Clinton-Sampson County Airport 2019 APMS Update
1
RDM International, Inc.
Chantilly, Virginia
Provided by the NCDOT:
Inspection Report
For
Clinton-Sampson County
Airport (CTZ)
Prepared By:
FINAL SUBMISSION
December 2019
Clinton-Sampson County Airport 2019 APMS Update
i
Project Team Members
Prepared By:
RDM International, Inc.
14310 Sullyfield Circle, Suite 600
Chantilly, VA 20151
(207) 620-3280
www.rdmintlinc.com
In Association With:
Jacobs
111 Corning Road, Suite 200
Cary, NC 27518
(919) 859-5000
www.jacobs.com
Prepared For:
North Carolina Department of Transportation
Division of Aviation
1050 Meridian Drive
Morrisville, NC 27560
(919) 814-0550
www.ncdot.gov/divisions/aviation
Clinton-Sampson County Airport 2019 APMS Update
ii
TABLE OF CONTENTS
INTRODUCTION .......................................................................................................................... 1
PAVEMENT INVENTORY .......................................................................................................... 2
Pavement Inventory Definition ................................................................................................... 2
Pavement Inventory by Branch Use ........................................................................................... 2
PAVEMENT CONDITION EVALUATION CRITERIA ............................................................. 4
Pavement Condition Survey ....................................................................................................... 4
Typical Pavement Life Cycle ..................................................................................................... 5
Prediction Models and Condition Forecasts ............................................................................... 5
PAVEMENT CONDITION RESULTS ......................................................................................... 7
Overall Current Condition .......................................................................................................... 7
Condition Forecast Results ......................................................................................................... 9
Branch Level Deterioration Curves by Branch Use ................................................................. 10
Summary of Condition Results ................................................................................................. 12
PAVEMENT PROJECT IDENTIFICATION CRITERIA .......................................................... 13
APPENDIX A - DETERIORATION CURVES......................................................................... A-1
APPENDIX B - INSPECTION PHOTOS .................................................................................. B-1
APPENDIX C - ASTM D5340-12 DISTRESS BOOKLET ...................................................... C-1
LIST OF FIGURES
Figure 1: Typical Pavement Life Cycle .......................................................................................... 5
Figure 2: Application of Pavement Condition Deterioration Model .............................................. 6
Figure 3: PCI Rating Distribution of all Airfield Pavements ......................................................... 7
Figure 4: PCI Rating Distribution for 2024 Projected Conditions ................................................. 9
Figure 5: Estimated Annual Condition Plot (Overall) .................................................................. 10
Figure 6: Estimated Annual Condition Plot (Runways) ............................................................... 11
Figure 7: Estimated Annual Condition Plot (Taxiways)............................................................... 11
Figure 8: Estimated Annual Condition Plot (Aprons) .................................................................. 12
LIST OF TABLES
Table 1: Pavement Inventory by Branch Use ................................................................................. 2
Table 2: PCI Rating Categories and Repair Types ......................................................................... 4
Table 3: PCI Rating Distribution of all Airfield Pavements ........................................................... 7
Table 4: Area-Weighted Conditions by Branch Use ...................................................................... 7
Table 5: PCI Rating Distribution for 2024 Projected Conditions ................................................... 9
Table 6: Projected 2024 Area-Weighted Conditions by Branch Use ........................................... 10
Table 7: Previous, Current and Projected PCI Values .................................................................. 12
Table 8: Critical PCI Values ......................................................................................................... 13
Clinton-Sampson County Airport 2019 APMS Update
iii
Table 9: Recommended Action Category by Pavement Section .................................................. 13
LIST OF MAPS
Map 1: Network Identification Map ............................................................................................... 3
Map 2: 2019 Pavement Condition Index Map ................................................................................ 8
Clinton-Sampson County Airport 2019 APMS Update
1
INTRODUCTION
RDM International, Inc. (RDM) and Jacobs, under contract with the North Carolina Department
of Transportation, Division of Aviation (NCDOA), performed an update to the Statewide Airport
Pavement Management System (APMS). An APMS is a systematic approach to provide
recommendations for actions required to maintain a pavement network at an acceptable level of
service while minimizing the cost of maintenance and repair. The APMS is used to evaluate the
present condition of pavement and predict future deterioration through the use of pavement
condition indicators. The NCDOA has conducted routine updates to the statewide APMS since
the 1990s to track pavement inventory and deterioration of all airfield pavements. The results of
the APMS assist the NCDOA and individual airport management agencies to identify system
needs and make programming decisions for funding.
As part of this project, RDM performed a pavement inspection at Clinton-Sampson County
Airport (CTZ) in January 2019. This inspection was performed according to the Pavement
Condition Index (PCI) evaluation methodology set forth in the Federal Aviation Administration
(FAA) Advisory Circular 150/5380-7B, “Airport Pavement Management Program (PMP)” and
ASTM D5340-12, “Standard Airport Pavement Condition Index Surveys.”
During this evaluation, the following tasks were performed:
• Records Review: To organize, catalogue, and determine as-built pavement thickness,
composition data, and last construction date (LCD).
• Pavement Network Definition Update: Based on the findings of the records review, the
pavement network was updated.
• Pavement Condition Survey: RDM performed a pavement condition survey to
determine the current and future functional conditions.
o Quantify the types, severities and amount of distresses present in the pavement’s
surface.
o Capture photographs of typical pavement distresses and overall condition.
• Pavement Analysis: To evaluate the pavement condition and identify maintenance and
rehabilitation needs.
• Maintenance and Rehabilitation (M&R) Plan Development: To develop a prioritized
5-year comprehensive maintenance and rehabilitation program for maintaining and
improving the overall condition of the statewide airport pavement system.
This report presents the pavement evaluation results for Clinton-Sampson County Airport, which
can be used by the airport and NCDOA to assist in prioritizing and scheduling pavement
maintenance and rehabilitation actions at the airport.
The findings and recommendations within this report are for information and planning purposes
only. The airport sponsor shall be responsible for identifying and mitigating and/or remediating
any areas of pavement that may present an immediate safety hazard.
Clinton-Sampson County Airport 2019 APMS Update
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PAVEMENT INVENTORY
Pavement Inventory Definition
Airport pavements are one of the largest and most important assets at an airport. Therefore, it is
important to understand the extents and characteristics of the pavement infrastructure for each
airport. RDM performed extensive reviews of available maintenance and rehabilitation project
information and updated the existing pavement inventory. The airfield pavements are divided
into a four-level inventory in accordance with FAA Advisory Circular 150/5380-7B and ASTM
D5340:
• Network: The network is the highest level in the PCI hierarchy and is defined as all
airside pavements at a single airport.
• Branch: The branch represents a pavement facility serving a single function (i.e.
runways, taxiways, aprons, etc.)
• Section: The section is an area of a branch with consistent characteristics such as
pavement composition, age, condition, and traffic level.
• Sample Units: Sections are divided into sample units for the pavement inspection.
Airfield pavements have asphalt concrete (AC) sample units generally of 5,000 ft2 (±
2,000 ft2) and Portland cement concrete (PCC) sample units of 20 slabs (± 8 slabs).
Pavement Inventory by Branch Use
Clinton-Sampson County Airport pavement network consists of approximately 789,399 ft2 of
airfield pavement. Table 1 shows the pavement area and age for each type of pavement (i.e.
runway, taxiway, apron, etc.). Map 1 presents the pavement network divided into branches,
sections and sample units along with the nomenclature used by NCDOA to identify the different
pavement areas.
Table 1: Pavement Inventory by Branch Use
Branch Use Area (SF) % Area Sections %
Sections Area-Wt. Avg. Age
Runway 375,001 48 1 13 12
Taxiway 230,718 29 4 50 9
Apron 183,680 23 3 38 13
Overall 789,399 100 8 100 11
RWY:6-24 A
TWY:EAPRON:B
TWY:A
TWY:F
APRON:AAPRON:C
TWY:B203 101A
101B
504A 105107
109204
205
211
212
304307310
107 113 119 125 131 137 143 149
202502
513201B
101A
504B510B507A
107B105A
201A
510A507B105B101B
107A
605604
609B607B607A 101102
103
104
106108
201202
203 206
207208
209210 213
214
215
216
301302303 305
306 308309
102 103 104 105 106 108 109 110 111 112 114 115 116 117 118 120 121 122 123 124 126 127 128 129 130 132 133 134 135 136 138 139 140 141 142 144 145 146 147 148 150
501
503
512505A 514B511B509A508A506B
106A104A103A102A514A511A509B508B506A505B
106B104B103B102B606 603608B608A 609A
North Carolina Department of TransportationDivision of AviationLegnedSECTION LIMITSNOT INCLUDEDSAMPLE LIMITS Network Identification Map
DRAWN BY: CSMENGINEER: MTD
SCALE: 1" = 600'MAP 1
DATE: OCT 2019
RWY:5-23 A
BRANCH IDSECTION ID
RDM International, Inc.14310 Sullyfield Circle, Ste. 600Chantilly, VA 20151(703) 709-2540www.rdmintlinc.com
Clinton-Sampson County Airport (CTZ)
PAGE: 3
403 INSPECTED SAMPLE403 UNINSPECTED SAMPLE ³
Clinton-Sampson County Airport 2019 APMS Update
4
PAVEMENT CONDITION EVALUATION CRITERIA
The objective of the condition survey is to quantify existing pavement distresses and compute the
Pavement Condition Index (PCI) for each pavement section.
