Pavement Surface Evaluation and Rating

PASER Manual Concrete Airfield Pavements

RATING

5

RATING

3

RATING

1
This manual is intended to assist airfield managers in understanding

and rating the surface condition of rigid Portland Cement Concrete

(PCC) pavements. It describes types and causes of distress 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

Joints 6

Pavement cracks 7

Pavement distortion 10

Rating pavement surface condition 13

Rating system 13

Rating 5 — Excellent 14

Rating 4 — Good 14

Rating 3 — Fair 15

Rating 2 — Poor 16

Rating 1 — Failed 17

Practical advice on rating roads 19

Airfield Pavement Inventory inside back cover
AC 150/5320-17 Appendix 2 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

Concrete Airfield Pavements
AC 150/5320-17 Appendix 2 7/12/04

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

economical pavement surface. This is no simple task. It requires balancing

priorities and making difficult decisions in order to manage pavements. This

manual offers useful information for planning maintenance and managing

Portland Cement Concrete (PCC) pavements. It discusses common problems

and typical repairs and includes a visual system for evaluating and rating 

PCC 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 steps that are especially useful in

managing airfield 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

Concrete Airfield Pavements PASER Manual to evaluate their pavements. A

PASER Manual for asphalt airfield pavements is also available (see References,

page 20).

PASER — Pavement Surface Evaluation and Rating

Concrete Airfield Pavements
AC 150/5320-17 Appendix 2 7/12/04

3

Rigid pavement performance

PCC pavements are either plain (nonreinforced) or reinforced concrete.

Reinforcement is usually provided by

steel wire mesh placed approximately 

at mid-slab depth. The reinforcement 

is intended to limit crack opening and

movement in the concrete slab. Most

airfield pavements are not reinforced.

Since concrete slabs need to move

(expand and contract) with changes in

temperature and during initial cure

(drying and shrinkage), pavements are

constructed with contraction joints.

These are usually sawn into the pavement shortly after initial curing. This

joint gives the slab a place to crack and

makes a straight, well-formed groove 

to seal. Runways, taxiways and aprons

(ramps) are sawn to create square slabs

ranging from 15’ to a maximum of 25’.

Isolation joints are occasionally

provided. These are wider, full depth,

and filled with a material to allow

expansion. If used, they are placed

adjacent to structures that cannot move

with the pavement such as buildings,

manholes, and other utility structures.

These isolation joints are also used at

pavement intersections and allow

changes in joint patterns.

Rigid, PCC pavements carry traffic

loadings differently than flexible

pavements (asphalt). Concrete pavements are designed to act like a beam

and use the bending strength of the

slabs to carry the load. Therefore, load

transfer across cracks and joints is

important, especially on pavements 

with heavy traffic loading. Hairline and

narrow cracks still have interlocked

concrete aggregate and can effectively

transfer loads. Because wide cracks 

and widely-spaced joints open up, they

cannot transfer loads and must take

Evaluating pavement condition

higher edge loads. These higher edge

loads can cause further cracking and

deterioration along the joint, or crack

edges.

Many concrete pavements use

joints that have load transfer dowels.

These are smooth steel bars placed

across the joint. They transfer traffic

loads between adjacent concrete 

slabs while allowing the joint to open

and close. These bars can rust and

sometimes cause problems. The

corrosion causes forces on the

concrete which leads to spalling,

cracking, and general joint deterioration. Epoxy coated dowels may be

used to reduce corrosion.

Unsupported slab edges will deflect

or bend under a load. If the supporting soil is saturated it can squirt up

through joints or cracks when the

slab bends. This is called pumping.

Eventually the loss of supporting soil

through pumping creates an empty

space or void under the slab. The

slabs may then crack further under

loads and joints will deteriorate more.

Undoweled joints under heavy

traffic may fault. This is when one

slab edge is lower than the next slab.

Faulting is more likely on pavements

with most of the traffic in one 

direction. The downstream traffic slab

will be lower than the upstream slab,

creating a step. Faulting creates a

rough pavement.

You can often detect pumping by

the soil stains around pavement joints

or cracks. The resulting voids can be

grouted full or sub-sealed. Slabs can

be leveled by slab jacking or mud

jacking. Obviously, sealing cracks and

joints and improving subsoil drainage

will help reduce pumping, faulting,

and joint failures.

