Pavement Surface Evaluation and Rating
PASERManualAsphalt Airfield Pavements
RATING5
RATING3
RATING1
This manual is intended to assist airfield managers inunderstanding and rating the surface condition of asphaltpavement. It describes types and causes of defects and provides a simple system to visually rate pavement condition.
Produced for the Federal Aviation Administration by Engineering Professional Development, College of Engineering,University of Wisconsin-Madison.
Contents
Introduction 2
Evaluating pavement condition 3
Surface defects 4
Surface deformation 5
Cracks 7
Patches and potholes 12
Rating pavement surface condition 14
Rating system 14
Rating 5 — Excellent 15
Rating 4 — Good 16
Rating 3 — Fair 18
Rating 2 — Poor 20
Rating 1 — Failed 22
Practical advice on rating airfield pavements 23
Airfield Pavement Inventory inside back cover
AC 150/5320-17 Appendix 1 7/12/04
Donald Walker, P.E., University of Wisconsin–Madison, author
Lynn Entine, Entine & Associates, editor
Susan Kummer, Artifax, designer
PASERManual
Pavement Surface Evaluation and Rating
Asphalt Airfield Pavements
AC 150/5320-17 Appendix 1 7/12/04
An airport manager’s goal is to use available funds to provide a safeand economical pavement surface—no simple task. It requiresbalancing priorities and making difficult decisions in order tomanage pavements. General aviation airfield pavements are oftenmanaged informally, based on the staff’s judgment and experience.While this process is both important and functional, using a slightlymore formalized technique can make it easier to managepavements effectively.
Experience has shown that there are three especially useful stepsin managing pavements:
1) Inventory all pavements.
2) Periodically evaluate the condition of all pavements.
3) Use the condition evaluations to set priorities for projects and evaluate alternative treatments.
A comprehensive pavement management system involvescollecting data and assessing several pavement characteristics:roughness, surface distress (condition), surface skid characteristics,drainage, and structure (pavement strength and deflection).Planners can combine this condition data with economic analysis,to develop short-range and long-range plans for a variety of budgetlevels. However, general aviation agencies may lack the resourcesfor such a full-scale system.
Since surface condition is the most vital element in any pavementmanagement system, managers may use the simplified ratingsystem presented in this manual on asphalt airfield pavements toevaluate their asphalt pavements. A PASER manual for concreteairfield pavements is also available (see references, page 24).
PASER — Pavement Surface Evaluation and Rating
Asphalt Airfield Pavements
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AC 150/5320-17 Appendix 1 7/12/04
PASER uses visual inspection to evaluatepavement surface conditions. The key to auseful evaluation is identifying differenttypes of pavement distress and linkingthem to a cause. Understanding the causefor current conditions is important inselecting an appropriate maintenance orrehabilitation technique.
There are four major categories ofcommon asphalt pavement surfacedistress:
Surface defectsRaveling, flushing, polishing.
Surface deformationRutting, distortion — rippling andshoving, settling, frost heave.
CracksThermal, reflection, slippage, joint/edge, block, and alligator cracks.
Patches and potholes
Deterioration has two general causes:environmental due to weathering andaging, and structural caused by repeatedtraffic loadings.
Obviously, most pavement deteriorationresults from both environmental andstructural causes. However, it is importantto try to distinguish between the two inorder to select the most effectiverehabilitation techniques.
Evaluating pavement condition
The rate at which pavement deterio-rates depends on its environment, trafficloading conditions, original constructionquality, and interim maintenanceprocedures. Poor quality materials or poorconstruction procedures can significantlyreduce the life of a pavement. As a result,two pavements constructed at the sametime may have significantly different lives,or certain portions of a pavement maydeteriorate more rapidly than others. On the other hand, timely and effectivemaintenance can extend a pavement’s life.Crack sealing and surface treatments(such as slurry seal) can reduce the effectof moisture in aging of asphalt pavement.
With all of these variables, it is easy tosee why pavements deteriorate at variousrates and why we find them in variousstages of disrepair. Recognizing defectsand understanding their causes helps usrate pavement condition and select cost-effective repairs. The pavement defectsshown on the following pages provide abackground for this process.
Periodic inspection is necessary toprovide current and useful evaluationdata. It is recommended that PASERratings be updated every year.