The Pavement Condition Index (PCI) is an indicator to assist in developing and comparing
pavement conditions in a universal manner. The PCI is a numerical rating index between 0 and
100, with a PCI of 100 being a pavement in good condition (no distress) and a PCI of zero being
a pavement in failed condition. A color-coded scale is used to quickly identify the condition and
designate the level of maintenance and rehabilitation (M&R) required for each specific pavement
section. Table 2 gives a general description of each condition rating category.
Table 2: PCI Rating Categories and Repair Types
PCI Range
PCI Rating Definition General M&R Requirements
86-100 Good Pavement has minor or no distress and should require only routine maintenance. Preventative
Maintenance (crack sealing,
surface treatments)
71-85 Satisfactory Pavement has scattered low-severity distresses, which should require only routine maintenance.
56-70 Fair Pavement has a combination of generally low and medium severity distresses. Near-term maintenance and repair needs may range from routine to major in scope.
41-55 Poor
Pavement has low, medium, and high severity distresses, which probably cause some operational problems. Near-term maintenance and repair needs may range from routine in nature to a requirement for reconstruction.
Major Rehabilitation
(reconstruction, overlay, etc.)
26-40 Very Poor Pavement has predominantly medium and high severity distresses that cause considerable maintenance and operational problems. Near-term maintenance and repair needs will be intensive in nature.
11-25 Serious Pavement has mainly high severity distresses, which cause operational restrictions. Immediate repairs are needed.
0-10 Failed Pavement deterioration has progressed to the point that safe aircraft operations are no longer possible. Reconstruction is required.
The PCI is based on several pavement distress types (failures), quantities, and severities
commonly found in airport pavements. The pavement condition survey is the primary means of
obtaining and recording pavement distress data and computing the PCI. By following specific
standards, the PCI is determined in a non-subjective manner, allowing for all statewide airport
pavements to be compared and prioritized.
Pavement Condition Survey
RDM performed a network level inspection at each airport. Wherever possible, RDM inspected
the same sample units as the previous inspections and randomly selected extra sample units to be
inspected as necessary to ensure a high-level of confidence in the calculated PCI values. The
observed distresses in each sample unit were categorized, assigned a severity level, and
measured. The recorded distress information was used to calculate the PCI for each pavement
section.
Clinton-Sampson County Airport 2019 APMS Update
5
It should be noted that the PCI is based on pavement failures present at the surface and is not an
indication of structural capacity. The types of distresses identified provide an indication of the
cause of the pavement deterioration. Understanding the causes of the observed distresses helps in
selecting a rehabilitation alternative that addresses the source of the distress.
Typical Pavement Life Cycle
A key element in developing an APMS is the recognition of the fact that pavement deterioration
is not necessarily a linear process. Beyond a certain point in a pavement’s life, the rate of
deterioration will increase, and the future repair costs increase dramatically. It is more beneficial
to provide funding for preventative maintenance in order to maintain pavements in good
condition to slow the deterioration rate. The APMS is used to determine what type of repair
should be applied and the optimal timing of the repair. Figure 1 demonstrates a pavement’s
typical life cycle and the importance of allocating funding to maintain pavements in good
condition.
Figure 1: Typical Pavement Life Cycle
Prediction Models and Condition Forecasts
Based on past inspections and construction history data, prediction models were developed to
estimate the future condition and deterioration of the pavements. Models were developed for all
pavement within the state, grouped by geographic region, airport classification, and pavement
use. These models were used to project the future pavement conditions at Clinton-Sampson
County Airport. Figure 2 shows how these prediction models are applied to predict future
conditions. When a section’s current PCI versus age point does not align with the developed
prediction curve, the software modifies the prediction curve to fit the current PCI versus age
point and maintains the same deterioration rate for predicting future conditions.
Clinton-Sampson County Airport 2019 APMS Update
6
Figure 2: Application of Pavement Condition Deterioration Model
0
10
20
30
40
50
60
70
80
90
100
0 5 10 15 20 25 30
PA
VEM
ENT
CO
ND
ITIO
N I
ND
EX (
PC
I)
TIME IN YEARS
Pavement Family Prediction Model Curve
Present PCI vs. Age Point
Modified Prediction Curve
Clinton-Sampson County Airport 2019 APMS Update
7
PAVEMENT CONDITION RESULTS
Overall Current Condition
RDM performed the PCI survey on approximately 789,399 ft2 of airfield pavement. The 2019
area-weighted average condition of Clinton-Sampson County Airport pavements is 79
(Satisfactory). Table 3 and Figure 3 show the distribution of the airfield pavements by PCI rating
category. Table 4 shows the area-weighted condition by branch use. Map 2 provides a color-
coded map of the current condition for each pavement section.
Table 3: PCI Rating Distribution of all Airfield Pavements
PCI Range
Rating Sections Area (SF) % Area
86 - 100 Good 3 210,126 26.6
71 - 85 Satisfactory 3 480,476 60.9
56 - 70 Fair 1 58,675 7.4
41 - 55 Poor 1 40,122 5.1
26 - 40 Very Poor 0 0 0.0
11 - 25 Serious 0 0 0.0
0 - 10 Failed 0 0 0.0
Figure 3: PCI Rating Distribution of all Airfield Pavements
Table 4: Area-Weighted Conditions by Branch Use
Branch Use Area (SF) % Area Sections %
Sections Area-Wt. Avg. Age
Area-Wt. Avg. PCI
PCI Rating
Runway 375,001 48 1 13 12 77 Satisfactory
Taxiway 230,718 29 4 50 9 90 Good
Apron 183,680 23 3 38 13 68 Fair
Overall 789,399 100 8 100 11 79 Satisfactory
0
100,000
200,000
300,000
400,000
500,000
600,000
Good(86 - 100)
Satisfactory(71 - 85)
Fair(56 - 70)
Poor(41 - 55)
Very Poor(26 - 40)
Serious(11 - 25)
Failed(0 - 10)
Pav
em
en
t A
rea
(SF)
PCI Rating
RWY:6-24 A (77)
TWY:E (94)APRON:B (82)
TWY:A (86)
TWY:F (93)
APRON:A (64)APRON:C (43)
TWY:B (74)
North Carolina Department of TransportationDivision of AviationSection PCI86 - 100 Good71 - 85 Satisfactory56 - 70 Fair41 - 55 Poor26 - 40 Very Poor
11 - 25 Serious0 - 10 FailedNot InspectedClosed
2019 Pavement Condition Index MapDRAWN BY: CSMENGINEER: MTD
SCALE: 1" = 600'MAP 2
DATE: OCT 2019RWY:5-23 A (91)
BRANCH IDSECTION IDPCI VALUE RDM International, Inc.14310 Sullyfield Circle, Ste. 600Chantilly, VA 20151(703) 709-2540www.rdmintlinc.com
Clinton-Sampson County Airport (CTZ)
PAGE: 8³
Clinton-Sampson County Airport 2019 APMS Update
9
Condition Forecast Results
A condition analysis was performed for a period of 5-years from the 2019 inspection. Predicted
PCIs should be used with care since all predictions are based on the accuracy of the construction
history data and past inspections. The predicted PCIs are based on the assumption that no
major rehabilitation will be performed and the maintenance policies and traffic at the
airport will remain constant.
The area-weighted average condition of the pavements at Clinton-Sampson County Airport is
anticipated to deteriorate from a current condition of 79 to 71 from the 2019 inspection to 2024.
Table 5 and Figure 4 provide the PCI rating distribution for the projected 2024 conditions. Table
6 provides the projected 2024 area-weighted average conditions by branch use.
Table 5: PCI Rating Distribution for 2024 Projected Conditions
PCI Range
Rating 2024 Predicted PCI
Sections Area (SF) % Area
86 - 100 Good 2 154,844 19.6
71 - 85 Satisfactory 2 140,165 17.8
56 - 70 Fair 3 454,268 57.5
41 - 55 Poor 0 0 0.0
26 - 40 Very Poor 1 40,122 5.1
11 - 25 Serious 0 0 0.0
0 - 10 Failed 0 0 0.0
Figure 4: PCI Rating Distribution for 2024 Projected Conditions
0
50,000
100,000
150,000
200,000
250,000
300,000
350,000
400,000
450,000
500,000
Good(86 - 100)
Satisfactory(71 - 85)
Fair(56 - 70)
Poor(41 - 55)
Very Poor(26 - 40)
Serious(11 - 25)
Failed(0 - 10)
Pav
em
en
t A
rea
(SF)
PCI Rating
Clinton-Sampson County Airport 2019 APMS Update
10
Table 6: Projected 2024 Area-Weighted Conditions by Branch Use
Branch Use
Area (SF) % Area Sections %
Sections Area-Wt. Avg. Age
Area-Wt. Avg. PCI
PCI Rating
Runway 375,001 48 1 13 12 70 Fair
Taxiway 230,718 29 4 50 9 84 Satisfactory
Apron 183,680 23 3 38 13 59 Fair
Overall 789,399 100 8 100 11 71 Satisfactory
Branch Level Deterioration Curves by Branch Use
Figure 5 through Figure 8 depict the area-weighted past performance and estimated deterioration
for each branch use at Clinton-Sampson County Airport. These curves present the past, current
and projected area-weighted PCI for each branch use. The Last Maintenance Work and Last
Major Rehabilitation indicators in the figures represent the last time any of the pavements within
that respective branch use received work. Detailed deterioration curves, extrapolated distresses,
and work history for each pavement section can be found in Appendix A.
