DE,_New_Castle_Condition_Report.pdf

AIRFIELD PAVEMENT

CONDITION REPORT

And Pavement Maintenance Plan

Delaware Air National Guard New Castle County Airport

New Castle, Delaware

NGB/A7OC

Pavement Maintenance Management Team Members:

Joel G. Hansen, Stacy A. Wiegers and Joe A. Schroeder

National Guard Bureau

Civil Engineering Technical Services Center 3430 2nd St. NE

Minot, North Dakota 58703-0527

T05A 13"

PCC

T03A 11.5"

PCC

A17C 12"

PCC

S01D

UNK

ACC

S01D

UNK

ACC

S01D

UNK

ACC

A20C 11"

PCC

A21C 7"

ACC

S03D(2)

UNK

PCC

S03D(1)

UNK

ACC

T08C

2.25" AC

7.25" RPCC

T07C 7.25"

ACC

BRANCH DESIGNATION

PAVEMENT THICKNESS AND TYPE.

PCC - PORTLAND CEMENT CONCRETE

ACC - ASPHALT CEMENT CONCRETE

APC - ACC OVER PCC

DBST - DOUBLE BITUMINOUS SURFACE TREATMENT

1. BRANCH DESIGNATION DENOTES TYPE OF BRANCH, NUMBER OF BRANCH

FOR A GIVEN BRANCH TYPE AND TRAFFIC TYPE.

2. TRAFFIC AREA DESIGNATIONS ARE BASED ON AFM 88-6, CHAPTER 1.

3. SEE CONSTRUCTION HISTORY FOR ADDITIONAL PAVEMENT LAYER INFORMATION.

BRANCH TYPE

A - APRON

R - RUNWAY

T - TAXIWAY

O - OVERRUN

TRAFFIC TYPE

A - A TRAFFIC

B - B TRAFFIC

C - C TRAFFIC

D - D TRAFFIC

T01A 12"

PCC

PAVEMENT TYPE

GOOD

SATISFACTORY

SERIOUS

RATING

POOR

0-

FAILED

40-

VERY POOR

55-

FAIR

PCI

100-

NOT

EVALUATED

J.A.SCHROEDER

NATIONAL GUARD BUREAU

CIVIL ENGINEERING

TECHNICAL SERVICES CENTER

MINOT, NORTH DAKOTA

DELAWARE ANG

DRAWN BY:

NEW CASTLE COUNTY AIRPORT

NEW CASTLE, DELAWARE

DE, New Castle P1

FILE NAME:

M. SCHUMAKER

SUPERVISOR: DATE:

As Shown

SCALE:

AIRFIELD

PAVEMENT EVALUATION

PAVEMENT CONDITION DRAWING NUMBER:

AIRFIELD PAVEMENT CONDITION

New Castle County Airport is located a few miles south of the city of Wilmington near the Delaware River in northern Delaware. The field is home to the 166th Airlift Wing which flies the Lockheed-Martin C-130 “Hercules”.

Some repairs have been made to the Delaware ANG’s airfield pavement at New Cas-tle County Airport since the last evaluation in 2007. The joint sealant in several apron branches has continues to deterioration and needs replacement. There are also cracks, corner breaks and failing patches that will require repair. Several of the op-erational pavements have corner and joint spall that range from low to medium se-verity that require repair. Apron A21C suffers from surface deterioration and at a minimum requires and a mill and overlay extend the service life of this pavement.

The following photos are examples of the type of distresses found throughout the 166th Airlift Wing’s airfield pavements as well as recommended repairs. The distresses found in each individual branch can be found in the pages directly following the pho-tos.

Grass should be kept trimmed back at the edges of the aprons and shoulder to allow water to drain away. Standing water can penetrate and weaken the base material causing failures to the pavements.

The picture on the above is a large spall that will require a partial-depth repair, plac-ing a quick concrete on top of spalling concrete is a temporary fix until funding is awarded for doing a ramp repair project. Large spalls were seen in T03A, a partial-depth patch should be constructed in accordance with UFC 3-270-04, Chapter 5. The repair boundaries should be extended beyond the delaminated or spalled area by 3 inches to assure removal of all unsound concrete. The repair boundaries should be kept square or rectangular, in line with the jointing pattern, to avoid irregular shapes. Irregular shapes may cause cracks to develop in the repair material. The repair area must be thoroughly cleaned and dried prior to patching. A separating medium must be installed full-depth in all joints and working cracks. If the joints and cracks are not maintained, the patches will compromise joint integrity and inter-fere with normal thermal slab movements, leading to early patch failure and possible damage to the adjacent pavement. When placing a partial-depth patch adjacent to any joint, there must be no bond of the repair patch to the face of the adjacent con-crete. For smaller spalls (chips) or raveled edges, is with localized repairs by remov-ing the chips, cleaning the cavity and sealing any gaps left with silicone sealant.

