Sustaining Airfield Pavement at Enduring Contingency Locations (TPD2601002)

AIR FORCE TACTICS, TECHNIQUES, AND PROCEDURES 3-32.16

30 JANUARY 2026

DEPARTMENT OF THE AIR FORCE

This page intentionally left blank.

BY ORDER OF THE    AIR FORCE TACTICS, TECHNIQUES, SECRETARY OF THE AIR FORCE   AND PROCEDURES 3-32.16

30 JANUARY 2026

Tactical Doctrine SUSTAINING AIRFIELD PAVEMENT AT ENDURING

CONTINGENCY LOCATIONS

ACCESSIBILITY: Publications and forms are available on the e-Publishing website at www.e-Publishing.af.mil for downloading or ordering.

RELEASABILITY: There are no releasability restrictions on this publication. OPR: AF/A4CX    Certified by: AF/A4C

Supersedes: AFTTP 3-32.1620 January 2017           Pages: 159

This Air Force Tactics, Techniques, and Procedures (AFTTP) supports Air Force Instruction (AFI) 10-209, RED HORSE program, AFI 10-210, Prime Base Engineer Emergency Force (BEEF) Program, Air Force Pamphlet (AFPAM) 10-219, Volume 4, Airfield Damage Repair Capabilities, and Air Force Doctrine Annex 3-34, Engineer Operations. It presents ideas, options, and best practices for expeditious airfield recovery after attack or natural disaster. This publication applies to the Regular Air Force, the Air Force Reserve, and the Air National Guard. This publication does not apply to the United States Space Force. Refer recommended changes and questions about this publication to the Office of Primary Responsibility using the Department of the Air Force (DAF) Form 847, Recommendation for Change of Publication; route DAF Forms 847 from the field through the appropriate functional chain of command and Major Command publications/forms managers. Ensure all records generated as a result of processes prescribed in this publication adhere to Air Force Instruction 33-322, Records Management and Information Governance Program, and are disposed in accordance with the Air Force Records Disposition Schedule, which is located in the Air Force Records Information Management System. The use of the name or mark of any specific manufacturer, commercial product, commodity, or service in this publication does not imply endorsement by the DAF.

AFTTP 3-32.16 30 JANUARY 2026     2

APPLICATION: This document is authoritative but not directive and does not replace mandatory compliance requirements in applicable AFIs or other directive publications. If the TTPs found in this publication conflict with other nondirective publications, contact the Air Force Civil Engineer Center (AFCEC) Reachback Center for resolution.

SUMMARY OF CHANGES

This document has been revised to reflect repair material and sourcing changes as well as updates to references.

