφ or
diameter of rsb, φrsb 28mmφ 12 mm
effective depth, d h-cover 95 mm
unit weight of concrete 23.6 kN/m3
weight of concrete wtconcrete = (γ)(h) 2.832 kPa
weight of steps 2.70756 kPa
total dead load, DLt wtconcrete + DLothers 5.53956 kPa
total live load, LLt 4.8 kPa
uniformly distributed dead load,
ωDL DLt (1m strip) 5.53956 kN/m
uniformly distributed live load,
ωLL LLt (1m strip) 4.8 kN/m
ultimate load, ωu 14.327472 kN/m
moment, Mu 10.31577984 kN-m
coefficient of resistance, Rn 1.270025219 MPa
supplied steel ratio, ρ 0.003154226
minimum steel ratio, ρmin 1.4/fy 0.003381643
(√f'c)/fy 0.003195352
choose higher value 0.003381643
maximum steel ratio, ρmax at ρ0.005 0.021557971
steel ratio adopted, ρadopt choose ρ between ρmin and ρmax 0.021557971
Asteel ρbd 2048.007246 mm2

number of RSB, nrsb 18.10835982 pcs
spacing of rsb, srsb 55.22311297 mm
round off s 50 mm
maximum spacing of rsb, srsb-max 3(h) 360 mm
450 mm 450 mm
the lesser of smax=3(h) and
smax=450 mm 360 mm
adopted spacing of rsb, srsb-adopt 50 mm
therefore: 12 mmφ steel reinforcing bars @ 50 mm
Shrinkage & Temperature Bars
item equation / description unit
supplied s&t bar ratio, ρs&t fy = 280 MPa, fy = 350 MPa 0.002
fy = 415 MPa 0.0018
fy > 415 MPa 0.001778571
minimum s&t bar ratio, ρs&t-min 0.0014
s&t bar ratio adopted, ρs&t 0.001778571
As&t ρs&tbd 213.4285714 mm2
diameter of s&t bars, φs&t choose 10 mmφ or 12mmφ 10 mm
number of s&t bars, ns&t 2.717456971 pcs
spacing of s&t bars, ss&t 367.9911073 mm
adopted spacing of s&t bars, ss&t-
adopt 350 mm
therefore: 10 mmφ shrinkage and temperature bars @ 350 mm
CONTROL TOWER
ARCHITECTURAL
DESIGN
`
Appendix D
Electrical Plans
`
Appendix E
Plumbing Plans
`
`
Appendix F
ProfileS
The Contents of This Appendix is attached at the back of
this book:
Runway Topography T-1
Exagerated Runway Profile and Longitudinal Section PL - 1

Appendix G
Runway Analysis and
Computation
SUMMARY
AERODROME DESIGN PROCESS AND COMPUTATIONS
I. GENERAL
Runway Classification
Non-precision Instrument Runway
Table 2-1 Increases in Airport Design Standards Associated with an Upgrade in the
First
Component (Aircraft Approach Category) of the Airport Reference Code (ARC) and
the
Runway Design Code (RDC)
ARC/RDC Changes in Airport Design Standards

A-1 to B-1 No change in airport design standards
Table 2-2 Changes in Airport Design Standards to Provide for Lower Approach
Visibility Minimums
Visibility Minimums Changes in Airport Design Standards

Visual to Not Lower than 1-Mile No change in airport design standards
Source: AC 150/530-13A
1. Runway Design Code

1. Design Aircraft
Super King Air B200
Aerodrome Reference Category B due to its width and Code No.1 due to its
wingspan and tail height.
Maximum Takeoff Weight = 12, 500 lbs (5,670 kgs. )

Table 2-3 Aircraft Characteristics and Design Components
Aircraft Characteristics Design Components

Approach Speed = 10.5 knots RSA, OFA, RPZ, Runway Width, Runway to Taxiway
Separation, Runway to Fixed Object
Landing and Take-off Distance Runway Length = 1800 meters
CMG(Cockpit to Main Gear Fillet Design, Apron Area, Parking Layout
Dimension)
Gear Width Taxiway width, Fillet Design
Wingspan/Tail Height Taxiway and Apron OFA, Parking Configuration, Hangar
Location
Airplane Design Group

(SOURCE CODE  Aerodrome Manual of Standards/AC 150/5300-13A – Table 2-2)
Group No. Tail Height

I <20’ (<6 m)
Aerodrome Reference Code

(SOURCE CODE: MOS-Application of Standards to Aerodromes  Chapter 2)
Manual of Standards (2012)

Aeroplane Outer Maximum
Aeroplane Reference Reference Wingspan Main Gear Length Take-off TP
Type: Code Field Length Wheel Weight (kPa)
Span (MTOW)
King Air 1-B >Less than 16.6 m 5.6 m 13.3 m 5670 kg 735
B200 800m
Code No. 1
Type: Super King Air Beechcraft 200
1. Crew  1-2
2. Capacity  13 passengers maximum
3. Length  43 ft 9 in (13.34 m)
4. Wingspan  54 ft 6 in (16.61 m)
5. Height  15 ft (4.57 m)
6. Wing Area  303 ft2
7. Empty Weight  7,755 lb (3,520 kg)
8. Maximum Take-off Weight  12,500 lb (5,670 kg)
9. Power plant  2xPratt and Whitney Canada PT6A-42 Turboprops, 850 php (635 kW
each)
Performance: IAS (Indicated Air Space); KIAS (knots-indicated air space)
1. Maximum Speed  339 mph (294 knots, 545 kph) at 25000 ft (7,600 m)
2. Range  2,075 mi (1,800 nm; 3,338 km) with maximum fuel and 45 minutes
reserved
3. Service Ceiling  35,000 ft (10,700 m)
4. Rate of Climb  2,450 ft/min (12.5 m/sec)
5. Wing Loading  41.31 lb/ft2 (201.6 kg/m2)
6. Power/mass  0.14 hp/lb (220 W/kg)
7. Cruise Speed  333 mph (289 knots, 536 mph) @ 25,000 ft (7620 m) maximum
cruise
8. Stall Speed  86 mph (75 knots, 139 kph) IAS (flaps down
II. RUNWAY INCURSIONS/AIRPORT DESIGN STANDARDS AND THE

ENVIRONMENTAL PROCES
The overall airfield design should be developed with the intent of preventing runway
incursions. Specifically, this can be addressed in the design of the taxiway system using such
concepts as limiting indirect access and avoiding high energy intersections. Taxiway design
and runway incursion prevention are discussed in Chapter 4 of AC 150/530-13A.
III. RUNWAY LOCATION, ORIENTATION AND WIND COVERAGE
a. Wind
Table 2-4. Allowable Crosswind per RDC
RDC Allowable Crosswind (Knots)

A-1 and B-1* 10.5 knots
b. Airspace Analysis and Obstruction to Air Navigation
(1) Airspace Analysis (FAA shall be contacted for assistance on airspace matters)
-Existing and planned IAP’s

-Missed Approach Procedures
-Departure Procedures
-Special Use Airspace
-Restricted Airspace
-Traffic patterns influence airport layouts and locations
(2) Obstructions to Air Navigation
-posts
-stones
-residences
-trees
c. Orientation of the Runway

Runway Bearing and Designation
Coordinates: 10°41′46″N 122°40′5″E
Runway Designation: 150° = 15 & 30° = 03
d. Type of Operation
-Day and Night Operation
e. Topography of the aerodrome site, its approaches, and surroundings, particularly:
- compliance with the obstacle limitation surfaces;

- current and future land use;
- current and future runway lengths to be provided;
- construction costs; and
- possibility of installing suitable non-visual and visual aids for approach-to-land.
IV. PLANNED VISIBILITY MINIMUMS FOR INSTRUMENT PROCEDURES
Visibility Minimums or RVR (Runway Visual Range)
(SOURCE CODE  Aerodrome Manual of Standards/AC 150/5300-13A – Table 1-2)
RVR Instrument Flight Visibility(Statute Changes in Airport Design

(ft) Mile)
Visual to
5000 Not Lower than 1 mile No Changes in Airport Design Standards
Approach/Departure Standard Table
(SOURCE CODE:  Aerodrome Manual of Standards/AC 150/5300-13A – Table 3-2)
Dimensional Standards Slope/OC

Runway Type A B C D E S
1 Approach end of runways expected to
serve small airplanes with approach 0 120 300 500 2,500 15:1
speeds less than 50 knots. (Visual (0) (37) (91) (152) (762)
runways only, day/night)
B. PAVEMENT STRENGTH DESIGN
Aircrraft Maximum Tire Flexible Pavement Subrgrades

Takeoff Pressure
Weight
Super High Medium Low Very Low
King Air 12, 500 lbs 98 psi A B C D
B200 15 10 6 3
Source: Aircraft Classification Numbers
CBR = 6.00 (Subgrade Category is C)
Evaluation pavement thickness = 19.00 in
Pass to Traffic Cycle (PtoTC) Ratio = 1.00
Maximum number of wheels per gear = 2
Maximum number of gears per aircraft = 2
Note:
No aircraft have 4 or more wheels per gear. The FAA recommends a reference
section assuming 3 inches of HMA and 6 inches of crushed aggregate for
equivalent thickness calculations.
ACN/PCN CALCULATIONS
Result Table 1: Input Traffic Data

Results Table 2. PCN Values
Critical Thickness Maximum

Aircraft Total for Total Allowable PCN
at Indicated Code
No. Aircraft Name Equiv. Covs. Equiv. Covs. Gross Weight A(15) B(10)
C(6) D(3)
69 SuperKing
Air-B200 >5,000,000 13.31 23,502 5.2
6.0 6.8 7.5
Total CDF = 0.0000
Result Table 3: Flexible CAN at Indicated Gross Weight and Strength

PAVEMENT THICKNESS CALCULATION
No. Type Thickness (in) Modulus Poisson’s Strength, R

(psi) Ratio (psi)
1 P-401/P-403 HMA 5.00 (130 mm) 200,000 0.35 0
Surface
2 P-401/P-402 St. (Flex) 4.00 (100 mm) 400,000 0.35 0
3 P-209 Cr. Ag. 10.00 (260 mm) 28,945 0.35 0
4 Subgrade 0.00 9,000 0.35 0
Design Life = 20 years
Airplane Information:
Name: Super King Air B200 CDF Max. For Airplane: 0.00 Tire Contact
Width: 4.93 in
Gross Weight: 12, 590 lbs. P/C Ratio: 2.28 Tire Contact
Length: 7.88 in.
Annual Departures: 1,200 Tire Pressure: 98 psi Tire Contact Area:

30.51 in2
Percent Annual Growth: 0.00% Percent GW on Gear: 47.5

Total Departures: 24,000 Dual Spacing: 11.58 in.
CDF Contribution: 0.00 Tandem Spacing: 0.00 in.
Gross Weight (lbs) 12,590

% GW on Main Gears 95.00
No. of Main Gears 2
Wheels on Main Gears 2
Tire Pressure (psi) 98
Alpha Used 0.00
Pass/Traffic Cycle (P/TC) 1.00
Subgrade CBR Flex, t (in.) ACN Flex

D 3 12.65 3.7
C 6 7.95 3.0
B 10 5.63 2.7
A 15 4.09 2.3
Evaluation Thickness = 19 inches
Annual Departures 1,200
Flex. 20 yrs. Covs., P/C = 7.89 3,041
Rig. 20 yrs. Covs., P/C = 7.89 3,041
Rigid Cutoff (times rrs) 3.00
Concrete Flexible Strength (psi) 650.00
Flexible Pavement Materials
Surface Layer: P-401, Plant Mix Bituminous Mixtures
Stabilized Base Layer: P-401, Plant Mix Bituminous Pavement
Subbase Layer: P-209 Crushed Aggregate Base Course
Non-cohesive Soils Depth in Cohesive Soils Depth of