The ACC pavements have weathering, raveling, longitudinal and transverse cracks requiring repairs. Clean and seal the cracks along the PCC and AC interface at the apron edges and sealing cracks when the cracks exceed ¼ inch width or begin to gen-erate FOD. A seal coat is effective to renew old asphalt surfaces that have become dry and brittle with age, to seal small surface cracks and surface voids, and to inhibit raveling (loss of surface aggregate). It is recommended that monies be allocated for annual routine maintenance. Above is a photo of A21C this ACC pavement had a prior surface treatment that is deteriorated and is recommended for a mill and over-lay at a minimum.

Current Conditions:

Engine Test Pad (A17C) overall was in good condition just had debris in the joints even with the top of pavement. Need to maintain debris free joints to prevent joint spalling.

Hangar 2818 Access (A18C) overall this pavement was in fair condition. However joint reflective cracking, linear cracking and weathering of medium severity affected this pavement from our last inspection in 2007.

Parking Apron (A19B) overall this pavement was in excellent condition only had a couple spots of medium spalls.

Southeast Parking Spot (A20C) PCC pavement was overall good condition. Shrinkage cracking was evident. The purpose of this pavement is to be a maintenance pad for the aircraft, the airframe is towed onto the pad never taxi under engine power. Prior to the ramp replacement in 2004 from historical data this pavement was not a part of the ramp replacement. The pavement report in 1998 it was a part of branch A05B, this hardstands branch only has one of the three locations still remaining.

Southeast Parking Spot (A21C) ACC pavement was very poor condition had a prior surface treatment placed on the pavement that has deteriorated also found was block cracking and raveling. Recommend a mill and overlay at a minimum as a repair to extend the service life of the pavement. Prior to the ramp replacement in 2004 this pavement was a part of branch A01B.

Taxiway K2 (T03A) PCC pavement was in overall good visual condition had some scaling and spalls of medium severity. Also low severity condition ASR was present and requires to be watched to ensure the condition does not get worse over time. Vis-ually the PCI is in satisfactory condition, this pavement is degraded structurally and will fail prematurely requiring additional maintenance in the future.

Taxiway (T04A, T05A, T06A) PCC pavement was in overall good condition with only minor joint spalling present.

Hangar 2815 Access (T07C) ACC pavement was in overall poor condition with rut-ting, weathering and cracking found throughout the pavement.

Hangar 2815 Access (T08C) ACC overlay on PCC pavement was in overall fair condi-tion with weathering and joint reflective cracking from the concrete below.

Hangar 2819 Access (T09C) ACC pavement was in satisfactory condition with only low severity weathering and linear cracking.

Hangar 2819 Access (T10C) ACC pavement was in fair condition with block cracks and weathering of the medium severity.

Hangar 2902 Access (T11C) PCC pavement was in good condition with only low se-verity shrinkage crack and spalls.

Main Apron Shoulder (S01D) ACC pavement was in fair condition for a shoulder, weathering and linear cracking.

Hangar 2902 Shoulder (S02D) ACC pavement was in good condition only found low weathering in this pavement which requires no repairs currently.

Hangar 2819 Shoulder [S03D (1)] ACC pavement was in poor condition, medium se-verity block cracking and high severity of raveling were present.

Hangar 2819 Shoulder [S03D (2)] PCC pavement was in good condition, shrinkage cracks and medium spalls were present.

PAVEMENT ENGINEERING ASSESSMENT

The Air Force has developed a standard and procedure to objectively analyze the im-pact of pavement conditions on flying missions and to help prioritize multiple airfield pavement maintenance and repair requirements.

Air Force Instruction (AFI) 32-1041, Pavement Evaluation Program Chapter 8, pro-vides a standardized procedure for identifying, validating, prioritizing and rating air-field pavement projects. The primary product is an engineering condition assessment (health rating), determined using the Pavement Condition Index (PCI), Structural Index, Friction Index and Foreign Objects and Debris (FOD) Index. The FOD sensi-tivity of the organization’s assigned aircraft is also considered.

The standard rating procedure for airfield pavement uses the PCI as the basic rating criteria with adjustments when other factors do not meet specified standards. Rat-ings of ADEQUATE, DEGRADED or UNSATISFACTORY are assigned to each air-field pavement branch based on the criteria in the following table.

RATING/

ASSESSMENT

CATEGORY

PAVEMENT

CONDITION

INDEX

(PCI)

FRICTION INDEX

(Mu)

(Runways Only)

STRUCTURAL

INDEX

(ACN/PCN)

FOREIGN

OBJECTS and

DEBRIS INDEX

(FOD)

ACC PCC

ADEQUATE 71 – 100

Griptester@ 65 km/h > 0.49

Mu-meter@ 65 km/h > 0.50

< 1.10 0 – 59 0 – 77

DEGRADED 56 – 70

Griptester @ 65 km/h

0.34 – 0.49

Mu-meter @ 65 km/h

0.35 – 0.50

1.10 – 1.40 60 – 75 78 – 89

UNSATISFACTORY 0 – 55

Griptester @ 65 km/h < 0.33

Mu-meter @ 65 km/h < 0.34

> 1.40 76 – 100 90 – 100

The Engineering Assessment Ratings for the 166th Airlift Wing are based on PCI rat-ing and FOD Index. ACN/PCN information is available for some of the Delaware ANG’s pavement and the Friction Index is not applicable.

