Deming Municipal Airport (DMN) Pavement Condition and …Mexico Tech (NMT) during February, 2007. Maps showing the general condition of these areas along with labels for the inspected

Deming Municipal Airport (DMN)Pavement Condition and Analysis

Submitted to:

Jane M. Lucero, AICPAirport Development Administrator

New Mexico Aviation DivisionP.O. Box 9830

Albuquerque, NM 87119tel: 505-244-1788 ext. 111

e-mail: [email protected]

Prepared by:

Dr. Mark P. Cal, P.E.Professor and Chair

Department of Civil & Environmental Engineering801 Leroy Place, Jones Annex

Socorro, NM 87801tel: (575) 835-5059

e-mail: [email protected]

June 21, 2010 (FINAL)

1

Contents

...........................................................1. Conditions at Deming Municipal Airport (DMN) 4

...........................................Figure 1. Geographic Location of Deming Municipal Airport (DMN) 4

.........................................Table 1. Deming Municipal Airport (RTN) Aircraft Operations (2009) 5

.................Table 2. Deming Municipal Airport (DMN) Predicted Aircraft Operations 2009-2029 6

......................Figure 2. Deming Municipal Airport (DMN) PCI Branch Map, February 24, 2007 7

..............Figure 3. Deming Municipal Airport (DEM) Predicted PCI Branch Map, Feb. 24, 2010 8

.....Table 3. Deming Municipal Airport (DMN) PCI Measurements for 2007 and 2010 Estimates 9

.............................................................................................2. Soil and Aggregate Analysis 10

............................................Figure 4. Borehole Locations at Deming Municipal Airport (DMN) 10

....................................................................................................................Runway 8-26 11

..............................................................Figure 5. Base and Subgrade Analysis for Runway 8-26 11

....................................................................................................................Runway 4-22 12

..............................................................Figure 6. Base and Subgrade Analysis for Runway 4-22 12

.......................................................Figure 7. Base and Subgrade Analysis for Taxiways A and E 13

.....................Figure 8. Base and Subgrade Analysis for Taxiways D and F and the Two Aprons 14

.........................................................................................................................Taxiway A 14

.........................................................................................................................Taxiway E 14

.........................................................................................................................Taxiway F 15

.........................................................................................................................Taxiway D 15

.....................................................................................................................South Apron 15

.....................................................................................................................North Apron 15

...................................................................................................................FWD Analysis 15

.................................................................................................................Skid Resistance 16

.......................................3. Predicted Pavement Conditions Assuming No Maintenance 16

2

...............Table 4. Predicted Pavement Conditions (PCI) Assuming no Maintenance After 2007 17

.....................Figure 9. Deming Municipal Airport (DMN) Predicted PCI Branch Map for 2009 18

...................Figure 10. Deming Municipal Airport (DMN) Predicted PCI Branch Map for 2010 19



........................................................................................4. Recommend Pavement Design 22

......................................................Table 5. Design Aircraft Used for Runway Pavement Design 22

......................................................................Table 6. Recommended Runway Pavement Design 22

.................................................5. Current Pavement Design for Runways 8-26 and 4-22 23

........................................................Table 7. Actual Design Conditions for Runway 8-26 (2010) 23

........................................................Table 8. Actual Design Conditions for Runway 4-22 (2010) 23

.......................................................6. Maintenance and Rehabilitation (M&R) Schedule 24

....................................................Figure 13. Typical Pavement Condition as a Function of Time 25

..............................Table 9. Estimated Maintenance and Rehabilitation (M&R) Actions by Year 26

.........................................................7. Maintenance and Rehabilitation (M&R) Options 27

..........................Table 10. Current NMDOT-Aviation Division Pavement Maintenance Options 28

.....................Table 11. Estimated Costs of Seal Coatings at Deming Municipal Airport (DMN) 29

......................................................................................................................8. Bibliography 30

3

1. Conditions at Deming Municipal Airport (DMN)

Deming Municipal Airport (DMN) is located in Deming, NM about 205 miles southwest of Albuquerque, NM and 55 miles due west of Las Cruces, NM (Figure 1).

