Pavement Surface Evaluation and Rating

PASER Manual Asphalt Airfield Pavements

RATING

5

RATING

3

RATING

1
This manual is intended to assist airfield managers in

understanding and rating the surface condition of asphalt

pavement. It describes types and causes of defects and provides 

a simple system to visually rate pavement condition. 

Produced for the Federal Aviation Administration by 

Engineering Professional Development, College of Engineering,

University of Wisconsin-Madison. 

Contents

Introduction 2

Evaluating pavement condition 3

Surface defects 4

Surface deformation 5

Cracks 7

Patches and potholes 12

Rating pavement surface condition 14

Rating system 14

Rating 5 — Excellent 15

Rating 4 — Good 16

Rating 3 — Fair 18

Rating 2 — Poor 20

Rating 1 — Failed 22

Practical advice on rating airfield pavements 23

Airfield Pavement Inventory inside back cover
AC 150/5320-17 Appendix 1 7/12/04

Donald Walker, P.E., University of Wisconsin–Madison, author

Lynn Entine, Entine & Associates, editor

Susan Kummer, Artifax, designer

PASER

Manual

Pavement Surface Evaluation and Rating

Asphalt Airfield Pavements
AC 150/5320-17 Appendix 1 7/12/04

An airport manager’s goal is to use available funds to provide a safe

and economical pavement surface—no simple task. It requires

balancing priorities and making difficult decisions in order to

manage pavements. General aviation airfield pavements are often

managed informally, based on the staff’s judgment and experience.

While this process is both important and functional, using a slightly

more formalized technique can make it easier to manage

pavements effectively.

Experience has shown that there are three especially useful steps

in managing pavements:

1) Inventory all pavements.

2) Periodically evaluate the condition of all pavements.

3) Use the condition evaluations to set priorities for projects 

and evaluate alternative treatments.

A comprehensive pavement management system involves

collecting data and assessing several pavement characteristics:

roughness, surface distress (condition), surface skid characteristics,

drainage, and structure (pavement strength and deflection).

Planners can combine this condition data with economic analysis,

to develop short-range and long-range plans for a variety of budget

levels. However, general aviation agencies may lack the resources

for such a full-scale system.

Since surface condition is the most vital element in any pavement

management system, managers may use the simplified rating

system presented in this manual on asphalt airfield pavements to

evaluate their asphalt pavements. A PASER manual for concrete

airfield pavements is also available (see references, page 24).

PASER — Pavement Surface Evaluation and Rating

Asphalt Airfield Pavements
3

AC 150/5320-17 Appendix 1 7/12/04

PASER uses visual inspection to evaluate

pavement surface conditions. The key to a

useful evaluation is identifying different

types of pavement distress and linking

them to a cause. Understanding the cause

for current conditions is important in

selecting an appropriate maintenance or

rehabilitation technique.

There are four major categories of

common asphalt pavement surface

distress:

Surface defects

Raveling, flushing, polishing.

Surface deformation

Rutting, distortion — rippling and

shoving, settling, frost heave.

Cracks

Thermal, reflection, slippage, joint/

edge, block, and alligator cracks.

Patches and potholes

Deterioration has two general causes:

environmental due to weathering and

aging, and structural caused by repeated

traffic loadings.

Obviously, most pavement deterioration

results from both environmental and

structural causes. However, it is important

to try to distinguish between the two in

order to select the most effective

rehabilitation techniques.

Evaluating pavement condition

The rate at which pavement deteriorates depends on its environment, traffic

loading conditions, original construction

quality, and interim maintenance

procedures. Poor quality materials or poor

construction procedures can significantly

reduce the life of a pavement. As a result,

two pavements constructed at the same

time may have significantly different lives,

or certain portions of a pavement may

deteriorate more rapidly than others. 

On the other hand, timely and effective

maintenance can extend a pavement’s life.

Crack sealing and surface treatments

(such as slurry seal) can reduce the effect

of moisture in aging of asphalt pavement.

With all of these variables, it is easy to

see why pavements deteriorate at various

rates and why we find them in various

stages of disrepair. Recognizing defects

and understanding their causes helps us

rate pavement condition and select costeffective repairs. The pavement defects

shown on the following pages provide a

background for this process.