Branch Surface Type

PCI FOD

Index

ACN/

PCN

Friction Index

Current Rating

Predicted Rating

A17C PCC 94 4 * # ADEQUATE

A18C ACC 64 36 0.25 # DEGRADED UNSATISFACTORY-2020

A19B PCC 96 4 0.60 # ADEQUATE

A20C PCC 87 0 0.79 # ADEQUATE

A21C ACC 19 81 0.21 # UNSATISFACTORY

T03A PCC 80 10 1.23 # DEGRADED

T04A PCC 93 13 0.62 # ADEQUATE

T05A PCC 90 10 0.61 # ADEQUATE

T06A PCC 96 4 0.57 # ADEQUATE

T07C ACC 50 49 0.15 # UNSATISFACTORY

T08C ACC 64 36 1.33 # DEGRADED UNSATISFACTORY-2020

T09C ACC 85 15 0.40 # ADEQUATE

T10C ACC 57 43 0.16 # DEGRADED UNSATISFACTORY-2016

T11C PCC 93 6 0.81 # ADEQUATE

S01D ACC 65 35 * # DEGRADED UNSATISFACTORY-2020

S02D ACC 94 6 * # ADEQUATE

S03D(1) ACC 18 82 * # UNSATISFACTORY

S03D(2) PCC 91 5 * # ADEQUATE

* = Not Available # = Not Applicable

Ten of the operational pavement branches are within the PCI, FOD and ACN/PCN limits of the ADEQUATE rating. However, low PCI numbers combined with high FOD potential or ACN/PCN mandates a rating of DEGRADED in five branches and UNSATISFACTORY in three branches. Within the next five years A18C, T08C, S01D and T10C are expected to rate UNSATISFACTORY. No other significant changes are expected to occur within the next five years.

The Engineering Assessment Ratings have been graphically illustrated in the follow-ing color-coded drawings, which shows the pavement condition at the time of the most recent evaluation and predicted ratings for the next five years. Note: Predicted rat-ings assume no maintenance or repair is completed.

13"

PCC

T03A 11.5"

PCC

A17C 12"

PCC

S01D

UNK

ACC

S01D

UNK

ACC

S01D

UNK

ACC

A20C 11"

PCC

A21C 7"

ACC

S03D(2)

UNK

PCC

S03D(1)

UNK

ACC

T08C

2.25" AC

7.25" RPCC

T07C 7.25"

ACC

ADEQUATE

UNSATISFACTORY

DEGRADED

J.A.SCHROEDER

NATIONAL GUARD BUREAU

CIVIL ENGINEERING

TECHNICAL SERVICES CENTER

MINOT, NORTH DAKOTA

DELAWARE ANG

DRAWN BY:

NEW CASTLE COUNTY AIRPORT

NEW CASTLE, DELAWARE

DE, New Castle P1

FILE NAME:

M. SCHUMAKER

SUPERVISOR: DATE:

As Shown

SCALE:

AIRFIELD

PAVEMENT EVALUATION

PAVEMENT ENGINEERING ASSESSMENT FY2015

13"

PCC

T03A 11.5"

PCC

A17C 12"

PCC

S01D

UNK

ACC

S01D

UNK

ACC

S01D

UNK

ACC

A20C 11"

PCC

A21C 7"

ACC

S03D(2)

UNK

PCC

S03D(1)

UNK

ACC

T08C

2.25" AC

7.25" RPCC

T07C 7.25"

ACC

ADEQUATE

UNSATISFACTORY

DEGRADED

J.A.SCHROEDER

NATIONAL GUARD BUREAU

CIVIL ENGINEERING

TECHNICAL SERVICES CENTER

MINOT, NORTH DAKOTA

DELAWARE ANG

DRAWN BY:

NEW CASTLE COUNTY AIRPORT

NEW CASTLE, DELAWARE

DE, New Castle P1

FILE NAME:

M. SCHUMAKER

SUPERVISOR: DATE:

As Shown

SCALE:

AIRFIELD

PAVEMENT EVALUATION

PREDICTED PAVEMENT ENGINEERING ASSESSMENT FY2016

13"

PCC

T03A 11.5"

PCC

A17C 12"

PCC

S01D

UNK

ACC

S01D

UNK

ACC

S01D

UNK

ACC

A20C 11"

PCC

A21C 7"

ACC

S03D(2)

UNK

PCC

S03D(1)

UNK

ACC

T08C

2.25" AC

7.25" RPCC

T07C 7.25"

ACC

ADEQUATE

UNSATISFACTORY

DEGRADED

J.A.SCHROEDER

NATIONAL GUARD BUREAU

CIVIL ENGINEERING

TECHNICAL SERVICES CENTER

MINOT, NORTH DAKOTA

DELAWARE ANG

DRAWN BY:

NEW CASTLE COUNTY AIRPORT

NEW CASTLE, DELAWARE

DE, New Castle P1

FILE NAME:

M. SCHUMAKER

SUPERVISOR: DATE:

As Shown

SCALE:

AIRFIELD

PAVEMENT EVALUATION

PREDICTED PAVEMENT ENGINEERING ASSESSMENT FY2020

PAVEMENT MAINTENANCE PLAN

A pavement maintenance plan is a method of evaluating pavement condition, pre-dicting future pavement performance and scheduling pavement maintenance opera-tions so that each pavement branch is kept at a selected optimum condition by the most economical means.

