UFC 3-260-02
30 June 2001
(2) Reinforced concrete pavement is a jointed rigid pavement that has been strengthened with
deformed bars or welded wire fabric.
(3) Continuously reinforced concrete pavement is a rigid pavement that is constructed without
joints and uses reinforcing steel to maintain structural integrity across contraction cracks that form in the
pavement.
(4) Fibrous concrete pavement is a rigid pavement that has been strengthened by the
introduction of randomly mixed, short, small-diameter steel fibers. Nonsteel fibers have been used in
portland cement concrete (PCC) to control shrinkage cracking, but their use is not covered in this TI.
(5) Prestressed concrete pavement is a rigid pavement that has been strengthened by the
application of a significant horizontally applied compressive stress during construction.
(6) Rigid overlay pavement is a rigid pavement used to strengthen an existing flexible or rigid
pavement.
(7) Nonrigid overlay pavement is either all-bituminous or bituminous with base course used to
strengthen an existing rigid pavement.
6. USE OF FLEXIBLE PAVEMENTS. The use of flexible pavements on airfields must be limited to
those pavement areas not subjected to detrimental effects of fuel spillage, severe jet blast, or parked
aircraft. Jet blast damages bituminous pavements when the intense heat is allowed to impinge in one
area long enough to burn or soften the bitumen so that the blast erodes the pavement. Hot-mix asphaltic
concretes generally will resist erosion at temperatures up to 150 degrees Celsius (300 degrees
Fahrenheit). Temperatures of this magnitude are produced only when aircraft are standing and are
operated for an extended time or with afterburners operating. Fuel spillage leaches out the asphalt
cement in asphaltic pavements. In an area subject to casual minor spillage, the leaching is not serious,
but where spillage is repeated in the same spot at frequent intervals, the leaching will expose loose
aggregate. Flexible pavements are generally satisfactory for runway interiors, secondary taxiways,
shoulders, paved portions of overruns, or other areas not specifically required to have a rigid pavement
surfacing.
7. USE OF RIGID PAVEMENTS. The following pavements will be rigid pavement: all paved areas on
which aircraft or helicopters are regularly parked, maintained, serviced, or preflight checked, on hangar
floors and access aprons; on runway ends (305 meters (1,000 feet)) of a Class B runway; areas that
may be used from the runway end to 90 meters (300 feet) past the barrier to control hook skip; primary
taxiways for Class B runways; hazardous cargo, power check, compass calibration, warmup, alert,
arm/disarm, holding, and washrack pads; and any other area where it can be documented that flexible
pavement will be damaged by jet blast or by spillage of fuel or hydraulic fluid. Navy aircraft arresting
gear pavement protection shall be designed in accordance with NAVFAC design definitive #1404521
and 1404522 shown in NAVFAC P-272. The 2 meters (6.56 feet) of pavement on both the approach and
departure sides of the arresting gear pendent shall be PCC for Navy and Marine Corps. Rigid
pavements shall also be used at pavement intersections where aircraft/vehicles have a history of
distorting flexible pavements and where sustained operations of aircraft/vehicles with tire pressures in
excess of 2.06 MPa (300 psi) occur. Continuously reinforced concrete pavement will be used in liquid
oxygen (LOX) storage and handling areas to eliminate the use of any organic materials (joint sealers,
asphalt pavement, etc.) In those areas. The type of pavement to be used on all other paved areas will
be selected on the basis of life cycle costs.
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