In the summer of 2005, a geosynthetic-reinforced flexible pavement section was constructed in Northeast Arkansas by the University of Arkansas. The pavement section was constructed with seventeen individual test sections (each 15 m [50 ft] long). The first eight sections had an aggregate base coarse that was 25.4 cm (10 in) thick, the last eight sections had an aggregate base coarse that was 15.2 cm (6 in) thick and the aggregate in the center transition section tapered from 25.4 cm (10 in) to 15.2 cm (6 in) thick. There were a total of seven different geosynthetic configurations and a control section for each aggregate base thickness. The outside wheel path was instrumented with earth pressure cells, asphalt strain gages, geosynthetic foil strain gages, T-type thermocouples, and moisture content probes. A data acquisition system was used to acquire the responses to over 2,000 passes of a loaded, single axle dump truck. Over the course of testing, over 800 files of data were generated and processed. A file management and data manipulation process was developed by the author to organize, filter, process, analyze, evaluate, present, and archive the wealth of data into useable formats. The data manipulation procedure, a discussion of the time effort involved, and the difficulties encountered are discussed herein. Additionally, data analysis using Asphalt Institute transfer functions and Miner's hypothesis were employed to empirically evaluate the vehicle load responses acquired in Arkansas. The transfer functions were used to predict the damage induced in terms of alligator fatigue cracking and sub grade rutting. Finally, the results of the empirical rutting analysis were compared to actual field measurements provided to the author. Approximately half of the service life (in terms of rutting) was expended during the test for approximately 25% of the test sections, assuming a 13 mm (0.5 in) failure criterion. Unfortunately, the test site received roughly 70% of the anticipated rainfall. Therefore, the anticipated benefit of the geosynthetics (during the weakest conditions) was not observed, and the potential benefits associated with the geosynthetics were inconclusive. Further testing on this geosynthetic-reinforced flexible pavement test section in Arkansas will likely continue in the future.