Figure 5: Estimated Annual Condition Plot (Overall)
0
10
20
30
40
50
60
70
80
90
100
2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
In
de
x (P
CI)
Year
Overall
Current Inspeciton
Projected Deterioraiton
Section PCI Deterioration
Clinton-Sampson County Airport 2019 APMS Update
11
Figure 6: Estimated Annual Condition Plot (Runways)
Figure 7: Estimated Annual Condition Plot (Taxiways)
0
10
20
30
40
50
60
70
80
90
100
2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
In
de
x (P
CI)
Year
Runways
Current Inspeciton
Last Maintenance Work
Last Major Rehabilitation
Critical PCI
Projected Deterioraiton
Section PCI Deterioration
0
10
20
30
40
50
60
70
80
90
100
2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
In
de
x (P
CI)
Year
Taxiways
Current Inspeciton
Last Maintenance Work
Last Major Rehabilitation
Critical PCI
Projected Deterioraiton
Section PCI Deterioration
Clinton-Sampson County Airport 2019 APMS Update
12
Figure 8: Estimated Annual Condition Plot (Aprons)
Summary of Condition Results
Table 7 provides the current and projected conditions for each pavement section at Clinton-
Sampson County Airport. Details of each pavement section including the previous, current and
projected conditions, extrapolated distresses, and deterioration graphs are included in Appendix
A for each pavement section. Representative inspection photographs for each pavement section
are included in Appendix B.
Table 7: Previous, Current and Projected PCI Values
Branch ID Section
ID Surface
Type Area (SF)
Current Predicted PCI
2019 2020 2021 2022 2023 2024
APRON A AC 58,675 64 62 61 59 57 56
APRON B AC 84,883 82 80 79 77 75 74
APRON C AC 40,122 43 41 40 38 36 35
RWY 6-24 A AC 375,001 77 76 75 73 72 70
TWY A AC 55,282 86 85 83 82 81 80
TWY B AC 20,592 74 73 71 70 69 68
TWY E AC 105,018 94 93 91 90 89 88
TWY F AC 49,826 93 92 90 89 88 87
0
10
20
30
40
50
60
70
80
90
100
2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
In
de
x (P
CI)
Year
Aprons
Current Inspeciton
Last Maintenance Work
Last Major Rehabilitation
Critical PCI
Projected Deterioraiton
Section PCI Deterioration
Clinton-Sampson County Airport 2019 APMS Update
13
PAVEMENT PROJECT IDENTIFICATION CRITERIA
The primary objective of the Statewide Airport Pavement Management System is to formulate a
logical, cost-effective plan for maintaining and repairing airfield pavement areas over time. In
order to utilize the calculated current and future PCIs for estimating and developing maintenance
and rehabilitation (M&R) plans the following parameters have been established. Each section of
airfield pavement has been assigned a critical PCI value presented in Table 8. These critical PCI
values are based on industry standards based on the aircraft and pavement use type.
Table 8: Critical PCI Values
DOA Airport Classification
Runway Taxiway Apron
& Others
Yellow Airport 70 60
55
Red Airport 65
55 Blue Airport
60 Green Airport
Black Airport
Pavements with a current PCI below the established critical PCI are considered for major repair
and rehabilitation type projects (i.e. reconstruction, overlay, etc.). Airports should discuss
rehabilitation options with their NCDOA Airport Project Manager.
Pavements with a current PCI above the critical PCI and below 86 are considered for
maintenance level activities (i.e. crack sealing, patching, surface treatments, etc.). Each airport is
encouraged to independently perform maintenance work on all pavements to extend the
pavement life and ensure a safe operating surface. These pavements are eligible for the Division
of Aviation’s Safety Preservation and Maintenance Program and the airport should request
maintenance through their NCDOA’s Airport Project Manager.
Based on the current PCI values determined from the inspection, Table 9 provides a summary of
the pavement sections recommended for maintenance and major repair. It should be noted that
not all pavements currently in the maintenance category will require work at this time. These
pavements should be monitored through future inspection cycles.
Table 9: Recommended Action Category by Pavement Section
Branch ID Section
ID Surface
Type Area (SF)
2019 PCI Critical
PCI
Recommended Action Category
(Maintenance/Major)
APRON A AC 58,675 64 55 Maintenance
APRON B AC 84,883 82 55 Maintenance
APRON C AC 40,122 43 55 Major
RWY 6-24 A AC 375,001 77 60 Maintenance
TWY A AC 55,282 86 55
TWY B AC 20,592 74 55 Maintenance
TWY E AC 105,018 94 55
TWY F AC 49,826 93 55
Clinton-Sampson County Airport 2019 APMS Update
14
Each year the Division of Aviation produces a list of airports scheduled to receive a project
under these programs based on detailed analysis and programming to optimize funding to best
improve the overall statewide system condition and ensure safe operations at all airports. Actual
project funding and selection is based on several factors including available funds, project
priorities, the statewide system plan, and safety concerns. Coordinate closely with the Airport
Project Manager assigned to your airport. Please forward any comments concerning this report to
the Statewide Programs Manager at the North Carolina Department of Transportation Division of
Aviation.
Clinton-Sampson County Airport 2019 APMS Update
A-1
APPENDIX A - DETERIORATION CURVES
This appendix presents historical and projected deterioration curves for each pavement section.
The curves include the previous, current and projected PCI data as well as the extrapolated
distress types, estimated quantities, and severities.
BRANCH NAME: Apron PREVIOUS PCI: 2015 89
BRANCH ID: APRON CURRENT PCI: 2019 64
SECTION ID: A PCI CHANGE/DET. RATE: -25 -6.65
RANK: P 5-YEAR PREDICTED PCI: 2024 56
SURFACE TYPE: AC MAINTENANCE: 1998
AREA (SF): 58,675 MAJOR REHABILITATION: 2006
LOAD RELATED DISTRESS %
0
CURRENT ESTIMATED TOTAL DISTRESS QUANTITIES
Distress Code Description Severity Quantity Units Density (%) PCI Deduct Value
48 L&T Cracking Low 209 Ft 0.4 3.8
48 L&T Cracking Medium 3,959 Ft 6.7 30.1
57 Weathering Low 58,675 SqFt 100.0 6.0
CLIMATE RELATED DISTRESS % OTHER RELATED DISTRESSES (%)
100 0
SECTION HISTORICAL AND PROJECTED CONDITIONS
CLINTON-SAMPSON COUNTY AIRPORT (CTZ) SECTIONS
SECTION INFORMATION
From Previous Inspection
PERCENT OF DEDUCT VALUES BASED ON DISTRESS MECHANISM
NORTH CAROLINA STATEWIDE AIRPORT PAVEMENT MANAGEMENT SYSTEM
PAVER™ Analysis Section Level Output
GOOD
FAIR
FAIR
0
10
20
30
40
50
60
70
80
90
100
2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
Ind
ex
(PC
I)
Current Inspeciton
Maintenance Work
Major Rehabilitation
Critical PCI
Projected Deterioraiton
Section PCI Deterioration
A-2
BRANCH NAME: Apron PREVIOUS PCI: 2015 99
BRANCH ID: APRON CURRENT PCI: 2019 82
SECTION ID: B PCI CHANGE/DET. RATE: -17 -4.52
RANK: S 5-YEAR PREDICTED PCI: 2024 74
SURFACE TYPE: AC MAINTENANCE: 1998
AREA (SF): 84,883 MAJOR REHABILITATION: 2012
LOAD RELATED DISTRESS %
0
CURRENT ESTIMATED TOTAL DISTRESS QUANTITIES
Distress Code Description Severity Quantity Units Density (%) PCI Deduct Value
48 L&T Cracking Low 742 Ft 0.9 4.7
48 L&T Cracking Medium 1,174 Ft 1.4 13.1
57 Weathering Low 20,127 SqFt 23.7 3.1
CLIMATE RELATED DISTRESS % OTHER RELATED DISTRESSES (%)
100 0
SECTION HISTORICAL AND PROJECTED CONDITIONS
CLINTON-SAMPSON COUNTY AIRPORT (CTZ) SECTIONS
SECTION INFORMATION
From Previous Inspection
PERCENT OF DEDUCT VALUES BASED ON DISTRESS MECHANISM
NORTH CAROLINA STATEWIDE AIRPORT PAVEMENT MANAGEMENT SYSTEM
PAVER™ Analysis Section Level Output
GOOD
SATISFACTORY
SATISFACTORY
0
10
20
30
40
50
60
70
80
90
100
2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
Ind
ex
(PC
I)
Current Inspeciton
Maintenance Work
Major Rehabilitation
Critical PCI
Projected Deterioraiton
Section PCI Deterioration
A-3
BRANCH NAME: Apron PREVIOUS PCI: 2015 50