In a pavement maintenance plan, pavement branches requiring work can be orga-nized into logical groups for routine maintenance or repair projects. Routine mainte-nance is work that must be done on a regular basis in order to resist the affects of climatic and environmental factors. Repair projects typically require replacement of some or all of a pavement branch and may become necessary when routine mainte-nance is neglected, when maintenance cannot be economically justified or when the pavement becomes structurally inadequate for its mission

PAVEMENT DATA AND HISTORY

FACILITY OVERLAY

PAVEMENT PAVEMENT

Branch Branch Area (SF) PCI Slab Size

(FT)

Thick.

(IN) Type Cons.

Date Thick (IN) Type Const.

Date Parking Apron/Access A19B Parking Apron 594,850 96 20 x 20 12.25 PCC 2004 T03A Taxiway K2 10,020 80 12.5 x 12.5 11.5 PCC 1986 T04A Taxiway B1 16,740 93 20 x 18.75 12 PCC 2004 T05A Taxiway B2 19,990 90 20 x 20 13 PCC 2004 T06A Taxiway K2 11,925 96 20 x 18.75 12.5 PCC 2004

Hangar/Maintenance Pavement A17C Engine Test Pad 9,900 94 20 x 20 12 PCC 2004 A18C Hangar 2818 Apron 22,338 64 7.25 ACC 2004 A20C Southeast Parking Spot 5,052 87 20 x 20 11 PCC 1977 A21C Southeast Parking Spot 22,920 19 7 ACC 1965 T07C Hangar 2815 Access 52,959 50 7.25 ACC 2004 T08C Hangar 2815 Access 27,388 64 25 x 12.5 2.25 ACC 2004 7.25 PCC 1943 T09C Hangar 2819 Access 20,013 85 5 ACC 2004 T10C Hangar 2819 Access 38,221 57 7.25 ACC 2004 T11C Hangar 2902 Access 6,308 93 15 x 15 9.5 PCC 2010

Shoulders S01D Main Apron Shoulder 90,004 65 Unk ACC 2004 S02D Hangar 2902 Shoulder 7,240 94 Unk ACC 2010 S03D(1) Hangar 2819 Shoulder 8,075 18 Unk ACC 2004 S03D(2) Hangar 2819 Shoulder 1,795 91 20 x 20 Unk PCC 2004

PAVEMENT EVALUATION SUMMARY

The branch designations listed in Column 1 are not necessarily sequential, but may be organized into operational groups. These operational groups are the basis for de-velopment of maintenance or repair projects.

Columns 2 and 3 indicate the PCI values obtained from previous NGB/A7OC pave-ment evaluations, while Column 4 indicates the current PCI value. Column 5 indi-cates the lowest desirable PCI value for the pavement category. While a lower PCI value does not necessarily indicate an unsatisfactory or unserviceable pavement, it frequently indicates that some sort of maintenance is required.

Columns 6 and 7 indicate the pavement category and rank, respectively. In order to establish maintenance priorities, the pavement branches are categorized by use and function and ranked according to the pavement’s effect on the flying mission. The priority of a recommended project is normally based on the rank of the most critical branch within the operational group.

Columns 8, 9 and 10 indicate the primary causes of distress in each branch. This information can indicate when repair or reconstruction of a pavement branch may be more cost-effective than maintenance and may be useful for choosing among mainte-nance activities.

Column 11 is used for remarks.

Branch Pavement Condition Index (PCI) Category Rank Distress Type (Percent) Remarks 1998 2007 2015 Threshold Load Climate Other

1 2 3 4 5 6 7 8 9 10 11 Parking Aprons/Access A19B 90 96 70 A P 18 0 82 New 2004 T03A 91 79 80 70 A P 0 0 100 T04A 88 93 70 A P 0 0 100 New 2004 T05A 82 90 70 A P 36 0 64 New 2004 T06A 96 96 70 A P 0 0 100 New 2004

Hangar/Maintenance Pavement A17C 91 94 55 C T 0 0 100 New 2004 A18C 99 64 55 C T 0 97 3 New 2004 A20C 85 87 70 A P 0 0 100 A05B prior A21C 39 19 70 A P 0 100 0 A01B prior T07C 97 50 55 C T 11 89 0 New 2004 T08C 98 64 55 C T 0 96 4 New 2004 T09C 85 55 C T 0 100 0 1st Inspection T10C 57 55 C T 0 100 0 1st Inspection T11C 93 55 C T 0 0 100 New 2010

