Paved – DLS Strength & Distresses Course

DAFMAN 13-217, Para 4.3

Surveyors will utilize Tri-Service Pavements Working Group Manual, (TSPWG M) 3-260-03.02-19, Airfield Pavement Evaluation Standards and Procedures in addition to this manual to identify, collect, analyze and report existing LZ strength. (T-2)

Advisory Circular 150-5380-7b

Appendix B. Pavement Condition Index (PCI) Method (Page 17)

https://skybrary.aero/articles/pavement-classification-number-pcn

PCN is an International Civil Aviation Organisation (ICAO) standard used in combination with the Aircraft Classification Number (ACN) to indicate the strength of a runway, taxiway or apron. This helps to ensure that they are not subjected to excessive wear and tear, thus prolonging their usable life.

Paved concrete shall not be evaluated as semi-prepared. (T-1). If it is paved asphalt (e.g., flexible), and the evaluated PCN does not meet operational requirement to support aircraft intended for use, it may be evaluated as semi-prepared based on semi-prepared evaluation criteria to support mission requirements in accordance with paragraph 4.3.1.2.3

TSPWG

Aircraft Classification Number (ACN): A number that expresses the relative structural effect of an aircraft on different pavement types for specified standard subgrade strengths in terms of a standard single-wheel load. The ACN is numerically defined as twice the derived single wheel load (expressed in thousands of kilograms) at a standard tire pressure of 181 psi, which requires the same pavement thickness as the actual main gear of the aircraft for a given limiting stress or number of load repetitions.

TSPWG para 2-9.6.3

2-9.6.3 Many nations continue to use the load classification number (LCN) method to report pavement capability.

TSPWG 3-260-03.02-19
19 October 2020
Page 90
Figure 2-44 Surface Condition Criteria for Surface-Treatment and Macadam Airfield

TSPWG para(s) 2-5.1.5-7

2-5.1.5 A standard pavement condition survey denotes an assessment conducted using procedures described in ASTM D5340, with an appropriate number of sampling units in order to achieve a 95% confidence level. This is generally required for projectlevel pavement inspections. Place an emphasis on structural- or FOD-related distresses in contingency scenarios. 2-5.1.6 A simplified (or contingency) pavement condition survey denotes an assessment conducted using procedures described in ASTM D5340, but with a reduced number of sampling units, as outlined in ASTM D5340 as the “lesser sampling rate.” This will provide sufficient reliability for most contingency operations. Place an emphasis on structural- or FOD-related distresses. 2-5.1.7 A cursory pavement condition survey is an assessment in which the number of inspected sampling units fails to meet the minimum requirements of either a simplified or standard PCI evaluation. Report the results of a cursory visual survey as a qualitative assessment of the pavement surface condition and do not confuse with the structural capacity of the pavement. Exercise particular care and attention to identifying distresses that will cause limitations or mission impacts to the proposed aircraft. If the results of a cursory visual survey are to be presented in a tabular or map format, use the three-color scale as shown in Figure 2-25.

DAFMAN 13-217, Para 4.3.1.2

Surveyors shall report paved LZ strength by PCN, (when strength evaluated as semi-prepared also report semi-prepared strength), as specified in paragraph 4.3.1.1, paragraph 4.3.1.2.2 and attachment 5, paragraph A5.1.10.2. (T2).

TSPWG Figures 2-5. 2-6., 2-7

Figure 2-5 Recommended Test Locations for AC- and/or PCC-Surfaced Airfields, Permanent or Standard Evaluation

Figure 2-6 Minimum Test Locations for AC- and/or PCC-Surfaced Airfields, Sustainment Evaluation

Figure 2-7 Minimum Test Locations for AC- and/or PCC-Surfaced Airfields, Expedient Evaluation

T

SPWG, Para 2-5.1.1

The purpose of a PCI survey in contingency operations is three-fold: first, a visual survey of the pavement surface can provide information on apparent structural integrity, operational condition, and projected performance to help identify potential pavement problems that preclude aircraft operations; second, these ratings will impact the AGL or pass level computations. specifically, if the feature is rated poor or below, the AGLs will be reduced by 25%; third, the PCI ratings, with supporting photographs, if accomplished prior to contingency operations, will serve as a baseline to assess any pavement damage caused by aircraft ground operations. This is important to determine costs or liabilities associated with aircraft deployments.

DAFMAN 13-217, Para 4.3.1.2.3

4.3.1.2.3. Non-Standard Paved Asphalt Airfields. For all asphalt paved LZ that do not generate an operationally usable PCN, evaluate the pavement cross-section as measured. This pavement will produce a reduced load-bearing capability and depending upon the intended mission (contingency, number of landings, gross weights), that capability may not be sufficient. (T-2). When the concern is to facilitate the aircraft mission in lieu of preventing pavement damage, determine the PCN, consider the pavement as a FOD sealer and evaluate/report semi-prepared strength in accordance with paragraph 4.3.1.1 Operations may result in the destruction of the LZ surface. The damage caused by this destruction may constitute a FOD/surface distress hazard to both aircraft and ground personnel. (Specific MDS do create more LZ destruction than others). Decisions to utilize a LZ to the point of destruction will be made by the OPCON MAJCOM/Air Component Commander with Geographic Combatant Commander concurrence and should be limited to contingency operations only. (T-0). NOTE: Where possible, airfield managers, operators, maintainers, surveyors, or pavement evaluators should examine the pavement after each operation to identify and report load related distresses.

TSPWG Para 2-5.1.11

2-5.1.11 When performing a PCI in a contingency situation, place an emphasis on structural- or FOD-related distresses.

DAFMAN 13-217, Para 4.3.1.2.4

4.3.1.2.4. Paved and Nontraditional Surfaced Strength Review. Prior to Safety of Flight submission, the MAJCOM pavement engineer or MAJCOM designated representative qualified, certified and current in accordance with paragraph 4.10.4, will review all paved and non-traditionally surfaced LZ surveys. (T-2). The MAJCOM pavement engineer or designee will confirm or determine pavement strength, suitability if applicable and submit remarks as appropriate on LZ survey. (T-2). Each MAJCOM will be responsible for establishing a pavement strength review process of paved LZ surveys that are evaluated using paved or semi-prepared failure criteria. MAJCOMs without MAJCOM pavement engineers or designees may request that AFCEC or other MAJCOM conduct review.