Chapter 1—INTRODUCTION  8

Background     8

Scope   8

Chapter 2— SUSTAINMENT PAVEMENT REPAIR (SuPR) KIT         9

Introduction     9

Description      10

Figure 2.1. Container Identification Label          12

Table 2.1. Shipping Container Weights  12

Table 2.2. SuPR Kit Repair Material Quantity and Coverage       13

Positioning and Layout 14

Table 2.3. Clearances Required for Unloading Containers           14

Figure 2.2. Container Layout Example 1 (7,500 sq. ft.)   15

Figure 2.3. Siting Containers near Roads or Parking Lots (4,796 sq. ft.) 16

Figure 2.4. Container Layout Example 2 (5,934 sq. ft.)   17

Figure 2.5. Container Layout Example (4,760 sq. ft.)      17

Figure 2.6. Container Layout Example 4 (6,000 sq. ft.)   18

3          AFTTP 3-32.16 30 JANUARY 2026

Container Lifting Procedures     18

Figure 2.7. Spreader Bar Lifting Placard 19

Figure 2.8. Removing Slings & Turnbuckles from CTL Bucket Atch       20

Figure 2.9. Container Lifting Configuration       21

Figure 2.10. Slings Connected to Spreader Bar   21

Figure 2.11. Rotating Lift Lug   22

Safety Items     22

Figure 2.12. First Aid Kit          22

Figure 2.13. SDS Binder           23

Figure 2.14. Flammable Storage Cabinet 23

Kit Setup          24

Table 2.4. Container Rearrangement Actions      25

Figure 2.15. Generator for Telescoping Area Lighting    26

Figure 2.16. Container Electrical Components    27

Figure 2.17. External Power Connection Point   27

Figure 2.18. 6-kW Generator     28

Figure 2.19. Container and Generator Grounding Scheme           29

Figure 2.20. L5-20P to L5-30R Plug Adapter     29

Figure 2.21. Fueling CTL          30

Figure 2.22. Removing Rolling Toolbox from Container #3        31

Figure 2.23. Rolling Toolbox Repositioned in Container #1        31

Figure 2.24. Roller Backing Down Ramps         32

Figure 2.25. Wheel Chocks in place to Prevent Connection Damage        33

AFTTP 3-32.16 30 JANUARY 2026     4

Figure 2.26. Removing Wire Baskets from Container #2 33

Figure 2.27. Wire Baskets Relocated in Container #1      34

Figure 2.28. Wire Basket Configuration in Container #1 34

Figure 2.29. Walk-Behind Saw and Dowel Drill 35

Figure 2.30. Container Lifting Slings Stored on Pallet     35

Figure 2.31. Pintle-Hook Assembly (black) in Stored Location    36

Figure 2.32. Towing Air Compressor out of Container #3           36

Figure 2.33. Generator and 18-inch Saw 37

Figure 2.34. Removing Concrete Mixer from Container  37

Figure 2.35. View of Containers #1 through #3 after Setup          38

Figure 2.36. Container Layout after Setup          38

Unique Items    38

Figure 2.37. Vibratory Drum Compactor, Work Tool Attachment 39

Figure 2.38. Asphalt Mixer/Burner        39

Figure 2.39. Asphalt Heater Remote Switch       40

Figure 2.40. Asphalt Heater Red Emergency Stop Button 41

Figure 2.41. Hand-held Concrete Chain Saw      42

Figure 2.42. Cold Planer Tool Attachment         43

Figure 2.43. Scarifier (Planer)   44

Repackaging Instructions          44

Figure 2.44. Example Packing Scheme Placard  44

Figure 2.45. Example Bill of Material Placard (subject to change)           45

Figure 2.46. Example Wire Basket Content List 45

5          AFTTP 3-32.16 30 JANUARY 2026

Figure 2.47. Long Hand Tools Strapped to Container Wall          46

Chapter 3— RIGID PAVEMENT MAINTENANCE AND REPAIR       47

Purpose 47

Background     47

Scope   47

Application      48

Summary of Material Test Data 48

General Guidance and Information        49

Procedures       60

Figure 3.1. Marking Repair Area           61

Figure 3.2. Pentagonal Repair at Slab Corner     61

Figure 3.3. Planer Orientation   63

Figure 3.4. Cold Planer – 60 Tooth Milling Drum           63

Figure 3.5. Damage to Substrate Due to Heavy Impact Loads      64

Figure 3.6. Cold Planer Operation         65

Figure 3.7. Completed Cold Planer Excavation   65

Figure 3.8. Cutting Edges of Repair Area           67

Figure 3.9. Longitudinal Interior Cuts    67

Figure 3.10. Transverse Interior Cuts     68

Figure 3.11. Repair with Abrupt Slope (NOT Recommended)     69

Figure 3.12. Repair without Abrupt Slope (Recommended)         69

Figure 3.13. Compressible Insert Placed Before Repair Material  71

Figure 3.14. Compressible Insert Placed in Partially Completed Repair    71

AFTTP 3-32.16 30 JANUARY 2026     6

Figure 3.15. Applying Polymer Liquid to Repair Area Surfaces   72

Figure 3.16. Mixing Repair Material in Bucket with Mixing Paddles       73

Figure 3.17. Filling Repair        75

Emergency Repair Procedures   76

Figure 3.18. Instant Road Repair Patch  77

Special Considerations  77

Figure 3.19. Two Repairs when Spall Meets at a Corner of a Slab 78

Figure 3.20. Large Repair with Complex Geometry        79

Figure 3.21. Red Lines Indicate Where Saw Cuts Should Be       79

Phasing Repairs 82

Chapter 4— FLEXIBLE PAVEMENT MAINTENANCE & REPAIR. 85

Purpose 85

Scope   85

Chapter 5—REPAIR OF CEMENT-STABILIZED SOIL (CSS) SURFACES      86

Purpose 86

Background     86

Soil Stabilization          86

Repair Procedures        88

Repair Location 94

Figure 5.1. Replacement, Preparation & Compaction of Soil Cement       95

Figure 5.2. Wheel Paths and Location of Repairs 96

Additional Considerations         97

ONTROL FOR AIRFIELDS     98

7          AFTTP 3-32.16 30 JANUARY 2026

Purpose 98

Background     98

Summary of Recommended Product Applications          99

Table 6.1. Recommended Product Applications  100

Table 6.2. Polymer Emulsions   102

Table 6.3. Poly Saccharides       103

Table 6.4. Synthetic Fluids        104

Figure 6.1. Grading Soil Surface before Treatment         106

Figure 6.2. Applying with HydroSeeder & Mixing with Rotary Mixer     107

Figure 6.3. Compacting Soil after Mixing          107

Figure 6.4. Applying Final Spray to Soil Surface after Compaction          108

Table 6.5. Distribution Equipment and Vendor Information        109

Figure 6.6. Topical Material Application from HydroSeeder Twr Gun     111

Figure 6.7. UH-1 Helicopter Operating on Treated Helipad         112

Attachment 1—GLOSSARY OF REFERENCES AND

SUPPORTING INFORMATION          117

Attachment 2—4FWSP MISSION CAPABILITY STATEMENT           124

Attachment 3—CONTAINER DRAWINGS & INVENTORY LISTS 125

Attachment 4—APPROVED REPAIR MATERIALS     159

AFTTP 3-32.16 30 JANUARY 2026     8

Chapter 1 INTRODUCTION

Background. Airfield pavement repairs lasting several years are routinely achieved at main operating bases. Conversely, repairs at contingency locations using procedures outlined in Unified Facilities Criteria (UFC) have failed sooner than would normally be anticipated. Specifically, repairs in apron areas have achieved lifespans of more than 12 months, but often last less than eight months on runways and primary taxiways.

Many repairs at contingency locations involve large, non-uniformly shaped repairs loaded shortly (within a few hours) after placement. While many problems can be traced to inadequate preparation of the repair, some problems arise from curing techniques, material selection, and early loading. High operational tempo at these locations requires the use of extremely rapid-setting materials and early loading of repairs which tend to create additional stress in the repair not present at main operating bases using ordinary portland cement mixes.

An investigation of premature repair failures was initiated to determine their cause and to develop corrective actions to achieve enduring repairs in contingency locations. This publication includes the tactics, techniques and procedures resulting from that investigation.

Scope. This AFTTP describes expedient airfield pavement maintenance and repair actions to include expeditionary equipment and materials, repair and maintenance of cement-stabilized soil surfaces and chemical dust control for airfields. The guidance in this publication focuses on expeditionary operations in austere conditions and does not reflect permanent repairs in all cases.

9          AFTTP 3-32.16 30 JANUARY 2026

Chapter 2

SUSTAINMENT PAVEMENT REPAIR (SuPR) KIT

Introduction. The SuPR Kit (Unit Type Code [UTC] 4FWSP) provides qual-ity airfield sustainment capabilities during contingency operations.

The SuPR Kit, when combined with trained engineers, provides command-ers with the capability to rapidly produce long-lasting, durable airfield pavement repairs. In most cases the airfield pavement may be opened to aircraft traffic in less than two hours after completion of repairs. The kit contains equipment and materials to rapidly remove damaged pavement without disrupting the substrate. It also contains specialized equipment to repair pavement in the vicinity of aircraft arresting systems to eliminate aircraft tail-hook skips. The kit contains rapidly setting repair materials that attain required strength within 90 minutes and are less sensitive to field conditions than most other products. Such expedient repairs are virtually impossible to achieve without the use of the equipment and materials in this specialized kit.