Airplane Gross Compaction (inches) Compaction (inches)
Weight 100% 95% 90% 85% 95% 90% 85% 80%
12,500 or less 6 6-9 9-18 18-24 4 4-8 8-12 12-15
12,501 or more 8 8-12 12-24 24-36 6 6-9 9-12 12-15
Source: AC 150/5320-6E
Approximate Cut/Fill Computations
Cut (m2) = 2360.921 m2 2360.921(60) = 141655.26 m3
Fill (m2) = 16.831 m2 16.381 (60) = 982.86 m3
Total Volume = 142, 638.12 m3
DECLARED DISTANCES:
TORA(Take-off Run Available) = 1800m

ASDA(Accelerate –Stop Distance Available) = 1800m
LDA(Landing Distance Available) = 1800m
TODA(Take-off Distance Available) = 1950m
Runway Physical Characteristics
1. Location of Runway Threshold

The threshold of the runway with a design code 1 is located not less than 30
meters after the point at which the approach surface meets the extended
runway centerline.
2. Length of Runway = 1800 meters

3. Width of Runway = 20 meters
4. Runway Turn Pads is required for aerodromes without taxiway.
Code Letter Minimum Clearance Distance

B 2.25 meters
. Runway Longitudinal Slope
Max.Elev Min.Elev 100.98m 99.17m

Overall Runway Slope = 
RunwayLength 1800 m
From Sta. 0+030 to Sta. 0+140 : Runway Slope = 0.1%
From Sta. 0+140 to Sta. 0+250 : Runway Slope = 0.1%
Length of Chord = 220 meters

Tangent = 110 meters
I I
T R tan 110 R tan
2 2
R = 12604.752 meters
1146 .912 1146 .912

D  0.1
R 12604 .752
Length of Arc =
I 
 1 
 
  222.222meters

20 20
D  
 0.1 


  
L 
2R
 ;
 360 
111.111 2 (12604 .752)
 ;  0.505 
 360 
Length of Offset: (x)

R x
) 
cos(
R
222.222 x
cos(0.505  )  ; x = 0.00863m; Elevation of Sta. 0+140 = 100.13m
222.222
Note:
The transition from one longitudinal slope to another must be accomplished by a

vertical curve, with a rate of change not more than 0.4% for every 30 m (minimum
radius of curvature of 7,500 m) if the runway code number is 1 or 2.
6. Runway Sight Distance
Code Letter Minimum Unobstructed Line of Sight

From a point 2 m above the runway to any other
B point 2 m above the runway for half the length of
the runway.
7. Runway Transverse Slope
The transverse slope on any part of the runway must be adequate to prevent
accumulation of water.
Code Letter
A or B
Maximum Slope 2.5%
Preferred Slope 2.0%
Minimum Slope 1.5%
Runway Strip Physical Characteristics
1. Length of Runway Strip = 30 meters

2. Width of Runway = 60 meters
3. Longitudinal Slope on Graded Area of Runway Strip = 0.1%
4. Longitudinal Slope Changes on Graded Area of Runway Strip (Must not exceed
2%)
Clearway Characteristics
1. Length of Clearway = 150 meters

2. Width of Clearway = 100 meters
3. Slope of Clearway = 1.25%
4. Location of Clearway at Sta. 1+940
Runway Safety End Area
1. Length of RESA = 80 meters
Reference Guidance AC 150/5335-5C App B Existing

Existing Pavement Equivalent Pavement
Fig. A2-2 Figs.A2-1&2 Flexible 0
Flexible Pavement Convert to Convert to Pavement ENTER Existing
Structure Items P-401 P-209 Layers Layer Thickness P-401 HMA
P-401/3 P 403 1.6 n/aFAA

Use P-401/3 5.0 in.
Std P-401 Base
Factors
n/a P-306
P-306 ECONOCRTE 1.2 0.0 in.
10
Fdepth from Surface, in.

P-304 CEM. TRTD 1.2 n/a P-304 0.0 in.
P-209 Subbase
P-401/3 P 403 1.0 1.4 P-401/3 4.0 in.
P-208 Agg, P-211 1.0 1.2 P-208 0.0 in.

20 Subgrade Subgrade
P-301 SOIL-CEM. n/a 1.2 P-301 0.0 in. CBR 6.0 CBR 6.0
P-209 Cr. Ag. n/a 1.0 P-209 10.0 in.
0.00 0
Equivalent Thickness, mm Subgrade CBR... 6.0 1 30
P-401/3 5.0
Metric English
P-401/3 4.0 Format Save Clear Saved Zero Layer
P-209 10.0 Chart Data Data Data
Airport
Total 19.0 Loc_ID Pavement ID
ENTER Ref.Section Requirements LOC ID Enter RW ID COMFAA Inputs

P-401 reference t 5.00 in. Project Details Evaluation thickness t = 19.0 in.
P-401 reference t 4.00 in. Examples Evaluation CBR = 6.0
Recommended PCN Codes: F/C/X
2. Width of RESA = 50 meters

3. Location of RESA at both ends of runway
COMFAA THICKNESS ACN/PCN COMPUTATIONS
COMFAA THICKNESS ACN/PCN COMPUTATIONS
TIRE PRESSURE METHOD USED Project info
A Flexible Category (CBR 15) W Unlimited Using Aircraft
B Flexible Category (CBR 10) X 218 psi Technical
C Flexible Category (CBR 6) Y 145 psi
Z 73 psi
D Flexible Category (CBR 3)
AIRCRAFT GEAR TYPE IN TRAFFIC MIX

A Rigid Category (k 552 pci)
S (single wheel gear) 3D (triple tandem wheel gear) e.g B-777
B Rigid Category (k 295 pci) D (dual wheel gear)
DDT or W/B (tandem gear under wing
C Rigid Category (k 147 pci) 2D (dual tandem wheel gear) AND tandem gear under body)
e.g. B-747, A-340-600, A-380
D Rigid Category (k 74 pci)
Airport LOC-ID
Enter PCN 6.8 Pavement ID
Form 5010 Gross Weight IF 3D or W/B Gear Checked, #38 = PCN

Data Element and PCN Please Add Data Element #38 Remark
#35 S gear 3D
Save Form
#7 D gear <min 2D/2D2 5010 Data
#37 DT gear 2D/3D2W Report Minimum
#38 DDT gear 2D/3D2B Gross Weight Clear
Data
#39 PCN 7/F/C/Y/T
#35 S #36 D #37 DT #38 DDT
Airport LOC-ID Pavement ID GW GW GW GW #39 PCN
None None 7/F/C/Y/T
Project info Cell B4-OR--

Input Project
> Information for Chart Title in Cell B4
IMPORTANT Copy Entire

Contents of Summary
Table (comma separated
data) into Cell B5---> No Plane GWin ACNin ADout 6Dt COV20yr COVtoF CDFt GWcdf PCNcdf EVALt SUBcode KorCBR PtoTC FlexOrRig
Create Create 1 A300-B4 STD 364,747 57.1 1,500 13.2 8.22E+03 3.52E+04 14.8 353,550 54.6 14.5 B 287.0 1.00 R
Flexible Rigid 7 DC8-63/73 330,000 53.4 3,000 13.6 1.73E+04 4.95E+04 14.8 319,394 51.0 14.5 B 287.0 1.00 R
Pavement Pavement
5 B767-200 ER 396,000 51.9 2,000 12.8 1.09E+04 8.57E+04 14.8 383,570 49.7 14.5 B 287.0 1.00 R
Charts Charts
3 B737-300 140,000 40.1 6,000 13.6 3.10E+04 9.47E+04 14.8 134,639 38.3 14.5 B 287.0 1.00 R
2 A319-100 std 141,978 37.1 1,200 11.8 6.44E+03 1.88E+05 14.8 136,817 35.5 14.5 B 287.0 1.00 R
69 SuperKingAir-B200 12,590 3.0 1,200 7.3 3.04E+03 1.01E+304 13.3 23,502 6.8 19.0 C 6.0 1.00 F
FLEXIBLE PAVEMENT CHART FOR SUPER KINGAIR B200

Input
4.
Project Information for Chart Title in Cell B4
Num Plane GWin ACNin ADout 6Dt CDFt GWcdf PCNcdf EVALt SUBcode KorCBR PtoTC FlexOrRig
69
2
5.
SuperKingAir-B200 12,590
A319-100 std
3.0 1,200
141,978 37.1 1,200
7.3
11.8
13.3
14.8
23,502
136,817
6.8
35.5
19.0
14.5
C
B
6.0
287.0
1.00
1.00
F
R
3 B737-300 140,000 40.1 6,000 13.6 14.8 134,639 38.3 14.5 B 287.0 1.00 R
5 6.
B767-200 ER 396,000 51.9 2,000 12.8 14.8 383,570 49.7 14.5 B 287.0 1.00 R
7 DC8-63/73 330,000 53.4 3,000 13.6 14.8 319,394 51.0 14.5 B 287.0 1.00 R
1 A300-B4 STD 364,747 57.1 1,500 13.2 14.8 353,550 54.6 14.5 B 287.0 1.00 R
7.
Input Project Information for Chart Title in Cell B4
8. 600
Airplane Gross Weight, (thousands), lbs,

Six Most Demanding Aircraft in Traffic Mix
25
Flexible Pavement Thickness, in.
9.
at CBR= 20
5 27 75.0
10. 1 Subgrade code= C at CBR= 6.0, t= 19.0
400
15
11.
10
12.
Flexible Pavement Thickness, in.
200
, in. ```
Airplane Gross Weight, (thousands),5lbs,
lbs, 13.
0 0
14. SuperKing
Air-B200
A319-100
std
B737-300
B767-200
ER
DC8-63/73
A300-B4
STD
1. 6D thickness at traffic mix GW 7.3 11.8 13.6 12.8 13.6 13.2
15.
2. CDF thickness at max. GW
3. Evaluation thickness from
13.3 14.8 14.8 14.8 14.8 14.8
19.0 14.5 14.5 14.5 14.5 14.5

equivalent pavement
16.
4. Maximum Aircraft GW at PCN
from CDF
23,502 136,817 134,639 383,570 319,394 353,550
5. Aircraft GW from traffic mix 12,590 141,978 140,000 396,000 330,000 364,747
17.
Appendix H
Runway layout and Cross
Section Design
The Contents of This Appendix is attached at the back of
this book:
Runway Layout L-1
Earthwork Pavement Layers EP - 1
Runway Section Design SD - 1

Appendix I
Runway Markings
Appendix J
Apron and Taxiway Plans
Appendix K
Drainage Plans
SAMPLE OF CHANNEL DESIGN COMPUTATION
Rectangular Channel
Discharge, 𝑸=𝑪𝒊𝑨
GIVEN:
C=0.27
i= 0.00003
A=40, 728m2
Q=0.3034
B=0.8026m
Appendix L
Detailed Project Costs
Detailed Cost Estimates for Administration Building
UNIT COST TOTAL COST

GRAND
NO. DESCRIPTION Qty. UNIT
TOTAL
MATER
IAL LABOR MATERIAL LABOR
I. GENERAL REQUIREMENTS
Mobilization and Demobilization lot
1.00 10,000.00 - 10,000.00 10,000.00
Temporary Structures, Utilities lot 60,439.6