Figure 1. Geographic Location of Deming Municipal Airport (DMN)

Source: www.skyvector.com

4

The estimated aircraft traffic at the Deming Municipal Airport (DMN), based on the Deming Municipal Airport Plan (2009), is presented in Table 1 and the projected aircraft traffic is presented in Table 2. Air traffic is a mix of general aviation aircraft (single engine, turboprop and jets) and military helicopters.

Table 1. Deming Municipal Airport (RTN) Aircraft Operations (2009)

Aircraft Category

YearlyTraffic[no.]

AverageDaily

Traffic[no.]

AnnualAircraft

[%]

EstimatedAnnual

Departures[no.]

Single Engine 19,688 53.9 68.3% 9,844

Turboprop 264 0.7 0.9% 132

Jets 180 0.5 0.6% 90

Military (helicopters) 8,688 23.8 30.1% 4,344

Total 28820 79.0

Estimated Departures 14410

Source: Based on Deming Municipal Airport Plan, WH Pacific, Inc. (2009).

The asphalt concrete pavement on the runway, taxiways, and aprons was last inspected by New Mexico Tech (NMT) during February, 2007. Maps showing the general condition of these areas along with labels for the inspected areas are in presented in Figures 2 and 3. Table 3 presents the results of the February, 2007 pavement inspection, and the 2010 pavement condition index (PCI) estimates.

5

Table 2. Deming Municipal Airport (DMN) Predicted Aircraft Operations 2009-2029

2009 2014 2019 2029

General Aviation Itinerant (Transient) 19,280 21,121 23,087 27,487

General Aviation Local 5,200 5,585 6,016 6,982

Air Taxi 0 0 0 0

Subtotal 24,480 26,706 29,103 34,469

Military Itinerant (helicopters) 8,688 10,239 11,030 13,188

Commercial Itinerant 0 0 0 0

Subtotal 8,688 10,239 11,030 13,188

Total Itinerant 27,968 31,360 34,117 40,675

Total Local 5,200 5,585 6,016 6,982

Total Annual Operations 33,168 36,945 40,133 47,657

Itinerant Operations Percentage 84% 85% 85% 85%

Local Operations Percentage 16% 15% 15% 15%

Annual Operations Growth Rate(5 year periods, e.g. 2007-2012) 2.3% 1.7% 1.9%

Average Annual Operations Growth Rate(2007-2027) 2.2%

Note: Projections based on Deming Municipal Airport Plan, WH Pacific, Inc. (2009).

6

Figure 2. Deming Municipal Airport (DMN) PCI Branch Map, February 24, 2007

Condition Scale Color

Good 100-86

Satisfactory 85-71

Fair 70-56

Poor 55-41

Very Poor 40-26

Serious 25-11

Failed 10-0

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Figure 3. Deming Municipal Airport (DEM) Predicted PCI Branch Map, Feb. 24, 2010


Good 100-86

Satisfactory 85-71

Fair 70-56

Poor 55-41

Very Poor 40-26

Serious 25-11

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8

Table 3. Deming Municipal Airport (DMN) PCI Measurements for 2007 and 2010 Estimates

Branch IDArea[ft2]

PCI2007

PCI2010 Condition Scale Color

ALL* 2,421,262 67 57 Good 100-86

Apron 01 202,791 70 59 Satisfactory 85-71

Apron 03 94,600 55 48 Fair 70-56

Apron 30 1,200 0 0 Poor 55-41

Apron 31 1,740 57 50 Very Poor 40-26

Apron 32 876 100 96 Serious 25-11

Apron 33 20,000 62 50 Failed 10-0

Runway 4-22 324,300 56 43

Runway 8-26 498,225 72 61

Taxiway 01 247,450 54 41

Taxiway 02 6,650 84 75

Taxiway 03 7,600 87 79

Taxiway 04 10,000 75 65

Taxiway 05 39,800 80 70

Taxiway 06 51,000 58 45

Taxiway 07 105,450 64 52

Taxiway 08 295,960 73 66

Taxiway 09 243,000 56 43

Taxiway 10 46,500 57 44

Taxiway 11 30,545 90 83

Taxiway 12 127,775 97 92

Taxiway 13 65,800 99 95

*weighted average PCI

9

2. Soil and Aggregate Analysis

In September, 2009, the University of New Mexico (UNM) produced a report for the New Mexico Department of Transportation (NMDOT) – Aviation Division on the analysis of boreholes taken from the runways, taxiways and aprons at Deming Municipal Airport (DMN). The data consisted of asphalt concrete, base and subgrade thicknesses, generalized material compositions and California Bearing Ratio (CBR) for the materials underlying the pavement. In their analysis, samples from 23 boreholes were taken (Figure 4).