Shoulders S01D 65 40 O D 0 100 0 1st Inspection S02D 94 40 O D 0 100 0 1st Inspection S03D (1) 18 40 O D 0 100 0 1st Inspection S03D (2) 91 40 O D 0 0 100 1st Inspection

CATEGORY: R Primary/Instrument Runway S Alternate/Crosswind Runway X Abandoned Runway Z Runway Overrun

T Primary/Parallel Taxiway L Alternate/Ladder Taxiway B Abandoned Taxiway

A Mission Aircraft Parking C Hangar Access F Arm/disarm, Hot Cargo, Hot Fueling G Alert Facility H Hush House, Trim Pad, Washrack K Transient Aircraft Parking V Heliport/Helipad

E AGE, Storage, Non-aircraft Parking N Unassigned/Unused (Includes Travelways) O Other

RANK: P PRIMARY: Mission-Essential (Runway, Parallel Taxiway, Parking

Apron, Alert Pavement) S SECONDARY: Occasional Use (Ladder Taxiway, Transient Apron) T TERTIARY: Towed Aircraft (Hangar, Hush House, Wash-rack, Trim Pad) D INDUSTRIAL: Non-aircraft (AGE, POL, GOV/POV Parking)

PAVEMENT MAINTENANCE THRESHOLD PCI

CATEGORY

RANK R S X Z T L B A C F G H K V E N O

P 70 70 70 70 70 70 S 70 70 70 T 55 55 55 D 40 40 40

MAINTENANCE AND REPAIR

The following ANG standards provide general guidelines on pavement maintenance and repair activity based on the pavement condition rating.

GOOD to FAIR – Normal pavement maintenance should be accomplished as neces-sary to minimize FOD potential from minor pavement distresses.

POOR – General pavement maintenance is required. Maintenance may include spot repair, joint and crack sealing or isolated replacement of small areas.

VERY POOR – General pavement maintenance or repair is required. Major repair by overlay or replacement of the entire branch may be considered.

SERIOUS to FAILED – Major pavement repair is required and may include overlay or replacement of the entire branch.

MAINTENANCE and REPAIR

ASPHALT and TAR

DISTRESS

TYPE

M and R METHOD

NOTES

D O

N O

T H

IN

G

S E

A L

C R

A C

K

P A

R T

IA

L

-D E

P T

H

T C

F U

L L

-D E

P

T

IN

P

A T

M

IL

L A

N D

/O R

O

V E

R L

Y

P L

Y F

O G

S E

L

(E

M U

L S

IO

N

A P

P

JU

V

E N

A T

O

P

G R

E G

A T

E S

E

41. ALLIGATOR

CRACKING

L, M,

42. BLEEDING A A*

* FOR SEVERE CASES,

MILL AND OVERLAY

43. BLOCK CRACKING L M H L* L*

L*, M*

* PERMITTED ON

STREETS AND ROADS

ONLY

44. CORRUGATION L M H

45. DEPRESSION L

M, H

M, H

M*, H*

* PERMITTED ON

STREETS AND ROADS

ONLY

46. JET BLAST A A

47. JOINT REFLECTION

CRACKING

L M H

48. LONGITUDINAL AND

TRANSVERSE

CRACKING

L M H

49. OIL SPILLAGE A

50. PATCHING L M

M*, H*

M*, H*

* REPLACE PATCH

51. POLISHED

AGGREGATE

A A*

* FOR SEVERE CASES,

MILL AND OVERLAY

52 RAVELING L M, H

L*, M*

L* M*, H*

* PERMITTED ON

STREETS AND ROADS

ONLY

53. RUTTING L

M, H

M, H

H

54. SHOVING L

M, H

55. SLIPPAGE A A A

56. SWELLING L

57. WEATHERING L M, H

L*, M*

L* M* H*

* PERMITTED ON

STREETS AND ROADS

ONLY

A = DISTRESS HAS ONLY ONE SEVERITY

L = LOW SEVERITY DISTRESS

M = MEDIUM SEVERITY DISTRESS

H = HIGH SEVERITY DISTRESS

MAINTENANCE and REPAIR

JOINTED PCC

DISTRESS

TYPE

M and R METHOD

NOTES

D O

N O

T H

IN

A L

C R

A C

A L

J O

IN

R T

IA

L

-D E

P

T

F

L L

-D E

P

T

P L

A C

E S

L

B

N

D E

R S

E

IN

D

S L

B

JA

K S

L A

B W

IT

O

61. BLOW-UP

L, M, H

H

62. CORNER BREAK L M H

63. LONG./TRANS./

DIAGONAL CRACK

L M H H H

64. “D” CRACKING L

M, H

H

* SEAL ALL LINEAR

CRACKS AND JOINTS

65. JOINT SEAL

DAMAGE

L

66. SMALL PATCH (LESS

THAN 5 SF)