1.00 40,293.12 60,439.68 40,293.12 100,732.80
8
GRAVEL BEDDING
II. -
Column footing
A. 10.75 580.00 232.00 6,236.16 2,494.46 8,730.62
Slabs Ground Floor
B. 24.45 580.00 232.00 14,181.00 5,672.40 19,853.40
EXCAVATION WORKS cu.m
III. 456.00 71.19 28.48 32,462.64 12,985.06 45,447.70
BACKFILLING WORKS cu.m
IV. 239.70 177.50 71.00 42,546.75 17,018.70 59,565.45
REINFORCEMENT STEEL
V. WORKS -
Column footing kgs
A. 1,052.77 -
20mmøx12 rsb kgs
902.37 35.00 14.00 31,582.95 12,633.18 44,216.13
20mmøx8 rsb kgs
150.40 35.00 14.00 5,263.85 2,105.54 7,369.39
No. 16 G.I Wires kgs
31.58 100.00 40.00 3,158.30 1,263.32 4,421.62
Wall footings kgs
B. 4,083.55 - - - -
12mmøx6m rsb kgs
3,989.84 32.00 12.80 127,674.77 51,069.91 178,744.67
10mmøx6m rsb kgs
93.71 32.00 12.80 2,998.84 1,199.54 4,198.37
12.73 100.00 40.00 1,272.72 509.09 1,781.81
Column kgs
C. 6,175.85 - - - -
28mmøx7 rsb kgs
4,194.92 31.00 12.40 130,042.52 52,017.01 182,059.53
20mmøx15 rsb kgs
1,553.67 30.00 12.00 46,610.10 18,644.04 65,254.14
10mmøx6 rsb kgs
427.26 32.00 12.80 13,672.32 5,468.93 19,141.25
185.28 100.00 40.00 18,527.55 7,411.02 25,938.57
BEAM (1st ,2nd,3rd floor and roof

kgs
deck) 2,928.98 - - - -
D.
16mmøx rsb kgs
189.40 31.00 12.40 5,871.41 2,348.56 8,219.97
12mmøx rsb kgs
171.82 32.00 12.80 5,498.24 2,199.30 7,697.54
16mmøx rsb kgs
2,567.76 31.00 12.40 79,600.67 31,840.27 111,440.94
87.87 100.00 40.00 8,786.95 3,514.78 12,301.73
Slabs (1st and Second Floor) kgs
E. 2,484.60 - - - -
12mmø rsb kgs
1,880.39 32.00 12.80 60,172.49 24,068.99 84,241.48
10mmø rsb kgs
604.21 32.00 12.80 19,334.62 7,733.85 27,068.46
74.54 100.00 40.00 7,453.79 2,981.52 10,435.31
Stairs kgs
F. 1,097.86 - - - -
12mmøx6m rsb kgs
736.39 32.00 12.80 23,564.43 9,425.77 32,990.21
10mmøx6m rsb kgs
361.47 32.00 12.80 11,567.03 4,626.81 16,193.85
32.94 100.00 40.00 3,293.57 1,317.43 4,611.00
FORMWORKS AND
SCAFFOLDINGS - - - -
VI.
2 x 3 x 10 good lumber 12,500.0 bdft

36.00 14.40 450,000.00 180,000.00 630,000.00
0
3/8 x 4 x 8 Ordinary Plywood shts
175.00 630.00 252.00 110,250.00 44,100.00 154,350.00
boxe
4" cwnails
15.00 s 50.00 20.00 750.00 300.00 1,050.00
boxe
2 1/2" cwnails
10.00 s 56.00 22.40 560.00 224.00 784.00
1 1/2" cwnails box
4.00 60.00 24.00 240.00 96.00 336.00
Bamboo poles pcs
350.00 60.00 24.00 21,000.00 8,400.00 29,400.00
No. 16 G.I Wires roll
70.00 100.00 40.00 7,000.00 2,800.00 9,800.00
CONCRETE WORKS
VII. - - - -
Column footing cu.m

A. 58.16 - - - -
Portland cement bags
436.20 262.00 104.80 114,284.40 45,713.76 159,998.16
Wash gravel cu.m
11.78 2,000.00 800.00 23,554.80 9,421.92 32,976.72
Sand cu.m
29.08 1,000.00 400.00 29,080.00 11,632.00 40,712.00
Wall footings cu.m
B. 158.19 - - - -
1,186.45 262.00 104.80 310,849.25 124,339.70 435,188.94
Wash gravel cu.m
32.03 2,000.00 800.00 64,068.17 25,627.27 89,695.43
Sand cu.m
79.10 1,000.00 400.00 79,096.50 31,638.60 110,735.10
Column
C. 13.78 - - - -
124.02 262.00 104.80 32,493.24 12,997.30 45,490.54
Wash gravel cu.m
3.35 2,000.00 800.00 6,697.08 2,678.83 9,375.91
Sand cu.m
6.89 1,000.00 400.00 6,890.00 2,756.00 9,646.00
BEAM (1st ,2nd floor and roof deck) cu.m
D. 58.93 - - - -
707.17 262.00 104.80 185,277.81 74,111.12 259,388.93
Wash gravel cu.m
19.09 2,000.00 800.00 38,187.03 15,274.81 53,461.84
Sand cu.m
29.47 1,000.00 400.00 29,465.30 11,786.12 41,251.42
Slabs (1st ,2nd,3rd,4th) cu.m
E. 123.00 - - - -
1,107.00 262.00 104.80 290,034.00 116,013.60 406,047.60
Wash gravel cu.m
29.89 2,000.00 800.00 59,778.00 23,911.20 83,689.20
Sand cu.m
61.50 1,000.00 400.00 61,500.00 24,600.00 86,100.00
Stairs cu.m
23.04 - - - -
F.
Portland cement cu.m
172.80 262.00 104.80 45,273.60 18,109.44 63,383.04
Wash gravel cu.m
4.67 2,000.00 800.00 9,331.20 3,732.48 13,063.68
Sand cu.m
11.52 1,000.00 400.00 11,520.00 4,608.00 16,128.00
Masonry Works
VIII. - - - -
4" C.H.B pcs
10,910.0 15.00 6.00 152,098.76 65,460.00 217,558.76
0
10mmøx6m rsb kgs

4,091.25 32.00 12.80 119,368.76 52,368.00 171,736.76
No. 16 G.I Wires rolls
105.00 100.00 40.00 10,500.00 4,200.00 14,700.00
1,571.04 262.00 104.80 411,612.48 164,644.99 576,257.47
Wash gravel cu.m
42.42 2,000.00 800.00 84,836.16 33,934.46 118,770.62
Sand cu.m
87.28 1,000.00 400.00 87,280.00 34,912.00 122,192.00
Plastering Works sq.m
lX 1,151.50 - - - -
383.83 262.00 104.80 89,013.09 40,225.73 129,238.83
Sand cu.m
95.96 1,000.00 400.00 95,958.33 38,383.33 134,341.67
SANITARY WORKS LOT
X 1.00 - - - -
6"ø PVC pcs
30.00 420.00 168.00 12,600.00 5,040.00 17,640.00
3"ø PVC pcs
16.00 180.00 72.00 2,880.00 1,152.00 4,032.00
11/2"ø supply pipe pcs
20.00 420.00 168.00 4,549.59 3,360.00 7,909.59
4"ø x 3m PVC Pipe pcs
15.00 315.00 126.00 4,725.00 1,890.00 6,615.00
2"ø x 3m PVC Pipe pcs
20.00 120.00 48.00 2,400.00 960.00 3,360.00
4"x 4" PVC Tee pcs
10.00 42.00 16.80 420.00 168.00 588.00
2"x 2" PVC Tee pcs
13.00 18.00 7.20 234.00 93.60 327.60
2" x 2" pvc wye pcs
11.00 25.00 10.00 275.00 110.00 385.00
Solvent Cement Atlanta 500g cans
15.00 365.00 146.00 5,475.00 2,190.00 7,665.00
PLUMBING WORKS LOT
Xl 1.00 - - - -
lavatory pcs
4.00 1,500.00 600.00 6,000.00 2,400.00 8,400.00
water closet pcs
4.00 4,800.00 1,920.00 19,200.00 7,680.00 26,880.00
Floor Drain 4 x 4 pcs
4.00 150.00 60.00 600.00 240.00 840.00
kitchen sink pcs
1.00 750.00 300.00 750.00 300.00 1,050.00
Faucet pcs
7.00 150.00 60.00 1,050.00 420.00 1,470.00
shower valve/head sets
1.00 650.00 260.00 650.00 260.00 910.00
1" ø union patente pcs
6.00 180.00 72.00 1,080.00 432.00 1,512.00
4"ø pvc clean out pvs
5.00 315.00 126.00 1,575.00 630.00 2,205.00
Solvent Cement Atlanta 500g cans
4.00 365.00 146.00 1,460.00 584.00 2,044.00
ELECTRICAL WORKS LOT
Xll 1.00 - - - -
ceiling light outlet pcs
50.00 136.00 54.40 6,800.00 2,720.00 9,520.00
switches pcs
15.00 136.00 54.40 2,040.00 816.00 2,856.00
Light outlet pcs
14.00 86.00 34.40 1,204.00 481.60 1,685.60
panel board set
3.00 950.00 380.00 2,850.00 1,140.00 3,990.00
2.0mm² elect. Wires str m
750.00 15.00 6.00 11,250.00 4,500.00 15,750.00
flexible hose 3/4 m
1,000.00 11.00 4.40 11,000.00 4,400.00 15,400.00
Electrical Tape big rolls
10.00 28.00 11.20 280.00 112.00 392.00
60 watts ligths pcs
20.00 420.00 168.00 8,400.00 3,360.00 11,760.00
Receptacle 4x4 pcs
29.00 30.00 12.00 870.00 348.00 1,218.00
1 - gang switch sets
12.00 86.00 34.40 1,032.00 412.80 1,444.80
2-gang switch sets
136.00 54.40 - - -
SEPTIC TANK unit
Xlll 1.00 - - - -
76.68 262.00 104.80 20,090.16 8,036.06 28,126.22
Wash gravel cu.m
2.07 2,000.00 800.00 4,140.72 1,656.29 5,797.01
Sand cu.m
4.26 1,000.00 400.00 4,260.00 1,704.00 5,964.00
4" C.H.B pcs
486.00 15.00 6.00 7,290.00 2,916.00 10,206.00
10mmøx6m rsb kgs
1,011.61 32.00 12.80 32,371.67 12,948.67 45,320.34
No. 16 G.I Wires roll
105.00 100.00 40.00 10,500.00 4,200.00 14,700.00
PAINTING WORKS sq.m
XlV 1,560.00 - - - -
Flat Latex Paint gals
125.00 505.00 202.00 63,125.00 25,250.00 88,375.00
Semi-gloss latex gals
63.00 595.00 238.00 37,485.00 14,994.00 52,479.00
QDE white gals
11.00 625.00 250.00 6,875.00 2,750.00 9,625.00
Flat wall enamel gals
8.00 565.00 226.00 4,520.00 1,808.00 6,328.00
Patching Compound kgs
107.00 35.00 14.00 3,745.00 1,498.00 5,243.00
Roller Brush 4"with plate sets
6.00 40.00 16.00 240.00 96.00 336.00
Paint Brush 4" pcs
4.00 104.00 41.60 416.00 166.40 582.40
Paint Thinner gals
9.00 385.00 154.00 3,465.00 1,386.00 4,851.00
Tinting Color Latex / Oil liters
4.00 110.00 44.00 440.00 176.00 616.00
DOOR AND WINDOWS LOT
XV 1.00 - - - -
Panel door 1mx2.1m sets
3.00 4,500.00 1,800.00 13,500.00 5,400.00 18,900.00
Panel door 0.9mx2.1m sets
3.00 3,800.00 1,520.00 11,400.00 4,560.00 15,960.00
Panel door 0.8mx2.1m sets
9.00 3,800.00 1,520.00 34,200.00 13,680.00 47,880.00
2 opening glass with grils sets
1.00 4,800.00 1,920.00 4,800.00 1,920.00 6,720.00
fixed, glass window sets
4.00 4,500.00 1,800.00 18,000.00 7,200.00 25,200.00
2 opening, glass window sets
4.00 2,400.00 960.00 9,600.00 3,840.00 13,440.00
Door Knob sets
15.00 870.00 348.00 13,050.00 5,220.00 18,270.00
3x3 steel hinges pairs
30.00 80.00 32.00 2,400.00 960.00 3,360.00
TILE WORKS LOT
XV 1.00 - - - -
0.4mx0.4m Ceramic Floor Tiles pcs
2,486.00 58.00 23.20 144,188.00 57,675.20 201,863.20
0.3mx0.3m Ceramic Floor Tiles sets
153.00 35.00 14.00 5,355.00 2,142.00 7,497.00
0.2mx0.2m Ceramic Floor Tiles sets
1,238.00 18.00 7.20 22,284.00 8,913.60 31,197.60
Tile adhesive (betonit) bags
116.00 265.00 106.00 30,740.00 12,296.00 43,036.00
Tile Grout (betonit) bags
40.00 55.00 22.00 2,200.00 880.00 3,080.00
Total Project Cost

