SUMMARY

AIRPORT PAVEMENT MANAGEMENT

SYSTEM (APMS)

By :
Wardhani Sartono
Lecturer (Retired) of Airport Engineering
Department of Civil and Environmental Engineering
Faculty of Engineering
Gadjah Mada University
January 25, 2018

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 1. MODERN PAVEMENT MANAGEMENT, BY RALPH HAAS,
ET ALL, 1994.

1. Pavement management, in its broadest sense, includes all activities

involved in the planning and programming, design, construction,
maintenance, and rehabilitation of the pavement portion of a public works
program.
2. A PMS (Pavement Management System) is a set of tools or methods that
assist decision makers in finding optimum strategies for providing and
maintaining pavements in a serviceable condition over a given period of
time.
3. The function of a PMS is to improve the efficiency of decision making,
expand the scope, provide feedback on the consequences of decisions,
facilitate the coordination of activities within the agency, and ensure the
consistency of decisions made at different management levels within the
same organization.

CONCEPT OF A PMS – PAVEMENT MANAGEMENT SYSTEM.

Terminology of pavement preservation. Oxford dictionary :

To preserve - to keep something in its original state or in good condition.
Pavement preservation is the action of preserving pavement.

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 2. FAA AC 150/5380-6B, 2007

1. APMS (Airport Pavement Management Systems). APMS is a systematic

and consistent procedure for scheduling maintenance and rehabilitation
based on maximizing benefits and minimizing costs.
An APMS not only evaluates the present condition of a pavement, but
also can be used to forecast its future condition. By projecting the rate of
deterioration, an APMS can facilitate a life cycle cost analysis for various
alternatives and help determine when to apply the best alternative.
2. The primary component of any APMS is the ability to track a pavement
deterioration and determine the cause of the deterioration. This requires
an evaluation procedure that is objective, systematic, and repeatable.
One such procedure is the PCI (Pavement Condition Index). The PCI is a
rating of the surface condition of a pavement and indicates functional
performance. A PCI evaluation may also provide an indication of the
pavement structural performance. Periodic PCI determinations on the
same pavement will show the change in performance level over time.

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 3. Airport Planning and Management, 5th Edition, by
Alexander T. Wells, 2004

Runways perhaps the single most important facility on the airfield is the
runway. After all, without a properly planned and managed runway, desired
aircraft would be unable to use the airport. Regulations regarding the
management and planning of runway systems are some of the most
comprehensive and strict in airport management.
Strict design guidelines must be followed when planning runways, with
particular criteria for the length, width, direction, configuration, slope, and
even pavement thickness of runways, as well as the immediate airfield area
surrounding the runways to assure that there are no dangerous obstructions
preventing the safe operation of aircraft.
Runway operations are facilitated by systems of markings, lighting systems,
and associated airfield signate that identify runways and provide directional
guidance for aircraft taxiing, takeoff, approach, and landing.
Strict regulations regarding the use of runways, including when and how the
aircraft may use a runway for takeoff and landing, are imposed on aircraft
operations.
Airport Pavement Management System (APMS) is sometime so called
Runway Pavement Management System (RPMS).

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 4. ASPHALT INSTITUTE MS 17, 2000. MAINTENANCE AND
REHABILITATION (M&R)

1. Maintenance.
It is routine work to keep a pavement as close to its designed level of
serviceability as possible. This includes :
a. The preservation of existing pavement surfaces.
b. Resurfacing of less than the nominal overlay thickness.
c. Resurfacing a short length of pavement.
d. Patching of minor failures.
e. The under sealing of concrete slabs.

2. Rehabilitation.
It is the extension of the pavement structure's life when maintenance
techniques are no longer viable to maintain adequate serviceability.
It requires structural evaluation, corrective action, and at least, a nominal
HMA overlay. A nominal overlay has a thickness of three times the
nominal maximum aggregate size.

Norbert Delatte, 2008 : The concept of pavement preservation refers to early

maintenance (e.g. sealing joints and cracks), which delays subsequent
pavement deterioration.

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 5. FLEXIBLE PAVEMENT DISTRESS OF RUNWAY
A. Cracking.