Airfield pavement at contingency locations may need significant repairs before receiving mission aircraft, beddown forces, or materiel. In this instance, either a RED HORSE (RH) advanced echelon repair team or a RH small horizon-tal construction team, depending upon airbase accessibility, deploys with their appropriate equipment UTCs, alongside contingency response forces, in an “open the airbase” scenario. They perform a minimum number of expedient airfield sur-face repairs to establish a minimum airfield operating surface (MAOS) for cargo aircraft.

Aircraft then deliver equipment, personnel and materials necessary for Prime Base Engineer Emergency Force (Prime BEEF), or RH engineers, to estab-lish the airbase. In this phase, engineers improve the previous expedient repairs made by RH and extend the MAOS to achieve initial operating capability of as-signed mission aircraft. Subsequently, airfield sustainment capabilities must exist until Basic Expeditionary Airfield Resources (BEAR) vehicles, equipment and

AFTTP 3-32.16 30 JANUARY 2026     10

materials arrive and a supply chain established. The SuPR Kit provides this in-terim maintenance capability.

The pavement may only require minor repairs such as spall, joint and crack repairs before mission aircraft may arrive. Typically, Prime BEEF personnel (RH may be tasked) deploy with the SuPR Kit to make the necessary minor repairs before cargo aircraft bring in BEAR vehicles and equipment.

The SuPR kit may be augmented with other airfield damage repair kits to enhance its effectiveness and reduce lifecycle logistics associated with airfield damage repair, and in particular sustainment repair capabilities. These augmenta-tion kits should be tailored to local pavement types, distresses, and materials at the airfield.

When full allotment of BEAR vehicles and equipment arrives, Prime BEEF forces achieve full operational capability of the airfield and transition into operate-and sustain-the-airbase missions. The SuPR kit remains in place until the replace-ment of vehicles, equipment, and materials essential to timely quality repair of airfield pavements has been received or the mission ends.

In addition, engineers may deploy to forward operating locations to perform minor airfield repairs where no engineer capability exists. The modular and scal-able SuPR kit is ideally suited to provide this capability.

Description. This kit is a specialized equipment-and-materials-only UTC that provides Prime BEEF and RH teams with the capability to sustain airfield pave-ments at contingency locations. The capability offers durable asphalt and concrete pavement maintenance and repairs (typically spall, joint/crack, small patch or sin-gle slab repairs). AFCEC/CXX is the pilot unit for this UTC. See the mission capability statement in Attachment 2.

The kit consists of five (5) 20-ft long by 8-ft wide by 8-ft tall freight con-tainers with multi-use equipment deployable via air, land or sea. The kit includes

11        AFTTP 3-32.16 30 JANUARY 2026

two vehicles (compact track loader [CTL] and compact vibratory roller) that re-quire diesel fuel and periodic maintenance. Major equipment and vehicles pro-vided in the kit are:

CTL with the following attachments: cold planer, concrete breaker, drum compactor, forks, multi-purpose bucket, rotary broom, turbine heated asphalt mixer

vibratory compact roller, self-propelled, dual drum, 3-ton

concrete and asphalt hand tools

concrete mixer

tow-behind air compressor

two 6-kilowatt (kW) generators

walk behind saw (60 hp), 18-42-inch blades

walk behind saw (18 hp), 18-inch blade

There are three equipment containers (#1, #2, and #3) that open from each end and two repair material containers (#4 & #5) that have doors on all four sides. Containers are labeled in top left corner on both long ends (Figure 2.1). See At-tachment 3 for container inventories and diagrams (as kit items are discussed in this document the corresponding inventory item numbers will be included for clar-ity from this point forward). Containers have been certified air transportable on C-130s, C-17s, and C-5s. Individual empty and gross container weights are listed in Table 2.1.

AFTTP 3-32.16 30 JANUARY 2026     12

Figure 2.1. Container Identification Label.

Table 2.1. Shipping Container Weights.

Table 2.2 lists the quantities of basic repair material consumables and total repair capabilities. See Attachment 3 for the complete inventory of SuPR Kit.

13        AFTTP 3-32.16 30 JANUARY 2026

Table 2.2. SuPR Kit Repair Material Quantity and Coverage.

AFTTP 3-32.16 30 JANUARY 2026     14

Positioning and Layout. When positioning the containers, clearances shown in Table 2.3 are for unloading purposes.

Table 2.3. Clearances Required for Unloading Containers.

Many contingency locations have limited space for container setup; site them according to available space. Determine available square footage and choose an example in paragraph 2.3.2 to fit available space and desired layout.

Place containers on improved or semi-improved surfaces capable of sup-porting the weight of containers (i.e., up to 29k lbs). The layout area should be in a location with adequate drainage and is not prone to standing water or flooding. It is recommended a 20-foot clear zone, for material handling equipment, be avail-able on both ends of equipment containers (#1, #2, & #3) and a 20-foot clear zone be available on both ends and both sides of material containers (#4 & #5), as all four sides open. Figures 2.2 thru 2.6 provide layout configuration examples for the SuPR Kit; available space may dictate container layout configuration.

Note: Six 10’ x 20’ tarps located in container #4 (item #3, Figure A3.18) may be temporarily used to provide covered storage areas until more durable tarps/covers can be obtained. Recommend a locally acquired pole (e.g., camouflage netting pole with spreader) at least 9-foot tall be placed in the center of the tarps to shed rain.

15        AFTTP 3-32.16 30 JANUARY 2026

Figure 2.2 demonstrates a 7,500 sq. ft. layout area. Tarps may be stretched between containers #1 and #2 and between containers #2 and #3 to pro-vide two 11-ft by 20-ft covered storage and work areas.

Figure 2.2. Container Layout Example 1 (7,500 sq. ft.).

The required setup space may be reduced by positioning containers near roads or parking lots. The road and parking lot may temporarily provide the needed clearance around containers for loading/unloading. As Figure 2.3 demon-strates, total space required for container setup is reduced from 7,500 sq. ft. in Figure 2.2 to 4,796 sq. ft. by utilizing adjacent roads for loading/unloading clear-ance.