Periodic inspection is necessary to

provide current and useful evaluation

data. It is recommended that PASER

ratings be updated every year.
4 EVALUATION — Surface Defects

AC 150/5320-17 Appendix 1 7/12/04

SURFACE DEFECTS

Raveling

Raveling is progressive loss of pavement

material from the surface downward,

caused by: stripping of the bituminous

film from the aggregate, asphalt

hardening due to aging, poor 

compaction especially in cold weather

construction, or insufficient asphalt

content. Slight to moderate raveling

has loss of fines. Severe raveling 

has loss of coarse aggregate. Debris

from raveling may damage aircraft.

Protect pavement surfaces from the

environment with a surface treatment

or an overlay if additional strength is

required.

Polishing

Polishing is a smooth slippery surface

caused by traffic wearing off sharp

edges of aggregates. Pavement grooves

may also be worn away. Repair with

surface treatment or thin bituminous

overlay using skid-resistant aggregate.

Flushing

Flushing is excess asphalt on the

surface caused by a poor initial asphalt

mix design or by paving or sealcoating

over a flushed surface. Repair by

overlaying with properly designed

asphalt mix or sealcoat.

Slight raveling. Small

aggregate particles have

worn away exposing tops

of large aggregate.

Moderate to severe

raveling. Erosion further

exposes large aggregate.

Severe raveling and loss

of surface material. 

Polished, worn aggregate

needs repair.

Flushing.

Dark patches

show where

asphalt has

worked to

surface. 

▼

▼

▼

▼

▼
EVALUATION — Surface Deformation 5

SURFACE DEFORMATION

Rutting

Rutting is displacement of material,

creating channels in wheelpaths. It 

is caused by traffic compaction or

displacement of unstable material.

Severe rutting (over 2”) may be caused

by base or subgrade consolidation.

Repair minor rutting with microsurfacing

or overlays. Severe rutting requires

milling the old surface or reconstructing

the pavement before resurfacing. Base

or subgrade improvement may be

necessary if rutting is related to poor

base or subgrade conditions.

AC 150/5320-17 Appendix 1 7/12/04

Even slight

rutting is

evident

after a rain.

Severe rutting

over 2” caused

by poor mix

design.

Severe rutting

caused by poor

base or

subgrade.

▼

▼

▼
6 EVALUATION — Surface Deformation

AC 150/5320-17 Appendix 1 7/12/04

Distortion

Shoving or rippling is the displacement

of surfacing material. It can develop

when the asphalt mixture is unstable

because of poor quality aggregate or

improper mix design. Repair by milling

smooth and overlaying with stable

asphalt mix. 

Other pavement distortions may be

caused by settling, frost heave, etc.

Patching may provide temporary repair.

Permanent correction involves removal

of unsuitable subgrade material and

reconstruction.

Minor

settlement

over sealed

crack.

▼

Heavy traffic has

shoved pavement

into washboard

ripples and bumps.

▼

Frost heave

damage 

from spring

break-up. 

▼

Severe

settlement

of patch.

▼

Significant settlement

(over 2”) and cracking

adjacent to sealed crack.

▼

Severe settling

from utility trench. 

▼
AC 150/5320-17 Appendix 1 7/12/04

EVALUATION — Cracks 7

CRACKS

Thermal cracks

Thermal cracks are often regularly

spaced. The cause is movement due to

temperature changes and hardening

of the asphalt with aging.

Thermal cracks will initially be

widely spaced (several hundred feet

apart). Additional cracking will occur

with aging until they are closely

spaced (within several feet). These

usually begin as hairline or very narrow

cracks; with aging they widen. If not

properly sealed and maintained,

secondary or multiple cracks develop

parallel to the initial crack. The crack

edges can further deteriorate by

raveling and eroding the adjacent

pavement.

Help prevent water intrusion and

damage by sealing cracks as soon as

they appear. Routing and cleaning the

crack will improve the performance 

of crack sealant.

Differential thermal stress can also

cause cracking. Pavement marking

paint and sealcoats using materials

with significantly different thermal

Water enters unsealed

cracks softening

pavement and causing

secondary cracks.

Open crack – 1⁄2” or 

more in width.

Pavement ravels and erodes

along open cracks causing

deterioration.

Tight cracks less

than 1/4” in width.

▼ ▼ ▼ ▼

Widely spaced,

well-sealed cracks.

▼

Failed sealant.

▼

Pavement marking may

cause thermal stress and

lead to surface cracking.

▼

Sealed cracks, some

closely spaced.

▼

Severe thermal

cracking in coal

tar sealant.

▼
8 EVALUATION — Cracks

AC 150/5320-17 Appendix 1 7/12/04

properties can create surface cracking.

Reflection cracks

Cracks in overlays reflect the crack

pattern in the pavement underneath.