Figure 4. Borehole Locations at Deming Municipal Airport (DMN)

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Runway 8-26

As part of the September, 2009 pavement and base analysis report, UNM examined Runway 8-26 (Figure 5).

Figure 5. Base and Subgrade Analysis for Runway 8-26

Six borehole samples were taken on Runway 8-26. The average asphalt concrete depth was 5.3-inches, which is sufficient to support the mix of light aircraft (< 30,000 lb) and jet traffic (> 30,000 lb) seen at Deming Municipal Airport. The average base thickness was 9-inches, and the material composition was found to be either well-graded or poorly-graded sand. The average CBR of the base was measured to be 47, with a range of values from 35 to 57. Overall the CBR of the base material is considered to be fair. The subgrade material was generally composed of a mixture of sand and silt with gravel found in one area. The average CBR of the subgrade material was 23 (range of 18 to 56), which is good.

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Runway 4-22

As part of the September, 2009 pavement and base analysis report, UNM examined Runway 4-22 (Figure 6).

Figure 6. Base and Subgrade Analysis for Runway 4-22

Five borehole samples were taken on Runway 4-22. The average asphalt concrete depth was 5.1-inches, which is sufficient to support the mix of light aircraft (< 30,000 lb) and jet traffic (> 30,000 lb) seen at Deming Municipal Airport. The average base thickness was nearly 11-inches, and the material composition was found to be either well-graded gravel or poorly-graded sand. The average CBR of the base was measured to be 53, with a range of values from 48 to 57. Overall the CBR of the base material is considered to be fair. The subgrade material was generally composed of a mixture of sand and silt. The average CBR of the subgrade material was 21 (range of 18 to 27), which is good.

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During September, 2009, the University of New Mexico (UNM) also produced an analysis of the base and subgrade materials underlying areas of Taxiways A, D, E, F and two Aprons (Figures 7 and 8).

Figure 7. Base and Subgrade Analysis for Taxiways A and E

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Figure 8. Base and Subgrade Analysis for Taxiways D and F and the Two Aprons

Taxiway A

Four borehole samples were taken on Taxiway A. The average asphalt concrete depth was 4.8-inches, which is sufficient to support the mix of light aircraft (< 30,000 lb) and jet traffic (> 30,000 lb) seen at Deming Municipal Airport. The average base thickness was 8-inches, and the material composition was found to be either well-graded or poorly-graded sand. The average CBR of the base was measured to be 48, with a range of values from 45 to 52. Overall the CBR of the base material is considered to be fair. The subgrade material was generally composed of a mixture of sand and silt. The average CBR of the subgrade material was 28 (range of 16 to 58), which is good.

Taxiway E

Two borehole samples were taken on Taxiway E. The average asphalt concrete depth was 2-inches. The average base thickness was 10-inches, and the material composition was found to be either poorly-graded gravel or sand. The average CBR of the base was measured to be 41, with a range of values from 32 to 49. Overall the CBR of the base material is considered to be poor to fair. The subgrade material was generally composed of a mixture of sand and silt. The average CBR of the subgrade material was 28 (range of 20 to 35), which is good.

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Taxiway F

One borehole sample was taken on Taxiway F. The average asphalt concrete depth was 2.5-inches. The average base thickness was 7.5-inches, and the material composition was found to be poorly-graded gravel. The average CBR of the base was measured to be 61. Overall the CBR of the base material is considered to be fair to good. The subgrade material was generally composed of a mixture of sand and silt. The average CBR of the subgrade material was 26 (range of 22 to 30), which is good.

Taxiway D

One borehole sample was taken on Taxiway D. The average asphalt concrete depth was 2.5-inches. The average base thickness was 7.5-inches, and the material composition was found to be poorly-graded sand. The average CBR of the base was measured to be 55. Overall the CBR of the base material is considered to be fair. The subgrade material was generally composed of a mixture of sand and silt. The average CBR of the subgrade material was 24 (range of 22 to 27), which is good.