EVALUATION — Surface Defects4
AC 150/5320-17 Appendix 1 7/12/04
SURFACE DEFECTS
RavelingRaveling is progressive loss of pavementmaterial from the surface downward,caused by: stripping of the bituminousfilm from the aggregate, asphalthardening due to aging, poor compaction especially in cold weatherconstruction, or insufficient asphaltcontent. Slight to moderate ravelinghas loss of fines. Severe raveling has loss of coarse aggregate. Debrisfrom raveling may damage aircraft.Protect pavement surfaces from theenvironment with a surface treatmentor an overlay if additional strength isrequired.
PolishingPolishing is a smooth slippery surfacecaused by traffic wearing off sharpedges of aggregates. Pavement groovesmay also be worn away. Repair withsurface treatment or thin bituminousoverlay using skid-resistant aggregate.
FlushingFlushing is excess asphalt on thesurface caused by a poor initial asphaltmix design or by paving or sealcoatingover a flushed surface. Repair byoverlaying with properly designedasphalt mix or sealcoat.
Slight raveling. Smallaggregate particles haveworn away exposing topsof large aggregate.
Moderate to severeraveling. Erosion furtherexposes large aggregate.
Severe raveling and lossof surface material.
Polished, worn aggregateneeds repair.
Flushing.Dark patchesshow whereasphalt hasworked tosurface.
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EVALUATION — Surface Deformation 5
SURFACE DEFORMATION
RuttingRutting is displacement of material,creating channels in wheelpaths. It is caused by traffic compaction ordisplacement of unstable material.Severe rutting (over 2”) may be causedby base or subgrade consolidation.Repair minor rutting with microsurfacingor overlays. Severe rutting requiresmilling the old surface or reconstructingthe pavement before resurfacing. Baseor subgrade improvement may benecessary if rutting is related to poorbase or subgrade conditions.
AC 150/5320-17 Appendix 1 7/12/04
Even slightrutting isevidentafter a rain.
Severe ruttingover 2” causedby poor mixdesign.
Severe ruttingcaused by poorbase orsubgrade.
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EVALUATION — Surface Deformation6
AC 150/5320-17 Appendix 1 7/12/04
DistortionShoving or rippling is the displacementof surfacing material. It can developwhen the asphalt mixture is unstablebecause of poor quality aggregate orimproper mix design. Repair by millingsmooth and overlaying with stableasphalt mix.
Other pavement distortions may becaused by settling, frost heave, etc.Patching may provide temporary repair.Permanent correction involves removalof unsuitable subgrade material andreconstruction.
Minorsettlementover sealedcrack.
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Heavy traffic hasshoved pavementinto washboardripples and bumps.▼
Frost heavedamage from springbreak-up.
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Severesettlementof patch.
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Significant settlement(over 2”) and crackingadjacent to sealed crack.▼
Severe settlingfrom utility trench.
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AC 150/5320-17 Appendix 1 7/12/04EVALUATION — Cracks 7
CRACKS
Thermal cracksThermal cracks are often regularlyspaced. The cause is movement due totemperature changes and hardeningof the asphalt with aging.
Thermal cracks will initially bewidely spaced (several hundred feetapart). Additional cracking will occurwith aging until they are closelyspaced (within several feet). Theseusually begin as hairline or very narrowcracks; with aging they widen. If notproperly sealed and maintained,secondary or multiple cracks developparallel to the initial crack. The crackedges can further deteriorate byraveling and eroding the adjacentpavement.
Help prevent water intrusion anddamage by sealing cracks as soon asthey appear. Routing and cleaning thecrack will improve the performance of crack sealant.
Differential thermal stress can alsocause cracking. Pavement markingpaint and sealcoats using materialswith significantly different thermal
Water enters unsealedcracks softeningpavement and causingsecondary cracks.
Open crack – 1⁄2” or more in width.
Pavement ravels and erodesalong open cracks causingdeterioration.
Tight cracks lessthan 1/4” in width.
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Widely spaced,well-sealed cracks.
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Failed sealant.
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Pavement marking maycause thermal stress andlead to surface cracking.▼
Sealed cracks, someclosely spaced.
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Severe thermalcracking in coaltar sealant.
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EVALUATION — Cracks8
AC 150/5320-17 Appendix 1 7/12/04
properties can create surface cracking.
Reflection cracksCracks in overlays reflect the crackpattern in the pavement underneath.They are caused by movement in theunderlying pavement due to tempera-ture change. This movement createsvery large stress in the overlay.Therefore, they are difficult to preventand correct.