They are caused by movement in the

underlying pavement due to temperature change. This movement creates

very large stress in the overlay.

Therefore, they are difficult to prevent

and correct. 

Slippage cracks

Crescent or rounded cracks caused 

by slippage between an overlay and 

an underlying pavement. Slippage 

is most likely to occur at locations 

where traffic is stopping and starting.

Repair by removing the top surface 

and resurfacing using a tack coat.

Cracks

reflected

through

bituminous

overlay.

Hairline cracks

reflected through

sealcoat.

Loss of bond between pavement

layers allows traffic to break loose

pieces of surface.

▼

▼

▼
EVALUATION — Cracks 9

AC 150/5320-17 Appendix 1 7/12/04

Paving joint and 

edge cracks

Paving joint cracks are caused by inadequate bonding and poor compaction of

the joint during construction. They may

also be caused by reflection of poor

joints in the underlying pavement.

Cracks within one foot of the edge are

caused by insufficient shoulder support,

poor drainage, or frost action. Cracks 

usually start as hairline or very narrow,

widening and eroding with age. Without crack filling, they can ravel, develop

multiple cracks, and become wide

enough to require patching.

Sealing cracks will help reduce

moisture penetration and prevent

further subgrade weakening. 

Paving joints. Slight crack on

joint near center. Open joint

on right side.

Severe

cracking

and edge

distress. 

First stage 

of wheelpath

cracking caused

by heavy traffic

loads.

▼

▼

Edge cracking 

in asphalt along

concrete slab. 

▼

▼

Partially open 1⁄4” paving joint.

▼
10 EVALUATION — Cracks

AC 150/5320-17 Appendix 1 7/12/04

Block cracks

Block cracking is interconnected cracks

forming large blocks. Cracks usually intersect

at nearly right angles. Blocks may range

from one foot to approximately 10’ or more

across. The closer spacing indicates more

advanced aging caused by shrinking and

hardening of the asphalt over time. Apply

surface treatments during early stages to

reduce weathering of the asphalt caused by

exposure to the sun, moisture and freezing.

Overlay or reconstruction is required in the

advanced stages.

Right angle cracking 

forms blocks.

Large blocks

with open cracks

filled with grass.

▼

▼

Small blocks

with open

cracks.

▼
EVALUATION — Cracks 11

AC 150/5320-17 Appendix 1 7/12/04

Alligator cracks

Interconnected cracks forming small

pieces ranging in size from about 1” 

to 6”. This is caused by failure of the

entire pavement due to traffic loading

(fatigue) and usually due to inadequate

base or subgrade support. Repair by

excavating and replacing failed subgrade base and surface. Large areas

require reconstruction. Improvements 

in drainage may often be required.

Alligator crack

pattern. Tight cracks

and one patch.

Alligator cracking

near pavement

edge.

Alligator cracking

and pothole. ▼ ▼

▼
12 EVALUATION — Patches and Potholes

AC 150/5320-17 Appendix 1 7/12/04

PATCHES AND POTHOLES

Patches

Original surface repaired with new

asphalt patch material. Indicates a

pavement defect or utility excavation

which has been repaired. Patches with

cracking, settlement or distortions

indicate underlying causes remain.

Repair or reconstruction are required

when extensive patching shows distress.

Typical repair of

utility excavation.

Patch in good

condition.

Patched

area in

poor

condition.

Overlay repair 

with edge raveling 

and cracks.

▼

▼

▼
EVALUATION — Patches and Potholes 13

AC 150/5320-17 Appendix 1 7/12/04

Potholes

Holes and loss of pavement

material are caused by traffic

loading, fatigue and inadequate

strength. Often combined with

poor drainage, this can create

dangerous pavement debris.

Repair by excavating or

rebuilding localized potholes.

Reconstruction required for

extensive defects.

Complete

pavement

failure.

Large pothole

and dangerous

loose debris.

Shallow

pothole.

▼

▼

▼
With an understanding of surface

distress, you can evaluate and rate

asphalt pavement surfaces. The rating

scale ranges from 5–excellent condition

to 1–failed. Most pavements will deteriorate through the phases listed in the

rating scale. The time it takes to go

from excellent condition (5) to complete

failure (1) depends largely on the quality

of original construction, age, and the

amount of heavy traffic loading.

Once significant deterioration begins,

it is common to see pavement decline

rapidly. This is usually due to a combination of loading and the effects of additional moisture. As a pavement ages

and additional cracking develops, more

moisture can enter the pavement and

accelerate the rate of deterioration.