South Apron

Two borehole samples were taken on the South Apron. The average asphalt concrete depth was 4.3-inches, which is sufficient to support the mix of light aircraft (< 30,000 lb) and jet traffic (> 30,000 lb) seen at Deming Municipal Airport. The average base thickness was 24-inches, and the material composition was found to be either well-graded or poorly-graded sand. The average CBR of the base was measured to be 40, with a range of values from 31 to 49. Overall the CBR of the base material is considered to be poor. The subgrade material was generally composed of a mixture of sand and silt. The average CBR of the subgrade material was 21 (range of 18 to 25), which is good.

North Apron

Two borehole samples were taken on the North Apron. The average asphalt concrete depth was 6.5-inches, which is sufficient to support the mix of light aircraft (< 30,000 lb) and jet traffic (> 30,000 lb) seen at Deming Municipal Airport. The average base thickness was 5.5-inches, and the material composition was found to be poorly-graded sand. The average CBR of the base was measured to be 39, with a range of values from 33 to 44. Overall the CBR of the base material is considered to be poor. The subgrade material was generally composed of a mixture of sand and silt. The average CBR of the subgrade material was 25 (range of 15 to 35), which is good.

FWD Analysis

In a September, 2009 report, the University of New Mexico (UNM) and the New Mexico Department of Transportation (NMDOT) presented data from the use of the falling weight deflectometer (FWD) method to analyze the structural capacity of the pavement wearing surface and the subgrade for Runways 8-26 and 4-22. As noted in the report, the overall structural capacity of Runway 8-26 was satisfactory, but the base was weak in some areas. The wearing surface and subgrade for Runway 4-22 were weak in areas, but the base material was acceptable.

15

Skid Resistance

In the September, 2009 UNM report, the skid resistance of Runway 8-26 was tested at 84 points along its length on both sides of the runway. The skid resistance of asphalt concrete typically varies from a high of about 70, when the wearing surface is new to a low of about 30, which would be considered critically low. The FAA recommends that runways have a skid resistance value of 50 or greater. The measured values obtained on Runway 8-26 varied from about 32 to 58.

The skid resistance of Runway 4-22 was tested at 67 points along its length on both sides of the runway. The measured values obtained on Runway 4-22 varied from about 25-68. Most of the skid resistance values were below 50 and there were values below 30 in some areas.

3. Predicted Pavement Conditions Assuming No Maintenance

MicroPAVER 6 was used to predict the PCI values of the various pavement sections present at Deming Municipal Airport, assuming that no future maintenance occurs (Tables 4 and 9 and Figures 9-12). The pavement prediction relies on initial construction dates, when known, and the Feburary, 2007 on-site pavement inspection. Additional inspection or construction data would increase the reliability of the predictive capabilities of the model.