AFTTP 3-32.16 30 JANUARY 2026     16

Figure 2.3. Siting Containers near Roads or Parking Lots (4,796 sq. ft.).

The footprint may be reduced even further (3,564 sq. ft.) if identical containers #4 and #5 are double stacked. If, or when, the bottom container’s sup-plies run low, it may be switched out with the top container for easy access.

Figure 2.4 demonstrates a 5,934 sq. ft. layout. Utilizing the concept described in paragraph 2.3.2.1.1 may reduce this layout to 3,380 sq. ft. If existing covered storage is not available for the equipment removed from the containers, a tarp may be attached to the outboard sides of containers #1 and/or #3 and sup-ported on the other end with locally obtained poles/posts.

Layout configuration in Figure 2.5 demonstrates stacking containers #4 and #5, which provides a layout footprint of 4,760 sq. ft. Footprint may be further reduced utilizing the concept in paragraph 2.3.2.1.1 to 3,536 sq. ft. Covered stor-age may be constructed by attaching tarps on the outboard sides of containers #1 thru #3 and support the other ends with locally obtained poles/posts.

17        AFTTP 3-32.16 30 JANUARY 2026

Figure 2.4. Container Layout Example 2 (5,934 sq. ft.).

Figure 2.5. Container Layout Example (4,760 sq. ft.).

AFTTP 3-32.16 30 JANUARY 2026     18

The layout configuration in Figure 2.6 demonstrates how containers #4 and #5 may be placed on each end of a straight-line to keep the footprint to a minimum (6,000 sq. ft.). Access is provided to all repair materials by retrieving items from opposite sides of material containers. As supplies are depleted, con-tainers #4 and #5 may be swapped to opposite ends of the straight-line configura-tion to provide access to the other half of the containers. If covered storage space is required, additional space may be provided between containers #1, #2, and #3. Again, utilizing the concept in paragraph 2.3.2.1.1 may reduce the layout foot-print to 3,200 sq. ft.

Figure 2.6. Container Layout Example 4 (6,000 sq. ft.).

Container Lifting Procedures. When a rough terrain container handler (RTCH) is unavailable, fully loaded containers will be lifted by crane. Operators of Air Force special purpose vehicle/truck cranes shall be licensed in accordance with AFI 24-301, Ground Transportation. Follow crane safety guidelines in DAFMAN 91-203, Air Force Occupational Safety, Fire, and Health Standards. The crane operator will consult the crane’s load chart to ensure the load with rig-ging hardware does not exceed crane capabilities or safe working load. Note: Mis-sion planner should determine if a crane or RTCH will be available at the unload-ing site when the SuPR kit arrives. If unavailable, the planner should plan to have

19        AFTTP 3-32.16 30 JANUARY 2026

container handling assets available, whether organic or rental, with appropriate lifting capacity. At austere locations with only forklift capability, container items must be unloaded until at, or below, the capacity of the forklift before lifting.

A placard illustrates the configuration of the Spreader Bar Lifting Kit (con-tainer #1, item 23) is placed on the outside of each container (Figure 2.7). Remove spreader bar, turnbuckles and wire rope slings from container #1 (the container is marked on the end where the spreader bar lifting kit is located). The slings and turnbuckles are in the CTL bucket attachment (container #1, item 21) and the spreader bar is located on the lower right wall next to the broom attachment (Fig-ure 2.8).

Figure 2.7. Spreader Bar Lifting Kit Placard.

AFTTP 3-32.16 30 JANUARY 2026     20

Figure 2.8. Removing Slings & Turnbuckles from CTL Bucket Attachment.

Note: Attempt to prevent dirt, gravel, or any type of debris from embedding be-tween the sling’s wire rope strands and independent wires.

Rig slings and spreader bar as illustrated in Figure 2.9. Shackles attach slings to spreader bar (Figure 2.10). Rotating lift lugs (Figure 2.11) connect turn-buckles to the container bottom, side corner fitting apertures (Figure 2.11 shows slings connected to rotating lift lugs before turnbuckles were added to the kit). Rotating lift lugs with the pre-lift safety lock feature prevents unwanted fallout while lugs are NOT under load. Insert the “toe” and twist the cross pin 90-degrees to lock and prepare to lift. Connect the lower end of slings to the upper end of turnbuckles. It is also recommended that lumber (typically 2” x 4” x 10’) be placed between the sling and container, when available, as a cushion to prevent potential damage to the slings or container when lifted. Note: Ensure contents are secured before lifting containers.

21        AFTTP 3-32.16 30 JANUARY 2026

Figure 2.9. Container Lifting Configuration.

Note: Adjust turnbuckles to level containers when balance is not centered. Con-nect turnbuckles between lifting lugs and slings.

Figure 2.10. Slings Connected to Spreader Bar.

AFTTP 3-32.16 30 JANUARY 2026     22

Figure 2.11. Rotating Lift Lug.

Safety Items. The following safety items are included in the kit:

Each container has a first aid kit mounted on an end door (Figure 2.12).

Figure 2.12. First Aid Kit.

Applicable containers have a Safety Data Sheet (SDS) binder stored on an end door (Figure 2.13).

23        AFTTP 3-32.16 30 JANUARY 2026

Figure 2.13. SDS Binder.

A flammable storage cabinet (item 42) is stored in container #3 opposite the breaker panel (Figure 2.14).

Figure 2.14. Flammable Storage Cabinet.

AFTTP 3-32.16 30 JANUARY 2026     24

Wire Basket W2 (item 68) in container #3 contains the following safety items:

Foam ear plugs, 100 pair

Safety goggles, 12 each

Safety glasses, 24 each

Hard hat, 12 each

Face shield, 4 each

Earmuffs, 4 each

Work gloves, 24 pair

Kit Setup. After positioning containers, its recommend the following setup actions be performed to allow ready access to all kit components and to provide open work areas within containers #2 and #3. Table 2.4 provides an abbreviated list of actions to set up the container for use. Note: Check all fluids and fill as necessary before operating any equipment/ vehicles.