PCC pavement conditions 

and defects

It is helpful to separate various conditions common to PCC pavements.

These are described individually in

some detail. We include causes for

deterioration and common strategies

for repair. Some defects are localized

while others indicate that problems

may develop throughout the pavement. It is important to distinguish

between local and widespread defects.

Assessing the conditions of actual

pavements also involves looking for

combinations of these individual

defects.

There are four major categories of

common PCC pavement surface

distress and condition:

Surface defects

Polishing, map cracking, pop-outs,

scaling, spalling.

Joints 

Longitudinal and transverse joints.

Pavement cracks

Slab cracks, D-cracking, corner

cracks, meander cracks, manhole 

and inlet cracking.

Pavement distortion 

Pavement settlement or heave;

blow ups; faulting; utility repairs,

patches and potholes.

In reviewing the different defects 

it is important to consider both their

severity and extent. Generally, conditions begin slowly and progressively

become more serious. Slight defects

may grow into moderate and then

severe conditions. In addition, defects

might initially be indicated only in a

few isolated cases. Examples in the

rating section will help identify how

bad and how extensive a condition is.
4 EVALUATION — Surface Defects

AC 150/5320-17 Appendix 2 7/12/04

SURFACE DEFECTS

Polishing

A worn or polished surface may

develop from traffic wearing off the

surface mortar and skid-resistant

texture. An asphalt overlay or

grinding the concrete surface 

can restore skid resistance.

Map cracking

A pattern of fine cracks usually 

spaced within several inches is called

map cracking. It usually develops

into square or other geometrical

patterns. Map cracking can be

caused by improper cure or overworking the surface during finishing.

It may also indicate a problem with

the quality of the aggregate known

as ASR (alkali-silica reactivity). If

severe, cracks may spall or the

surface may scale. Repair is usually

limited to very severe conditions. 

An asphalt overlay or partial depth

patching may then be necessary.

Pop-outs

Individual pieces of large aggregate

may pop out of the surface. This is

often caused by chert or other

absorbent aggregates that deteriorate under freeze-thaw conditions.

Pop-outs alone do not usually affect

pavement serviceability. However,

damage to aircraft from the debris

may occur. For severe areas, a

patch, overlay or slab replacement

may be necessary.

▼ ▼

Extensive

pop-outs 

of large

aggregate

from surface. 

Several

pop-outs

in a new

slab.

▼

Map cracking

has hairline

surface cracks,

probably

shallow in

depth. May

not cause any

long-term

performance

problems.

▼

Close-up of a polished

pavement surface. 
EVALUATION — Surface Defects 5

Scaling

Scaling is surface deterioration that

causes loss of fine aggregate and

mortar. More extensive scaling can

result in loss of large aggregate. The

cause often is using concrete which 

has not been air-entrained, making 

the surface susceptible to freeze-thaw

damage.

Scaling can occur as a general condition

over a large area or be isolated to

locations where poor quality concrete or

improper finishing techniques caused

loss of entrained air. In severe cases,

deterioration can extend deep into the

concrete. Debris from scaling can

damage aircraft.

Grinding may remove poor quality

surface concrete. Partial depth patching

of isolated areas may also prolong the

life of the pavement. Severe scaling may

require slab replacement.

Spalling

Spalling is the loss of a piece of the

concrete pavement from the surface or

along the edges of cracks and joints.

Cracking or freeze-thaw action may

break the concrete loose, or spalling

may be caused by poor quality materials. Spalling may be limited to small

pieces in isolated areas or be quite 

deep and extensive. Large pieces of

loose concrete can cause serious

damage to aircraft.

Repair will depend on the cause. Small

spalled areas are often patched. Spalling

at joints may require full depth joint

repair or full slab replacement.

AC 150/5320-17 Appendix 2 7/12/04

Slight scaling.

Minor loss of

surface mortar.

Moderate surface

scaling. Loss of

mortar and fines

starting to expose

larger aggregate.

Severe

scaling.

Some larger

aggregate is

loose.

▼ ▼

▼

Small

surface spall

that has

been

patched.

▼

Spall at crack.

Creates

dangerous

debris.

▼

Spalling

along a joint.