L M*, H*

H* * REPLACE PATCH

67. LARGE PATCH

(MORE THAN 5 SF)

L M*, H*

H* H * REPLACE PATCH

68. POPOUTS A

69. PUMPING A A A

70. CRAZING/ SCALING L M H*

* WHEN SURFACE IS

UNACCEPTABLE

71. SETTLEMENT/

FAULTING

L H M, H

72 SHATTERED SLAB L M M H

73. SHRINKAGE CRACKS A

74. JOINT SPALL L L, M

75. CORNER SPALL L L, M

76. Alkali Silica Reaction L M H

A = DISTRESS HAS ONLY ONE SEVERITY

L = LOW SEVERITY DISTRESS

M = MEDIUM SEVERITY DISTRESS

H = HIGH SEVERITY DISTRESS

GLOSSARY

ACC (or AC) Asphalt cement concrete.

AAC Asphalt cement concrete overlaid with asphalt cement concrete.

APC Portland cement concrete overlaid with asphalt cement concrete.

BST Bituminous surface treatment.

DBST Double bituminous surface treatment.

PCC Portland cement concrete.

PPC Portland cement concrete overlaid with Portland cement concrete (may be bonded or unbonded).

RPCC Reinforced Portland cement concrete.

TCC Tar-cement concrete TRC (or TR) Tar-rubber cement concrete.

Alkali-Silica Reactivity (ASR) – ASR in PCC pavement results when reactive forms of silica or silicate in the aggregate combine with alkalis (sodium or potassium), pri-marily from the cement, to form a gel reaction product (silica gel). Expansion occurs when the silica gel absorbs moisture and swells, usually because of freeze/thaw con-ditions. ASR is associated with a "map-cracking" pattern of generally random crack orientation and with scaling.

Alligator Cracking – A series of interconnecting cracks in ACC pavements due to fa-tigue caused by repeated traffic loading. Alligator cracking normally indicates failure of the pavement base.

Base or Subbase Courses – Natural materials or processed materials placed on the subgrade beneath the pavement.

Bleeding – A film of bituminous material on the pavement surface caused by exces-sive amounts of asphalt cement in the mix and/or low air-void content. Bleeding oc-curs during hot weather when asphalt fills the voids in the mix and then expands onto the pavement surface. Bleeding may be sticky or cause a reduction in skid re-sistance.

Block Cracking – Interconnecting cracks that divide the ACC pavement into approx-imately rectangular pieces. Block cracking is caused by shrinkage of the asphaltic binder and daily temperature cycling. It is not load related.

Blow-up – A localized upward movement (buckling) or shattering of slab edges at a transverse crack or joint. Blowups occur during hot weather when joints are not wide enough to permit expansion of the concrete slabs.

Branch – A unique portion of the airfield pavement distinguished by traffic loading, pavement type, pavement thickness and construction date.

Chip – A small spall of a PCC slab joint or corner, which does not require a patch for reconstruction of the joint sealant reservoir.

Corner Break – A crack that intersects the joints at a distance less than or equal to one-half the slab length on both sides as measured from the corner of the slab. The crack extends vertically through the entire slab thickness. Corner breaks are usually caused by load repetition combined with loss of support and curling stresses.

Depression – Localized ACC pavement surface areas having elevations slightly lower than the surrounding pavements.

Divided Slab/Intersecting Cracks – When intersecting cracks of any severity divide a slab into two or three pieces, the distress is classified as a linear crack. A divided slab contains four pieces separated by low-severity cracks and is classified as a low-severity shattered slab.

Durability Cracking – A pattern of cracks running parallel to a joint or linear crack caused by the inability of PCC pavement (containing expansive aggregate) to with-stand environmental factors such as freeze/thaw cycles.

Faulting – A difference of elevation of PCC slabs at a joint or crack caused by up-heaval or consolidation of the base materials.

FOD – Foreign Object Damage. Damage that results when foreign objects such as stones, pavement chips, tools or other debris is ingested by aircraft engines or thrown against other airframe components by wind, jet engine exhaust or propeller blast.

The term is also used to describe the objects that can cause such damage.

Jet Blast Erosion – Localized areas in the surface of ACC pavement where the bitu-minous binder has been burned or carbonized. Erosion may vary in depth up to one-half inch (12.7 mm).

Joint Reflection Cracking – Cracks in an ACC overlay caused by movement of PCC slabs beneath the ACC surface. It does not include reflection cracks from any other type of base (i.e., cement- or lime-stabilized).

Joint Seal Damage – Any condition that permits soil and rocks to accumulate in the joints, or allows significant infiltration of water or contaminates such as spilled fuel or oil.

Linear Cracking – Longitudinal, transverse or diagonal cracks in PCC slabs that re-sult when loading, warping or curling stresses exceed the tensile strength of the con-crete and divide the slab into two or three pieces. To control linear cracking, slab dimensions must be based on pavement thickness, but should never exceed twenty feet (6.1 meters) (AFM 88-6, chapter 6).