Slippage cracksCrescent or rounded cracks caused by slippage between an overlay and an underlying pavement. Slippage is most likely to occur at locations where traffic is stopping and starting.Repair by removing the top surface and resurfacing using a tack coat.
Cracksreflectedthrough
bituminousoverlay.
Hairline cracksreflected through
sealcoat.
Loss of bond between pavementlayers allows traffic to break loosepieces of surface.
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EVALUATION — Cracks 9
AC 150/5320-17 Appendix 1 7/12/04
Paving joint and edge cracksPaving joint cracks are caused by inade-quate bonding and poor compaction ofthe joint during construction. They mayalso be caused by reflection of poorjoints in the underlying pavement.Cracks within one foot of the edge arecaused by insufficient shoulder support,poor drainage, or frost action. Cracks usually start as hairline or very narrow,widening and eroding with age. With-out crack filling, they can ravel, developmultiple cracks, and become wideenough to require patching.
Sealing cracks will help reducemoisture penetration and preventfurther subgrade weakening.
Paving joints. Slight crack onjoint near center. Open jointon right side.
Severecracking
and edgedistress.
First stage of wheelpathcracking causedby heavy trafficloads.
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Edge cracking in asphalt alongconcrete slab.
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Partially open 1⁄4” paving joint.▼
EVALUATION — Cracks10
AC 150/5320-17 Appendix 1 7/12/04
Block cracks
Block cracking is interconnected cracksforming large blocks. Cracks usually intersectat nearly right angles. Blocks may rangefrom one foot to approximately 10’ or moreacross. The closer spacing indicates moreadvanced aging caused by shrinking andhardening of the asphalt over time. Applysurface treatments during early stages toreduce weathering of the asphalt caused byexposure to the sun, moisture and freezing.Overlay or reconstruction is required in theadvanced stages.
Right angle cracking forms blocks.
Large blockswith open cracksfilled with grass.
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Small blockswith open
cracks.
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EVALUATION — Cracks 11
AC 150/5320-17 Appendix 1 7/12/04
Alligator cracks
Interconnected cracks forming smallpieces ranging in size from about 1” to 6”. This is caused by failure of theentire pavement due to traffic loading(fatigue) and usually due to inadequatebase or subgrade support. Repair byexcavating and replacing failed sub-grade base and surface. Large areasrequire reconstruction. Improvements in drainage may often be required.
Alligator crackpattern. Tight cracksand one patch.
Alligator crackingnear pavementedge.
Alligator crackingand pothole.
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EVALUATION — Patches and Potholes12
AC 150/5320-17 Appendix 1 7/12/04
PATCHES AND POTHOLES
PatchesOriginal surface repaired with newasphalt patch material. Indicates apavement defect or utility excavationwhich has been repaired. Patches withcracking, settlement or distortionsindicate underlying causes remain.Repair or reconstruction are requiredwhen extensive patching shows distress.
Typical repair ofutility excavation.
Patch in goodcondition.
Patchedarea in
poorcondition.
Overlay repair with edge raveling
and cracks.
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EVALUATION — Patches and Potholes 13
AC 150/5320-17 Appendix 1 7/12/04
Potholes
Holes and loss of pavementmaterial are caused by trafficloading, fatigue and inadequatestrength. Often combined withpoor drainage, this can createdangerous pavement debris.Repair by excavating orrebuilding localized potholes.Reconstruction required forextensive defects.
Completepavementfailure.
Large potholeand dangerousloose debris.
Shallowpothole.
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With an understanding of surfacedistress, you can evaluate and rateasphalt pavement surfaces. The ratingscale ranges from 5–excellent conditionto 1–failed. Most pavements will deteri-orate through the phases listed in therating scale. The time it takes to gofrom excellent condition (5) to completefailure (1) depends largely on the qualityof original construction, age, and theamount of heavy traffic loading.
Once significant deterioration begins,it is common to see pavement declinerapidly. This is usually due to a combina-tion of loading and the effects of addi-tional moisture. As a pavement agesand additional cracking develops, moremoisture can enter the pavement andaccelerate the rate of deterioration.