4,421,991.45 1,810,315.48 6,232,306.93
DETAILED COST ESTIMATES FOR RUNWAY (per 20 meter length)
MATERIAL COST
COMPUTATION
Item
Description Quantity Unit Unit Cost Total Cost
No.
A PRELIMMINARY WORKS
Procurement 1,250.00
1.00 1,250.00
Excavation and Compaction 14,451.57
203.00 cu.m 71.19
Sub total 15,701.57
B ASPHALT
plant bituminous pavement base Mton 2,235,200.00

50.80 44,000.00
plant mix bituminous pavement
Mton 325,120.00
flexible base 40.64 8,000.00
course aggregate base course cu.m 201,371.20
101.60 1,982.00
Sub total 2,761,691.20
C PAINT (for markings)
White gal 13,100.00

20.00 655.00
Yellow gal 9,825.00
15.00 655.00
Sub total 13,100.00
Total material cost 2,790,492.77
DETAILED COST ESTIMATES FOR APRON AND TAXIWAY

MATERIAL COST
COMPUTATION
Item
No.
A PRELIMMINARY WORKS
Procurement 1,250.00
1.00 1,250.00
Excavation and Compaction 106,215.48
1,492.00 cu.m 71.19
Sub total 107,465.48
B CONCRETE WORKS cu.m

745.00
Portland Cement bags 1,756,710.00
6,705.00 262.00
Sand cu.m 181,035.00
181.04 1,000.00
Gravel cu.m 745,000.00
372.50 2,000.00
Asphalt sealer Mton 1,200,000.00
30.00 40,000.00
Sub total 3,882,745.00
C DOWELS
20 mmØ RSB kg 44,960.00

1,405.00 32.00
Sub total 44,960.00
D FORM WORKS
Supply of Forms m 65,000.00

260.00 250.00
Sub total 65,000.00
Total Cost 4,100,170.48
DETAILED COST ESTIMATES FOR DRAINAGE (per 20 meter Length)

MATERIAL COST
COMPUTATION
Item
No.
A EARTHWORKS cu.m 2,420.46

34.00 71.19
Sub total 2,420.46
B CONCRETE WORKS cu.m

19.60
Portland Cement bags 46,216.80
176.40 262.00
Sand cu.m 4,762.80
4.76 1,000.00
Sub total 50,979.60
C STEEL WORKS
12 mmØ X 19m RSB
kg 12,704.00
(longitude) 397.00 32.00
#16 GI tie wire kg 1,191.00
11.91 100.00
Sub total 13,895.00
D MASONRY WORKS
Concrete Hollow Blocks (4") pcs 12,750.00

850.00 15.00
Sub total 12,750.00
E FORM WORKS
Supply of Forms (Ordinary
pcs 5,700.00
Plywood1/4"x4'x8') 15.00 380.00
Supply of Forms ( Lumber 2" x
bd.ft. 720.00
2"x8') 20.00 36.00
Common Nails 4" box 100.00
2.00 50.00
Sub total 6,520.00
Total material cost 86,565.06

Appendix M
Specifications
TECHNICAL SPECIFICATIONS FOR ADMINISTRATION BUILDING
I. GENERAL SPECIFICATION
SCOPE OF WORK AND INTENT OF CONTRACT
The work shall include all labor, materials, equipment, tools, transportation, and
supplies required to complete the work in accordance with the plans, specifications, in every
detail, of the work described. All references to the plans shall be furnished later upon request.
All works shall be subjected to field inspection.
FOUNDATION
Footings shall rest firmly on high soil capacity to produce a stable and effective
bearing capacity to withstand the effect of loads from the structure.
II. BUILDING LAYOUT
CLEARING AND GRUBBING
Clearing and grubbing shall consist of clearing the surface of the ground of the
designated areas of all trees, stumps, down timber, logs, snags, bush, undergrowth, hedges,
heavy growth of grass or weeds, and rubbish of any nature, natural obstructions and the
disposal from the project of all spoil materials resulting from clearing and grubbing .
The remaining or existing foundations, wells, cesspools, and all like structures shall
be destroyed by breaking out or breaking down the materials of which the foundations, wells,
cesspools, etc., are built to a depth at least 2 feet (60 cm) below the existing surrounding
ground. Any broken concrete, blocks, or other objectionable material that cannot be used in
backfill shall be removed and disposed of. The holes or openings shall be backfilled with
acceptable material and properly compacted.
STAKES AND BATTER BOARDS
For the building, it shall be established accurately after which the Engineer shall
approve the established grades before any excavation work is commenced. Strict observance
of correct setback requirements, and the correct alignment and the plumb line shall be
obtained. The basis of the building and apron layout is the alignment of marker points and
the runway centerline. Buildings lines shall be supported with wooden stakes, batter boards
and scaffolding erection.
III. EXCAVATION AND FILLINGS OF MATERIALS
Before beginning excavation, grading, and embankment operations in any area, it

shall be completely cleared and grubbed in accordance to item II. Excavation for the
foundation shall be up to the lines and grades indicated in the plans and technical drawings.
Excavation shall be execut ed properly for columns, footings and wall footing foundations.
The suitability of material to be placed in embankments shall and be used in the formation of
embankment, be subject to approval by the Engineer. Under no conditions shall dirt filling be
allowed Excavation areas shall be free from any dirt, matter or debris. Before starting the
actual excavation, the contractor shall notify the engineer-in-charge so that the existing level
shall be taken for the purpose of measurements.
IV. STEEL WORKS
Bars shall be locally manufactured and conform to Philippine standards. Reinforcing

steel bars must be new and free from rust, oil, grease and other defects, conforming to the
latest edition of ASTM A615 Standard Specification for Deformed Billet-Steel Bars for
Concrete Reinforcement. Reinforcement shall be placed in positions shown in the plans,
securely fastened and supported to prevent displacement before or during concrete placing.
All steel to be used in this work shall be mild and must pass the required test for steel
reinforcements. Classes and length of steel shall be specified in the attached Bill Materials.
V. FORMWORKS
Forms shall have sufficient strength to withstand the pressure resulting from
placement and vibration of the concrete, and shall be maintained rigidly in correct positions.
All formwork sizes shall qualify shall be used whenever necessary to confine the concrete
and shape it to the required lines and dimensions. Removing of forms shall be done after the
concrete has attained its maximum strength so as to prevent damage to the concrete.
VI. CONCRETE
All concrete works shall conform to the standard requirements of the ACI Building Code:
A. Material
1. The cement shall conform to the standard specifications for Portland cement (ASTM
C – 150). Cement in bags shall be kept in a proper weather proof structure as airtight
as practicable.
2. Water used for mixing shall be clean and potable.
3. Fine Aggregates shall be natural sand, clean, free from injuries amount of clay, loam
and vegetables matter.
4. Coarse Aggregates shall be river run gravel or crushed stone. The minimum size shall
be 38mm and do not exceed 50mm. It should be washed gravel and free from foreign
matters.
B. Proportioning and Mixing
All materials shall be proportioned as follows:
Class A (1:2:4) cement, sand, and gravel

VII. MASONRY
Concrete hollow blocks (CHB) shall be standard products of a recognized manufacturer and
shall conform to PNS16. Masonry work shall include furnishing and placing of concrete masonry
units according to the lines, grades and cross-sections shown on the plans and specifications.
Fine mortar grout shall be mixed by volume in the proportion of one part Portland cement, 3
parts sand, and 3parts gravel passing a 3/8-inch sieve. All CHB cells shall be filled.
1. Finishes
Before plastering shall be done, the surfaces shall first be thoroughly cleaned of dirt.
The surfaces to be plastered shall be wetted for an approved period of time before the work is
started and the mortar to be used for all plaster works shall be cement mortar mix. Before the
application of materials to be used under this section, it must have the approval of the
engineer. The finished plastered surface shall be free from cracks, fissures, crevices, hair
cracks, and blistering, local swellings and flaking. The finished surface shall be true to line,
level, plumb and plain and durable.
2. Floor Tiles
Tiles to be used for flooring shall be approved by the owner or its equivalent. The
designs and make of the tiles shall be decided and approved by the owner or the architect.
VIII. ELECTRICAL WORKS
1.) All works shall comply with the rules and regulations of the latest edition of the
Philippine electrical code, local authorities concern.
2.) Nature of service entrance shall be 220v, 1∅, 2- wire.
3.) Methods of wiring shall be conceled and embedded in a flexible conduit with proper
fittings.
Mounting height
Lighting variable A.F.F.L.
Switches 1.04 m. A.F.F.L.
Outlets 0.40 m. A.F.F.L.
Panel board 1.65 m. A.F.F.L.
Minimum size of conduit
Lighting and switches 2-2.0mm² tw. cu. wire
Power outlet 2-3.5mm² tw. cu. wire
Service entrance 2-22mm² thw cu. wire
4.) All works shall conform with its plan and specifications.
5.) All works shall be done under the direct supervision of a duly licensed electrical
engineer.
IX. SANITARY AND PLUMBING WORKS
1.) All works shall be done in accordance with the specifications and methods prescribed by
the national plumbing code of the Philippines.
2.) All works shall be done under the supervision of a master plumber or a duly licenced
sanitary engineer.
3.) All pipes and fixture fitting shall be upvc brand new of approved brand and shall be free
from deffects.
4.) All soil pipes and stormdrain line shall have a minimum slope of 2%
5.) Septic tanks shall be constructed watertight.
6.) UPVC pipes shall be joint firmly with pvc solvent cement.
7.) All others aspect not found and or not indicated in this plan, the governing rules and
regulation of the national plumbing code shall at all times prevail.
8.) Wherever available potable water requirement for a building used for human habitation
shall be supplied from existing municipality or city waterworks system as per section
302, chapter 9 of the national building code.
X. PAINTINGS WORKS
All surfaces to be painted shall be free from dirt, dust or stain or any objectionable
matter. Others not specified in the plans shall be consulted to the Engineer. All paints shall be
evenly applied free from crawling and other defects. No oil painting shall be done in a damp
rainy weather.
All exterior works shall receive three coatings. All metal works shall be coated with
lead primer before applying the topcoat. Concrete surfaces shall be treated with a coat of zinc
sulfate then a coat of concrete paint to finish. All workmanship in each field shall be properly
guided by the Engineer.
XI. DOORS AND WINDOWS
Doors and windows shall be of approved standard sizes and every type of doors and
windows shall be furnished in accordance with the drawings. All details of the doors and
windows are specified below.
GENERAL SECIFICATIONS FOR PAVEMENTS PREPARATION
EXCAVATION AND EMBANKMENT
DESCRIPTION
This item covers excavation, disposal, placement, and compaction of all materials
within the limits of the work required to construct aprons or other purposes in accordance
with these specifications and in conformity to the dimensions and typical sections shown on
the plans.
EXCAVATION
No excavation shall be started until the work has been staked out and the Engineer
has obtained elevations and measurements of the ground surface. All suitable excavated
material shall be used in the formation of embankment, subgrade, or for other purposes
shown on the plans.
COMPACTION REQUIREMENTS
The subgrade under areas to be paved shall be compacted to a depth of 6inches and to
a density of not less than 95 percent of the maximum density as determined by ASTM D 698.
The material to be compacted shall be within +/- 2 percent of optimum moisture content
before rolled to obtain the prescribed compaction.
BORROW EXCAVATION
Borrow excavation shall be made only at these designated locations and within the
horizontal and vertical limits as staked or as directed. Borrow pits shall be excavated to
regular lines to permit accurate measurements, and they shall be drained and left in a neat,
presentable condition with all slopes dressed uniformly.
DRAINAGE EXCAVATION
Drainage excavation shall consist of excavating for drainage ditches such as