▼
6 EVALUATION — Joints

AC 150/5320-17 Appendix 2 7/12/04

JOINTS

Construction joints or sawn joints 

are narrow and usually well sealed. 

As pavements age and materials

deteriorate, joints may open wider and

deteriorate further. Cracks parallel to the

initial joint may develop and accelerate

into spalling or raveling. Settlement,

instability, or pumping of subgrade soil

can cause joints to fault. One common

cause of cracks parallel to joints is

waiting too long after the pour to saw

the joint. Then, during initial cure the

slab will crack near the sawn joint.

Maintaining a tight joint seal can

prevent intrusion of water and debris

and reduce freeze-thaw damage and

pumping. Debris may accumulate in

open joints which prevents normal 

joint movement. This will greatly

accelerate joint deterioration. Severe

joint deterioration may require full 

depth patching and joint replacement.

Taxiway with

spalled joint.

Joint sealant in poor

condition. Loss of

bond to edge allows

water into pavement.

New pavement with good joints. ▼ Joint sealant deterioration on apron.

Slab is in good condition.

▼

▼ Severe spalling

along joint and

crack. Creates debris.

▼

▼
AC 150/5320-17 Appendix 2 7/12/04

EVALUATION — Cracks 7

PAVEMENT CRACKS

Slab cracks

Slab cracks divide the slab into 2 or

more pieces. They can be caused by

thermal stresses, poor subgrade support,

or heavy loadings. They are sometimes

related to slabs with joints spaced too

widely. Slabs with a length-to-width ratio

greater than 1.25 are more likely to

develop mid-slab cracks.

As with joints, these cracks may deteriorate further if not sealed well. Slabs 

can fault at cracks. Cracks can spall 

and develop additional parallel cracking.

Severe deterioration may require

patching individual cracks. Multiple

transverse cracks in individual slabs

indicate further deterioration. Extensive

slab cracking indicates pavement failure

and the need for complete replacement. 

Crack next to joint often

caused by late sawing. Crack

shows early signs of spalling.

Hairline slab crack.

Tight with no spalling.

▼

▼

Slab crack with grass,

no sealant, and spalls

developing.

▼▼

Slab crack

with spalling

and debris.

▼

Multiple slab cracks

and broken pavement.

Replacement needed.

▼

Closely spaced, hair-line,

transverse cracks indicate slab

is broken and needs replacing.

▼
8 EVALUATION — Cracks

 AC 150/5320-17 Appendix 2 7/12/04

D-cracks

Occasionally, severe deterioration may

develop from poor quality aggregate. 

So called D-cracks or disintegration

cracking, develop when the aggregate 

is able to absorb moisture. 

This causes the aggregate to break apart

under freeze-thaw action which leads 

to deterioration. Usually, it starts at the

bottom of the slab and moves upward. 

Fine cracking and a dark discoloration

adjacent to the joint often indicate a 

D-cracking problem. Once this is visible 

on the surface the pavement material 

is usually severely deteriorated and

complete replacement is required. 

Joint or crack sealing helps slow 

D-cracking deterioration. This is a serious

defect because it may indicate a material

quality problem throughout the pavement. Milling and patching has proven

successful as a short term repair.

Corner cracks

Diagonal cracks may develop near the

corner of a concrete slab, forming a

triangle with the joint. Usually these

cracks are within a foot or two of the

slab corner and are caused by insufficient

soil support or concentrated stress due to

temperature-related slab movement. The

corner breaks under traffic loading. They

may begin as hairline cracks. 

Some corner cracks extend the full 

depth of the slab while others start at the 

surface and angle down toward the joint.

With further deterioration, more cracking

develops, and eventually the entire

broken area may come loose. This may

be a localized failure, but it often

indicates widespread maintenance

problems. 

Partial or full depth concrete patching 

or full depth joint replacement may be

needed when corner cracking is

extensive.

Surface discoloration near joints

and cracks indicates D-cracking

and severe slab deterioration.

Multiple crack

patterns adjacent 

to joints. Common 

D-cracking pattern.

▼

Corner cracking in

all four slabs.

▼

Corner

cracking

with

slight

spalling.

▼

Corner

cracking,

severe

spalling,

and

dangerous

debris.