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AC 150/5320-17 Appendix 1 7/12/04
Rating pavement surface condition
Rating 5 – ExcellentNo maintenance required
Rating 4 – GoodMinor routine maintenance, crack sealing
Rating 3 – FairPreservative treatments, crack sealingand surface treatment
Rating 2 – PoorStructural improvement and leveling (patching then overlay)
Rating 1 – FailedReconstruction
Rating system
Surfacerating
Visible distress* General condition/treatment measures
None, or initial thermal cracks, all narrow (less than 1⁄8”)5Excellent
Additional thermal cracking. Cracks generally spaced morethan 50’ apart. Less than 10% of cracks and joints needsealing. Minimal or slight raveling. No distortion. Patches ingood condition.
4Good
Moderate raveling. Thermal cracks and joints generallyspaced less than 50’ apart. Crack sealing or repair of sealantneeded on 10%-25% of cracks or joints. Edge cracks along10% or less of pavement edges. Block crack pattern withcracks 6’-10’ apart. Isolated alligator cracking and poorpatches. Minor distortion or crack settlement less than 1”.
3Fair
Frequent thermal cracks. Wide cracks and joints with ravelingin cracks. Deterioration along more than 25% of cracks. Edgecracks on up to 25% of pavement edges. Block cracks spaced5’ apart or less. Alligator cracking or poor patches cover up to 20% of surface area. Distortion or settlement 1“-2”.
2Poor
Widespread, severe cracking with raveling and deterioration.Alligator cracking and potholes over 20% of the area.Distortion over 2”.
New pavement less than 5 years old.No maintenance or isolated cracksealing required.
Recent sealcoat or pavement over 5 years old. Seal open cracks orjoints and replace sealant whereneeded.
Seal open cracks and joints. Replacefailed sealant. Apply new surfacetreatment or thin overlay. Minorpatching and joint repair.
Needs significant crack sealing pluspatching and repair on up to 25%of pavement surface. Overlay entirearea with structural overlay.
Condition may be limiting service. Needs reconstruction.1
Failed
* A given pavement segment may only have one or two types of distess rather than all of the types listed for a particular rating.
Look at the photographs whichfollow and become familiar with thedescriptions of the individual ratingcategories. To evaluate an individualpavement segment, first determine itsgeneral condition. Is it relatively new,toward the top end of the scale? In verypoor condition and at the bottom of thescale? Or somewhere in between? Next,think generally about the appropriatemaintenance method. Use the outlinedrating categories.
Finally, review the individual pave-ment distress and select the appropriatesurface rating. A given pavement willlikely not have all of the types ofdistress listed for any particular rating. Itmay have only one or two types.
In addition to indicating the surfacecondition of a pavement, a given ratingalso includes a recommendation forneeded maintenance or repair. Thisfeature of the rating system facilitates itsuse and enhances its value as a tool inongoing airfield pavement maintenance.
Rating pavement surface condition 15
RATING 5
EXCELLENT — No maintenancerequired or isolatedcrack sealing.
New pavement less than 5years old. No visible distressor initial thermal cracks, allless than 1⁄8”.
Newpavement.
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Recent overlay.Sealed joint.▼
AC 150/5320-17 Appendix 1 7/12/04
Rating pavement surface condition16
AC 150/5320-17 Appendix 1 7/12/04
RATING 4
GOOD — Seal open cracks or joints.
Recent sealcoat or pavement over 5 years old. Additional thermalcracking. Cracks spaced 10’-20’ apart. Open cracks and joints needsealing on less than 10% ofcracks. No distortion and patchesin good condition.
Recentsealcoat.
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Cracks sealed.No distortion.
Slight raveling.▼
Pavement more than 5 years old. Nopatches or distortion. Schedule routing
and sealing for isolated open joints.
Rating pavement surface condition 17
AC 150/5320-17 Appendix 1 7/12/04
Cracks widelyspaced andsealed.
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Joints wouldbenefit fromsealing.▼
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Old sealant is leaking. Needsreplacement at isolated locations.
Rating pavement surface condition18
AC 150/5320-17 Appendix 1 7/12/04
RATING 3
FAIR —Seal open cracks and joints. Apply new surface treatmentor thin overlay. Minor patchingand joint repair.
Moderate raveling. Thermal cracksand joints, generally spaced lessthan 50’ apart. Crack sealing orrepair of sealant needed on 10%-25% of cracks or joints. Edge cracks along 10% or less of pavement edges. Block crackpattern with block cracks 6’-10’apart. Isolated alligator cracking and poor patches. Minor distortionor crack settlement less than 1”.
Thermal cracksless than 10’apart. Slight
raveling.