If setting up in darkness, temporarily use small portable generators (Figure 2.15) and portable telescoping lights from containers #2 (item 41) and #3 (item 44) to provide lighting.

25        AFTTP 3-32.16 30 JANUARY 2026

Table 2.4. Container Rearrangement Actions.

AFTTP 3-32.16 30 JANUARY 2026     26

Figure 2.15. Generator for Telescoping Area Lighting.

Containers are prewired with four lights, one in each corner, a light switch on each end, and one convenience outlet next to a breaker panel (Figure 2.16). Power is provided by plugging a 25-foot twist lock extension cord (Basket H in container #2, item 29) to the receptacle on the side of equipment containers (Fig-ure 2.17), or on an end door of material containers, and plugging opposite end into a power source. Four extension cords are provided that may be connected to extend the reach of the cords. When a commercial or BEAR electrical source is not available, the two 6-kW generators (Figure 2.18) in containers #2 (item 58) and #3 (item 56) may be used as a power source for the containers. The generators have only one 30 amp/120-volt receptacle; therefore, if more than one container requires power simultaneously, both generators will be required. Move extension cords between the containers as needed.

27        AFTTP 3-32.16 30 JANUARY 2026

Figure 2.16. Container Electrical Components.

Figure 2.17. External Power Connection Point.

AFTTP 3-32.16 30 JANUARY 2026     28

Figure 2.18. 6-kW Generator.

Ground the generator prior to connecting power to a container (Figure 2.19). A ground rod kit (ground rod, driver, connector, and ground wire) is located with each generator (container #2, items 60-63; and container #3, items 58-61). A ground rod driver is provided in container #3 (item 35). An electrician should assess the grounding system to ensure earth grounding resistance is less than 25 ohms and all containers are bonded to the ground source with less than one ohm of resistance.

29        AFTTP 3-32.16 30 JANUARY 2026

Figure 2.19. Container and Generator Grounding Scheme.

 

L5-20P to L5-30R plug adapters (Figure 2.20) may be used to power the containers from a BEAR 25-kW power distribution panel. They are in container #2, wire basket H.

Figure 2.20. L5-20P to L5-30R Plug Adapter.

AFTTP 3-32.16 30 JANUARY 2026     30

Remove the box containing operations and parts manuals from the cab of the CTL in container #1 and place in a convenient location protected from the weather. There are two binders containing hard copies, and a computer disk with electronic copies.

Note: Store all straps, chains and binders in their original container so they are readily available for repacking equipment and vehicles.

Note: Kit is delivered with forklift attachment installed on the CTL. Use caution when backing the CTL out of the container to prevent damage to other items.

Fuel CTL (item 12) and back it out of container #1 (Figure 2.21). Jumper cables are provided in container #2, wire basket G (item 29) if the battery is dead.

Figure 2.21. Fueling CTL.

Using the CTL with fork attachment (item 22, attached to CTL), remove the rolling toolbox (item 43) from container #3 (Figure 2.22) and place in con-tainer #1, where CTL was removed, with rear of box against the pallets with CTL attachment (Figure 2.23).

31        AFTTP 3-32.16 30 JANUARY 2026

Figure 2.22. Removing Rolling Toolbox from Container #3.

Figure 2.23. Rolling Toolbox Repositioned in Container #1.

Note: Use ramps, strapped to door of containers #2 (item 11) or #3 (item 7), when removing wheeled vehicles and equipment from containers (Figure 2.24). Ensure ramp pins are placed in the matching holes on the container floor to prevent ramps from slipping off the container floor during equipment removal.

AFTTP 3-32.16 30 JANUARY 2026     32

Figure 2.24. Roller Backing Down Ramps.

Note: Organize equipment/vehicles removed from containers under covered stor-age in a manner that best suits local needs, either between containers #1, #2, and/or #3 or in a pre-existing covered storage area on the installation.

Fuel the roller (item 34), remove from container #3 and park under covered storage.

Note: When removing pallets from the upper level, place wheel chocks (container #1, item 32) against container as shown in Figure 2.25. Otherwise, damage may occur to the hydraulic connection block on the CTL’s lift arm if it contacts the top of the container.

33        AFTTP 3-32.16 30 JANUARY 2026

Figure 2.25. Wheel Chocks in place to Prevent Connection Block Damage.

Using the CTL with fork attachment, remove upper pallets (item 10) with the cold planer (item 25) and asphalt mixer/burner (item 49) attachments from container #2, and store pallets with attachments under covered storage.

Remove wire baskets (item 29) from container #2 (Figure 2.26), stored beneath the area where the upper pallet (item 10) with cold planer and asphalt mixer/burner attachments were located, and place in container #1 as shown in Figure 2.27. Configure the wire baskets as shown in Figure 2.28.

Figure 2.26. Removing Wire Baskets from Container #2.

AFTTP 3-32.16 30 JANUARY 2026     34

Figure 2 27. Wire Baskets Relocated in Container #1.

Figure 2. 28. Wire Basket Configuration in Container #1.

35        AFTTP 3-32.16 30 JANUARY 2026

Remove pallets (item 7) with large walk behind concrete saw (item 35) and dowel drill (item 31) from container #2, stored on opposite end from cold planer (Figure 2.29), and place under covered storage.

Figure 2.29. Walk-Behind Saw and Dowel Drill.

Remove upper pallet (item 5) securing CTL bucket attachment (item 21) in container #1. Remove the bucket attachment from the pallet and place it under covered storage. Place lifting slings (item 23B) and turnbuckles (item 36) on the empty pallet and return the pallet to its original storage location (Figure 2.30); store spreader bar (item 23A) in its original storage location (Figure 2.8).

Figure 2.30. Container Lifting Slings Stored on Pallet.

AFTTP 3-32.16 30 JANUARY 2026     36

Attach pintle-hook assembly (item 8), located in container #1 (Figure 2.31), to the CTL forks and tow the air compressor (item 31) out of container #3 (Figure 2.32) and park under covered storage.

Figure 2.31. Pintle-Hook Assembly (black) in Stored Location.