BRANCH ID: APRON CURRENT PCI: 2019 43
SECTION ID: C PCI CHANGE/DET. RATE: -7 -1.86
RANK: P 5-YEAR PREDICTED PCI: 2024 35
SURFACE TYPE: AC MAINTENANCE: NA
AREA (SF): 40,122 MAJOR REHABILITATION: 1988
LOAD RELATED DISTRESS %
0
CURRENT ESTIMATED TOTAL DISTRESS QUANTITIES
Distress Code Description Severity Quantity Units Density (%) PCI Deduct Value
48 L&T Cracking Medium 1,399 Ft 3.5 21.1
48 L&T Cracking High 419 Ft 1.0 20.0
52 Raveling Medium 13,273 SqFt 33.1 35.2
52 Raveling High 1,069 SqFt 2.7 30.8
57 Weathering Low 14,058 SqFt 35.0 4.0
57 Weathering Medium 12,646 SqFt 31.5 11.8
CLIMATE RELATED DISTRESS % OTHER RELATED DISTRESSES (%)
100 0
SECTION HISTORICAL AND PROJECTED CONDITIONS
CLINTON-SAMPSON COUNTY AIRPORT (CTZ) SECTIONS
SECTION INFORMATION
From Previous Inspection
PERCENT OF DEDUCT VALUES BASED ON DISTRESS MECHANISM
NORTH CAROLINA STATEWIDE AIRPORT PAVEMENT MANAGEMENT SYSTEM
PAVER™ Analysis Section Level Output
POOR
POOR
VERY POOR
0
10
20
30
40
50
60
70
80
90
100
2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
Ind
ex
(PC
I)
Current Inspeciton
Maintenance Work
Major Rehabilitation
Critical PCI
Projected Deterioraiton
Section PCI Deterioration
A-4
BRANCH NAME: Runway PREVIOUS PCI: 2015 84
BRANCH ID: RWY CURRENT PCI: 2019 77
SECTION ID: 6-24 A PCI CHANGE/DET. RATE: -7 -1.86
RANK: P 5-YEAR PREDICTED PCI: 2024 70
SURFACE TYPE: AC MAINTENANCE: 2015
AREA (SF): 375,001 MAJOR REHABILITATION: 2006
LOAD RELATED DISTRESS %
0
CURRENT ESTIMATED TOTAL DISTRESS QUANTITIES
Distress Code Description Severity Quantity Units Density (%) PCI Deduct Value
48 L&T Cracking Low 6,991 Ft 1.9 7.1
48 L&T Cracking Medium 10,573 Ft 2.8 18.8
CLIMATE RELATED DISTRESS % OTHER RELATED DISTRESSES (%)
100 0
SECTION HISTORICAL AND PROJECTED CONDITIONS
CLINTON-SAMPSON COUNTY AIRPORT (CTZ) SECTIONS
SECTION INFORMATION
From Previous Inspection
PERCENT OF DEDUCT VALUES BASED ON DISTRESS MECHANISM
NORTH CAROLINA STATEWIDE AIRPORT PAVEMENT MANAGEMENT SYSTEM
PAVER™ Analysis Section Level Output
SATISFACTORY
SATISFACTORY
FAIR
0
10
20
30
40
50
60
70
80
90
100
2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
Ind
ex
(PC
I)
Current Inspeciton
Maintenance Work
Major Rehabilitation
Critical PCI
Projected Deterioraiton
Section PCI Deterioration
A-5
BRANCH NAME: Taxiway PREVIOUS PCI: 2015 98
BRANCH ID: TWY CURRENT PCI: 2019 86
SECTION ID: A PCI CHANGE/DET. RATE: -12 -3.19
RANK: P 5-YEAR PREDICTED PCI: 2024 80
SURFACE TYPE: AC MAINTENANCE: NA
AREA (SF): 55,282 MAJOR REHABILITATION: 2012
LOAD RELATED DISTRESS %
0
CURRENT ESTIMATED TOTAL DISTRESS QUANTITIES
Distress Code Description Severity Quantity Units Density (%) PCI Deduct Value
48 L&T Cracking Low 1,144 Ft 2.1 7.6
48 L&T Cracking Medium 92 Ft 0.2 4.6
57 Weathering Low 55,282 SqFt 100.0 6.0
CLIMATE RELATED DISTRESS % OTHER RELATED DISTRESSES (%)
100 0
SECTION HISTORICAL AND PROJECTED CONDITIONS
CLINTON-SAMPSON COUNTY AIRPORT (CTZ) SECTIONS
SECTION INFORMATION
From Previous Inspection
PERCENT OF DEDUCT VALUES BASED ON DISTRESS MECHANISM
NORTH CAROLINA STATEWIDE AIRPORT PAVEMENT MANAGEMENT SYSTEM
PAVER™ Analysis Section Level Output
GOOD
GOOD
SATISFACTORY
0
10
20
30
40
50
60
70
80
90
100
2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
Ind
ex
(PC
I)
Current Inspeciton
Maintenance Work
Major Rehabilitation
Critical PCI
Projected Deterioraiton
Section PCI Deterioration
A-6
BRANCH NAME: Taxiway PREVIOUS PCI: 2015 97
BRANCH ID: TWY CURRENT PCI: 2019 74
SECTION ID: B PCI CHANGE/DET. RATE: -23 -6.12
RANK: P 5-YEAR PREDICTED PCI: 2024 68
SURFACE TYPE: AC MAINTENANCE: 1997
AREA (SF): 20,592 MAJOR REHABILITATION: 2006
LOAD RELATED DISTRESS %
0
CURRENT ESTIMATED TOTAL DISTRESS QUANTITIES
Distress Code Description Severity Quantity Units Density (%) PCI Deduct Value
48 L&T Cracking Low 275 Ft 1.3 5.7
48 L&T Cracking Medium 678 Ft 3.3 20.5
57 Weathering Low 20,592 SqFt 100.0 6.0
CLIMATE RELATED DISTRESS % OTHER RELATED DISTRESSES (%)
100 0
SECTION HISTORICAL AND PROJECTED CONDITIONS
CLINTON-SAMPSON COUNTY AIRPORT (CTZ) SECTIONS
SECTION INFORMATION
From Previous Inspection
PERCENT OF DEDUCT VALUES BASED ON DISTRESS MECHANISM
NORTH CAROLINA STATEWIDE AIRPORT PAVEMENT MANAGEMENT SYSTEM
PAVER™ Analysis Section Level Output
GOOD
SATISFACTORY
FAIR
0
10
20
30
40
50
60
70
80
90
100
2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
Ind
ex
(PC
I)
Current Inspeciton
Maintenance Work
Major Rehabilitation
Critical PCI
Projected Deterioraiton
Section PCI Deterioration
A-7
BRANCH NAME: Taxiway PREVIOUS PCI: 2015 100
BRANCH ID: TWY CURRENT PCI: 2019 94
SECTION ID: E PCI CHANGE/DET. RATE: -6 -1.60
RANK: P 5-YEAR PREDICTED PCI: 2024 88
SURFACE TYPE: AC MAINTENANCE: NA
AREA (SF): 105,018 MAJOR REHABILITATION: 2009
LOAD RELATED DISTRESS %
0
CURRENT ESTIMATED TOTAL DISTRESS QUANTITIES
Distress Code Description Severity Quantity Units Density (%) PCI Deduct Value
57 Weathering Low 105,018 SqFt 100.0 6.0
CLIMATE RELATED DISTRESS % OTHER RELATED DISTRESSES (%)
100 0
SECTION HISTORICAL AND PROJECTED CONDITIONS
CLINTON-SAMPSON COUNTY AIRPORT (CTZ) SECTIONS
SECTION INFORMATION
From Previous Inspection
PERCENT OF DEDUCT VALUES BASED ON DISTRESS MECHANISM
NORTH CAROLINA STATEWIDE AIRPORT PAVEMENT MANAGEMENT SYSTEM
PAVER™ Analysis Section Level Output
GOOD
GOOD
GOOD
0
10
20
30
40
50
60
70
80
90
100
2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
Ind
ex
(PC
I)
Current Inspeciton
Maintenance Work
Major Rehabilitation
Critical PCI
Projected Deterioraiton
Section PCI Deterioration
A-8
BRANCH NAME: Taxiway PREVIOUS PCI: 2015 100
BRANCH ID: TWY CURRENT PCI: 2019 93
SECTION ID: F PCI CHANGE/DET. RATE: -7 -1.86
RANK: P 5-YEAR PREDICTED PCI: 2024 87
SURFACE TYPE: AC MAINTENANCE: 1997
AREA (SF): 49,826 MAJOR REHABILITATION: 2009
LOAD RELATED DISTRESS %
0
CURRENT ESTIMATED TOTAL DISTRESS QUANTITIES
Distress Code Description Severity Quantity Units Density (%) PCI Deduct Value
52 Raveling High 5 SqFt 0.0 6.0
57 Weathering Low 49,759 SqFt 99.9 6.0
CLIMATE RELATED DISTRESS % OTHER RELATED DISTRESSES (%)
100 0
SECTION HISTORICAL AND PROJECTED CONDITIONS
CLINTON-SAMPSON COUNTY AIRPORT (CTZ) SECTIONS
SECTION INFORMATION
From Previous Inspection
PERCENT OF DEDUCT VALUES BASED ON DISTRESS MECHANISM
NORTH CAROLINA STATEWIDE AIRPORT PAVEMENT MANAGEMENT SYSTEM
PAVER™ Analysis Section Level Output
GOOD
GOOD
GOOD
0
10
20
30
40
50
60
70
80
90
100
2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026
Pav
em
en
t C
on
dit
ion
Ind
ex
(PC
I)
Current Inspeciton
Maintenance Work
Major Rehabilitation
Critical PCI
Projected Deterioraiton
Section PCI Deterioration
A-9
Clinton-Sampson County Airport 2019 APMS Update
B-1
APPENDIX B - INSPECTION PHOTOS
This appendix contains representative photos of the distresses found in each section. The photo
captions are established in the following formats:
BranchID:SectionID – Overview
BranchID:SectionID:SampleNumber – Distress Description
APRON:A - Overview
APRON:A:109 – L&T Cracking
Clinton-Sampson County Airport 2019 APMS Update
B-2
APRON:B – Overview
APRON:B:204 – L&T Cracking
Clinton-Sampson County Airport 2019 APMS Update
B-3
APRON:C – Overview
APRON:C:307 – Raveling
Clinton-Sampson County Airport 2019 APMS Update
B-4
RWY:6-24 A – Overview
RWY:6-24 A: 125 – L&T Cracking
Clinton-Sampson County Airport 2019 APMS Update
B-5
TWY:A – Overview
TWY:A:105B – L&T Cracking
Clinton-Sampson County Airport 2019 APMS Update
B-6
TWY:B – Overview
TWY:B:203 – L&T Cracking
Clinton-Sampson County Airport 2019 APMS Update
B-7
TWY:E – Overview
TWY:F – L&T Cracking
Clinton-Sampson County Airport 2019 APMS Update
C-1
APPENDIX C - ASTM D5340-12 DISTRESS BOOKLET
REFERENCE MANUAL FOR CLASSIFYING AND
IDENTIFYING AIRFIELD PAVEMENT DISTRESSES IN
ACCORDANCE TO ASTM D5340-12
Prepared by:
RDM INTERNATIONAL, INC.