16

Table 4. Predicted Pavement Conditions (PCI) Assuming no Maintenance After 2007

Branch ID 2007 2009 2010 2013 2018 Condition Scale Color

ALL* 67 60 57 46 25 Good 100-86

Apron 01 70 63 59 46 21 Satisfactory 85-71

Apron 03 55 50 48 41 30 Fair 70-56

Apron 30 0 0 0 0 0 Poor 55-41

Apron 31 57 52 50 43 32 Very Poor 40-26

Apron 32 100 98 96 91 78 Serious 25-11

Apron 33 62 54 50 36 9 Failed 10-0

Runway 4-22 56 48 43 28 1

Runway 8-26 72 65 61 49 24

Taxiway 01 54 45 41 28 16

Taxiway 02 84 78 75 65 44

Taxiway 03 87 82 79 69 50

Taxiway 04 75 68 65 53 29

Taxiway 05 80 74 70 59 38

Taxiway 06 58 50 45 31 3

Taxiway 07 64 56 52 38 12

Taxiway 08 73 68 66 63 56

Taxiway 09 56 47 43 28 1

Taxiway 10 57 48 44 29 2

Taxiway 11 90 86 83 74 56

Taxiway 12 97 94 92 86 71

Taxiway 13 99 96 95 89 75

*weighted average PCI

17

Figure 9. Deming Municipal Airport (DMN) Predicted PCI Branch Map for 2009


Good 100-86

Satisfactory 85-71

Fair 70-56

Poor 55-41

Very Poor 40-26

Serious 25-11

Failed 10-0

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18



Good 100-86

Satisfactory 85-71

Fair 70-56

Poor 55-41

Very Poor 40-26

Serious 25-11

Failed 10-0

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19



Good 100-86

Satisfactory 85-71

Fair 70-56

Poor 55-41

Very Poor 40-26

Serious 25-11

Failed 10-0

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20



Good 100-86

Satisfactory 85-71

Fair 70-56

Poor 55-41

Very Poor 40-26

Serious 25-11

Failed 10-0

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21

4. Recommend Pavement Design

The recommend asphalt concrete pavement construction was determined using FAA design procedures for the design aircraft detailed in Table 5. FAA designs were completed using the FAARFIELD version 1.302 airfield pavement design software. A normal FAA asphalt concrete design life of 20 years was assumed for the case listed below. The CBR of the subgrade was modeled at a value of 15, which is a slightly lower value than the average subgrade at Deming Municipal Airport. The design pavement and aggregate thicknesses were rounded up to the nearest 1/2-inch.

Table 5. Design Aircraft Used for Runway Pavement Design

Aircraft Category

GrossWeight

[lb]

EstimatedAnnual

Departures[number]

AnnualAircraft

[%]

AnnualGrowth

[%]

Cessna Skyhawk 172 2,558 10,000 97.6% 2.0%

Super King Air 350 15,100 150 1.5% 2.0%

Gulfstream V 90,900 100 1.0% 2.0%

Total 10,250 100.0%

Table 6. Recommended Runway Pavement Design

Layer MaterialThickness

[in]Modulus

[psi]

HMA Asphalt Concrete Surface (P-401/P-403)1 4 200,000

Crushed Aggregate (P-209)2 8.5 51,000

Subgrade3 CBR = 15 22,500

1.

The asphalt concrete modulus is assumed to have a constant value of 200,000 psi.2.

The crushed aggregate modulus depends upon thickness, and it is estimated by the FAARFIELD program.3.

The subgrade modulus (E) is estimated from the CBR-value, where E = 1500×CBR [psi].

22

5. Current Pavement Design for Runways 8-26 and 4-22

Runway 8-26 is currently constructed as follows (Table 7):

Table 7. Actual Design Conditions for Runway 8-26 (2010)


[in]

Asphalt Concrete (AC) 5.3

Base Course 9.0

Subgrade (avg. CBR = 43) ≥ 42

Runway 4-22 is currently constructed as follows (Table 8):

Table 8. Actual Design Conditions for Runway 4-22 (2010)


[in]

Asphalt Concrete (AC) 5.1

Base Course 10.7

Subgrade (avg. CBR = 52) ≥ 33

Using the design aircraft traffic specified in Table 6, and the data obtained from borehole analysis of the runways, it is determined that Runways 8-26 and 4-22 are adequately-designed for a lifetime of 20 years.

23

6. Maintenance and Rehabilitation (M&R) Schedule

The FAA recommends a 20-year lifespan for asphalt concrete airport pavements. As shown in Figure 13, it is much more expensive to perform maintenance on pavements that have deteriorated below a Pavement Condition Index (PCI) of about 60. At this PCI, a major rehabilitation or reconstruction (mill and overlay) is required to substantially increase the PCI-value. This type of treatment would incur a much greater expense compared to rehabilitating pavements with PCI values greater than 60. Rehabilitation of pavements with PCI values below 60 can cost 4 to 5 times as much compared to the rehabilitation of pavements with PCI values greater than 60. It is generally accepted that the maintenance and rehabilitation of taxiways and aprons is of a lower priority than runways, so a lower PCI threshold of around 40 could be used. Therefore, funding priorities typically favor runways.

A combination of data from MicroPAVER 6 and engineering judgment was used to generate the data for the estimated M&R schedule presented in Table 9. PCI-values where recommended maintenance should be performed are listed in the table legend. The M&R schedule relies greatly on the pavement inspection performed by NMT during February, 2007, but this inspection only represents a single set of pavement inspection data. Additional inspection data would increase the reliability of the predictive capabilities of the M&R model.