1. Longitudinal & transverse Crack.

2. Block Crack.
3. Reflection Crack.
4. Alligator Crack.
5. Slippage/crescent Crack.

B. Disintegration.

1. Raveling.
2. Potholes.
3. Stripping.
4. Jet blast erosion.
5. Delamination and patching.

C. Deformation.

1. Rutting.
2. Corrugation.
3. Shoving.
4. Depression.
5. Swelling.

D. Loss of skid resistance.

1. Polished aggregate
2. Contaminants.
3. Bleeding.
4. Fuel/oil spillage.
Note : do not use other terminologies.

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Flexible Pavement

A. Cracking.
Cracks in flexible pavements are caused by deflection of the surface over
an unstable foundation, shrinkage of the surface, thermal expansion and
contraction of the surface, poorly constructed lane joints, or reflection
cracking.

B. Disintegration.
Disintegration or surface texture deficiencies in a flexible pavement is
caused by insufficient compaction of the surface, insufficient asphalt
binder in the mix, loss of adhesion between the asphalt coating and
aggregate particles, or severe overheating of the mix.

C. Deformation.
Deformation or distortion in a flexible pavements is caused by foundation
settlement, insufficient compaction of the pavement courses, lack of
stability in the bituminous mix, poor bond between the surface and the
underlying layer of the pavement structure, and swelling soils in the
subgrade.

D. Loss of skid resistance.

Factors that decrease the skid resistance of a pavement surface and can
lead to hydroplaning include too much asphalt in the bituminous mix, to
heavy a tack coat, poor aggregate which is subject to wear, paint, and
build up of contaminants.

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 6. RIGID PAVEMENT DISTRESS OF APRON.
A. Cracking.
1. Longitudinal, transverse, diagonal crack.
2. Corner break.
3. Durability crack.
4. Shrinkage crack.

B. Joint seal damage.

C. Disintegration.

1. Scalling.
2. Joint spalling.
3. Corner spalling
4. Shattered slab.
5. Blow up.
6. Popouts.
7. Patching.

D. Deformation or distrortion.
1. Pumping.
2. Faulting.

E. Loss of skid resistance.

1. Polished aggregate
2. Contaminant.

Note : do not use other terminologies.

The type of rigid pavement is JPCP- Jointed Plain Concrete Pavement, or
JUCP- Jointed Unreinforced Concrete Pavement.

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Rigid Pavement.

A. Cracking.
Cracks in rigid pavements often result from stresses caused by expansion
and contraction or warping of the pavement. Overloading, loss of
subgrade support, and insufficient and/or improperly cut joints acting
singly or in combination are also possible causes.

B. Joint seal damage.

Joint seal damage is any condition that enables incompressible foreign
material such as soil or rocks to accumulate in the joints or that allows
infiltration of water. Accumulation of foreign materials prevents the slab
from expanding and may result in bucking, shattering, or spalling. Water
infiltration through joint seal damage can cause pumping or deterioration
of the base.

C. Disintegration.
Disintegration is the breaking up of a pavement into small, loose pieces
including the dislodging of aggregate particles. Improper curing and
finishing of the concrete, unsuitable aggregates, and improper mixing of
the concrete can cause this distress.

D. Distortion.
Distortion refers to a change in the pavement surface's original position,
and it results from foundation settlement, expansive soils, or loss of fines
through improperly designed sub drains or drainage systems.

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E. Loss of skid resistance.
Skid resistance refers to the ability of a pavement to provide a surface
with the desired friction characteristics under all weather conditions. It is a
function of the surface texture. Loss of skid resistance is caused by the
wearing down of the textured surface through normal wear and tear or the
build up of contaminants.

7. PAVEMENT PERFORMANCE. AASHTO 1993.

There are two types of Pavement performance :
1. Structural Performance (SP).
2. Functional Performance (FP).

The SP of a pavement relates to its physical condition, i.e, occurrence of

cracking, faulting, raveling, or other conditions which would adversely affect
the load carrying capability of the pavement structure or would require
maintenance.
The FP of a pavement concerns how well the pavement serves the user. In
this context, riding comfort or ride quality is the dominant characteristics.