14310 SULLYFIELD CIRCLE, SUITE 600
CHANTILLY, VIRGINIA 20151
703-709-2540 FAX 703-709-2535
Table of Contents PCI ASPHALT CONCRETE SURFACED AIRFIELD ........................................................................... 1
ALLIGATOR OR FATIGUE CRACKING (41) ............................................................................... 2
BLEEDING (42) .................................................................................................................. 3
BLOCK CRACKING (43) ....................................................................................................... 4
CORRUGATION (44) ............................................................................................................ 5
DEPRESSION (45) .............................................................................................................. 6
JET BLAST EROSION (46) .................................................................................................... 7
JOINT- REFLECTION CRACKING FROM PCC (47) ...................................................................... 8
LONGITUDINAL AND TRANSVERSE CRACKING (48) (NON-PCC JOINT REFLECTIVE) ...................... 9
OIL SPILLAGE (49) ............................................................................................................ 10
PATCHING AND UTILITY CUT PATCH (50) .............................................................................. 11
POLISHED AGGREGATE (51) ............................................................................................... 12
RAVELING (52) ................................................................................................................. 13
RUTTING (53) ................................................................................................................... 15
SHOVING OF ASPHALT PAVEMENT BY PCC SLABS (54) ........................................................... 16
SLIPPAGE CRACKING (55) .................................................................................................. 17
SWELL (56) ...................................................................................................................... 18
WEATHERING (SURFACE WEAR) - DENSE MIX ASPHALT (57) ................................................... 19
PCI PORTLAND CEMENT CONCRETE-SURFACED AIRFIELDS ......................................................... 20
BLOWUP (61) .................................................................................................................... 22
CORNER BREAK (62) .......................................................................................................... 23
CRACKS (LONGITUDINAL, TRANSVERSE, AND DIAGONAL) (63) ............................................... 24
DURABILITY (“D”) CRACKING (64) ....................................................................................... 25
JOINT SEAL DAMAGE (65) .................................................................................................. 26
PATCHING, SMALL (LESS THAN 5 SQUARE FEET (0.5 SQUARE METERS)) (66) ............................ 27
PATCHING, LARGE (OVER 5 SQUARE FEET (0.5 SQUARE METERS)) AND UTILITY CUT (67) .......... 28
POPOUTS (68) .................................................................................................................. 29
PUMPING (69) ................................................................................................................... 30
SCALING (70) ................................................................................................................... 31
SETTLEMENT OR FAULTING (71) .......................................................................................... 32
SHATTERED SLAB/INTERSECTING CRACKS (72) .................................................................... 33
SHRINKAGE CRACKS (73) ................................................................................................... 34
SPALLING (TRANS. AND LONG. JOINTS) (74) ........................................................................ 35
SPALLING (CORNER) (75) ................................................................................................... 36
ALKALI SILICA REACTION (ASR) (76) ................................................................................... 37
1
PCI ASPHALT CONCRETE SURFACED AIRFIELD
Section Alligator Cracking X1.2
Bleeding X1.3
Block Cracking X1.4 Corrugation X1.5
Depression X1.6 Jet-Blast Erosion X1.7 Joint Reflection Cracking X1.8
Longitudinal and Transverse Cracking X1.9 Oil Spillage X1.10 Patching and Utility Cut Patching X1.11 Polished Aggregate X1.12
Raveling X1.13 Rutting X1.14 Shoving X1.15
Slippage Cracking X1.16 Swell X1.17 Weathering X1.18
X1.1 Distresses in Asphalt Pavement— Sixteen distress types for AC pavements are listed
alphabetically. During the field condition surveys and the validation of the PCI, several questions were often asked regarding the identification and measurement of some of
the distresses. The answers to most of these questions are included under the section “How to Measure” for each distress. For convenience, however, the items that are frequently referenced are listed as follows:
X1.1.1 Spalling as used in this test method is the further breaking of pavement or loss of
materials around cracks or joints.
X1.1.2 A crack filler is in satisfactory condition if it is intact. An intact filler prevents water and incompressibles from entering the crack.
X1.1.3 If a crack does not have the same severity level along its entire length, each portion of the crack having a different severity level should be recorded separately. If however, the different levels of severity in a portion of a crack cannot be easily divided, that
portion should be rated at the highest severity level present.
X1.1.4 If “alligator cracking” and “rutting” occur in the same area, each is recorded at its
respective severity level.
X1.1.5 If “bleeding” is counted, “polished aggregate” is not counted in the same area.
X1.1.6 “Block cracking” includes all of the “longitudinal and transverse cracking” within the area; however, “joint reflection cracking” is recorded separately.
X1.1.7 Any distress, including cracking, found in a patched area is not recorded; however, its effect on the patch is considered in determining the severity level of the patch.
X1.1.8 A significant amount of polished aggregate should be present before it is counted.
X1.1.9 Conducting a PCI survey immediately after the application of surface treatment is not
meaningful, because surface treatments mask existing distresses.
X1.1.10 A surface treatment that is coming off should be counted as “raveling.”
X1.1.11 A distress is said to have “foreign object damage” (FOD) potential when surficial material is in a broken or loose state, such that the possibility of ingestion of the
material into an engine is present, or the potential for freeing the material due to trafficking is present.
2
ALLIGATOR OR FATIGUE CRACKING (41)
Description
Alligator or fatigue cracking is a series of interconnecting cracks caused by fatigue failure of the
asphalt surface under repeated traffic loading. The cracking initiates at the bottom of the asphalt surface (or stabilized base) where tensile stress and strain is highest under a wheel load. The cracks propagate to the surface initially as a series of parallel cracks. After repeated traffic loading, the
cracks connect and form many- sided, sharp- angled pieces that develop a pattern resembling chicken wire or the skin of an alligator. The pieces are less than 2 feet (0.6 meters) on the longest side. Alligator cracking occurs only in areas that are subjected to repeated traffic loadings, such as wheel
paths. Therefore, it would not occur over an entire area unless the entire area was subjected to traffic loading. (Pattern-type cracking, which occurs over an entire area that is not subject to loading, is rated as block cracking, which is not a load- associated distress.) Alligator cracking is considered a major structural distress.
Severity Levels
L
Fine, longitudinal hairline cracks
running parallel to each other with no
or only a few interconnecting cracks.
The cracks are not spalled.
M
Further development of light alligator
cracking into a pattern or network of
cracks that may be lightly spalled.
H
Network or pattern cracking
progressed so that pieces are well-
defined and spalled at the edges;
some of the pieces rock under traffic.
How To Measure
Alligator cracking is measured in square feet (square meters) of surface area. The major difficulty in measuring this type of distress is
that many times two or three levels of severity exist within one distressed area. If these portions can be easily distinguished from each
other, they should be measured and recorded separately. However, if the different levels of severity cannot be easily divided, the entire area should be rated at the highest severity
level present. If alligator cracking and rutting occur in the same area, each is recorded separately at its respective severity level.