24

Figure 13. Typical Pavement Condition as a Function of Time

200 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

100

0

5

10

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90

95

Age (years)

PCI

75% of Life

40% Drop in Quality

40% Drop in Quality

20% of Life

$1 in preventativemaintenance here

Will cost $4-5 or morefor rehabilitation to getthe same pavementcondition as usingpavement management

25

Table 9. Estimated Maintenance and Rehabilitation (M&R) Actions by Year

Branch ID 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018

ALL* 60 57 53 49 45 42 38 34 29 25

Apron 01 63 59 55 50 46 41 37 32 26 21

Apron 03 50 48 46 43 41 39 37 34 32 30

Apron 30 0 0 0 0 0 0 0 0 0 0

Apron 31 52 50 47 45 43 41 38 36 34 32

Apron 32 98 96 95 93 91 89 86 84 81 78

Apron 33 54 50 45 40 36 31 25 20 14 9

Runway 4-22 48 43 38 34 28 23 18 12 7 1

Runway 8-26 65 61 57 53 49 44 39 35 29 24

Taxiway 01 45 41 36 32 28 26 23 21 19 16

Taxiway 02 78 75 72 69 65 61 57 53 49 44

Taxiway 03 82 79 76 73 69 66 62 58 54 50

Taxiway 04 68 65 61 57 53 48 44 39 34 29

Taxiway 05 74 70 67 63 59 55 51 47 42 38

Taxiway 06 50 45 40 36 31 25 20 14 9 3

Taxiway 07 56 52 48 43 38 33 28 23 17 12

Taxiway 08 68 66 65 64 63 62 61 60 58 56

Taxiway 09 47 43 38 33 28 23 17 12 6 1

Taxiway 10 48 44 39 34 29 24 19 13 7 2

Taxiway 11 86 83 80 78 74 71 68 64 60 56

Taxiway 12 94 92 90 88 86 83 81 78 74 71

Taxiway 13 96 95 93 91 89 86 84 81 78 75

Legend (maintenance required – general condition)Legend (maintenance required – general condition)Legend (maintenance required – general condition)Legend (maintenance required – general condition)Legend (maintenance required – general condition)Legend (maintenance required – general condition)Legend (maintenance required – general condition)Legend (maintenance required – general condition)Legend (maintenance required – general condition)Legend (maintenance required – general condition)Legend (maintenance required – general condition)

None - Excellent PCI ≥ 90 – maintenance is probably not necessary.PCI ≥ 90 – maintenance is probably not necessary.PCI ≥ 90 – maintenance is probably not necessary.PCI ≥ 90 – maintenance is probably not necessary.PCI ≥ 90 – maintenance is probably not necessary.PCI ≥ 90 – maintenance is probably not necessary.PCI ≥ 90 – maintenance is probably not necessary.PCI ≥ 90 – maintenance is probably not necessary.PCI ≥ 90 – maintenance is probably not necessary.

Light - Very Good 80 ≤ PCI ≤ 90 – light maintenance, such as crack sealing may be necessary.80 ≤ PCI ≤ 90 – light maintenance, such as crack sealing may be necessary.80 ≤ PCI ≤ 90 – light maintenance, such as crack sealing may be necessary.80 ≤ PCI ≤ 90 – light maintenance, such as crack sealing may be necessary.80 ≤ PCI ≤ 90 – light maintenance, such as crack sealing may be necessary.80 ≤ PCI ≤ 90 – light maintenance, such as crack sealing may be necessary.80 ≤ PCI ≤ 90 – light maintenance, such as crack sealing may be necessary.80 ≤ PCI ≤ 90 – light maintenance, such as crack sealing may be necessary.80 ≤ PCI ≤ 90 – light maintenance, such as crack sealing may be necessary.