Factors affecting FP.

1. Skid resistance.
It is defined as the force that resists the sliding of tires on a pavement
when the tires are prevented from rotating. Skid resistance levels can be
seen in the ICAO Airport Services Manual, 2002
2. Roughness.
It is defined as the longitudinal deviations of a pavement surface from a
true planar surface with characteristics dimensions that affect vehicle
dynamics, ride quality and dynamic pavement load. IRI – International
Roughness Index of Runways < 1.5 mm/m

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3. Evenness.
It is defined as the cross section of a pavement with elevations level to
the surrounding area. Runway surfaces have standing or ponding water
more than 3 mm, potentially cause hydroplaning.

8. ASPHALT INSTITUTE MS 17, 2000. STRUCTURAL

OVERLAY AND FUNCTIONAL OVERLAY.

1. A structural overlay. It is constructed to ensure adequate load carryng

capacity, and are most often required as a result of increased traffic
volume or a change in axle loading.
2. A functional overlay. It is used when the structural capacity of a pavement
is adequate for anticipated loads, but the pavement is rough or some type
of surface distress exists.
Raveling, permanent deformation, roughness, low skid resistance, and
cracking are the primary distresses that require correcting prior to an
hotmix asphalt overlay.

9. THE ASPHALT INSTITUTE MS17, 2000.

They are three catagories of HMA overlays.
1. Heavy structural overlay. Thickness 15 - 40 cm. The design would include :
data collection of soil and traffic, NDT (non destructive testing), long
range traffic forecasting such as a 20-year analysis.
2. Structural overlays. Thickness 10-15 cm. They add strength to the old
pavement and last longer than maintenance overlays. They based on
traffic forecasting and NDT, but not necessarily accompanied by detailed
plans.

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3. Functional overlays or maintenance is to restore ride quality, pavement
section, add structural value and restore uniform surface texture. It is
normally a dense graded HMA in the thickness of 5-10 cm. They should
be used to prevent further pavement deterioration until a more substantial
overlay is needed.

10. ASPHALT INSTITUTE MS 17, 2000 :

In constructing overlay, the problem of reflective cracking must be considered

if the existing pavement exhibits cracking. Although the overlay thickness
might be adequate to correct structural deficiencies, reflective cracks will
eventually propagate through to the surface and can adversely affect the
structural integrity and riding quality of the overlaid pavement.

11. ASPHALT INSTITUTE MS 16, 2000.

Pavement maintenance :
1. Preventive maintenance. It would be those activities used to maintain the
present condition and extend the service life of the pavement. It may
include seal coats, crack sealing, drainage maintenance, etc.
2. Corrective maintenance. It would be those activities used to remedy a
pavement distress and maintain an acceptable pavement condition. It
may include patching and repairs, surface treatments, slurry seals, and
thin overlays of less than 25 mm. Some agencies may consider thin
overlays rehabilitation.

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 12. ASPHALT INSTITUTE MS 16, 2000

Reflective cracks are cracks in asphalt overlays that reflect the crack pattern
in the pavement structure underneath. The pattern may be longitudinal,
transverse, diagonal, or block.
They may occur is asphalt overlays on asphalt pavements where cracks in
the old pavement have not been properly repaired.
Reflective cracks are caused by vertical or horizontal movements in the
pavement beneath the overlay, induced by expansion and contraction with
temperature or moisture changes.
They can also caused by traffic or earth movements or by loss of moisture in
subgrades with high clay contents.

13. FAA AC 150/5320-12B, 1991, -12C, 1997, -22D, 2016

CHAPTER 2 :

Micro texture refers to the fine scale roughness contributed by small individual
asperities of aggregate particles on pavement surfaces which are not
discernible to the eye but are apparent to the touch, i.e., the feel of fine
sandpaper.
Macro texture refers to visible roughness of the pavement surface as a whole.
Micro texture provides frictional properties for aircraft operating at low speeds,
and macro texture provides frictional properties for aircraft operating at high
speeds. Together they provide adequate frictional properties for aircraft
throughout their landing/ takeoff speed range.