Figure 2. 32. Towing Air Compressor out of Container #3.

Remove wheelbarrows from containers #2 (item 24) and #3 (item 33) and s

37        AFTTP 3-32.16 30 JANUARY 2026

Temporarily remove 18-inch walk-behind concrete saw (item 36) and 6-kW generator (item 58) from container #2 (Figure 2.33). With pintle-hook as-sembly still attached to the CTL forks, remove the concrete mixer (item 28) and store under covered storage (Figure 2.34). (Note: Tow bar is stored in mixing drum and must be installed prior to towing.) Place 18-inch walk behind concrete saw and generator back in container #2.

Figure 2.33. Generator and 18-inch Saw.

Figure 2.34. Removing Concrete Mixer from Container.

AFTTP 3-32.16 30 JANUARY 2026     38

After rearranging contents as described above, containers #1 through #3

will resemble Figure 2.35. Containers #4 and #5 are not reconfigured. A wide view of all 5 containers after setup is shown in Figure 2.36.

Figure 2.35. View of Containers #1 through #3 after Setup.

Figure 2.36. Container Layout after Setup.

Unique Items. While most of the equipment and tools in this kit are common shop items used routinely during peacetime operations, there are a few unique items not commonly used by Prime BEEF members. The following sub-para-graphs describe these unique items.

Vibratory Drum Compactor, Work Tool Attachment (container #1, item 17). Experience has shown that this roller attachment (Figure 2.37) performs best when compacting crushed stone at lifts no higher than 3-inches.

39        AFTTP 3-32.16 30 JANUARY 2026

Figure 2.37. Vibratory Drum Compactor, Work Tool Attachment.

Asphalt Mixer/Burner. The asphalt mixer/burner attachment (item 49) stored in container #2 (Figure 2.38) is new equipment the typical engineer has no experience operating; therefore, extreme caution should be taken when heating and placing materials. The attachment heats 400 lbs. of mix to 340 Fahrenheit in just eight minutes.

Figure 2.38. Asphalt Mixer/Burner.

AFTTP 3-32.16 30 JANUARY 2026     40

Before using the attachment, inspect drum warping, cracked drum welds, leaking fuel, damaged or frayed control wiring, and any other obvious discrepan-cies are corrected before operating.

Ensure any spilled fuel is wiped up before starting the heater.

There is a remote on/off switch with the attachment for safety purposes. After attaching to the CTL, run the heater on/off switch and wire through the CTL door opening (Figure 2.39) so it is accessible to the CTL operator, but does not interfere with entering or exiting the cab, or operation of the CTL. The weather stripping around the door provides cushioning and will not damage the wire when the door is closed.

Always fuel, or refuel, the heater when it is detached from the CTL.

Always have a spotter when heater is in use.

Pivot the burner out of the way and lock it with the set-pin when loading and unloading the drum.

Figure 2.39. Asphalt Heater Remote Switch.

41        AFTTP 3-32.16 30 JANUARY 2026

Ensure the drum is rotating before igniting the heater to prevent drum warpage.

If the heater malfunctions for any reason, the operator may press the red EMERGENCY STOP button (Figure 2.40) on the side of the drum or the CTL operator may turn the heater off with the remote switch inside the CTL cab.

Figure 2.40. Asphalt Heater Red Emergency Stop Button.

To shut down, empty mixer of all material, turn off both heater switches, turn off the mixer switch, and disconnect electrical connections between the burner and CTL. Let drum cool before placing it in storage.

Hand-Held Concrete Chain Saw. The hand-held concrete chain saws (item 15) stored in container #3 (Figure 2.41) are not typically used by Pavements and Construction Equipment Operators. The purpose of the chain saws is to square corners of the repairs, if necessary, after the repairs are cut and excavated. A few operating and safety procedures are listed below.

AFTTP 3-32.16 30 JANUARY 2026     42

Figure 2.41. Hand-held Concrete Chain Saw.

Only operate the chainsaw as described by the manufacturer’s manual. Follow all safety warnings and cautions in the manual.

Do not operate chainsaw when fatigued.

Use safety footwear, snug-fitting clothing, protective gloves; eye, hearing and head protection devices; respiratory protection; and leggings when operating chainsaws. Leggings are not included in the SuPR Kit but are available in the chainsaw safety kit in UTC 4F9ET, Basic Engineering Beddown/Sustainment Equipment Set.

Attach the saw to a water source with a pressure of not less than 20 pounds per square inch (psi).

For first time use, follow break-in procedures in the manufacturer’s man-ual to prevent piston seizure.

Guard against kickbacks by holding the chain saw firmly with both hands a overreach.

43        AFTTP 3-32.16 30 JANUARY 2026

Proper chain tension, especially for first cut, is extremely important. Over-tensioning of bar and chain, especially at high altitude, could result in severe loss of power output making initial cutting experience unsatisfactory.

Clean chainsaw and follow maintenance guidelines after each use as de-scribed in the manufacturer’s manual.

Skid Steer Mounted Cold Planer. The cold planer (Figure 2.42) tool attach-ment (container #2, item 25) may be used to rapidly remove unsound material and prepare the area for placing the repair material. See Chapter 3 for guidance on repairing spalls with extremely rapid-setting repair materials.

Figure 2.42. Cold Planer Tool Attachment.

Scarifier (planer). The scarifier (Figure 2.43) is ideal to level repairs with the surrounding surface to bring the repairs within smoothness criteria. It is espe-cially useful to make repairs flush within 200 feet of an aircraft arresting system. It is also ideal for trip hazard repair, concrete and coatings removal, creating non-slip surfaces, and paint line and marking removal. The scarifier is located within container #2 (item 30).

AFTTP 3-32.16 30 JANUARY 2026     44

Figure 2.43. Scarifier (Planer).

Repacking Instructions. Reconfigure the containers in reverse order of pro-cedures in paragraph 2.6. Each container has a packing scheme placard (Figure 2.44) on the inside of the end doors. They illustrate component location and tie down procedures using straps or chains and binders.

Figure 2.44. Example Packing Scheme Placard.