Medium - Good 65 ≤ PCI ≤ 80 – medium maintenance, such as crack sealing and surface coating.65 ≤ PCI ≤ 80 – medium maintenance, such as crack sealing and surface coating.65 ≤ PCI ≤ 80 – medium maintenance, such as crack sealing and surface coating.65 ≤ PCI ≤ 80 – medium maintenance, such as crack sealing and surface coating.65 ≤ PCI ≤ 80 – medium maintenance, such as crack sealing and surface coating.65 ≤ PCI ≤ 80 – medium maintenance, such as crack sealing and surface coating.65 ≤ PCI ≤ 80 – medium maintenance, such as crack sealing and surface coating.65 ≤ PCI ≤ 80 – medium maintenance, such as crack sealing and surface coating.65 ≤ PCI ≤ 80 – medium maintenance, such as crack sealing and surface coating.

Medium to Major - Fair 40 ≤ PCI ≤ 65 – thin mill (half-depth) and overlay.40 ≤ PCI ≤ 65 – thin mill (half-depth) and overlay.40 ≤ PCI ≤ 65 – thin mill (half-depth) and overlay.40 ≤ PCI ≤ 65 – thin mill (half-depth) and overlay.40 ≤ PCI ≤ 65 – thin mill (half-depth) and overlay.40 ≤ PCI ≤ 65 – thin mill (half-depth) and overlay.40 ≤ PCI ≤ 65 – thin mill (half-depth) and overlay.40 ≤ PCI ≤ 65 – thin mill (half-depth) and overlay.40 ≤ PCI ≤ 65 – thin mill (half-depth) and overlay.

Major to complete - Poor or worse

PCI ≤ 40 – full-depth mill and overlay, or entire rebuild, if not structurally sound.PCI ≤ 40 – full-depth mill and overlay, or entire rebuild, if not structurally sound.PCI ≤ 40 – full-depth mill and overlay, or entire rebuild, if not structurally sound.PCI ≤ 40 – full-depth mill and overlay, or entire rebuild, if not structurally sound.PCI ≤ 40 – full-depth mill and overlay, or entire rebuild, if not structurally sound.PCI ≤ 40 – full-depth mill and overlay, or entire rebuild, if not structurally sound.PCI ≤ 40 – full-depth mill and overlay, or entire rebuild, if not structurally sound.PCI ≤ 40 – full-depth mill and overlay, or entire rebuild, if not structurally sound.PCI ≤ 40 – full-depth mill and overlay, or entire rebuild, if not structurally sound.

26

7. Maintenance and Rehabilitation (M&R) Options

NMDOT-Aviation Division currently uses the following pavement maintenance options:

• Seal coat – an asphalt seal placed on the top surface of the asphalt concrete pavement. It is used to seal small cracks, reduce pavement binder oxidation at the surface, and improve friction. Typical lifetime is 3-6 years.

• Crack sealing – typically, compressed air is used to clean cracks in the pavement, and then the cracks are filled with a sealant. This method reduces water infiltration, and it can prevent cracks from developing into more serious distresses, such as larger pavement pieces breaking loose. Typical lifetime is 3 years.

• Crack filling (Mastic) – this method is similar to crack sealing, but the preparation may vary, since more material has to be removed from the cracked area. This method is used for wide cracks. Typical lifetime is 2-3 years.

• Thermoplastic coal tar emulsion slurry seal – a proprietary thermoplastic compound derived from coal tar that is also resistant to surface fuel spillage. The thermoplastic coal tar emulsion slurry seal is mixed with aggregate material, and placed on the pavement wearing surface. It can be used for new pavement construction and also for rehabilitation. Typical lifetime is 5-7 years for rehabilitated pavements, and 15 years for new pavements.

• Emulsified pavement sealer and rejuvenator – an emulsified sealer and binder that is placed on the pavement wearing surface. The seal provides an anti-oxidative seal for the asphalt pavement surface. Typical lifetime is 3-5 years.

• Fog seal – a diluted emulsion, typically 1 part emulsion and 1 part dilutant (e.g. water), is added to the pavement surface. This treatment is used to delay raveling and oxidation. Typical lifetime is 1-2 years.

• Slurry seal – a mixture of fine aggregate, asphalt emulsion, water and mineral filler added to the pavement surface. This treatment is used, when excessive oxidation and hardening of the surface is a problem. Slurry seals retard surface raveling, seal small cracks, and improve surface friction. Typical lifetime is 3-5 years.