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 14. ICA0 Airport Services Manual, 2002.
Runway surface condition levels.
Mu-meter, V = 40 mph.
1. New surface : 0.72.
2. Maintenance : 0.52.
3. Minimum : 0.42.

Mu-meter, V = 60 mph.
1. New surface : 0.66.
2. Maintenance : 0.38.
3. Minimum : 0.26.

Runway friction tester: V = 40 mph.

1. New surface : 0.82.
2. Maintenance : 0.60.
3. Minimum : 0.50.

Runway friction tester: V = 60 mph.

1. New surface : 0.74.
2. Maintenance : 0.54.
3. Minimum : 0.41.

Skiddometer, V = 40 mph.
1. New surface : 0.82.
2. Maintenance : 0.60.
3. Minimum : 0.50.

Skiddometer, V = 60 mph.
1. New surface : 0.74.
2. Maintenance : 0.47.
3. Minimum : 0.34.

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 15. FAA AC 150/5380-6B, 2007, CHAPTER 6.
In all cases of pavement distress, the first step in rehabilitating a pavement is
to determine the causes of distress. Then, the proper procedures for repair
which will not only correct the damage, but also prevent or retard its further
occurrence may be applied. Pavement repairs should be made as quickly as
possible after the need for them arises to ensure continued and safe aircraft
operations. Airport should perform repairs at early stages of distress, even
when the distresses are considered minor.
A delay in repairing pavements may allow minor distresses to progress into
major failures.
While deterioration of pavements due to traffic and adverse weather
conditions cannot be completely prevented, maintenance and repair
programs can significantly reduce the rate of deterioration and minimize the
damage.

16. FAA AC 150/5380-7A, 2006.

Pavement generally deteriorates and the relative cost of rehabilitation at
various times throughout its life. A pavement generally performs well for the
majority of its life, after which it reaches a critical condition and begins to
deteriorate rapidly. Several studies have shown that maintaining a pavement
in good condition versus periodically rehabilitating a pavement in poor
condition is four to five times less expensive. The number of years a
pavement stay in good condition before rapidly deteriorating depends on
several factors, including construction type and quality, pavement use,
climate, and maintenance.
A pavement experiencing a sudden increase in operations of aircraft loading
will have a tendency to deteriorate more rapidly than a pavement
deteriorating solely from environmental causes.

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 17. FAA AC 150/5380-6B, 2007, FOD – FOREIGN OBJECT
DAMAGE.
There are numerous distress types associated with airfield pavements, a
particular concern on airfield pavements is the possibility that pavement
distress will generate loose material that may strike aircraft propellers or be
ingested into jet engines. This loose material and the resulting damage are
commonly labeled as FOD. FOD can cause considerable damage to an
aircraft and increase the cost of maintaining the aircraft in a safe operating
condition. More important, FOD can cause undetected damage to an aircraft,
making it unsafe to operate.
In addition to the pavement inspection procedures noted below, all pavement
inspections should address the issue of FOD to minimize its potential hazard.

18. PAVEMENT ENGINEERING, 2009.

Delamination is the separation of the top wearing layer from the layer
underneath. It is caused by the poor bond or by failure of the bond between
the two layers.
The poor bond can be due to improper surface preparation or tack coat
before application of the wearing course layer and/or relatively thin wearing
layer.
The loss of bond can be caused by environmental factors such as ingress of
water and repeated freeze-thaw cycles.
The synonyms of delamination is : peeling, surface lifting, seal break.
Austroads, 1987. Delamination can be caused by
1. Seepage of water through asphalt (especially in cracks) to break bond
between surface and lower layers.
2. Inadequate cleaning or inadequate tack coat before placement of upper
layers.

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 19. FAA AC 150/5380-6B, 2007.

Fatique cracking on flexible pavement.

It is a series of interconnecting cracks caused by fatigue failure of the hotmix
asphalt (HMA) surface under repeated traffic loading. The cracking initiates at
the bottom of the HMA surface or stabilized base where tensile stress and
strain are highest under a wheel load. The cracks propagate to the surface
initially as a series of parallel cracks. After repeated traffic loading or by
excessive deflection of HMA surface over a weakened or under designed
foundation, the cracks connect, forming many sided sharp angled pieces that
develop a pattern resembling chicken wire or alligator skin. The pieces are
less than 60 cm on the longest side.
Note : traffic loading is wheel load of aircrafts.