* Micro PAVER™ Distress Code
3
BLEEDING (42)
Description
Bleeding is a film of bituminous material on the pavement surface which creates a shiny, glass-like,
reflecting surface that usually becomes quite sticky. Bleeding is caused by excessive amounts of asphalt cement or tars in the mix and/ or low air-void content. It occurs when asphalt fills the voids of the mix during hot weather and then expands onto the surface of the pavement. Since the bleeding
process is not reversible during cold weather, asphalt or tar will accumulate on the surface.
Severity Levels
No degrees of severity are defined. Bleeding should be noted when it is extensive enough to cause a reduction in skid resistance.
How To Measure
Bleeding is measured in square feet (square meters) of surface area. If bleeding is counted, polished
aggregate is not counted in the same area.
4
BLOCK CRACKING (43)
Description
Block cracks are interconnected cracks that divide the pavement into approximately rectangular
pieces. The blocks may range in size from approximately 1 by 1 feet to 10 by 10 feet (0.3 by 0.3 meters to 3 by 3 meters). Block cracking is caused mainly by shrinkage of the asphalt concrete (AC) and daily temperature cycling (which results in daily stress/ strain cycling). It is not load-associated.
The occurrence of block cracking usually indicates that the asphalt has hardened significantly. Block cracking normally occurs over a large proportion of pavement area but sometimes will occur in non-traffic areas. This type of distress differs from alligator cracking in that alligator cracks form smaller,
many-sided pieces with sharp angles. Also, unlike block cracks, alligator cracks are caused by repeated traffic loadings and, therefore, are located only in traffic areas (i. e., wheel paths).
Severity Levels
L
Blocks are defined by cracks that are non-
spalled (sides of the crack are vertical) or
only lightly spalled, causing no FOD
potential. Non-filled cracks have 1/4 inch
(6 millimeters) or less mean width, and
filled cracks have filler in satisfactory
condition.
M
Blocks are defined by either: (1) filled or
non-filled cracks that are moderately
spalled (some FOD potential); (2) non-
filled cracks that are not spalled or have
only minor spalling (some FOD potential),
but have a mean width greater than
approximately 1/4 inch (6 millimeters); or
(3) filled cracks that are not spalled or
have only minor spalling (some FOD
potential), but have filler in unsatisfactory
condition.
H
Blocks are well-defined by cracks that are
severely spalled, causing a definite FOD
potential.
How To Measure
Block cracking is measured in square feet (square
meters) of surface area. It usually occurs at one
severity level in a given pavement section; however,
any areas of the pavement section having distinctly
different levels of severity should be measured and
recorded separately. For asphalt pavements, not
including AC over PCC, if block cracking is recorded,
no longitudinal and transverse cracking should be
recorded in the same area. For asphalt overlay over
concrete, block cracking, joint reflection cracking,
and longitudinal and transverse cracking reflected
from old concrete should all be recorded separately.
5
CORRUGATION (44)
Description
Corrugation is a series of closely spaced ridges and valleys (ripples) occurring at fairly regular
intervals, usually less than 5 feet (1.5 meters) along the pavement. The ridges are perpendicular to the traffic direction. Traffic action combined with an unstable pavement surface or base usually causes this type of distress.
Severity Levels
L
Corrugations are minor and do not
significantly affect ride quality (see
measurement criteria below).
M
Corrugations are noticeable and
significantly affect ride quality (see
measurement criteria below).
H
Corrugations are easily noticed and
severely affect ride quality (see
measurement criteria below).
How To Measure
Corrugation is measured in square feet (square meters) of surface area. The mean elevation
difference between the ridges and valleys of the corrugations indicates the level of severity. To determine the mean elevation difference, a
10 feet (3 meters) straightedge should be placed perpendicular to the corrugations so that the depth of the valleys can be measured
in millimeters (inches). The mean depth is calculated from five such measurements.
Measurement Criteria
Severity Runaways and High-Speed
Taxiways
Taxiways and
Aprons
L < ¼ inch ( 12.7
millimeters)
> 1 inch (> 12.54
millimeters)
6
DEPRESSION (45)
Description
Depressions are localized pavement surface areas having elevations slightly lower than those of the surrounding
pavement. In many instances, light depressions are not noticeable until after a rain, when ponding water creates
“birdbath” areas; but the depressions can also be located without rain because of stains created by ponding water.
Depressions can be caused by settlement of the foundation soil or can be “built up” during construction.
Depressions cause roughness and, when filled with water of sufficient depth, can cause hydroplaning of aircraft.
Severity Levels
L
Depression can be observed or located by
stained areas, only slightly affects
pavement riding quality, and may cause
hydroplaning potential on runways (see
measurement criteria below).
M
The depression can be observed,
moderately affects pavement riding
quality, and causes hydroplaning potential
on runways (see measurement criteria
below).
H
The depression can be readily observed,
severely affects pavement riding quality,
and causes definite hydroplaning potential
(see measurement criteria below).
How To Measure
Depressions are measured in square feet (square
meters) of surface area. The maximum depth of the
depression determines the level of severity. This
depth can be measured by placing a 10-foot 3-meter
straightedge across the depressed area and
measuring the maximum depth in millimeters
(inches). Depressions larger than 10 feet (3 meters)
across must be measured by either visual estimation
or direct measurement when filled with water.
Maximum Depth of Depression
Severity Runaways and High-Speed
Taxiways
Taxiways and
Aprons
L
1/2 to 1 inch (
M 1/2 to 1 inch (12.7
to 25.4
millimeters)
1 to 2 inches (25.4
to 50.8 millimeters)
H >1 inch (> 25.4
millimeters) > 2 inches (> 50.8
millimeters)
7
JET BLAST EROSION (46)
Description
Jet blast erosion causes darkened areas on the pavement surface when bituminous binder has been
burned or carbonized; localized burned areas may vary in depth up to approximately 1/2 inch (13 millimeters).
Severity Levels
No degrees of severity are defined. It is sufficient to indicate that jet blast erosion exists.
How To Measure
Jet blast erosion is measured in square feet (square meters) of surface area.
8
JOINT- REFLECTION CRACKING FROM PCC (47)
Description
This distress occurs only on pavements having an asphalt or tar surface over a PCC slab. This category
does not include reflection cracking from any other type of base (i. e., cement stabilized, lime stabilized); such cracks are listed as longitudinal and transverse cracks. Joint-reflection cracking is caused mainly by movement of the PCC slab beneath the AC surface because of thermal and moisture
changes; it is not load related. However, traffic loading may cause a breakdown of the AC near the crack, resulting in spalling and FOD potential. If the pavement is fragmented along a crack, the crack is said to be spalled. A knowledge of slab dimensions beneath the AC surface will help to identify these
cracks.
Severity Levels
L
Cracks have only light spalling (little or no
FOD potential) or no spalling and can be
filled or non-filled. If non-filled, the cracks
have a mean width of 1/4 inch (6
millimeters) or less. Filled cracks are of
any width, but their filler material is in
satisfactory condition.
M
One of the following conditions exists: (1)
cracks are moderately spalled (some FOD
potential) and can be either filled or non-
filled of any width; (2) filled cracks are not
spalled or are only lightly spalled, but the
filler is in unsatisfactory condition; (3)
non-filled cracks are not spalled or are only
lightly spalled, but the mean crack width
is greater than 1/4 inch (6 millimeters); or
(4) light random cracking exists near the
crack or at the corner of intersecting
cracks.
H
Cracks are severely spalled (definite FOD
potential) and can be either filled or non-
filled of any width.
How To Measure
Joint-reflection cracking is measured in linear feet
(linear meters). The length and severity level of each
crack should be identified and recorded. If the crack
does not have the same severity level along its
entire length, each portion should be recorded
separately. For example, a crack that is 50 feet (5
meters) long may have 10 feet (3 meters) of high
severity, 20 feet (6 meters) of medium severity, and
20 feet (6 meters) of light severity; these would all
be recorded separately.
9
LONGITUDINAL AND TRANSVERSE CRACKING (48) (NON-PCC JOINT
REFLECTIVE)
Description
Longitudinal cracks are parallel to the pavement’s centerline or laydown direction. They may be caused by (1) a poorly constructed paving lane joint, (2) shrinkage of the AC surface due to low temperatures or hardening of the asphalt, or (3) a reflective crack caused by cracks beneath the
surface course, including cracks in PCC slabs (but not at PCC joints). Transverse cracks extend across the pavement at approximately right angles to the pavement centerline or direction of laydown. They may be caused by items 2 or 3 above. These types of cracks are not usually load-associated. If the
pavement is fragmented along a crack, the crack is said to be spalled.
Severity Levels
L
Cracks have either minor spalling (little or
no FOD potential) or no spalling. The
cracks can be filled or non-filled. Non-filled
cracks have a mean width of 1/4 inch (6
millimeters) or less; filled cracks are of any
width, but their filler material is in
satisfactory condition.