Longitudinal and Transverse Cracking – Cracks in ACC pavement due to poor con-struction of paving lane joints, shrinkage or hardening of the pavement and reflecting cracks from pavement structure other than PCC pavement below.

Map Cracking – A network of shallow hairline cracks that extends only through the upper surface of the PCC slab. Map cracking usually results from overfinishing or inadequate curing.

Oil Spillage – The deterioration or softening of ACC pavement surfaces caused by the spilling of oil, fuel or other solvents.

Overlay Pavement – Pavement (usually ACC or PCC) superimposed on existing pave-ment to reinforce the load carrying capacity or to correct surface deficiencies.

Pass – On a runway, the movement of an aircraft across an imaginary line 500 feet (152.5 m) down from the approach end. On a taxiway, a pass is defined as the move-ment of an aircraft along an imaginary line connecting an apron with a runway.

Patch – An area where the original pavement has been removed and replaced by a filler material. For condition evaluation, patches in PCC pavement are divided into two types: small (less than five square feet or 0.465 sm) and large (more than five square feet or 0.465 sm). Patches in ACC pavement are recorded as the measured area of the patch in square feet or square meters.

Pavement – A surface of prepared or manufactured product superimposed upon a base or subgrade, either as a structural member or as a weather- and/or abrasive-resisting medium.

Pavement Condition Index (PCI) – A pavement condition survey is a visual inspection of both rigid and flexible pavement branches for signs of pavement distress. The PCI is a numerical rating based on the quantity and severity of the distress in each pave-ment branch.

Pavement Condition Rating: PCI 86-100 GOOD

PCI 71-85 SATISFACTORY

PCI 56-70 FAIR

PCI 41-55 POOR

PCI 26-40 VERY POOR

PCI 11-25 SERIOUS

PCI 0-10 FAILED

Popout – A small piece of PCC pavement that breaks loose from the surface due to freeze/thaw action in combination with expansive aggregate.

Pumping – Ejection of water and base materials through joints or cracks when PCC slabs are deflected by passing loads.

Raveling/Weathering – Deterioration of the ACC pavement surface with loss of the asphaltic binder material and aggregate particles because of age and weather. Small areas of mechanical damage are classified as high-severity raveling.

Rutting – Permanent deformation of the ACC pavement in wheel path areas caused by repeated traffic loads. Rutting may indicate deformation of the pavement struc-ture or consolidation of the subgrade.

Scaling – The breakdown of a slab surface to a depth of approximately 1/4 to 1/2 inch (6.35 to 12.7 mm). Scaling may be caused by overfinishing, inadequate curing, deicing salts, freeze/thaw cycles in combination with poor aggregate or ASR.

Settlement – A difference in elevation of PCC slab surfaces due to consolidation of base, subbase or subgrade material.

Shattered Slab – A slab that is divided into four or more pieces by medium- or high-severity cracks because of overloading or inadequate support.

Shrinkage Cracks – Hairline cracks, usually only a few feet long, which appear in PCC pavement because of excessive water in the concrete mix.

Spalling – The breakdown of PCC slab edges resulting from cracks close to the edge which angle down into the joint. Two types of spalls may be noted: corner spalls which take place within two feet (0.61 m) of the corners and joint spalls which occur on the joints but not necessarily near the corners.

Subgrade – The natural soil in place, or fill material upon which a pavement, base course or subbase course is constructed.

Swell – An upward bulge in the pavement's surface, usually caused by frost action in the subgrade or by swelling soil.

Traffic Areas:

Type A: Pavement facilities that receive channelized traffic and the full design weight of the aircraft. The branches in this category include primary taxiways, con-necting taxiways, short lengths of primary taxiway turns, through-taxi lanes on aprons and portions of the first 1000 feet (305 m) of runway ends (UFC 3-260-02).

Type B: Pavement areas where traffic is more nearly uniform over the full width of the pavement facility, but which receive the full design weight of the aircraft.

The branches in this category include alert taxiways, hardstands and all parking aprons (UFC 3-260-02).

Type C: Pavement areas where the volume of traffic is low or the weight of the operating aircraft is less than the design weight. The branches in this category in-clude hangar access aprons, washracks, secondary taxiways and runway interiors ly-ing between the 1000' (305 m) runway ends (UFC 3-260-02).

Type D: Pavement areas where the traffic volume is extremely low and/or the applied weight of operating aircraft is considerably lower than design weight. The branches in this category include runway edges (except on light load pavements) and runway overruns (UFC 3-260-02).