▼

▼ ▼
EVALUATION — Cracks 9

AC 150/5320-17 Appendix 2 7/12/04

Meander cracks

Some pavement cracks appear to

wander randomly. They may cross a 

slab diagonally or meander in a random

manner. Meander cracks may be caused

by settlement due to unstable subsoil or

drainage problems. Frost heave and

spring thaw can also cause them. They

are often local in nature and may not

indicate general pavement problems. 

Minor cracks may benefit from sealing

to minimize water intrusion. Extensive 

or severe meander cracks may require

replacing the slab, stabilizing the

subsurface, or improving drainage.

Manhole and inlet cracks

The pavement adjacent to a light can,

manhole, or storm sewer inlet often

cannot accommodate normal pavement

movement due to frost heaving and

temperature changes. Cracks and

faulting may develop and the concrete

slab may deteriorate further. These are

often localized design defects that may

not indicate a general pavement

problem. Sealing and patching may slow

the deterioration. Eventually full depth

repairs may be required.

Inlet with severe

cracking and

spalling. Full depth

slab repair required.

▼

Slabs replaced next to

inlet. Good joint design.

▼

Meander

crack caused

by settlement.

Lack of

maintenance

allows water

to intrude 

and debris 

to collect 

in crack.

▼

Faulting and

spalling of a

meander

crack.

▼

Two spalls at manhole in a

new pavement. Partial depth

▼ patching would be beneficial.
PAVEMENT DISTORTION

Pavement settling 

or heave

Unstable or poorly drained subgrade

soils may cause pavements to settle after

construction. Poorly compacted utility

trenches may also settle. This may be a

gentle swale or a fairly severe dip.

Frost-susceptible soils and high water

tables can cause pavements to heave

during the winter months. Extensive

pavement cracking and loss of strength

during the spring can result in severe

deterioration. Improved drainage and

stabilization of subgrade soils is usually

necessary, along with pavement

reconstruction.

Blowups

Concrete slabs may push up or be

crushed at a joint. This is caused by

expansion of the concrete where

incompressible materials (sand, debris,

etc.) have infiltrated into poorly sealed

joints. As a result, there is no space to

accommodate expansion. It is more

common in older pavements with long

joint spacing. Pavements that have

aggregate susceptible to ASR may

experience more frequent blowups.

Pressure relief joints can be installed 

and blowup areas must be patched or

reconstructed. Cleaning and sealing

joints will help prevent blowups.

Internal pressure has partially raised slab at

the joint. Complete replacement is required.

Settlement caused

meander crack

with faulting.

▼

Extensive cracking and patching

caused by settlement. Pavement was

▼ built on unstable sub-grade soils. 

Pavement blowup in progress—

concrete is crushed and slab buckled.

▼

▼

10 EVALUATION — Distortion

AC 150/5320-17 Appendix 2 7/12/04
EVALUATION — Distortion 11

AC 150/5320-17 Appendix 2 7/12/04

Faulting

Joints and cracks may fault or develop a

step between adjacent slabs. Faulting is

caused by pumping of subgrade soils

and creation of voids. Heavy traffic can

rapidly accelerate faulting. Joints may

fault due to settlement of an adjacent

slab.

Faulting creates a rough pavement and

may cause slab deterioration. Minor

faulting can be corrected by surface

grinding. Voids can be subsealed, or

slabs can be mud jacked back to level

position. Severe cases may need joint or

slab replacement.

Faulting of joints.

Aggravated by heavy

traffic in one direction.

Could improve surface

by grinding.

▼

Severe joint fault

and spalling. 

Severe joint fault.

▼

▼
12 EVALUATION — Distortion

AC 150/5320-17 Appendix 2 7/12/04

Utility repairs, patches

and potholes

Slab replacement or repair of utilities 

will require cuts and slab patching.

Patches from previous repairs may

perform like original pavement or may

show settlement, joint deterioration 

or distress. 

Localized failures of materials or

subgrade soil can cause individual

potholes. Surface spalling or other

material defects may develop into

localized potholes. Full depth patching

or slab replacement is usually required. 

Full depth joint

repair. Very good

condition. 

▼

Partial depth

concrete patch 

to repair corner

cracks. Good

condition.

Joint repair with asphalt.

Very good condition.

▼

Potholes caused

by severe joint

deterioration.

Need repair.

▼

Asphalt patches. Poor (top)

and fair (bottom) condition.