Open cracksneed sealing.▼
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Several patches ingood condition.
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Worn sealcoatneeds new
surfacetreatment.
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Rating pavement surface condition 19
AC 150/5320-17 Appendix 1 7/12/04
Moderate raveling.Joint needs sealing.
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Pavementsettlement at crack less than 1” deep.
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Moderateraveling. Needs surfacetreatmentsoon.
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Edgecrackingat severallocations.
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Joint sealant needs replacement at several locations. Follow with new surface treatment on apron.
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Rating pavement surface condition20
AC 150/5320-17 Appendix 1 7/12/04
RATING 2
POOR — Needs significant crack seal-ing plus patching and repairon up to 25% of pavementsurface. Use structural over-lay over entire area.
Frequent thermal cracks. Widecracks and joints with raveling incracks. Deterioration along morethan 25% of cracks. Edge cracks on up to 25% of pavementedges. Block cracks spaced 5’apart or less. Alligator cracking orpoor patches cover up to 20% ofsurface area. Distortion or settle-ment 1”-2”.
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Severeraveling.
Wide crackswith nosealant.
Multiple cracks open and deteriorated
Numerous cracks withsettlement over 1”.
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Block crackingwith cracks lessthan 5’ apart.
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Patch in poor
condition.
Rating pavement surface condition 21
AC 150/5320-17 Appendix 1 7/12/04
Needs overlay.
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More than 25% of crack sealantneeds replacement. Minorsettlement over cracking.
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Sealant repair needed onmore than 25% of cracks.
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Edgecrackingon up to25% of thepavement.
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Repair broken pavementand apply overlay.
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Rating pavement surface condition22
AC 150/5320-17 Appendix 1 7/12/04
RATING 1
FAILED — Condition may be limiting service. Needs reconstruction.
Widespread, severe cracking withraveling and deterioration. Alligatorcracking and potholes over 20% ofthe area. Distortion over 2”
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Over 25% alligatorcracking.
Severecracking anddeterioration.
Extensive alligatorcracking. Poor patches.
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Failed patch.Settlementover 2”.
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Extensive failedpavement
and debris.
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Inventory and field inspection
Most airport owners routinely observepavement conditions as a part of theirnormal work. However, an actualinspection means looking at the entiresystem as a whole and preparing awritten summary of conditions. Thisinspection has many benefits overcasual observations. It can be helpful to compare pavement features as awhole system so ratings andmaintenance decisions can be moreconsistent.
An inspection also encourages a reviewof specific conditions important inpavement maintenance, such asdrainage, adequate strength, and safety.
A simple written inventory is useful in making decisions where other peopleare involved. You do not have to trustyour memory, and you can usuallyanswer questions in more detail. Havinga written record and objective informa-tion also improves your credibility withthe funding agencies.
Finally, a written inventory is veryuseful in documenting changing pave-ment conditions. Without records overseveral years, it is difficult to know ifconditions are improving, holding theirown, or declining.
A sample inventory form is shown onthe inside back cover. It is very helpfulto collect background information oneach feature. Pavement thickness, age,and major maintenance are examples ofhelpful information.
Annual budgets and long rangeplanning are best done when based onactual needs as documented with awritten inventory.
Pavement features
Inventory and pavement condition dataare normally organized by dividing thepavements into segments or features.
A plan or aerial photo of the entireairfield is most helpful in identifyingthese individual features. Runways,taxiways and aprons should beconsidered as separate categories.Within each category, the pavementshould be separated into features withsimilar construction. For example,pavements with different thickness,age, or type of construction should berated separately.
A runway may be all one feature ifconditions are similar. However, if partsof the runway have significantly differ-ent construction details or condition,then separate features will make therating more logical and useful.
Each taxiway, can be considered aseparate feature. You may combineseveral sections of taxiway if conditionsare similar.
Apron areas can be separated intofeatures according to the areas theyserve. For example, aprons serving aterminal, hangers, tie-down area, orfueling area would be separatefeatures. Areas in different conditionsmay also be separated into features.
Averaging and comparing sections
No pavement feature is entirelyconsistent. Also surfaces in one sectionmay not have all of the types of distresslisted for any particular rating. Theymay have only one or two types.
The objective is to rate the conditionthat represents the majority of thepavement feature. Small or isolatedconditions should not influence therating. It is useful to note these specialconditions on the inventory form sothis information can be used in plan-ning specific improvement projects. For example, some spot repairs may be required.