CONVERSION FACTORS

British (SAE) to International (SI) Units

MULTIPLY BY TO GET

LENGTH

Inches (in) 25.4 millimeters (mm) Inches (in) 0.0254 meters (m) Feet (ft) 0.305 meters (m) Yards (yd) 0.915 meters (m) Miles (mi) 1.609 kilometers (km)

AREA

Square inches (in2) 645.2 square millimeters (mm2) Square inches (in2) 0.0006452 square meters (m2) Square feet (ft2) 0.093 square meters (m2) Square yards (yd2) 0.8361 square meters (m2) Square miles (mi2) 2.59 square kilometers (km2) Acres 0.004046 square kilometers (km2)

VOLUME

Cubic inches (in3) 16487.0 cubic millimeters (mm3) Cubic feet (ft3) 0.028 cubic meters (m3) Cubic yards (yd3) 0.7646 cubic meters (m3)

MASS

Pounds 0.454 kilograms (kg)

FORCE

Pounds (lbf) 4.448 Newtons (n) Kips (1000 lbf) 453.6 kilograms

STRESS

Pounds/square inch (psi) 6.895 kiloPascals (kPa)

DENSITY

Pounds/cubic foot (pounds mass) 16.052 kilograms/cubic meter (kg/m3)

MODULUS OF SUBGRADE REACTION (K-VALUE)

Pounds/square inch/inch (psi/in) 0.2715 kiloPascals/millimeter (kPa/mm)

TEMPERATURE

Fahrenheit (oF - 32) 5/9 Celsius (oC)

REFERENCES

AIRFIELD PAVEMENT EVALUATION, Airfield Structural Evaluation of New Cas-tle County Airport, Delaware Air National Guard, January 2011, by the Air Force Civil Engineer Support Agency, Tyndall Air Force Base, FL.

AIRFIELD PAVEMENT CONDITION REPORT and Pavement Maintenance Plan, Delaware Air National Guard, New Castle County Airport, New Castle, Delaware, June 2007 by the Air National Guard Civil Engineering Technical Services Center, Minot, ND.

AIRFIELD PAVEMENT CONDITION REPORT and Pavement Maintenance Plan, Delaware Air National Guard, New Castle County Airport, New Castle, Delaware, April 1998 by the Air National Guard Civil Engineering Technical Services Center, Minot, ND.

AFI 32-1041: Airfield Pavement Evaluation Program, 10 September 2013.

AFI 32-1043: Managing, Operating and Maintaining Aircraft Arresting Systems, 4 March 2015.

ASTM D 5340-12: Standard Test Method for Airport Pavement Condition Index Sur-veys, American Society for Testing and Materials, 1916 Race St., Philadelphia, PA, 19103-1187.

ETL 14-3: Preventive Maintenance Plan (PMP) for Airfield Pavements, 18 August 2014.

PAVER™ 7.0.2, Developed By United States Army Corps of Engineers, Engineer Re-search And Development Center (ERDC)/ Construction Engineering Research Labor-atory (CERL), Champaign, Illinois.

Runway Pavement Deviation Measurements at BAK-14 Aircraft Arresting Systems:

Memorandum for Base Civil Engineers, 12 June 1994.

UFC 3-250-02: Standard Practice Manual for Rigid Pavements, (Draft) 15 May 2001.

UFC 3-250-03: Standard Practice Manual for Flexible Pavements, 15 May 2001.

UFC 3-250-08: Crack Sealing of Bituminous and Portland Cement Concrete, 31 Oc-tober 2003.

UFC 3-260-02: Pavement Design for Airfields, 30 June 2001.

UFC 3-260-03: Airfield Pavement Evaluation, 15 April 2001.

UFC 3-270-01: O&M: Asphalt Maintenance and Repair, 15 March 2001.

UFC 3-270-02: Asphalt Crack Repair, 15 March 2001.

UFC 3-270-03: Concrete Crack and Partial-depth Spall Repair, 15 March 2001.

UFC 3-270-04: Concrete Repair, 15 March 2001.

UFC 3-270-05: Paver, Concrete-Surfaced Airfields, Pavement Condition Index (PCI), 15 March 2001.

UFC 3-270-06: Paver, Asphalt-Surfaced Airfields, Pavement Condition Index (PCI), 15 March 2001.

UFGS 32 01 13.00 20 (February 2012) Emulsified Asphalt Seal Coats (With) (With-out) aggregate. References are in agreement with UMRL dated July 2014.

UFC 3-250-08: Crack Sealing of Bituminous and Portland Cement Concrete, 16 Jan-uary 2004.

UFC 3-260-02: Pavement Design for Airfields, 30 June 2001.

UFC 3-260-03: Airfield Pavement Evaluation, 15 April 2001.

UFC 3-270-01: O&M: Asphalt Maintenance and Repair, 15 March 2001.

UFC 3-270-02: Asphalt Crack Repair, 15 March 2001.

UFC 3-270-03: Concrete Crack and Partial-depth Spall Repair, 15 March 2001.

UFC 3-270-04: Concrete Repair, 15 March 2001.

UFC 3-270-05: Paver, Concrete-Surfaced Airfields, Pavement Condition Index (PCI), 15 March 2001.

UFC 3-270-06: Paver, Asphalt-Surfaced Airfields, Pavement Condition Index (PCI), 15 March 2001