45        AFTTP 3-32.16 30 JANUARY 2026

There is also a bill of material placard (Figure 2.45) placed on the inside of each container’s end door that lists the contents, part numbers, and their quantities.

Figure 2.45. Example Bill of Material Placard (contents subject to change).

Each wire basket has an attached label listing its contents (Figure 2.46).

Figure 2.46. Example Wire Basket Content List.

AFTTP 3-32.16 30 JANUARY 2026     46

When strapping the shovels, brooms, etc., lace the straps through the D-rings between each set of brackets as shown in Figure 2.47 to securely hold the items in place during transport.

Figure 2.47. Long Hand Tools Strapped to Container Wall.

47        AFTTP 3-32.16 30 JANUARY 2026

Chapter 3

RIGID PAVEMENT MAINTENANCE AND REPAIR

Purpose. This chapter supplements the guidance provided in UFC 3-270-01, O&M Manual: Asphalt and Concrete Pavement Maintenance and Repair. It fo-cuses on standard procedures for repairing spalls on Portland Cement Concrete (PCC) pavements and using extremely rapid-setting repair materials.

Background. Due to inherent thermal effects of expansion and contraction, rigid pavements must be constructed with joints at specific intervals to mitigate potential damage to the overall slab. While these joints serve to minimize pave-ment damage, they also introduce areas of structural weakness along the exposed joint edge. Over time, repeated loading from aircraft and/or support vehicles can cause deterioration in the joint regions and result in deep spalling requiring im-mediate repair. Spalls may also be a direct result of inadequate joint maintenance, improper construction methods, alkali-silica reactions (ASR), or munition dam-age. Spalls may be full or partial-depth damage, generating foreign object debris (FOD) that can cause damage to aircraft tires.

An investigation was initiated to identify applicable rapid-set materials, ex-cavation equipment and procedures by which to construct a durable concrete spall repair within fifteen minutes or less. A cold planer is essential to meet this goal. However, when time permits, the use of a concrete saw is effective.

While many problems can be traced back to problems with the preparation of spalls (many repairs at contingency locations involved large non-uniformly shaped repairs that were loaded within a few hours after placement), there are some problems that arise from curing techniques, material selection, and early loading. The need to use extremely rapid-setting materials and the early loading of repairs tend to create additional stress in the repairs that are not present at other base locations using ordinary portland cement mixes.

Scope. This chapter provides recommendations to extend spall repair life made on PCC pavements. While the goal is to achieve repairs typically lasting

AFTTP 3-32.16 30 JANUARY 2026     48

two years, these procedures do not guarantee achievement of this goal. Many ex-ternal factors can affect the life span of the repair; however, following the recom-mendations within this chapter should consistently produce repairs that last longer than eight months.

Many recommendations found in this chapter are included in UFC 3-270-

01; however, studies suggest some recommended procedures are not always fully implemented in the field due to insufficient time allowed on the airfield. This chapter includes recommendations to extend the life of repairs when time on the airfield is limited.

Paragraph 3.9 provides information on emergency repairs to rapidly reo-pen airfield pavement for airfield operations; however, these repairs are not ex-pected to last more than a few passes or days.

Note: This chapter does not cover full-depth repairs (repairs with a depth greater than one-half of the pavement thickness).

Note: Expedient solutions to repair airfield surface damage associated with very short take-off and landing aircraft are not available at the time of this publication. As expedient solutions become available, this publication will be updated to ref-erence applicable publications containing this information.

Application. This document applies specifically to the repair of PCC airfield surfaces in expeditionary environments. The intended users of these procedures are Air Force Base Civil Engineers, RED HORSE squadrons, and Prime BEEF units responsible for emergency repair of airfield pavements in an expeditionary environment.

Summary of Material Test Data. The Air Force Civil Engineer Center (AFCEC) funds evaluation and certification of packaged, cementitious and poly-meric materials for conducting concrete airfield repairs. Funding is provided to the U.S. Army Engineer Research and Development Center in Vicksburg, MS. Repair materials are tested according to testing protocols described in Tri-service Pavement Working Group (TSPWG) Manual 3-270-01.08-2, Testing Protocol for

49        AFTTP 3-32.16 30 JANUARY 2026

Rapid-Setting Rigid Repair Materials and TSPWG Manual 3-270-01.08-4, Test-ing Protocol for Polymeric Spall Repair Materials.

Materials that meet or exceed the minimum requirements detailed in the TSPWG Manuals are given tentative certification contingent upon satisfactory performance in the field.

The current approved repair material matrix is in Attachment 4 and at the

U.S. Army Engineer Research and Development Center’s Transportation and Pavements Community of Practice at the following web address: https:// transpor-tation.erdc.dren.mil/cacsites/TriService/pavement_repair.aspx

General Guidance and Information. Most spalls result from debris that en-ters a joint or crack; therefore, it is important to clean and seal all cracks and joints. In general, it is important to identify and address the root cause of the pavement distress or the pavement and repair will continue to deteriorate.

Long-Lasting Repairs. There are four areas requiring particular attention to ensure long-lasting repairs.

Maintain integrity of joints or cracks.

Repair material must not bridge a joint or crack. Pouring repair material across a joint or crack and then making a partial depth cut after the ma-terial has set to re-establish the joint or crack is insufficient. Tests using this approach have resulted in failures in as little as 24 hours.

When making repairs next to joints or cracks, the joint or crack must be sealed with a small pliable bead of caulk or other equivalent seal mate-rial to prevent the intrusion of grout or epoxy into the crack or joint.

When making repairs next to joints, repair material must not be placed so that it is in direct contact with the adjacent slab. A compressible spacer must be placed in the joint. Tests conducted on spall repairs where such a spacer was not included resulted in failures within 48 hours.

AFTTP 3-32.16 30 JANUARY 2026     50

Failure to properly clean out and seal the joint or crack will reduce the life expectancy of the repair.

Ensure spall repairs rest on clean, sound material.