20. FAA AC 150/5380-6C, Oct 10, 2014.

Joint seal damage. It is any condition that enables incompressible foreign

material such as soil or rocks to accumulate in the joints or that allows
infiltration of water. Accumulation of foreign materials prevents the slabs from
expanding and may result in buckling, shattering, or spalling. Water infiltration
through joint seal damage can cause pumping or deterioration of the base.
Typical types of joint seal damage include stripping of joint sealant, extrusion
of joint sealant, hardening of the filler (oxidation), loss of bond to the slabs
edges, and absence of sealant in the joint. Joint seal damage is caused by
improper joint width, use of the wrong type of sealant, incorrect application,
not properly cleaning the joint before sealing, and/or climate (aging).

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 21. NORBERT DELATTE, 2008 CONCRETE PAVEMENT :

It is important to carefully prepare distressed areas to ensure good bond

between the patch and the existing pavement, and thus a durable patch.
Some agencies use asphalt as a patching material for concrete.
Asphalt is fast and cheep, but these patches generally do not last long and
should be replaced with proper partial depth patches as soon as possible.

22. FLORIDA DOT AVIATION OFFICE, 2013.

Temporary Patching of Concrete Pavements :

Broken concrete areas can be patched with bituminous concrete as an
interim measure. Full depth bituminous repairs will interrupt the structural
integrity of the rigid pavement and may lead to additional failures.
Consequently, such full depth repairs should be considered temporary, and
corrective long-term repairs should be scheduled.

23. FAA AC 150/5380-6B, 2007.

Pavement drainages system collects and removes :

a. Surface water run off.
b. Removes excess underground water.
c. Lower the water table.
d. Protects all slopes from erosion.

When water fills voids and spaces at the boundaries between layers, heavy
wheel loads applied to the surface of the pavement produce impacts on the
water that are comparable to a water- hammer type of action.
The resulting water pressure causes erosion of the pavement structure and
ejection of the material out of the pavement.

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 24. FAA AC 150/5380-6C, 2014.

Airport pavements require continual routine maintenance, rehabilitation and

upgrading. Immediately after completion, airport pavements begin a gradual
deterioration attributable to weather and loading. Normal distresses in the
pavement structure due to weathering, fatigue effects, and differential
movement in the underlying sub base occur over a period of years. This
gradual deterioration is accelerated by, among other things, faulty
construction techniques, substandard materials, or poor workmanship. Traffic
loads in excess of those forecast during pavement design may also contribute
to shortened pavement life.

25. FAA AC 150/5380-6C, 2014.

The most effective means of preserving airport runways, taxiways, apron, and
other pavement areas is to implement a comprehensive maintenance
program.
An effective maintenance program takes a coordinated, budgeted, and
systematic approach to both preventive and remedial maintenance.
A systematic approach ensures continual vigilance and many airports using
this approach have experienced tangible benefits.
The comprehensive maintenance program should be updated annually and
feature a schedule of inspections and a list of required equipment and
products. The airport should systematically make repairs and take preventive
measures when necessary

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 26. FAA AC 150/5380-6C, 2014.

Early detection and repair of pavement defects is the most important

preventive maintenance procedure. Failure to perform routine maintenance
during the early stages of deterioration will eventually results in serious
pavement distresses that require extensive repairs that will be costly in term
of dollars and closure time. The cost of pavement distresses must first be
determined so an airport can select a repair method that not only corrects the
present damage, but will also prevent or retard its progression.
Airport should prioritize long term solutions rather than focusing on
immediate, short term remedies.
The selection of rehabilitation method should consider both economic and
engineering impacts of all practicable alternatives.
The cost of rehabilitation alternatives should be compared over some finite
period of time, considering the future economic consequences of a repair
method as well as the initial rehabilitation maintenance costs.

Yogyakarta, 25 January 2018

Wardhani Sartono

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