Occasionally surface conditions vary
significantly within a feature. Forexample, short sections of goodcondition may be followed by sectionsof poor surface conditions. In thesecases, it is best to rate the featureaccording to the worst conditions andnote the variation on the form.
The overall purpose of conditionrating is to be able to compare eachfeature relative to all the other featuresin your airport pavement system. Oncompletion you should be able to lookat any two pavement features and findthat the better surface has a higherrating.
Assessing drainage conditions
Moisture and poor pavement drainageare significant factors in pavementdeterioration. Some assessment ofdrainage conditions during pavementrating is highly recommended. Whileyou should review drainage in detail at the project level, at this stage simplyinclude an overview drainage evalu-ation at the same time as you evaluatesurface condition.
Consider both pavement surfacedrainage and lateral drainage (ditchesor storm sewers). Pavement should be able to quickly shed water off thesurface. Ditches should be large anddeep enough to drain the pavementand remove the surface water efficiently into adjacent waterways.
Look at the crown and check for low surface areas that permit ponding.Runways and taxiways should haveapproximately a 1.5% cross slope orcrown across the pavement. Apronareas require positive drainage andoften include storm drainage systems.Maintenance of the entire drainagesystem is critical. Ditches, subsurfacedrains and outlets should be inspectedand cleaned regularly.
Practical advice on rating airfield pavements
AC 150/5320-17 Appendix 1 7/12/04
technique. Consider future traffic projections,
original construction, and pavementstrength since these may dictate amore comprehensive rehabilitation thanthe rating suggests.
Summary
Using funds most efficiently requiresgood planning and accurate identifi-cation of appropriate rehabilitationprojects. Assessing pavementconditions is an essential first step inthis process. This asphalt pavementsurface condition rating procedure has
proven effective in improving decisionmaking and using funds moreefficiently. It can be used directly byairport staff and consultants. It may becombined with additional testing anddata collection in a more comprehensivepavement management system.
Practical advice on rating airfield pavement 24
AC 150/5320-17 Appendix 1 7/12/04
A pavement’s ability to carry heavytraffic loads depends on both thepavement materials (asphalt surfacingand granular base) and the strength ofthe underlying soils. Most soils losestrength when they are very wet.Therefore, it is important to providedrainage to the top layer of the subgrade supporting the pavementstructure.
Planning annual maintenance and repair budgets
We have found that relating a normalmaintenance or rehabilitation procedureto the surface rating scheme helpsmanagers use the rating system.However, an individual surface ratingshould not automatically dictate thefinal maintenance or rehabilitation
References
Concrete Aviation Airfields PASER Manual, 2003, Engineering ProfessionalDevelopment, College of Engineering, University of Wisconsin-Madison.
Guidelines and Procedures for Maintenance of Airport Pavements, 7/14/03,Federal Aviation Administration, Advisory Circular AC:150/5380-6A.
AC 150/5320-17 Appendix 1 7/12/04
AIRFIELD PAVEMENT INVENTORY
Airfield _______________________________________________________________ Condition survey date _________________________
Done by _____________________________________________________________________________________________________________________________________
Facility (runway, taxiway, apron) __________________________________________________________________________________________________________
Feature description _________________________________________________________________________________________________________________________
Feature location ____________________________________________________________________________________________________________________________
Feature area _________________________________________________________________________________________________________________________________
Construction date __________________________________________________________________________________________________________________________
Pavement type: ■■ Asphalt ■■ Concrete Layer thicknesses: ___________ ___________ ___________
Maintenance history __________________________________________________________________________________________________
______________________________________________________________________________________________________________________
______________________________________________________________________________________________________________________
PASER Rating ( 5 = Excellent, 4 = Good, 3 = Fair, 2 = Poor, 1 = Failed) ■■Comments on pavement and drainage conditions _______________________________________________________________________
______________________________________________________________________________________________________________________
______________________________________________________________________________________________________________________
______________________________________________________________________________________________________________________
______________________________________________________________________________________________________________________
Recommended maintenance ___________________________________________________________________________________________
______________________________________________________________________________________________________________________
______________________________________________________________________________________________________________________
______________________________________________________________________________________________________________________
______________________________________________________________________________________________________________________
Recommended rehabilitation __________________________________________________________________________________________
______________________________________________________________________________________________________________________
______________________________________________________________________________________________________________________
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PASERAsphalt Airfield Pavements