## 1 Introduction  
The accessibility of remote sites of both old and new settlements, natural resources and the extension of social-economic activities is essential for the development and progress of each country [1; 2; 3; 4]. Brazil is the fifth largest country worldwide, with an extension of more than 8.5 million square kilometers and a population of some 214 million citizens. It has a poorly maintained road network, a shortage of railways and a river network of scarce resources [5; 6; 7; 8; 9]. This scenario makes air transport a relevant alternative for travel and, on occasions, is the only one to access certain regions [10; 11; 12]. Aeronautical pavements play a prominent role in the airport complex due to their importance in the operation and safety of aircraft [13; 14; 15; 16; 17]. Its conditions of use and conservation are one of the main concerns of the administration in charge of its management [18; 19; 20]. The gradual degradation of these infrastructures is one of the factors that can contribute to incidents and accidents involving aircraft [21; 22; 23]. Therefore, the maintenance and rehabilitation practices of aeronautical pavements should be treated as a priority and responsibility by its administrators, given this difficult task and the financial resources involved, which in most cases are high or often insufficient [24; 25; 26]. Transportation systems are essential for the economic and social growth and development of a country [27; 28]. The need to transport more in less time requires these systems to be efficient and safe. In order to guarantee these conditions, special attention must be paid to the infrastructure [29]. Among the means of transport, rail and air stand out due to their function of transporting heavy loads efficiently and safely [30]. However, with the increase in applied loads, traffic volume and practiced speeds, it became necessary to develop new methodologies to size pavements and analyze new materials. Therefore, the data points to a high demand for paving products, from equipment to construction materials. In the latter case, aggregates, which represent approximately 95% of the composition of bituminous mixtures for the production of asphalt concrete, deserve special attention [31, 32, 33]. The demand for road infrastructure materials is enormous and is often limited to deposits of raw materials. This raises concerns about the possibility of depletion of natural resources and the effects that their extraction can have on the environment. Thus, the supply of infrastructure materials associated with the demand for deposits of raw materials, generates changes in the evaluations of economic viability of the so-called residual or alternative materials [34, 35, 36, 37, 38, 39]. Ashes are in the group of industrial waste that is generated annually in large volumes and that is often improperly disposed of in the environment, without any technical criteria [40, 41]. Other times they demand high costs related to storage and final destination, a fact that is a problem for an industry that is beginning to worry about the adoption of disposal practices in suitable areas and the necessary protection measures [42]. The reuse of various types of ash has already aroused great interest in some branches of industry. Various investigations aimed at its use have allowed its use in civil construction, especially light ash in the manufacture of pozzolanic Portland cement [43, 44, 45]. This procedure began in the mid-1930s, when the ashes began to be available in significant quantities, occupying a large space in industries and requiring specialized infrastructure to restrict environmental legislation [46, 47, 48]  
The use of alternative materials aims to improve the properties of asphalt mixtures to reduce the defects to which a pavement is subjected [49, 50, 51].