M
One of the following conditions exists: (1)
cracks are moderately spalled (some FOD
potential) and can be either filled or non-
filled of any width; (2) filled cracks are not
spalled or are only lightly spalled, but the
filler is in unsatisfactory condition; (3)
non-filled cracks are not spalled or are only
lightly spalled, but mean crack width is
greater than 1/4 inch (6 millimeters); or
(4) lightly random cracking exists near the
crack or at the corners of intersecting
cracks.
H
Cracks are severely spalled, causing
definite FOD potential. They can be either
filled or non-filled of any width.
How To Measure
Longitudinal and transverse cracks are measured in
linear feet (linear meters). The length and severity of
each crack should be identified and recorded. If the
crack does not have the same severity level along its
entire length, each portion of the crack having a
different severity level should be recorded
separately. For an example, see Joint-Reflection
Cracking.
10
OIL SPILLAGE (49)
Description
Oil spillage is the deterioration or softening of the pavement surface caused by the spilling of oil, fuel,
or other solvents.
Severity Levels
No degrees of severity are defined. It is sufficient to indicate that oil spillage exists.
How To Measure
Oil spillage is measured in square feet (square meters) of surface area.
11
PATCHING AND UTILITY CUT PATCH (50)
Description
A patch is considered a defect, regardless of how well it is performing.
Severity Levels
L
Patch is in good condition and is
performing satisfactorily. Little or no
FOD potential.
M
Patch is somewhat deteriorated and
affects riding quality to some extent.
Some FOD potential.
H
Patch is badly deteriorated and affects
riding quality significantly or has high
FOD potential. Patch needs
replacement.
Porous Friction Courses
The use of dense-graded AC patches in PCC surfaces causes a water damming effect at the patch that contributes to differential skid
resistance of the surface. Low-severity, dense-graded patches should be rated as medium severity because of the differential friction problem. Medium- and high-severity patches
are rated the same as above.
How To Measure
Patching is measured in square feet (square meters) of surface area. However, if a single
patch has areas of differing severity levels, these areas should be measured and recorded separately. For example, a 25 square feet (2.5 square meters) patch may have 10 square feet
(1 square meter) of medium severity and 15 square feet (1.5 square meters) of light severity. These areas would be recorded
separately. Any distress found in a patched area will not be recorded; however, its effects on the patch will be considered when
determining the patch’s severity level.
12
POLISHED AGGREGATE (51)
Description
Aggregate polishing is caused by repeated traffic applications. Polished aggregate is present when
close examination of a pavement reveals that the portion of aggregate extending above the asphalt is either very small or there are no rough or angular aggregate particles to provide good skid resistance. Existence of this type of distress is also indicated when the number on a skid resistance rating test is
low or has dropped significantly from previous ratings.
Severity Levels
No degrees of severity are defined. However, the degree of polishing should be significant before it is included in the condition survey and rated as a defect.
How To Measure
Polished aggregate is measured in square feet (square meters) of surface area. If bleeding is counted,
polished aggregate is not counted in the same area.
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RAVELING (52)
Description
Raveling is the dislodging of coarse aggregate particles from the pavement surface.
Dense Mix Severity Levels.
As used herein, coarse aggregate refers to
predominant coarse aggregate sizes of the asphalt
mix. Aggregate clusters refer to when more than one
adjoining coarse aggregate piece is missing. If in
doubt about a severity level, three representative
areas of 1 square yard (1 square meter) each should
be examined and the number of missing coarse
aggregate particles counted.
Severity Levels
L
Low severity occurs if any one of these
conditions exist: (1) In a square yard
(square meter) representative area, the
number of coarse aggregate particles
missing is between 5 and 20. (2) Missing
aggregate clusters is less than 2 percent of
the examined square yard (square meter)
area. In low severity raveling, there is little
or no FOD potential.
M
Medium severity occurs if any one of these
conditions exist: (1) In a square yard
(square meter) representative area, the
number of coarse aggregate particles
missing is between 21 and 40. (2) Missing
aggregate clusters is between 2 and 10
percent of the examined square yard
(square meter) area. In medium severity
raveling, there is some FOD potential.
H
High severity occurs if any one of these
conditions exist: (1) In a square yard
(square meter) representative area, the
number of coarse aggregate particles
missing is over 40. (2) Missing aggregate
clusters is more than 10 percent of the
examined square yard (square meter)
area. In high severity raveling, there is
significant FOD potential.
How To Measure
Raveling is measured in square feet (square meters)
of surface area. Mechanical damage caused by hook
drags, tire rims, or snowplows is counted as areas of
high severity raveling.
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RAVELING (52) (cont.)
Slurry Seal/ Coal Tar Over Dense Mix Severity
Levels
L
(1) The scaled area is less than 1 percent.
(2) In the case of coal tar where pattern
cracking has developed, the surface cracks
are less than 1/4 inch (6 mm) wide.
M
(1) The scaled area is between 1 and 10
percent. (2) In the case of coal tar where
pattern cracking has developed, the cracks
are 1/4 inch (6 mm) wide or greater.
H
(1) The scaled area is over 10 percent. (2)
In the case of coal tar the surface is
peeling off.
How to Measure
Raveling is measured in square feet (square meters)
of surface area. Mechanical damage caused by hook
drags, tire rims, or snowplows is counted as areas of
high severity raveling.
Porous Friction Course Severity Levels
L
In a 1 square foot (1/10 square meter)
representative sample, the number of
aggregate pieces missing is between 5 and
20 and/ or the number of missing
aggregate clusters does not exceed 1.
M
In a 1 square foot (1/10 square meter)
representative sample, the number of
aggregate pieces missing is between 21
and 40 and/ or the number of missing
aggregate clusters is greater than 1 but
does not exceed 25 percent of the area.
H
In a 1 square foot (1/10 square meter)
representative sample, the number of
aggregate pieces missing is over 40 and/
or the number of missing aggregate
clusters is greater than 25 percent of the
area.
How to Measure
Raveling is measured in square feet (square meters)
of surface area. Mechanical damage caused by hook
drags, tire rims, or snowplows is counted as areas of
high severity raveling.
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RUTTING (53)
Description
A rut is a surface depression in the wheel path. Pavement uplift may occur along the sides of the rut;
however, in many instances ruts are noticeable only after a rainfall, when the wheel paths are filled with water. Rutting stems from a permanent deformation in any of the pavement layers or subgrade. It is usually caused by consolidation or lateral movement of the materials due to traffic loads.
Significant rutting can lead to major structural failure of the pavement.
Severity Levels
L 1/4 to 1/2 inch (6 to 13 millimeters)
M 1/2 to 1 inch (13 to 25 millimeters)
H > 1 inch > (25 millimeters)
How To Measure
Rutting is measured in square feet (square meters) of surface area, and its severity is determined by the depth of the rut. To
determine the rut depth, a straightedge should be laid across the rut and the maximum depth measured.
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SHOVING OF ASPHALT PAVEMENT BY PCC SLABS (54)
Description
PCC pavements occasionally increase in length at ends where they adjoin flexible pavements
(commonly referred to as “pavement growth”). This “growth” shoves the asphalt- or tar-surfaced pavements, causing them to swell and crack. The PCC slab “growth” is caused by a gradual opening of the joints as they are filled with incompressible materials that prevent them from reclosing.
Severity Levels
L
A slight amount of shoving has
occurred, with little effect on ride
quality and no break-up of the asphalt
pavement.
M
A significant amount of shoving has
occurred, causing moderate
roughness or break-up of the asphalt
pavement.
H
A large amount of shoving has
occurred, causing severe roughness or
break-up of the asphalt pavement.
How To Measure
Shoving is measured by determining the area
in square feet (square meters) of the swell caused by shoving.
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SLIPPAGE CRACKING (55)
Description
Slippage cracks are crescent- or half-moon shaped cracks having two ends pointed away from the
direction of traffic. They are produced when braking or turning wheels cause the pavement surface to slide and deform. This usually occurs when there is a low-strength surface mix or poor bond between the surface and next layer of pavement structure.
Severity Levels
No degrees of severity are defined. It is sufficient to indicate that a slippage crack exists.
How To Measure
Slippage cracking is measured in square feet (square meters) of surface area.
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SWELL (56)
Description
A swell is characterized by an upward bulge in the pavement’s surface. A swell may occur sharply over
a small area or as a longer, gradual wave. Either type of swell can be accompanied by surface cracking. A swell is usually caused by frost action in the subgrade or by swelling soil, but a small swell can also occur on the surface of an asphalt overlay (over PCC) as a result of a blow- up in the PCC
slab.
Severity Levels
L
Swell is barely visible and has a minor
effect on the pavement’s ride quality
as determined at the normal aircraft
speed for the pavement section under
consideration. (Low-severity swells
may not always be observable, but
their existence can be confirmed by
driving a vehicle over the section at
the normal aircraft speed. An upward
acceleration will occur if the swell is
present).
M
Swell can be observed without
difficulty and has a significant effect
on the pavement’s ride quality as
determined at the normal aircraft
speed for the pavement section under
consideration.
H
Swell can be readily observed and
severely affects the pavement’s ride
quality at the normal aircraft speed
for the pavement section under
consideration.