intercepting; inlet or outlet, for temporary levee construction. The work shall be performed in
the proper sequence with the other construction. All satisfactory material shall be placed in
fills; unsuitable material shall be placed in waste areas or as directed.
PREPARATION OF EMBANKMENT AREA
Where an embankment is to be constructed to a height of 4 feet (120 cm) or less, all

sod and vegetable matter shall be removed from the surface upon which the embankment is
to be placed, and the cleared surface shall be completely broken up by plowing or scarifying
to a minimum depth of 6 in (150 mm).
FORMATION OF EMBANKMENTS
Embankments shall be formed in successive horizontal layers of not more than 8 in

(200 mm) in loose depth for the full width of the cross section, unless otherwise approved by
the Engineer. Materials such as brush, hedge, roots, stumps, grass and other organic matter,
shall not be incorporated or buried in the embankment.
FINISHING AND PROTECTION OF SUBGRADE
After the subgrade has been substantially completed the full width shall be
conditioned by removing any soft or other unstable material that will not compact properly.
The resulting areas and all other low areas, holes or depressions shall be brought to grade
with suitable select material. Scarifying, blading, rolling and other methods shall be
performed to provide a thoroughly compacted subgrade shaped to the lines and grades shown
on the plans. Grading of the subgrade shall be performed so that it will drain readily. The
Contractor shall take all precautions necessary to protect the subgrade from damage. All ruts
or rough places that develop in a completed subgrade shall be smoothed and recompacted.
No subbase, base, or surface course shall be placed on the subgrade until the subgrade and
grade has been approved by the Engineer.
TOLERANCES
When tested with a 16 ft (4.8 m) straightedge applied parallel and at right angles to
the centerline, it shall not show any deviation in excess of 1/2 in (12 mm), or shall not be
more than 0.05 ft (0.015 m) from true grade as established by grade hubs or pins. Any
deviation in excess of these amounts shall be corrected by loosening, adding, or removing
materials; reshaping; and recompacting by sprinkling and rolling.
METHOD OF MEASUREMENT
The quantity of excavation to be paid for shall be the number of cubic yards (cubic meters)
measured in its original position. Measurement shall not include the quantity of materials
excavated without authorization beyond normal slope lines, or the quantity of material used
for purposes other than those directed. Borrow material shall be paid for on the basis of the
number of cubic yards (cubic meters) measured in its original position at the borrow pit.
For payment specified by the cubic yard (cubic meter), measurement for all excavation
embankment shall be computed by the average end area method.
SPECIFICATIONS FOR THE RUNWAY
I. LIME ROCK BASE COURSE
DESCRIPTION
This item shall consist of a base course composed of lime rock constructed on the prepared
underlying course in accordance with these specifications and shall conform to the dimensions and
typical cross section shown on the plans.
EQUIPMENT
All equipment necessary this work shall be good working condition, and approved by the
Engineer.
ROLLING
The base material shall be thoroughly compacted. The number, type, and weight of rollers
shall be sufficient to compact the mixture to at least 95% of the optimum density.
FINISHING BASE COURSE
The entire surface shall be scarified to a depth of at least 3 in (75 mm) and shaped to the
exact crown and cross section with a blade grader. The scarified material shall be rewatered and
thoroughly rolled. Rolling shall continue until the base is bonded and compacted into a dense,
unyielding mass, true to grade and cross section. Where cracks, checks, or failures appear in the base,
either before or after priming and before the surface course is laid, the Contractor shall remove such
cracks, checks, or failures by rescarifying, reshaping, watering, rolling, and adding lime rock where
necessary.
SURFACE TOLERANCE
Any portion lacking the required smoothness or failing in accuracy of grade or crown shall be
scarified, reshaped, recompacted, and otherwise manipulated as the Engineer may direct until the
required smoothness and accuracy are obtained. The finished surface shall not vary more than 3/8 in
(9 mm) from a 16 ft (4.8 mm) straightedge when applied to the surface parallel with, and at right
angles to, the centerline.
II. BITUMINOUS PAVEMENTS
DESCRIPTION
This item shall consist of surface pavement courses composed of mineral aggregate and
bituminous material placed on a prepared course in accordance with these specifications and shall
conform to the lines, grades, thicknesses, and typical cross sections shown on the plans. Each course
shall be constructed to the depth, typical section, and elevation required by the plans and shall be
rolled, finished, and approved before the placement of the next course.
MATERIALS
AGGREGATE
Aggregates shall consist of crushed stone, crushed gravel, or crushed slag with or without
natural sand or other inert finely divided mineral aggregate.
a. Coarse Aggregate. Coarse aggregate shall consist of sound, tough, durable particles, free from
adherent films of matter that would prevent thorough coating and bonding with the bituminous
material and be free from organic matter and other deleterious substances. The percentage of wear
shall not be greater than 40 percent when tested in accordance with ASTM C 131.
b. Fine Aggregate. Fine aggregate shall consist of clean, sound, durable, angular shaped particles.
The aggregate particles shall be free from other objectionable matter and shall contain no clay balls.
The fine aggregate, including any blended material for the fine aggregate, shall have a plasticity index
of not more than 6 and a liquid limit of not more than 25 when tested in accordance with ASTM D
4318.
BITUMINOUS MATERIAL Bituminous material shall conform to the following requirements:
Any locally available Asphalt cement binder to be used shall conform to AASHTO MP1
Performance Grade (PG), ASTM D 3381 Table 1, 2, or 3 Viscosity Grade, ASTM D 946 Penetration
Grade as indicated on the table below.
PRELIMINARY MATERIAL ACCEPTANCE Prior to delivery of materials to the job site, the
Contractor shall submit certified test reports to the Engineer for the following materials:
a. Coarse Aggregate.
(1) Percent of wear.
(2) Soundness.
(3) Unit weight of slag.
(4) Percent fractured faces
b. Fine Aggregate.
(1) Liquid limit.
(2) Plasticity index.
(3) Sand equivalent.
c. Mineral Filler.
d. Bituminous Material. Test results for bituminous material shall include temperature/viscosity
charts for mixing and compaction temperatures. The certifications shall show the appropriate ASTM
tests for each material, the test results, and a statement that the material meets the specification
requirement.
COMPOSITION
COMPOSITION OF MIXTURE
The bituminous plant mix shall be composed of a mixture of well-graded aggregate, filler and
bituminous material. The several aggregate fractions shall be sized, handled in separate size groups,
and combined in such proportions that the resulting mixture meets the grading requirements of the job
mix formula (JMF).
JOB MIX FORMULA
No bituminous mixture for payment shall be produced until a job mix formula has been
approved in writing by the Engineer. Tensile Strength Ratio (TSR) of the composite mixture, as
determined by ASTM D 4867, shall not be less than 75.
CONSTRUCTION METHODS
HAULING EQUIPMENT
Trucks used for hauling bituminous mixtures shall have tight, clean, and smooth metal beds.
BITUMINOUS PAVERS
Bituminous pavers shall be self-propelled with an activated heated screed, capable of