▼

▼
13

AC 150/5320-17 Appendix 2 7/12/04

Using your understanding of pavement

conditions and distress, you can evaluate and rate airfield PCC pavements.

The rating scale ranges from

5–excellent condition to 1–very poor

or failed. Some pavements will deteriorate through the phases listed in the

rating scale. The time it takes to go

from an excellent (5) to failed condition

(1) depends largely on the quality of the

original construction, age, and the

amount of heavy traffic loading.

Once significant deterioration begins,

it is common to see pavements deteriorate rapidly. This is usually due to the

combined effects of loading and additional moisture. As a pavement ages

and additional cracks develop, more

moisture can enter and accelerate the

rate of deterioration.

Rating system

Rating pavement surface condition

Surface

rating

Visible distress* General condition/

treatment measures

None. 5

Excellent

Hairline or sealed cracks 1⁄8” wide or less. 

Map cracking. Pop-outs. 4

Good

Several slabs broken into two pieces by slab cracks. Corner

cracking on several slabs, 1⁄4” wide with no spalling. Joint

sealant mostly in good condition, less than 10% needing

replacement. Several patches in fair to good condition. 

Map cracking or scaling on 10% or less of the surface area.

Slight faulting, less than 1⁄4”, in several locations. 

3

Fair

Many slab cracks, some breaking the slab into three or 

more pieces. Cracks open 1⁄8” or cracks with spalling. 

D-cracks at several joints. Sealant failure over 10% of joints.

Several patches in fair to poor condition with cracks in patch

and uneven surface. Faulting 1⁄4” to 1⁄2” in several locations.

Severe or extensive scaling.

2

Poor

Many wide cracks with failed sealant and grass. 

Extensive crack and joint spalling. Slabs extensively 

cracked or shattered. Many corner breaks with spalling.

D-cracks with spalling. Patches in poor condition with

spalling. Numerous faults over 1⁄ 2”.

New pavement or recent major concrete

rehabilitation. Like-new condition. Less than

5 years old. No maintenance required.

Concrete over 5 years old. Signs of wear.

Minor spot repair of cracks or joint sealant.

First sign of significant slab cracking, 

corner cracking, scaling, or faulting. 

Several patches. Joint sealant repair

required. Isolated repair of joint or patch. 

Needs sealant replacement on more than

10% of cracks or joints. Partial depth or full

depth joint repairs or patch replacement.

Repair faulted joints. Replace or overlay

slabs with severe scaling. Bonded 

or unbonded concrete overlay.

Extensive full depth joint repairs or slab

replacements. Extensive patching and 1 complete overlay. Complete reconstruction.

Failed

* A given pavement segment may not have all of the types of distress listed for a particular rating. It may have only one or two types.

Look at the photographs which

follow and become familiar with the

descriptions of the individual rating

categories. To evaluate an individual

pavement, 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. 

Finally, review the individual

pavement condition and distress and

select the appropriate pavement surface

rating. Individual pavements may not

have all of the types of distress listed for

any particular rating. They may have

only one or two types. Use the

categories in the rating table below.

Each rating also includes a recommendation for needed maintenance or repair.

This makes the rating system easier to 

use and enhances its value as a tool in

ongoing airfield pavement maintenance.

Rating 5 – Excellent

No maintenance required.

Rating 4 – Good

Minor routine maintenance, 

crack or joint sealing.

Rating 3 – Fair

More crack or joint sealing. Isolated 

joint repairs or slab patching.

Rating 2 – Poor

Extensive crack or joint sealing. 

Repair severe joint deterioration. 

Partial and full-depth slab repairs.

Rating 1 – Failed

Reconstruction.
14 Rating pavement surface condition

AC 150/5320-17 Appendix 2 7/12/04

RATING 5

EXCELLENT — 

No maintenance required

Rating 5 is for new pavement

or for recent major concrete

rehabilitation. Like-new

condition. Less than 5 years old.

No maintenance required.

New or 

like-new

pavement

condition.

▼

▼

RATING 4

GOOD — Little or no 

maintenance required

Minor spot repair of cracks or

joint sealing required. PCC

pavement over 5 years old.

Signs of wear: hairline or sealed

cracks 1⁄8” wide or less, map

cracking, pop-outs. 

Surface

wear and

pop-outs.

Partial loss of joint sealant.

▼

Map cracking,

but pavement

is sound.

Isolated

meander crack,

tight and well

sealed.

▼

▼
Rating pavement surface condition 15

RATING 3

FAIR — First sign of significant 

slab cracking, corner cracking, 

scaling, or faulting. Several patches.

Joint sealant repair required. 

Isolated repair of joint or patch.

Several slabs broken into two pieces by

slab cracks. Corner cracking on several

slabs, 1⁄4” wide with no spalling. Joint

sealant mostly in good condition, less 

than 10% needing replacement. Several

patches in fair to good condition. Map

cracking or scaling on 10% or less of 

the surface area. Slight faulting, less than

1⁄4”, in several locations.

Crack breaks slab into two

pieces. Well sealed.

Crack

breaks 

off large

corner 

of slab.

▼

Crack

parallel to

joint. Open

1⁄4”. No

spalling.

▼

▼

Severe scaling. Joint and

sealant in fair condition.

▼

Isolated spall

at manhole.

▼

Moderate

scaling.

▼

AC 150/5320-17 Appendix 2 7/12/04
16 Rating pavement surface condition

AC 150/5320-17 Appendix 2 7/12/04

RATING 2

POOR —Cracks open 1/8”, 

D-cracks at joints. Replace

sealant, repair joints.

Many slab cracks, some breaking

the slab into three or more pieces.

Cracks open 1/8” or cracks with

spalling. D-cracks at several joints.

Sealant failure over 10% of joints.

Several patches in fair to poor

condition with cracks in patch and

uneven surface. Faulting 1/4” to

1/2” in several locations. Severe

or extensive scaling.

Open joint

with

spalling.

Corner cracks with spalling.

Full depth patch required.

Open cracks with edge

spalling. Corner crack

and broken corner piece. 

Open joints and cracks.

Need sealant on more

than 10% of joints.

Full depth joint

repair required.

▼

Concrete patch in

poor condition.

▼

▼

▼

▼

Faulting of joints aggravated by

heavy traffic in one direction.

▼

▼
Rating pavement surface condition 17

AC 150/5320-17 Appendix 2 7/12/04

▼

Severe joint fault

and spalling.

▼

RATING 1

FAILED — Extensive repairs, 

overlay, or complete reconstruction

necessary.

Many wide cracks with failed sealant and

grass. Extensive crack and joint spalling.

Slabs extensively cracked or shattered.

Many corner breaks with spalling. 

D-cracks with spalling. Patches in poor

condition with spalling. Numerous faults

over 1⁄ 2”. Extensive full depth joint

repairs or slab replacements, extensive

patching and complete overlay, or

complete reconstruction needed.

Multiple slab cracks,

spalling and

shattered slabs.

Failed joint with

severe spalling

and pothole.

▼

▼

Inlet with severe cracking

and spalling. Full depth

slab repair required.
Rating pavement surface condition 18

AC 150/5320-17 Appendix 2 7/12/04

RATING 1 

FAILED (continued)

Severe scaling over

extensive areas.

Reconstruction

required. 

▼

Closely

spaced cracks

and poor

joint.

Reconstruct.

▼

Severe

deterioration.

Requires

reconstruction.

▼
19

AC 150/5320-17 Appendix 2 7/12/04

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, and ratings

decisions are likely to be more consistent

because the system is considered as a

whole within a relatively short time.

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 more 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.

It is helpful to note the size of slabs

or panels as well as the number of

slabs in a feature. The overall area 

can be calculated and used to prepare

maintenance or construction estimates.

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 1.5o% 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

Practical advice on rating airfield pavements 
20 Practical advice on rating airfield pavements

AC 150/5320-17 Appendix 2 7/12/04

managers use the rating system.

However, an individual surface rating

should not automatically dictate the

final maintenance or rehabilitation

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 identifiand cleaned regularly.

A pavement’s ability to carry heavy

traffic loads depends on both the

pavement materials (concrete slab 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

cation of appropriate rehabilitation

projects. Assessing pavement conditions

is an essential first step in this process.

This 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

or combined with additional testing and

data collection in a more comprehensive

pavement management system.

References

Asphalt Airfield Pavements 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 2 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 __________________________________________________________________________________________

______________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________

______________________________________________________________________________________________________________________
PASERConcrete Airfields