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Estimated and relative costs for typical maintenance options are presented in Table 10. Table 11 contains the cost estimates for seal coating of the various branches at Deming Municipal Airport (apron, runway, taxiway), assuming that the entire surface is coated. Since crack treatments depend upon the number and severity of cracks, any cost estimate would have to be based upon visual inspection of the affected areas.

Table 10. Current NMDOT-Aviation Division Pavement Maintenance Options

Crack Treatments

Estimated Cost(Applied)[linear ft] Relative Cost

EstimatedAdditionalLifetime[years]

Crack sealing $0.20 0.80 3

Crack filling $0.25 1.00 2-3

Surface Treatments [yd2]

Fog seal $0.15 0.03 1-2Coal tar sealer (seal coat) $0.55 0.10 3-6Emulsified pavement sealer and rejuvenator $1.00 0.18 3-5Slurry seal $1.50 0.28 3-5Thermoplastic coal tar emulsion slurry seal $5.42 1.00 5-7

Note: relative cost is compared to the most expensive treatment. Estimated costs are based on 2008 average treatment cost.

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Table 11. Estimated Costs of Seal Coatings at Deming Municipal Airport (DMN)

Branch IDArea[ft^2]

Fog Seal[$]

Seal Coat[$]

Emulsified Pavement

Sealer[$]

Slurry Seal[$]

Thermoplastic Coal Tar Emulsion

Slurry Seal[$]

Apron 01

Apron 03

Apron 30

Apron 31

Apron 32

Apron 33

Runway 4-22

Runway 8-26

Taxiway 01

Taxiway 02

Taxiway 03

Taxiway 04

Taxiway 05

Taxiway 06

Taxiway 07

Taxiway 08

Taxiway 09

Taxiway 10

Taxiway 11

Taxiway 12

Taxiway 13

202,791 $

3,380 $

12,393 $

22,532 $

33,799 $

122,125

94,600 $

1,577 $

5,781 $

10,511 $

15,767 $

56,970

1,200 $

20 $

73 $

133 $

200 $

723

1,740 $

29 $

106 $

193 $

290 $

1,048

876 $

15 $

54 $

97 $

146 $

528

20,000 $

333 $

1,222 $

2,222 $

3,333 $

12,044

324,300 $

5,405 $

19,818 $

36,033 $

54,050 $

195,301

498,225 $

8,304 $

30,447 $

55,358 $

83,038 $

300,042

247,450 $

4,124 $

15,122 $

27,494 $

41,242 $

149,020

6,650 $

111 $

406 $

739 $

1,108 $

4,005

7,600 $

127 $

464 $

844 $

1,267 $

4,577

10,000 $

167 $

611 $

1,111 $

1,667 $

6,022

39,800 $

663 $

2,432 $

4,422 $

6,633 $

23,968

51,000 $

850 $

3,117 $

5,667 $

8,500 $

30,713

105,450 $

1,758 $

6,444 $

11,717 $

17,575 $

63,504

295,960 $

4,933 $

18,086 $

32,884 $

49,327 $

178,234

243,000 $

4,050 $

14,850 $

27,000 $

40,500 $

146,340

46,500 $

775 $

2,842 $

5,167 $

7,750 $

28,003

30,545 $

509 $

1,867 $

3,394 $

5,091 $

18,395

127,775 $

2,130 $

7,808 $

14,197 $

21,296 $

76,949

65,800 $

1,097 $

4,021 $

7,311 $

10,967 $

39,626

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8. Bibliography

Cal, M.P., Deming Municipal Airport (DMN) Inspection and MicroPAVER Database, New Mexico Tech, Socorro, NM (2007).

Tarefder, R.A. and Ahmed, M.U., Analysis of FWD Data of the Airfield Pavements at Deming Municipal Airport, University of New Mexico, Albuquerque, NM, September (2009).

Tarefder, R.A. and Bisht, R., Laboratory Evaluation of the Airfield Pavements at Deming Municipal Airport, University of New Mexico, Albuquerque, NM, September (2009).

WH Pacific, Inc., Deming Municipal Airport Plan (2009).

Federal Aviation Administration (FAA), FAARFIELD version 1.302, Pavement Design Software (3/11/2009).

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Documents

Deming Municipal Airport (DMN) Pavement Condition and …Mexico Tech (NMT) during February, 2007. Maps showing the general condition of these areas along with labels for the inspected