spreading and finishing courses of bituminous plant mix material that will meet the specified
thickness, smoothness, and grade.
The paver shall have a receiving hopper of sufficient capacity to permit a uniform spreading
operation. The screed shall effectively produce a finished surface of the required evenness and texture
without tearing, shoving, or gouging the mixture.
ROLLERS
Rollers of the vibratory, steel wheel, and pneumatic-tired type shall be used. They shall be in
good condition, capable of operating at slow speeds to avoid displacement of the bituminous mixture.
PREPARATION OF BITUMINOUS MIXTURE
The aggregates and the bituminous material shall be weighed or metered and introduced into
the mixer in the amount specified by the job mix formula.
LAYDOWN PLAN, TRANSPORTING, PLACING, AND FINISHING
The Contractor shall prepare a laydown plan for approval by the Engineer to minimize the
number of cold joints in the pavement. Modifications to the laydown plan shall be approved by the
Engineer. The bituminous mixture shall be transported from the mixing plant to the site in vehicles
suited for the work. Deliveries shall be scheduled so that placing and compacting of mixture is
uniform with minimum stopping and starting of the paver
The mixture shall be placed to the full width by a bituminous paver. It shall be struck off in a
uniform layer of such depth that, when the work is completed, it shall have the required thickness and
conform to the grade and contour indicated. The speed of the paver shall be regulated to eliminate
pulling and tearing of the bituminous mat. Unless otherwise permitted, placement of the mixture shall
begin along the centerline of a crowned section or on the high side of areas with a one-way slope. The
mixture may also be spread and luted by hand tools where mechanical paving is impractical.
COMPACTION OF MIXTURE
The mixture shall be thoroughly and uniformly compacted by power rollers. The surface shall
be compacted as soon as possible when the mixture has attained sufficient stability so that the rolling
does not cause undue displacement, cracking or shoving. Any displacement occurring as a result of
reversing the direction of the roller, or from any other cause, shall be corrected at once. Rolling shall
continue until the surface is of uniform texture, true to grade and cross section, and the required field
density is obtained.
In areas not accessible to the roller, the mixture shall be thoroughly compacted with approved
power driven tampers. Any mixture that becomes loose and broken, mixed with dirt, contains check-
cracking, or in any way defective shall be removed and replaced with fresh hot mixture and
immediately compacted to conform to the surrounding area.
JOINTS
The formation of all joints shall be made in such a manner as to ensure a continuous bond
between the courses and obtain the required density. All joints shall have the same texture as other
sections of the course and meet the requirements for smoothness and grade.
MATERIAL ACCEPTANCE
ACCEPTANCE SAMPLING AND TESTING
All acceptance sampling and testing necessary to determine conformance with the
requirements specified in this section will be performed by the Engineer at no cost to the Contractor.
Testing organizations performing these tests shall meet the requirements of ASTM D 3666. The
laboratory accreditation must be current.
ACCEPTANCE CRITERIA
a. General. Acceptance will be based on the following characteristics of the bituminous mixture and
completed pavement and test results:
(1) Mat density
(2) Joint density
(3) Thickness
(4) Smoothness
(5) Grade
b. Acceptance Criteria.
(1) Mat Density. If the average mat density of the lot is below 96 percent, the lot shall be removed
and replaced at the Contractor’s expense.
(2) Joint Density. If the average joint density of the lot so established equals or exceeds 94 percent,
the lot shall be acceptable. If the average joint density of the lot is less than 94 percent, the Contractor
shall stop production.
(3) Thickness. Where thickness deficiency exceeds the specified tolerances, the lot or sublot shall be
corrected by the Contractor at his expense by removing the deficient area and replacing with new
pavement. The Contractor, at his expense, may take additional cores as approved by the Engineer to
circumscribe the deficient area.
(4) Smoothness. The final surface shall be free from roller marks. The finished surface of the final
surface course shall not vary more than ¼ in when evaluated with a 16 ft straightedge.
(5) Grade The finished surface of the pavement shall not vary from the gradeline elevations and cross
sections shown on the plans by more than ½ in (12.70 mm). The finished grade of each lot will be
determined by running levels at intervals of 50 feet (15.2 m) or less longitudinally and all breaks in
grade transversely (not to exceed 50 feet) to determine the elevation of the completed pavement. The
lot size shall be a minimum of 2,000 sq yd (1,650 sq m) is recommended. The surface of the ground
pavement shall have a texture consisting of grooves between 0.090 and 0.130 in wide. The peaks and
ridges shall be approximately 1/32 in higher than the bottom of the grooves. The pavement shall be
left in a clean condition.
CONTRACTOR QUALITY CONTROL
The Contractor shall perform quality control sampling, testing, and inspection during all phases of
the work and shall perform them at a rate sufficient to ensure that the work conforms to the
requirements including but not limited to: (a) Mix Design (b) Aggregate Grading (c) Quality of
Materials (d) Stockpile Management (e) Proportioning (f) Mixing and Transportation (g) Placing and
Finishing (h) Joints (i) Compaction (j) Surface smoothness.
MEASUREMENT
Plant mix bituminous concrete pavement shall be measured by the number of tons (kg) of
bituminous mixture used in the accepted work. Recorded batch weights or truck scale weights will be
used to determine the basis for the tonnage.
BASIS OF PAYMENT
PAYMENT
Payment for a lot of bituminous concrete pavement meeting all acceptance criteria and shall
be made at the contract unit price per ton (kg) for bituminous mixture. The price shall be
compensation for furnishing all materials, for all preparation, mixing, and placing of these materials,
and for all labor, equipment, tools, and incidentals necessary to complete the item.
SPECIFICATIONS FOR THE RUNWAY APRON AND TAXIWAY
I. PORTLAND CEMENT CONCRETE PAVEMENT
A. MATERIALS
AGGREGATES
a. Reactivity. Aggregates shall be tested for deleterious reactivity with alkalis in the cement, which
may cause excessive expansion of the concrete. Separate tests of coarse and fine aggregate shall be
made in accordance with ASTM C 1260. If the expansion of coarse or fine aggregate test specimens,
does not exceed 0.10 % at 28 days (30 days from casting), the coarse or fine aggregates shall be
accepted.
b. Fine Aggregate. Fine aggregate shall conform to the requirements of ASTM C 33.
c. Coarse Aggregate. Coarse aggregate shall conform to the requirements of ASTM C 33.
Aggregates delivered to the mixer shall consist of crushed stone, crushed or uncrushed gravel, air-
cooled blast furnace slag, crushed recycled concrete pavement, or a combination thereof. The
aggregate shall be composed of clean, hard, uncoated particles. Dust and other coating shall be
removed from the aggregates by washing.
CEMENT
Cement shall conform to the requirements of ASTM C 150 - Type II. If for any reason,
cement becomes partially set or contains lumps of caked cement, it shall be rejected. Cement salvaged
from discarded or used bags shall not be used. Only cements containing less than 0.6% equivalent
alkali or cements that can demonstrate a positive reduction in the expansion created by alkali-silica
reactions shall be used.
PREMOLDED JOINT FILLER
Premolded joint filler for expansion joints shall conform to the requirements of ASTM D
1751 or ASTM D 1752, Type II or III where joint filler must be compatible with joint sealants. The
filler for each joint shall be furnished in a single piece for the full depth and width required for the
joint. When the use of more than one piece is required for a joint, the abutting ends shall be fastened
securely and held accurately to shape by stapling or other positive fastening means satisfactory to the
Engineer.
JOINT SEALER
The joint sealer shall be of the type specified in the plans. Each lot or batch of sealing
compound shall be delivered to the jobsite in the manufacturer’s original sealed container. Each
container shall be marked with the manufacturer’s name, batch or lot number, the safe heating
temperature, and shall be accompanied by the manufacturer’s certification stating that the compound
meets the requirements of one or more the following:
ASTM D 3406 - Joint Sealants, Hot-Applied, Elastometric-Type, for Portland Cement Concrete
Pavements
ASTM D 3569 - Joint Sealants, Hot-Applied, Elastometric, Jet-Fuel-Resistant type, for Portland
Cement Concrete Pavements
ASTM D 3581 - Joint Sealant, Hot-Applied, Jet-Fuel-Resistant Type, for Portland Cement Concrete
and Tar-Concrete Pavements
ASTM D 6690 - Joint and Crack Sealants, Hot-Applied, for Concrete and Asphalt Pavements
STEEL REINFORCEMENT
Reinforcing shall consist of deformed tie bars conforming to the requirements of ASTM 615.
Transverse construction joint are necessary when paving operations are suspended resulting to a cold
joint and should be placed with 20mm smooth dowels.
DOWEL AND TIE BARS
Tie bars shall be deformed steel bars and conform to the requirements of ASTM A 615 or
ASTM A 996. Tie bars designated as Grade 40 in ASTM A 615 can be used for construction
requiring bent bars. Dowel bars shall be plain steel bars conforming to ASTM A 615 or ASTM A 966
and shall be free from burring or other deformation
WATER
Water used in mixing or curing shall be clean and free of oil, salt, acid, alkali, sugar,
vegetable, or other substances injurious to the finished product. Water known to be of potable quality
may be used without testing.
ADMIXTURES
The use of any material added to the concrete mix shall be approved by the Engineer.
a. Air-Entraining Admixtures. Air-entraining admixtures shall meet the requirements of

ASTM C 260 and shall consistently entrain the air content in the acceptable ranges under field
conditions. The air-entrainment agent and any water reducer admixture shall be compatible.
b. Chemical Admixtures. Water-reducing, set retarding and set-accelerating admixtures

shall meet the requirements of ASTM C 494.
MATERIAL ACCEPTANCE
Prior to use of materials, the Contractor shall submit certified test reports to the Engineer for
those materials proposed for use during construction. The certification shall show the appropriate
ASTM test for each material, the test results, and a statement that the material passed or failed.
B. MIX DESIGN
PROPORTIONS
Concrete shall be designed to achieve a 28-day flexural strength that meets or exceeds the
flexural strength of 600 psi or 4000 psi compressive strength. The Contractor shall note that to ensure
that the concrete actually produced will meet or exceed the acceptance criteria for the specified
strength; the mix design average strength must be higher than the specified strength. A maximum
water/cementitious ratio of 0.45 is to be observed. Prior to the start of paving operations and after
approval of all material to be used in the concrete, the Contractor shall submit a mix design showing
the proportions and flexural strength obtained from the concrete at 7 and 28 days. The mix design
shall include copies of test reports, including test dates, and a complete list of materials including
type, brand, source, and amount of cement, coarse aggregate, fine aggregate, water, and admixtures.
The mix design shall be submitted to the Engineer at least 10 days prior to the start of operations. The
submitted mix design shall not be more than 90 days old. Production shall not begin until the mix
design is approved in writing by the Engineer.
Compressive strength test specimens shall be prepared in accordance with ASTM C 192 and tested in
accordance with ASTM C 39. The mix determined shall be workable concrete having a slump for
side-form concrete between 1 and 2 in (25 mm and 50 mm) as determined by ASTM C 143.
CONCRETE MIX DESIGN LABORATORY
The Contractor’s laboratory used to develop the concrete mix design shall meet the
requirements of ASTM C 1077. The laboratory accreditation must be current and listed on the
accrediting authority’s website.
C. CONSTRUCTION METHODS
EQUIPMENT
Equipment necessary for handling materials and performing all parts of the work shall be
approved by the engineer as to design, capacity, and mechanical conditions. The equipment shall be
at the jobsite sufficiently ahead of the start of paving operations to be examined thoroughly and
approved.
a. Mixers and Transportation Equipment.
(1) General. Concrete may be mixed at a central plant, or wholly or in part in truck mixers
(2) Central plant mixer. Central plant mixers shall conform to the requirements of ASTM C 94. The
mixer shall be examined daily for changes in condition due to accumulation of hard concrete or
mortar or wear of blades
(3) Truck mixers and truck agitators. Truck mixers used for mixing and hauling concrete and truck
agitators used for hauling central-mixed concrete shall conform to the requirements of ASTM C 94.
d. Vibrators. Vibrator shall be the internal type. Operating frequency for internal vibrators shall be
between 8,000 and 12,000 vibrations per minute. Hand held vibrators may be used, but shall meet the
recommendations of ACI 309, Guide for Consolidation of Concrete.
e. Concrete Saws. The Contractor shall provide sawing equipment adequate in number of units and
power to complete the sawing to the required dimensions. The Contractor shall provide at least one
standby saw in good working order and a supply of saw blades at the site of the work at all times
during sawing operations.
f. Side Forms. Straight side forms shall be made of steel and shall be furnished in sections not less
than 10 feet (3 m) in length. Forms shall have a depth equal to the pavement thickness at the edge,
and a base width equal to or greater than the depth. Flexible or curved forms of proper radius shall be
used for curves of 100 ft (31 m) radius or less. Forms shall be provided with adequate devices for
secure settings so that when in place they will withstand, without visible spring or settlement, the
impact and vibration of the consolidating and finishing equipment. Forms with battered top surfaces
and bent, twisted or broken forms shall not be used. Built-up forms shall not be used, except as
approved by the Engineer.
FORM SETTING
Forms shall be set sufficiently in advance of the concrete placement to insure continuous
paving operation. After the forms have been set to correct grade, the underlying surface shall be
thoroughly tamped, either mechanically or by hand, at both the inside and outside edges of the base of
the forms. Forms shall be staked into place sufficiently to maintain the form in position for the
method of placement. Form sections shall be tightly locked and shall be free from play or movement
in any direction. The forms shall not deviate from true line by more than 1/8 in (3 mm) at any joint.
Forms shall be so set that they will withstand, without visible spring or settlement, the impact and
vibration of the consolidating and finishing equipment. Forms shall be cleaned and oiled prior to the
placing of concrete.
CONDITIONING OF UNDERLYING SURFACE, SIDE-FORM AND FILL-IN LANE

CONSTRUCTION
The prepared underlying surface shall be moistened with water, without saturating,
immediately ahead of concrete placement to prevent rapid loss of moisture from the concrete.
Damage caused by hauling or usage of other equipment shall be corrected and retested at the option
of the Engineers. All excess material shall be removed and wasted. Low areas shall be filled and
compacted to a condition similar to that of the surrounding grade. The underlying surface shall be
protected until when the concrete is placed.
MIXING CONCRETE
The concrete may be mixed at the work site, in a central mix plant or in truck mixers. The
mixer shall be of an approved type and capacity. Mixed concrete from the central mixing plant shall
be transported in truck mixers, truck agitators, or non-agitating trucks. Retempering concrete by
adding water or by other means will not be permitted. With transit mixers additional water may be
added to the batch materials and additional mixing performed to increase the slump to meet the
specified requirements provided the addition of water is performed within 45 minutes after the initial
mixing operations and provided the water/cementitious ratio specified in the approved mix design is
not exceeded, and approved by the Engineer.
LIMITATIONS ON MIXING AND PLACING
No concrete shall be mixed, placed, or finished when the natural light is insufficient, unless
an adequate and approved artificial lighting system is operated.
Hot Weather. During periods of hot weather when the maximum daily air temperature exceeds 85 °F
(30 °C), the following precautions shall be taken. The forms and/or the underlying surface shall be
sprinkled with water immediately before placing the concrete. The concrete shall be placed at the
coolest temperature practicable, and in no case shall the temperature of the concrete when placed
exceed 90° F (35 °C). The aggregates and/or mixing water shall be cooled as necessary to maintain
the concrete temperature at or not more than the specified maximum.
The finished surfaces of the newly laid pavement shall be kept damp by applying a water-fog or mist
with approved spraying equipment until the pavement is covered by the curing medium. If necessary,
when conditions are such that problems with plastic cracking can be expected, and particularly if any
plastic cracking begins to occur, the Contractor shall immediately take measures as necessary to
protect the concrete surface. Such measures shall consist of wind screens, more effective fog sprays,
and similar measures commencing immediately behind the paver. If these measures are not effective
in preventing plastic cracking, paving operations shall be immediately stopped.
PLACING CONCRETE
The free vertical drop of the concrete from one point to another or to the underlying surface
shall not exceed 3 ft (1 m). Backhoes and Grading equipment shall not be used to distribute the
concrete in front of the paver.
SIDE-FORM CONSTRUCTION
Side form sections shall be straight, free from warps, bends, indentations, or other defects.
Defective forms shall be removed from the work. Metal side forms shall be used except at end
closures and transverse construction joints where straight forms of other suitable material may be
used. Side forms shall be of sufficient rigidity, both in the form and in the interlocking connection
with adjoining forms, that springing will not occur under the weight of subgrading and paving
equipment or from the pressure of the concrete. There shall be sufficient forms so that there will be no
delay in placing concrete due to lack of forms.
Before placing side forms, the underlying material shall be at the proper grade. Side forms shall have
full bearing upon the foundation throughout their length and width of base and shall be placed to the
required grade and alignment of the finished pavement. They shall be firmly supported during the
entire operation of placing, compacting, and finishing the pavement.
Forms shall be drilled in advance of being placed to line and grade to accommodate tie bars where
these are specified. Side forms shall remain in place at least 12 hours after the concrete has been
placed and in all cases until the edge of the pavement no longer requires the protection of the forms.
Curing compound shall be applied to the concrete immediately after the forms have been removed.
Side forms shall be thoroughly cleaned and oiled each time they are used and before concrete is
placed against them.
Concrete for the full paving width shall be effectively consolidated by internal vibrators without
causing segregation. Internal type vibrators’ rate of vibration shall be not less than 7,000 cycles per
minute.
STRIKE-OFF OF CONCRETE AND PLACEMENT OF REINFORCEMENT
Following the placing of the concrete, it shall be struck off to conform to the cross section
shown on the plans and to an elevation such that when the concrete is properly consolidated and
finished, the surface of the pavement shall be at the elevation shown on the plans. The reinforcement
may be positioned in advance of concrete placement or it may be placed in plastic concrete by
mechanical or vibratory means after spreading. Reinforcing steel, at the time concrete is placed,
shall be free of mud, oil, or other organic matter that may adversely affect or reduce bond.
JOINTS
Joints shall be constructed as shown on the plans and in accordance with these requirements.
All joints shall be constructed with their faces perpendicular to the surface of the pavement and
finished or edged as shown on the plans. The surface across the joints shall be tested with a 10 ft (3
m) straightedge as the joints are finished and any irregularities in excess of 1/4 in (6 mm) shall be
corrected before the concrete has hardened. All joints shall be so prepared, finished, or cut to provide
a groove of uniform width and depth as shown on the plans.
a. Construction. Longitudinal construction joints shall be formed against side forms with keyways
and 18mm diameter deformed bar at 300 mm center to center as shown in the plans. Longitudinal
Construction joints are only to be provided at longitudinal joints before the free end of the pavement.
Transverse construction joints shall be installed at the end of each day’s placing operations and at any
other points within a paving lane when concrete placement is interrupted for more than 30 minutes or
it appears that the concrete will obtain its initial set before fresh concrete arrives and be installed for
the last three transverse joint to the end of the pavement as indicated on the plans.. The installation of
the joint shall be located at a planned contraction or expansion joint.
b. Contraction. Contraction joints shall be installed at the locations and spacing as shown on the
plans. Contraction joints shall be installed to the dimensions required by forming a groove or cleft in
the top of the slab while the concrete is still plastic or by sawing a groove into the concrete surface
after the concrete has hardened. The groove shall be finished or cut clean so that spalling will be
avoided at intersections with other joints. Grooving or sawing shall produce a slot at least 1/8 in (3
mm) wide and to the depth shown on the plans.
c. Expansion. Expansion joints shall be installed as shown on the plans. The premolded filler of the
thickness as shown on the plans shall extend for the full depth and width of the slab at the joint,
except for space for sealant at the top of the slab. The filler shall be securely staked or fastened into
position perpendicular to the proposed finished surface. A cap shall be provided to protect the top
edge of the filler and to permit the concrete to be placed and finished. After the concrete has been
placed and struck off, the cap shall be carefully withdrawn leaving the space over the premolded
filler. The edges of the joint shall be finished and tooled while the concrete is still plastic. Any
concrete bridging the joint space shall be removed for the full width and depth of the joint.
d. Keyways. Keyways (only female keys permitted) shall be formed in the plastic concrete by means
of side forms. The dimensions of the keyway forms shall not vary more than plus or minus 1/4 in (6
mm) from the mid-depth of the pavement and shall conform to plans. Keyways shall be provided for
all pavement edges for possible future pavement expansions.
e. Tie bars. Tie bars shall consist of deformed bars installed in joints as shown on the plans. Tie bars
shall be placed at right angles to the centerline of the concrete slab and shall be spaced at intervals
shown on the plans. They shall be held in position parallel to the pavement surface and in the middle
of the slab depth. These bars shall not be painted, greased, or enclosed in sleeves. When slip-form
operations call for tie bars, two-piece hook bolts can be installed in the female side of the keyed joint
provided the installation is made without distorting the keyed dimensions or causing edge slump. If a
bent tie bar installation is used, the tie bars shall be inserted through the keyway liner only on the
female side of the joint.
Installation.
All devices used for the installation of expansion joints shall be approved by the Engineer.
The premolded joint material shall be placed and held in a vertical position. Construction joints bars
and transverse dowel bars and assemblies shall be checked for position and alignment.
Sawing of Joints
Joints shall be cut as shown on the plans.. The circular cutter shall be capable of cutting a
groove in a straight line and shall produce a slot at least 1/8 in (3 mm) wide and to the depth shown
on the plans. The top portion of the slot shall be widened by sawing to provide adequate space for
joint sealers as shown on the plans. Sawing shall commence as soon as the concrete has hardened
sufficiently to permit cutting without chipping, spalling, or tearing and before uncontrolled shrinkage
cracking of the pavement occurs. The joints shall be sawed at the required spacing, consecutively in
sequence of the concrete placement.
FINAL STRIKE-OFF, CONSOLIDATION, AND FINISHING.
a. Sequence. The sequence of operations shall be the strike-off, floating and removal of laitance,
straight edging, and final surface finish. The addition of superficial water to the surface of the
concrete to assist in finishing operations will not be permitted.
b. Finishing at Joints. The concrete adjacent to joints shall be compacted or firmly placed without
voids or segregation against the joint material; it shall be firmly placed without voids or segregation
under and around all load-transfer devices, joint assembly units, and other features designed to extend
into the pavement.
c. Hand Finishing. Concrete, as soon as placed, shall be struck off and screeded. An approved
portable screed shall be used. A second screed shall be provided for striking off the bottom layer of
concrete when reinforcement is used.
The screed for the surface shall be a least 2 feet (0.6 m) longer than the maximum width of the slab to
be struck off. It shall be of approved design, sufficiently rigid to retain its shape, and shall be
constructed either of metal or of other suitable material covered with metal. Consolidation shall be
attained by the use of suitable vibrators.
d. Floating. After the concrete has been struck off and consolidated, it shall be further smoothed and
trued.
Hand Method. Long-handled floats shall not be less than 12 feet (3.6 m) in length and 6 in (15 cm)
in width, stiffened to prevent flexibility and warping. The float shall be operated from foot bridges
spanning but not touching the concrete or from the edge of the pavement. Floating shall pass
gradually from one side of the pavement to the other. Forward movement along the centerline of the
pavement shall be in successive advances of not more than one-half the length of the float. Any
excess water or laitance in excess of 1/8 in (3 mm) thick shall be removed and wasted.
CURING. Immediately after finishing operations are completed and marring of the concrete will not
occur, the entire surface of the newly placed concrete shall be cured for a 7-day cure period in
accordance with one of the methods below. Failure to provide sufficient cover material of whatever
kind the Contractor may elect to use, or lack of water to adequately take care of both curing and other
requirements, shall be cause for immediate suspension of concreting operations. The concrete shall
not be left exposed for more than 1/2 hour during the curing period.
When a two-sawcut method is used to construct the contraction joint, the curing compound shall be
applied to the sawcut immediately after the initial cut has been made. The sealant reservoir shall not
be sawed until after the curing period has been completed. When the one cut method is used to
construct the contraction joint, the joint shall be cured with wet rope, wet rags, or wet blankets. The
rags, ropes, or blankets shall be kept moist for the duration of the curing period.
Impervious Membrane Method. The entire surface of the pavement shall be sprayed uniformly
with white pigmented curing compound immediately after the finishing of the surface and before the
set of the concrete has taken place. The curing compound shall not be applied during rainfall. Curing
compound shall be applied by mechanical sprayers under pressure at the rate of 1 gallon (4 liters) to
not more than 150 sq ft (14 sq m).
Waterproof Paper. The top surface and sides of the pavement shall be entirely covered with
waterproofed paper. The units shall be lapped at least 18 in (457 mm). The paper shall be placed and
weighted to cause it to remain in contact with the surface covered.
Water Method. The entire area shall be covered with burlap or other water absorbing material. The
material shall be of sufficient thickness to retain water for adequate curing without excessive runoff.
REMOVING FORMS
Unless otherwise specified, forms shall not be removed from freshly placed concrete until it
has hardened sufficiently to permit removal without chipping, spalling, or tearing.
Grade
An evaluation of the surface grade shall be made by the Engineer for compliance to the
tolerances contained below. The finish grade will be determined by running levels at intervals of 50 ft
(15.2 m) or less longitudinally and all breaks in grade transversely (not to exceed 50 ft) to determine
the elevation of the completed pavement. The Contractor shall pay the costs of surveying the level
runs, and this work shall be performed by a licensed surveyor. The documentation, stamped and
signed by a licensed surveyor, shall be provided by the Contractor to the Engineer.
Lateral Deviation. Lateral deviation from established alignment of the pavement edge shall not
exceed plus or minus 0.10 ft (30 mm) in any lane.
Vertical Deviation. Vertical deviation from established grade shall not exceed plus or minus 0.04 ft
(12 mm) at any point.
APRON PAVEMENT PAINTING/ MARKING
All markings and paint colors shall follow those as described in details and follow the
prescribed marking dimensions.
Portland cement concrete pavement shall be measured by the number of cubic meters of
either plain or reinforced pavement as specified in-place, completed and accepted. Saw-cut grooving
shall be measured by the number of square meters of saw-cut grooving as specified in-place,
completed and accepted.
BASIS OF PAYMENT
PAYMENT
Payment for concrete pavement meeting all acceptance criteria. Acceptance Criteria shall be
based on results of smoothness, strength and thickness tests.
SPECIFICATIONS FOR DRAINAGE SYSTEM
GENERAL
The work to be undertaken included the furnishing of labor, materials, equipment, and
specialized work in the construction of the proposed design. All works including revision must be
performed under the supervision of an engineer or by authorized personnel.
DEMOLITION, CLEARING, GRADING AND FILLING
Demolition of existing structure should be done in place where the proposed design is to be
constructed. The area shall be cleared and graded to suit the drainage site and the structure is limited
to the area where it is to be constructed. Land grading is hampered for trash and vegetation. This
material should be destroyed or removed before construction and kept under control while the work is
being done. The fields should be chiselled before construction if there are hard pans.
EXCAVATION AND BACKFILLING
Excavation for canal footings and slabs is graded properly before pouring of concrete. The
grade should be based on the result of the profile survey conducted. Backfill in some lower elevations
is placed in the layered thickness and then thoroughly compacted by moistening as necessary or
tampering as much as possible. Backfill materials should be free from fibres, vegetation or organic
materials, boulders, lumps of clay and other concentration of silt, debris and cinders.
CONCRETE AND REINFORCING BARS
a. Concrete Materials
Cement must conform to requirement on the standard specifications and test for Portland
cement. Fine aggregates to be used consist of sand, stones, screenings or others similar inert materials
or combination thereof, such particles size as to pass through No. 4 screen having clean, hard, strong
durable grains, free of deleterious substances and without clay. Water to be used in gauging concrete
is free from deleterious substances and be reasonably clear and clean. The use of sea brackish water is
not allowed. Water that is potable may be used.
b. Reinforcing Bars
No steel reinforcing bar is used if it has been thoroughly clean of any material that will
destroy or reduce bond. Reinforcements are secured against displacement by means of wires, concrete
or metal chairs, clips, spacers or hangers. Unless otherwise specified minimum spacing between bars
shall not be less than 1 ½ times the size of coarse aggregate. Splices have standard laps and secured
by wires, Splices on bars are staggered.
Use 12 mm diameter steel bars for U-shaped reinforcements for the slabs and walls.
COLLEGE of ENGINEERING
CENTRAL PHILIPPINE UNIVERSITY
ILOILO CITY
PHILIPPINES
CE 5102 (Civil Engineering Project) WORK SCHEDULE
Team: RPG Tel Nos (033) 329 1971 (to79) local 1082
Team Members: Gaitan, Aicyleen
Fax No (033) 320 3004
Prado, Pamela
Reyes,CIVIL
Christopher
ENGINEERING DEPARTMENT
DATE TASKS
NOV 4-9, CLASS

