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Adding these DWDM units to the fiber link (worst-case fiber) would result in total link loss as follows: 8-channel IL plus fiber maximum link loss: 2 3 5 + 12 5 = 19 5dB 16-channel IL plus fiber maximum link loss: 2 4 5 + 12 5 = 21 5dB 32-channel IL plus fiber maximum link loss: 2 7 0 + 12 5 = 26 5dB In addition to the DWDMs, proper DWDM transceivers for all equipment that will connect to the DWDM link must be found and optical specifications reviewed Worst-case optical budget for transceivers is determined to be for the 10 GigE switch, which requires DWDM XFPs and has an optical budget of 23 dB that includes a 2 dB dispersion penalty Therefore, it is clear that either the 8-channel or 16-channel DWDM system can be used since they are both below 23 dB Also, if the company wanted to use the 32-channel system, all that is required, in this case, is to deploy optical amplifier booster EDFAs with a gain of 5 dB or more They are placed after the DWDMs on the DWDM common out fiber at both ends of the link to compensate for the high DWDM insertion loss, see Fig 614 A 5 dB gain would decrease the total link loss from 265 to 215 dB, which is then within optical budget of the XFP The cost of such a system would include the purchase and installation of the DWDM units, the purchase and installation of the proper DWDM transceivers for all equipment, and a short amount of down time to insert this system into the link

Because many of the latest generation aircraft require more complex landing gear configurations that are provided in Table 7-5, a special consideration for very heavy aircraft were made by assigning a gross takeoff weight of 300,000 lb and a dual-tandem landing gear configuration to any aircraft with maximum gross takeoff weight greater than 300,000 lb This rough approximation was, in part, motivation, to develop an entirely new assessment of fleet mix with respect to airfield pavement design and evaluation

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The current method of airfield pavement design and evaluation now considers each type of aircraft that uses the pavement explicitly The design aircraft concept has been replaced by design for fatigue failure expressed in terms of a cumulative damage factor (CDF) The CDF for a given aircraft is a value between 0 and 1 which expresses the contribution to ultimate pavement failure of the projected number of uses for each aircraft type that use the pavement Based on Miner s rule, a traditional theory which estimates the amount of use until failure of a pavement, the CDF for a given fleet of aircraft is determined by Eq (7-5) CDF = (ni/Ni) (7-5)

Coarse wavelength division multiplexing (CWDM) is a WDM technology where the wavelength spacing is 20 nm (approximately 2500 GHz) as defined by ITU-T G6942 Eighteen channels are defined in the ITU standard, see Table C4 in App C The first two channels with center nominal wavelengths of 1271 and 1291 nm (hereafter referred to as channel numbers) may exhibit high loss and may be unusable in some fiber types Channels 1351 to 1451 nm occur near the 1383 nm fiber water peak where fiber attenuation is high, typically >2 db/km, and may also be unusable However, this high loss region is flattened

where ni is the expected number of annual departures of aircraft i and Ni is the number of departures of aircraft i that would lead to pavement failure for each aircraft i in the mix When CDF meets or exceeds 1, the cumulative predicted number of operations for each of the aircraft in the mix will lead to failure of a given pavement system Any value less than 1 represents the fraction of pavement life that has been effectively used up For example, a CDF of 075 would indicate that the pavement has used 75 percent of its useful life, and has 25 percent of its life remaining under the predicted traffic usage before fatigue failure For both the design of flexible and rigid pavements, the current FAA pavement design method applies a computer software model to estimate the appropriate thickness of designed pavement layers, given the Young s modulus E value of the subgrade and the expected aircraft fleet mix, such that the CDF of the pavement equals 1 after a 20-year life of the designed pavement The FAA approved software, FAA Rigid and Flexible Iterative Elastic Layered Design or FAARFIELD comes equipped with a library of aircraft, their maximum gross weights, landing gear configuration, and contribution to CDF for the given pavement design Figure 7-4 illustrates the aircraft window of FAARFIELD with user inputs of each given aircraft s estimated departures for the to-be-designed pavement system

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