Guidelines for Collecting, Applying, and Maintaining Pavement Condition Data at Airports (2019) / Chapter Skim
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15 This chapter examines the different types of airport pavement condition or performance data that are commonly used to monitor airport pavement performance and make decisions about pavement needs. It also looks at the different ways in which pavement condition data are collected.
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16 Guidelines for Collecting, Applying, and Maintaining Pavement Condition Data at Airports determine the need for or timeliness of pavement rehabilitation. Rather, the PASER rating can provide information used in the airport safety data program and must be conducted annually.
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Condition Data Types and Collection Methods 17 synonymous. One difference is that during construction, the emphasis is on measuring smoothness for quality control and quality assurance, and it is defined as deviations in the surface profile as measured by a profilograph and reported as a profile index, and also as measured at discrete locations with a 12-foot straightedge.
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18 Guidelines for Collecting, Applying, and Maintaining Pavement Condition Data at Airports Monitoring grooves is discussed in AC 150/5320-12C and -12D (Draft) , section 3–5.
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Condition Data Types and Collection Methods 19 In most instances, the cause of low friction values will be excess rubber deposits. While texture measures are not required at a specified frequency, if appropriate friction values are not met and the reason for low friction values are not clear, texture measures are needed.
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20 Guidelines for Collecting, Applying, and Maintaining Pavement Condition Data at Airports traffic mix have not created significant changes in the pavement's structural condition since the last evaluation. In addition, the methods used to evaluate the structural capacity of a pavement section are changed periodically.
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Condition Data Types and Collection Methods 21 product is two-dimensional, so most distresses with a depth or "z" component (e.g., rutting, shoving, depression, faulting) cannot be easily identified.
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22 Guidelines for Collecting, Applying, and Maintaining Pavement Condition Data at Airports © 2017 HTA Figure 10. Apron area captured by an sUAS.
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Condition Data Types and Collection Methods 23 Images © 2014 Woolpert Figure 12. LiDAR-equipped vehicle showing LiDAR sensors and a schematic of associated hardware (MMS = mobile mapping system)
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24 Guidelines for Collecting, Applying, and Maintaining Pavement Condition Data at Airports © 2018 Woolpert Figure 14. Interpretation of LiDAR data to identify pavement condition and other assets.
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Condition Data Types and Collection Methods 25 © 2018 PMS Figure 16. Side by side comparison of a 3D pavement image (left)
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26 Guidelines for Collecting, Applying, and Maintaining Pavement Condition Data at Airports the different approaches, the usefulness of the results, the speed with which the information can be collected and analyzed, the impact on operations of data collection, and the accuracy of the information. The visual condition survey is the only method of completing a pavement condition survey that strictly complies with the ASTM D5340 methodology.
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Condition Data Types and Collection Methods 27 a third (vertical) dimension, such as raveling and weathering, faulting, rutting, and depressions.
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28 Guidelines for Collecting, Applying, and Maintaining Pavement Condition Data at Airports Distress Manual Laser Imaging LiDAR UAS Imaging Alligator cracking Low Severity Medium Severity High Severity Low Severity1 Medium Severity High Severity Low Severity2 Medium Severity High Severity Low Severity2 Medium Severity High Severity Bleeding Severity N/A Severity N/A3 Severity N/A Severity N/A3 Block cracking Low Severity Medium Severity High Severity Low Severity4 Medium Severity4 High Severity4 Low Severity2 Medium Severity High Severity Low Severity2 Medium Severity High Severity Corrugation Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Depression Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Jet blast erosion Severity N/A Severity N/A Severity N/A Severity N/A Joint reflection cracking Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity2 Medium Severity High Severity Low Severity2 Medium Severity High Severity Longitudinal and transverse cracking Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity2 Medium Severity High Severity Low Severity2 Medium Severity High Severity Oil spillage Severity N/A Severity N/A Severity N/A Severity N/A Patching and utility cut patching Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity5 Medium Severity5 High Severity Polished aggregate Severity N/A Severity N/A Severity N/A Severity N/A Raveling Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Rutting Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Shoving Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Slippage Severity N/A Severity N/A Severity N/A Severity N/Acracking Swelling Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Weathering Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity Low Severity Medium Severity High Severity 1Data collection method applicable if wheelpath location is known. 2Data collection method applicable if cracks have been sealed.
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Condition Data Types and Collection Methods 29 generally impact aircraft operation and performance. Further explanation of this measure, as well as FAA guidance on using pavement roughness data, are found in AC 150/5380-9.
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30 Guidelines for Collecting, Applying, and Maintaining Pavement Condition Data at Airports applicable to asphalt-surfaced airfield pavements. For those interested in calculating various measures of longitudinal profile, the FAA's software, ProFAA, can be used to calculate the following profile indexes: straightedge, Boeing Bump, International Roughness Index (IRI)
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Condition Data Types and Collection Methods 31 AC 150/5320-12 also identifies texture depth as a surface characteristic to measure when there are low friction values and the cause is not obvious. The manual method of measuring texture depth is with the sand patch test (ASTM E965)
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32 Guidelines for Collecting, Applying, and Maintaining Pavement Condition Data at Airports Upon its introduction over 40 years ago, the FWD represented a major advancement over previously used approaches to evaluating pavement structures, including use of a Benkelman beam and coring and testing. Whether vehicle-mounted or towed on a trailer, the device operates by advancing to a test location where the frame with the load cell and geophones is lowered, the load is applied, the pavement response (measured by the geophones)
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Condition Data Types and Collection Methods 33 Discussion of Structural Condition Technologies For the present, the FWD represents the standard for evaluating airfield pavement structural capacity. The data output by an FWD provides inputs for project-level rehabilitation design, the determination of structural remaining life, and the calculation of PCNs.
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