2013 ORIENTATION
NOV 10- BRAIN

24, 2013 STORMING
NOV 25- CONCEPT PAPER MAKING AND

DEC 7, REVIEW
2013
DEC Interview with the Provincial Engineer in Guimaras about the

8,2013 information of the Guimaras airport
DEC PRELIM EXAMS

12,13,16
2013
DEC 17- CHRISTMAS VACATION

28, 2013
CONDUCT A QUESTIONAIRE SURVEY for the residents in
DEC Guimaras about the said project
29,2013
DEC 30- NEW YEARS VACATION AND START DOING THE WRITE UP
JAN 4, 2014 FOR THE 3 CHAPTERS
JAN 6-12, Editing of the write ups

2014
SUBMISSION OF CHAPTERS 1,2, & 3

JAN13,2014
JAN 20-FEB
2, 2014 Data Collection from DOT and EDITING OF 3 CHAPTERS (FINAL)
FEB 3,2014 SUBMISSION OF CHAPTERS 1,2, & 3 to the faculty coordinator and
pannels (FINAL)
FEB 4-6,2014 Oral defense and submission of edited of write ups.
FIRST SEMESTER:
2014
May 9,10 & 11, Collection of Soil samples from project site
2014
May 19- June 7, Conducted Soil testing
2014
June 7 & 14, Conducted Topographic Survey along Runway
2014
June 18, 2014 Topographic Survey data Processing
June 20- 30, Airport design standards collection ( Civil Aviation Authority of
2014 the Phil., Federal Aviation Authority of the Philippines,
International Civil Aviation Authority of the Philippines)
July 5 Submission of Letter request for access to old airport files and
documents to Guimaras Provincial office.
July 10, 2014 Follow up requested old files and documents (previous layout,
structural designs,.. etc. of the unfinished airport)
July 15-17, PRE-LIM EXAMS

2014
July 6- 11, 18- 1) Control tower
31, 2014 2) Runway
3) Lay-out
4) Designs considerations/ parameters and standards
--study and necessary data collections for the design
Aug. 1-13, 2014 Chapters 1-3 revisions 2) Soil data analysis
August 19-22, MIDTERM EXAMS

2014
Aug.23- Sept.  Follow up the Chapter 1-3 revisions
17, 2014  Organizing the soil analysis in MS Excel
Sep. 22- 30, 1) Initialize Preliminary:

2014
a) Possible Lay-out(s)
b) Control Tower, Drainage and Runway Architectural designs
Oct. 7, 2015 FINAL EXAMS
Oct. 14- Oct. SEMBREAK

25, 2014
Oct. 27- Oct. ENROLMENT
31, 2014
Nov. 6 – 22,  Start of Structural Design Analysis of the Admin Building
2015  Collecting more sources for runway design
Nov. 24 – Dec.  Checking and revising admin structural analysis

6, 2015
Dec. 9 – Dec Making a soil profile for the runway
15, 2014
Dec. 16 – Jan. CHRISTMAS & NEW YEAR VACATION!
3, 2015
Jan. 5 – Jan. 17, Start making layout of the runway in AutoCAD
2015
Jan. 19 – Jan. Design analysis for runway (cross section)
31, 2015
Feb. 2 – Feb. 9, Drainage analysis
2015
Feb. 9 -14, 2015 1) Detailing and estimates work
2) Specifications writing
3)
Feb. 16 – 21, Write up Organization (Acknowledgment, Abstract, Appendices,
2015 etc.)
Feb, 23 – 28, Checking of papers

2015 Preparation for the Final Defense
March 20, 2105 Final Defense
*Team Meetings are held every Mondays, Wednesday and Fridays afternoon and
whenever necessary.
Department of Languages, Mass Communication and Humanities
College of Arts and Sciences
Central Philippine University
Telephone No: (033)329-1971 local 1060
Fax: (033) 320-3685 www.cpu.edu.ph
CERTIFICATION
January 26, 2013
The Research Panel

Dept. of Civil Engineering
College of Engineering
This university
This certifies that the undergraduate paper entitled: “Infrastructural Improvements for
Buenavista, Guimaras Airport” of Christopher D. Reyes et. al., has been submitted to me
for content and style editing.
I was able to thoroughly read and edit their paper and suggested necessary corrections
for incorporation in their study.

Airport Project Study

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Airport Project Study

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Aicyleen D.

Address: San Miguel, Jordan, Guimaras

Email Address: cing_gaitan@yahoo.com

Phone Number: 09461903722

VILLA, AREVAO, ILOILO CITY

SINGING, DRAWING PORTRAITS, SLEEPING, EATING, WEB SURFING, READING BOOKS

“Infrastructural Improvements for Buenavista, Guimaras Airport” is our project study

7-H SAGASA, STO. ROSARIO ST., ILOILO CITY

RUN/ JOGGING, PLAYING VOLLEYBALL, COMPUTER GAMES, WEB SURFING, DRAWING,

BUENAVISTA, GUIMARAS AIRPORT

Submitted in Partial Fulfillment of the Requirements

for the Course CE 5102 – CIVIL ENGINEERING PROJECT

Engr. Erwin L. Rizardo

Department of Civil Engineering

Central Philippine University

Jaro, Iloilo City

A Project Study entitled

INFRASTRUCTURAL IMPROVEMENTS FOR

BUENAVISTA, GUIMARAS AIRPORT

has been presented and hereby approved by the following:

Project Study Panelists:

Engr. Gerardo G. Gepulango ___________________ ______________

Engr. Shevanee Ruth G. Dela Cruz ___________________ ______________

Project Study Coordinator:

Engr. Shevanee Ruth G. Dela Cruz ___________________ ______________

Project Study Adviser:

Engr. Erwin L. Rizardo ___________________ ______________

Department Head, Civil Engineering Department:

Engr. Mary Earl Daryl A. Grio ___________________ ______________

Dean, College of Engineering:

Engr. Dany C. Molina ___________________ ______________

helped in making this research study a success:

insight, and determination;

Department, College of Engineering, Central Philippine University, for his assistance in

giving ideas, advices and support for the study;

time in responding to researchers concern;

of the Civil Engineering Department, College of Engineering, Central Philippine University,

for her concepts, encouragement, and guidance throughout the project;

Engr. Gerardo G. Gepulango, faculty member of the Civil Engineering Department,

working for this project;

electrical, and plumbing design of the control tower;

in making this study possible;

significant in analysing drainage systems;

thoughts and wisdom;

-The Research Team

on transverse. The runway concrete pavement apron with dimensions 79m by 50 m is

length and 49 days for the apron and taxiway.

APPROVAL SHEET ………………………………………………………………………………….………… ii

ACKNOWLEDGMENT ……………………………………………………………………………………….. iii

TABLE OF CONTENTS ………………………………………………………………………………………. vi

LIST OF FIGURES ……………………………………………………………………………………………… xii

1.1 Background and Rationale of the Study ………………………………………… 2

1.1.1 Tourists Attractions in Guimaras ………………………................ 4

1.1.2 Activities in Guimaras …………………………………….................... 7

1.2 Problem Definition and Identification…………………………………………….. 10

1.3 Ultimate Objective ……………………………………………………………………….. 19

1.4 Specific Objectives………………………………………………………………………… 19

1.5 Significance of the Study……………………………………………………………….. 20

1.6 Scope and Limitations of the Study………………………………………………… 22

CHAPTER II: REVIEW OF RELATED LITERATURE ……………………………………………… 23

2.1 Aviation History and Development………………………………………………… 23

2.2 The Air Transport Industry………………………………………………………….. 25

2.3 Guimaras Airstrip…………………………………………………………………………. 25

2.4 Flight Training and the Philippine State College of Aeronautics

Engr. Gerardo G. Gepulango _____

Engr. Shevanee Ruth G. Dela Cruz _____

Engr. Shevanee Ruth G. Dela Cruz _____

Engr. Erwin L. Rizardo _____

Engr. Mary Earl Daryl A. Grio _____

Engr. Dany C. Molina _____