How To Measure
The surface area of the swell is measured in square feet (square meters). The severity rating should consider the type of pavement
section (i. e., runway, taxiway, or apron). For example, a swell of sufficient magnitude to cause considerable roughness on a runway at
high speeds would be rated as more severe than the same swell located on the apron or taxiway where the normal aircraft operating
speeds are much lower. The following guidance is provided for runways:
Swell Criteria
Severity Height Differential
L < 3/4 inches (< 19 millimeters)
M 3/4 to 1-1/2 inches (19 to 40 millimeters)
H > 1-1/2 inch (> 40 millimeters)
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WEATHERING (SURFACE WEAR) - DENSE MIX ASPHALT (57)
Description
The wearing away of the asphalt binder and fine aggregate matrix from the pavement surface.
Severity Levels
L
Asphalt surface beginning to show
signs of aging which may be
accelerated by climatic
conditions. Loss is the fine aggregate
matrix is noticeable and may be
accompanied by fading of the asphalt
color. Edges of the coarse aggregates
are beginning to be exposed (less
than 0.05 inches or 1
mm). Pavement may be relatively
new (as new as 6 months old).
M
Loss of fine aggregate matrix is
noticeable and edges of coarse
aggregate have been exposed up to
1/4 width (of the longest side) of the
coarse aggregate due to the loss of
fine aggregate matrix.
H
Edges of coarse aggregate have been
exposed greater than 1/4 width (of
the longest side) of the coarse
aggregate. There is considerable loss
of fine aggregate matrix leading to
potential or some loss of coarse
aggregate.
How To Measure
Surface wear is measured in square feet (square meters). Surface wear is not recorded if medium or high severity raveling is recorded.
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PCI PORTLAND CEMENT CONCRETE-SURFACED AIRFIELDS
Section
Distresses in Jointed Concrete Pavement X2.1 Blowup X2.2
Corner Break X2.3
Cracks; Longitudinal, Transverse, and Diagonal X2.4 Durability (“D”) Cracking X2.5 Joint Seal Damage X2.6
Patching, Small X2.7 Patching, Large and Utility Cuts X2.8 Popouts X2.9 Pumping X2.10
Scaling X2.11 Settlement or Faulting X2.12 Shattered Slab/Intersecting Cracks X2.13
Shrinkage Cracking X2.14 Spalling (Longitudinal and Transverse Joint) X2.15 Spalling (Corner) X2.16
Alkali Silica Reaction (ASR) X2.17
X2.1 Distresses in Jointed Concrete Pavement:
X2.1.1 Fifteen distress types for jointed concrete pavements are listed alphabetically. The distress definitions apply to both plain and reinforced jointed concrete pavements, with the exception of linear cracking distress, that is defined separately for plain and
reinforced jointed concrete pavements.
X2.1.2 During field condition surveys and validation of the PCI, several questions were often
asked regarding the identification and counting method of some of the distresses. The answers to most of these questions are included under the section “How to Count” for each distress. For convenience, however, the items that are frequently referenced are
listed as follows:
X2.1.2.1 Spalling as used in this test method is the further breaking of the pavement or loss of materials around cracks and joints.
X2.1.2.2 The cracks in reinforced concrete slabs that are less than 1⁄8 in. (3 mm) wide are counted as “shrinkage cracks.” The “shrinkage cracks” should not be counted in
determining whether or not the slab is broken into four or more pieces (or “shattered”).
X2.1.2.3 Crack widths should be measured between the vertical walls, not from the edge of spalls. Spalling and associated FOD potential are considered in determining the severity level of cracks, but they should not influence the crack width measurements.
X2.1.2.4 A crack filler is in satisfactory condition if it prevents water and incompressibles from entering the crack or joint.
X2.1.2.5 “ Joint seal damage” is not counted on a slab-by slab basis. Instead, the severity level is assigned based on the overall condition of the joint seal in the sample unit.
X2.1.2.6 Do not count a joint as spalled if it can be filled with joint filler.
X2.1.2.7 A premolded joint sealant is in satisfactory condition if it is pliable, firmly against the
joint wall, and not extruded.
X2.1.2.8 A fragmented crack is actually two or more cracks in close proximity that meet below
the surface forming a single channel to subbase. The multiple cracks are
interconnected to form small fragments, or pieces, of pavement.
X2.1.2.9 A crack wider than 3 in. (75 mm) rates at high severity regardless of filler condition.
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X2.1.2.10 A spalled or chipped crack edge is defined by secondary cracks, with or without missing pieces, nearly parallel to the primary crack. Individual stones or particles that
are dislodged do not constitute spalling.
X2.1.2.11 Little, light, or minor crack edge spalling is defined by secondary cracks typically less
than 6 in. (150 mm) long and affecting less than 10 % of the crack length.
X2.1.2.12 Moderate spalling means secondary cracks can be of any length but both ends must intersect the primary crack. Individual pieces wider than 3 in. (75 mm) are not
cracked and broken. Some loose particles means loose pieces can be of any length but must be less than 3 in. wide (75 mm) (chips). Missing pieces wider than 3 in. (75 mm) must affect less than 10 % of the crack length.
X2.1.2.13 A distress is said to have FOD potential when surficial material is in a broken or loose state, such that the possibility of ingestion of the material into an engine is present, or
the potential for freeing the material due to trafficking is present.
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BLOWUP (61)
Description
Blowups occur in hot weather, usually at a transverse crack or joint that is not wide enough to permit
expansion by the concrete slabs. The insufficient width is usually caused by infiltration of incompressible materials into the joint space. When expansion cannot relieve enough pressure, a localized upward movement of the slab edges (buckling) or shattering will occur in the vicinity of the
joint. Blowups can also occur at utility cuts and drainage inlets. This type of distress is almost always repaired immediately because of severe damage potential to aircraft. Blowups are included for reference when closed sections are being evaluated for reopening.
Severity Levels
L
Buckling or shattering has not
rendered the pavement inoperative,
and only a slight amount of roughness
exists.
M
Buckling or shattering has not
rendered the pavement inoperative,
but a significant amount of roughness
exists.
H Buckling or shattering has rendered
the pavement inoperative.
(Note: For pavements to be considered
operational, all foreign material from blowups must have been removed.)
How To Count
A blowup usually occurs at a transverse crack or joint. At a crack, it is counted as being in one slab, but at a joint, two slabs
are affected and the distress should be recorded as occurring in two slabs.
* Micro PAVER™ Distress Code
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CORNER BREAK (62)
Description
A corner break is a crack that intersects the joints at a distance less than or equal to one-half the slab length on
both sides, measured from the corner of the slab. For example, a slab with dimensions of 25 by 25 feet (7.5 by 7.5
meters) that has a crack intersecting the joint 5 feet (1.5 meters) from the corner on one side and 17 feet (5
meters) on the other side is not considered a corner break; it is a diagonal crack. However, a crack that intersects
7 feet (2.1 meters) on one side and 10 feet (3 meters) on the other is considered a corner break. A corner break
differs from a corner spall in that the crack extends vertically through the entire slab thickness, while a corner spall
intersects the joint at an angle. Load repetition combined with loss of support and curling stresses usually causes
corner breaks.
Severity Levels
L
Crack has either no spalling or minor
spalling (no foreign object damage (FOD)
potential). If non-filled, it has a mean width
less than approximately 1/8 inch (3
millimeters); a filled crack can be of any
width, but the filler material must be in
satisfactory condition. The area between the
corner break and the joints is not cracked.
M
One of the following conditions exists: (1)
filled or non-filled crack is moderately
spalled (some FOD potential); (2) a non-
filled crack has a mean width between 1/8
inch (3 millimeters) and 1 inch (25
millimeters); (3) a filled crack is not spalled
or only lightly spalled, but the filled is in
unsatisfactory condition; (4) the area
between the corner break and the joints is
lightly cracked with loose or missing
particles.
H
One of the following conditions exists: (1)
filled or non-filled crack is severely spalled,
causing definite FOD potential; (2) a non-
filled crack has a mean width greater than
approximately 1 inch (35 millimeters),
creating a tire damage potential; or (3) the
area between the corner break and the
joints is severely cracked.
How To Count
A distressed slab is recorded as one slab if it (1)
contains a single corner break, (2) contains more
than one break of a particular severity, or (3)
contains two or more breaks of different severities.
For two or more breaks, the highest level of severity
should be recorded. For example, a slab containing
both light and medium-severity corner breaks should
be counted as one slab with a medium-severity
corner break.
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CRACKS (LONGITUDINAL, TRANSVERSE, AND DIAGONAL) (63)
Description
These cracks, which divide the slab into two or three pieces, are usually caused by a combination of
load repetition, curling stresses, and shrinkage stresses. (For slabs divided into four or more pieces, see Shattered Slab/Intersecting Cracks.) Low-severity cracks are usually warping- or friction-related and are not considered major structural distresses. Medium- or high-severity cracks are usually
working cracks and are considered major structural distresses.
Non-reinforced PCC Severity Levels
L
Crack has no spalling or minor
spalling (no FOD potential). If non-
filled, it is less than 3 millimeters (1/8
inch) wide; a filled crack can be of
any width, but its filler material must
be in satisfactory condition.
M
One of the following conditions exists: