UFC 3-260-03
15 Apr 01
(a) Selection of strength, thickness, and other behavioral values considered representa-
tive of the flexible or rigid pavement surfacing, base course, subbase course, and subgrade from available
data.
(b) Opening test pits in selected representative locations for determination of material
characteristics, layer thicknesses, soil strengths, and moisture-density conditions.
(c) Using the electronic cone penetrometer and the dynamic cone penetrometer to deter-
mine soil strengths and layer thickness.
(d) Nondestructive testing that provides data for determining a stiffness modulus (dynamic
or impulse) of the overall pavement section for use as a basis for evaluation.
(e) Nondestructive methods that measure the deflection basin response to loading and
determine the pavement layer moduli by matching the deflection basin with an elastic layer model.
(f) Nondestructive testing systems using wave propagation and elastic theory for deter-
mination of layer stiffness moduli as a basis for evaluation.
(6) Determination of load-carrying capacity and pavement classification number of the airfield
pavements through the application of the evaluation criteria using representative pavement properties. In
this regard, load-carrying capacity implies allowable load for selected repetitions or allowable repetitions
for selected loadings.
(7) Assignment of an overall field evaluation based on the load-carrying capacity of the weak-
est pavement facility considered essential to the operation of the airfield.
b. Decision Regarding Additional Tests. The decision as to the necessity for obtaining additional
test data at the time of the evaluation or as to the means of evaluation to be employed rests with the
evaluating engineer. In many cases, and particularly when relatively new pavements are being consid-
ered, design and construction control data are sufficient for the evaluation. However, in these instances,
the engineer must be satisfied that the data are representative and valid and that future changes in con-
dition and strength have been considered. For older pavements or in cases where the applicability of
available test results is in doubt, additional tests are desirable. Where circumstances preclude conducting
these additional tests, physical property values should be assigned on the most realistic basis possible,
with comments by the evaluating engineer on the limitations associated with the values used.
4. SITE DATA. In addition to test data on the physical properties of the pavement elements, it is
desirable to obtain general information regarding the site. Much of the information can be obtained from
records of preliminary investigations and from the design analysis. General types of information that
should be obtained are as follows:
a. Geographical Location. The geographical location of the airfield can be determined using exist-
ing engineering data normally furnished by the using agency.
b. Geology. The general geology of the vicinity will be determined as it applies to the soils at the
airfield. The general type of soil deposition (e.g., alluvial, residual), the parent rock from which the soil is
derived, and other pertinent information will be identified. Aerial photographs showing pertinent features
of the area should be secured when available. Information can be obtained from U.S. Geological Survey
publications and from state geological departments, subsurface exploration companies, and similar
organizations. Soil types can be determined from such sources as Department of Agriculture soil maps,
state highway departments, and well logs.
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