14

AC 150/5320-17 Appendix 1 7/12/04

Rating pavement surface condition

Rating 5 – Excellent

No maintenance required

Rating 4 – Good

Minor routine maintenance, crack sealing

Rating 3 – Fair

Preservative treatments, crack sealing

and surface treatment

Rating 2 – Poor

Structural improvement and leveling 

(patching then overlay)

Rating 1 – Failed

Reconstruction

Rating system

Surface

rating

Visible distress* General condition/

treatment measures

None, or initial thermal cracks, all narrow (less than 1⁄8”) 5

Excellent

Additional thermal cracking. Cracks generally spaced more

than 50’ apart. Less than 10% of cracks and joints need

sealing. Minimal or slight raveling. No distortion. Patches in

good condition.

4

Good

Moderate raveling. Thermal cracks and joints generally

spaced less than 50’ apart. Crack sealing or repair of sealant

needed on 10%-25% of cracks or joints. Edge cracks along

10% or less of pavement edges. Block crack pattern with

cracks 6’-10’ apart. Isolated alligator cracking and poor

patches. Minor distortion or crack settlement less than 1”.

3

Fair

Frequent thermal cracks. Wide cracks and joints with raveling

in cracks. Deterioration along more than 25% of cracks. Edge

cracks on up to 25% of pavement edges. Block cracks spaced

5’ apart or less. Alligator cracking or poor patches cover 

up to 20% of surface area. Distortion or settlement 1“-2”. 

2

Poor

Widespread, severe cracking with raveling and deterioration.

Alligator cracking and potholes over 20% of the area.

Distortion over 2”.

New pavement less than 5 years old.

No maintenance or isolated crack

sealing required.

Recent sealcoat or pavement over 

5 years old. Seal open cracks or

joints and replace sealant where

needed.

Seal open cracks and joints. Replace

failed sealant. Apply new surface

treatment or thin overlay. Minor

patching and joint repair.

Needs significant crack sealing plus

patching and repair on up to 25%

of pavement surface. Overlay entire

area with structural overlay.

Condition may be limiting service. 1 Needs reconstruction.

Failed

* A given pavement segment may only have one or two types of distess rather than all of the types listed for a particular rating.

Look at the photographs which

follow and become familiar with the

descriptions of the individual rating

categories. To evaluate an individual

pavement segment, first determine its

general condition. Is it relatively new,

toward the top end of the scale? In very

poor condition and at the bottom of the

scale? Or somewhere in between? Next,

think generally about the appropriate

maintenance method. Use the outlined

rating categories.

Finally, review the individual pavement distress and select the appropriate

surface rating. A given pavement will

likely not have all of the types of

distress listed for any particular rating. It

may have only one or two types.

In addition to indicating the surface

condition of a pavement, a given rating

also includes a recommendation for

needed maintenance or repair. This

feature of the rating system facilitates its

use and enhances its value as a tool in

ongoing airfield pavement maintenance.
Rating pavement surface condition 15

RATING 5

EXCELLENT — 

No maintenance

required or isolated

crack sealing.

New pavement less than 5

years old. No visible distress

or initial thermal cracks, all

less than 1⁄8”.

New

pavement.

▼

Recent overlay.

Sealed joint.

▼

AC 150/5320-17 Appendix 1 7/12/04
16 Rating pavement surface condition

AC 150/5320-17 Appendix 1 7/12/04

RATING 4

GOOD — 

Seal open cracks or joints.

Recent sealcoat or pavement over 

5 years old. Additional thermal

cracking. Cracks spaced 10’-20’ 

apart. Open cracks and joints need

sealing on less than 10% of

cracks. No distortion and patches

in good condition.

Recent

sealcoat.

▼

▼

Cracks sealed.

No distortion.

Slight raveling.

▼

Pavement more than 5 years old. No

patches or distortion. Schedule routing

and sealing for isolated open joints.
Rating pavement surface condition 17

AC 150/5320-17 Appendix 1 7/12/04

Cracks widely

spaced and

sealed.

▼

Joints would

benefit from

sealing.

▼

▼ Old sealant is leaking. Needs

replacement at isolated locations.
18 Rating pavement surface condition

AC 150/5320-17 Appendix 1 7/12/04

RATING 3

FAIR —

Seal open cracks and joints. 

Apply new surface treatment

or thin overlay. Minor patching

and joint repair.

Moderate raveling. Thermal cracks

and joints, generally spaced less

than 50’ apart. Crack sealing or

repair of sealant needed on 

10%-25% of cracks or joints. 

Edge cracks along 10% or less 

of pavement edges. Block crack

pattern with block cracks 6’-10’

apart. Isolated alligator cracking 

and poor patches. Minor distortion

or crack settlement less than 1”.

Thermal cracks

less than 10’

apart. Slight

raveling.

Open cracks

need sealing.

▼

▼

Several patches in

good condition.

▼

Worn sealcoat

needs new

surface

treatment.

▼
Rating pavement surface condition 19

AC 150/5320-17 Appendix 1 7/12/04

Moderate raveling.

Joint needs sealing. ▼ 

Pavement

settlement 

at crack 

less than 

1” deep. ▼ 

Moderate

raveling. 

Needs surface

treatment

soon. ▼ 

Edge

cracking

at several

locations. ▼ 

Joint sealant needs replacement 

at several locations. Follow with 

new surface treatment on apron. ▼ 
20 Rating pavement surface condition

AC 150/5320-17 Appendix 1 7/12/04

RATING 2

POOR — 

Needs significant crack sealing plus patching and repair

on up to 25% of pavement

surface. Use structural overlay over entire area.

Frequent thermal cracks. Wide

cracks and joints with raveling in

cracks. Deterioration along more

than 25% of cracks. Edge cracks 

on up to 25% of pavement

edges. Block cracks spaced 5’

apart or less. Alligator cracking or

poor patches cover up to 20% of

surface area. Distortion or settlement 1”-2”. 

▼ ▼

▼

▼▼

Severe

raveling.

Wide cracks

with no

sealant.

Multiple cracks open 

and deteriorated

Numerous cracks with

settlement over 1”.

▼

Block cracking

with cracks less

than 5’ apart. ▼

Patch 

in poor

condition.
Rating pavement surface condition 21

AC 150/5320-17 Appendix 1 7/12/04

Needs overlay.

▼

More than 25% of crack sealant

needs replacement. Minor

settlement over cracking.

▼

Sealant repair needed on

more than 25% of cracks.

▼

Edge

cracking

on up to

25% of the

pavement.

▼

Repair broken pavement

and apply overlay.

▼
22 Rating pavement surface condition

AC 150/5320-17 Appendix 1 7/12/04

RATING 1

FAILED — 

Condition may be limiting 

service. Needs reconstruction.

Widespread, severe cracking with

raveling and deterioration. Alligator

cracking and potholes over 20% of

the area. Distortion over 2”

▼

▼

▼

Over 25% alligator

cracking.

Severe

cracking and

deterioration.

Extensive 

alligator

cracking. 

Poor patches.

▼

Failed patch.

Settlement

over 2”.

▼

Extensive failed

pavement 

and debris.
23

Inventory and field inspection

Most airport owners routinely observe

pavement conditions as a part of their

normal work. However, an actual

inspection means looking at the entire

system as a whole and preparing a

written summary of conditions. This

inspection has many benefits over

casual observations. It can be helpful 

to compare pavement features as a

whole system so ratings and

maintenance decisions can be more

consistent.

An inspection also encourages a review

of specific conditions important in

pavement maintenance, such as

drainage, adequate strength, and safety.

A simple written inventory is useful 

in making decisions where other people

are involved. You do not have to trust

your memory, and you can usually

answer questions in more detail. Having

a written record and objective information also improves your credibility with

the funding agencies.

Finally, a written inventory is very

useful in documenting changing pavement conditions. Without records over

several years, it is difficult to know if

conditions are improving, holding their

own, or declining. 

A sample inventory form is shown on

the inside back cover. It is very helpful

to collect background information on

each feature. Pavement thickness, age,

and major maintenance are examples of

helpful information.

Annual budgets and long range

planning are best done when based on

actual needs as documented with a

written inventory.

Pavement features

Inventory and pavement condition data

are normally organized by dividing the

pavements into segments or features. 

A plan or aerial photo of the entire

airfield is most helpful in identifying

these individual features. Runways,

taxiways and aprons should be

considered as separate categories.

Within each category, the pavement

should be separated into features with

similar construction. For example,

pavements with different thickness,

age, or type of construction should be

rated separately. 

A runway may be all one feature if

conditions are similar. However, if parts

of the runway have significantly different construction details or condition,

then separate features will make the

rating more logical and useful. 

Each taxiway, can be considered a

separate feature. You may combine

several sections of taxiway if conditions

are similar. 

Apron areas can be separated into

features according to the areas they

serve. For example, aprons serving a

terminal, hangers, tie-down area, or

fueling area would be separate

features. Areas in different conditions

may also be separated into features.

Averaging and comparing 

sections

No pavement feature is entirely

consistent. Also surfaces in one section

may not have all of the types of distress

listed for any particular rating. They

may have only one or two types.

The objective is to rate the condition

that represents the majority of the

pavement feature. Small or isolated

conditions should not influence the

rating. It is useful to note these special

conditions on the inventory form so

this information can be used in planning specific improvement projects. 

For example, some spot repairs may 

be required.

Occasionally surface conditions vary

significantly within a feature. For

example, short sections of good

condition may be followed by sections

of poor surface conditions. In these

cases, it is best to rate the feature

according to the worst conditions and

note the variation on the form.

The overall purpose of condition

rating is to be able to compare each

feature relative to all the other features

in your airport pavement system. On

completion you should be able to look

at any two pavement features and find

that the better surface has a higher

rating. 

Assessing drainage conditions

Moisture and poor pavement drainage

are significant factors in pavement

deterioration. Some assessment of

drainage conditions during pavement

rating is highly recommended. While

you should review drainage in detail 

at the project level, at this stage simply

include an overview drainage evaluation at the same time as you evaluate

surface condition.

Consider both pavement surface

drainage and lateral drainage (ditches

or storm sewers). Pavement should 

be able to quickly shed water off the

surface. Ditches should be large and

deep enough to drain the pavement

and remove the surface water 

efficiently into adjacent waterways.

Look at the crown and check for 

low surface areas that permit ponding.

Runways and taxiways should have

approximately a 1.5% cross slope or

crown across the pavement. Apron

areas require positive drainage and

often include storm drainage systems.

Maintenance of the entire drainage

system is critical. Ditches, subsurface

drains and outlets should be inspected

and cleaned regularly.

Practical advice on rating airfield pavements 

AC 150/5320-17 Appendix 1 7/12/04
technique. 

Consider future traffic projections,

original construction, and pavement

strength since these may dictate a

more comprehensive rehabilitation than

the rating suggests. 

Summary

Using funds most efficiently requires

good planning and accurate identification of appropriate rehabilitation

projects. Assessing pavement

conditions is an essential first step in

this process. This asphalt pavement

surface condition rating procedure has

proven effective in improving decision

making and using funds more

efficiently. It can be used directly by

airport staff and consultants. It may be

combined with additional testing and

data collection in a more comprehensive

pavement management system.

Practical advice on rating airfield pavement 24

AC 150/5320-17 Appendix 1 7/12/04

A pavement’s ability to carry heavy

traffic loads depends on both the

pavement materials (asphalt surfacing

and granular base) and the strength of

the underlying soils. Most soils lose

strength when they are very wet.

Therefore, it is important to provide

drainage to the top layer of 

the subgrade supporting the pavement

structure. 

Planning annual maintenance 

and repair budgets

We have found that relating a normal

maintenance or rehabilitation procedure

to the surface rating scheme helps

managers use the rating system.

However, an individual surface rating

should not automatically dictate the

final maintenance or rehabilitation

References

Concrete Aviation Airfields PASER Manual, 2003, Engineering Professional

Development, College of Engineering, University of Wisconsin-Madison.

Guidelines and Procedures for Maintenance of Airport Pavements, 7/14/03,

Federal Aviation Administration, Advisory Circular AC:150/5380-6A.
AC 150/5320-17 Appendix 1 7/12/04

AIRFIELD PAVEMENT INVENTORY

Airfield _______________________________________________________________ Condition survey date _________________________

Done by _____________________________________________________________________________________________________________________________________

Facility (runway, taxiway, apron) __________________________________________________________________________________________________________

Feature description _________________________________________________________________________________________________________________________

Feature location ____________________________________________________________________________________________________________________________

Feature area _________________________________________________________________________________________________________________________________

Construction date __________________________________________________________________________________________________________________________

Pavement type: ■ Asphalt ■ Concrete Layer thicknesses: ___________ ___________ ___________

Maintenance history __________________________________________________________________________________________________

______________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________

PASER Rating ( 5 = Excellent, 4 = Good, 3 = Fair, 2 = Poor, 1 = Failed) ■

Comments on pavement and drainage conditions _______________________________________________________________________

______________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________

Recommended maintenance ___________________________________________________________________________________________

______________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________

Recommended rehabilitation __________________________________________________________________________________________

______________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________
PASERAsphalt Airfield Pavements