Allow repair material enough time to cure. This is at least two hours when the ambient air temperature is above 75 degrees Fahrenheit (75°F [24°C]) when using materials listed in paragraph 3.9 (check manufacturer’s recommenda-tions). Additional cure time will increase the probability of the patch lasting up to and beyond two years. When the temperature is below 75°F (24°C), the amount of unloaded cure time (including mix time) will increase. The amount of increase in time varies with materials, core temperature of pavement, and curing technique. In general, a compressive strength of more than 2,700 psi is desired before load-ing. See the manufacturer’s recommendations on minimum pavement tempera-tures for placing repairs.

Maintain proper geometry and size for repair. The largest repair dimen-sion without a joint should be no more than 8 feet (2.4 meters). The primary reason limiting the repair dimension is due to the rapid setting materials used in a con-tingency environment. In the event a repair dimension exceeds 8 feet, the repair must be broken into two or more individual repairs. These repairs can be accom-plished at the same time but must be separated at the time the material is placed by using a form or insert (backer board), or it must be separated by saw cutting once the material has been cured for at least two hours but not more than three days. For spall repairs located at the edge of a slab, the repair must be separated as previously stated with the exception, where the repair abuts an existing joint, the existing joint shall be restored as originally designed.

Materials and Procedures. It is important to select the right repair materials and procedures to provide a long-lasting repair.

Emergency Repairs. Emergency repairs are required when there is insuf-ficient time to properly repair the airfield using conventional materials/ tech-niques. This type of repair may fail in a short period of time or perhaps after only

51        AFTTP 3-32.16 30 JANUARY 2026

a few aircraft passes. Therefore, such repairs require constant monitoring and will require replacement with a permanent repair at the earliest opportunity.

Full-depth Repairs. Full-depth repairs are required when the unsound por-tion of the pavement extends below the mid-height of the slab, or if the spall is located on a section of slab prone to movement due to a lack of base support or lack of dowels for load transfer across a joint or crack. Also, a full-depth repair should be considered when a spall occurs on a corner break.

Partial-depth repairs. Partial-depth repairs are placed when repairing an area one-half the thickness of the slab or less, and the remainder of the slab on which the repair is placed is not prone to movement. When spalls are located on a crack in a slab, the crack should be treated as a joint. Furthermore, load transfer across the crack should be restored in accordance with UFC 3-270-01 or the life of the repair will be shortened.

The various characteristics and usage instructions listed in the following paragraphs should be understood and considered when making a product selec-tion.

Cure Time. Polymeric materials should be selected for spall repair when rapid curing is necessary; a typical requirement is the ability to support aircraft traffic in one hour or less. Manufacturer-recommended cure times range from ten minutes to eight hours for most polymeric repair materials. The testing protocol described herein should initially assume that manufacturer-recommended cure times are accurate. Note that cure times are most often a function of environmental conditions, especially temperature, so cure times may vary from the laboratory to the field.

Shelf Life. Some polymeric repair materials have a limited shelf life, as reported by the manufacturer, so particular attention should be given to shelf life when selecting a material. Shelf life typically ranges from three months to two years, and depends on storage conditions such as temperature, humidity, and the integrity of packaging.

AFTTP 3-32.16 30 JANUARY 2026     52

Surface Preparation. Surface preparation of the damaged concrete should be practiced according to the repair material manufacturer. Common recommen-dations are removing loose debris by either sandblasting or high-pressure water, followed by blowing with compressed air. Some repairs require saw-cutting to eliminate feathered edges. Many materials require the application of a primer to the concrete surface before applying the repair material. Some repair materials are designed to immediately follow the priming step, while some require that the pri-mer coat be allowed to fully cure before repairing.

Fillers. While some polymeric repair materials comprise aggregates or fillers that are supplied with resin, others are designed to use local aggregates which must be acquired independently by the user. Manufacturers’ recommenda-tions regarding aggregate selection and preparation should be followed.

Safety. Safety hazards, such as fire/explosion hazards, toxicity, and reac-tivity, are associated with many polymeric repair materials. Suppliers, handlers, and users of any polymeric repair material should ensure an SDS from the manu-facturer always accompanies the material. Before using it, users should review and follow the SDS guidance for personal protective equipment and other safety precautions.

Materials. The following materials have been evaluated and have performed well in several repair environments. The effectiveness of these materials can be increased by storing materials inside an air-conditioned space for at least 48 hours before use and when any required mixing water is heated or cooled to 72°F (22°C) before use.

ART DOD/DOT 30 Minute Repair (30MR) (National Stock Number [NSN] not available), ART Concrete Solutions, Work time for ART DOD/DOT 30 MR is 30-45 minutes ART DOD/DOT 30 Minute Repair (30MR) is a Hybrid Polymer composite, a highly versatile formulation designed for use in a wide va-riety of applications in concrete infrastructure. The nature of the repair material allows for minimal reduction and preparation of the repair area. DOD/DOT 30 MR has excellent adhesion to dry, bare concrete surfaces. The DOD/DOT 30MR is designed specifically for flight line and bridge decks. DOD/DOT 30 MR has

53        AFTTP 3-32.16 30 JANUARY 2026

excellent strength properties and is capable of repairing concrete subjected to heavy vehicular traffic. Applications can cure within 60 minutes after application depending on ambient temperature. The DOD/DOT 30 MR can be applied locally in individual batches or using multiple batches over large areas.

Extension: None noted.

Yield: 1.00 cu ft.

CTS Cement All (NSN 5610-01-678-7735), CTS Cement Manufacturing Corp. may be applied in temperatures ranging from 45°F to 90°F (7°C to 32°C). Rapid Set® CEMENT ALL® is a high-performance, fast-setting, multi-purpose concrete repair material and non-shrink grout. Durable in wet environments, CEMENT ALL is a blend of Rapid Set hydraulic cement and specially graded fine aggregates. CEMENT ALL is non-metallic, and no chlorides are added. Mix CEMENT ALL with water to produce a workable, high-quality material that is ideal where rapid strength gain and high durability are desired. CEMENT ALL sets in 15 minutes and achieves structural strength in 1 hour.

Extension: None noted.

Yield: CEMENT ALL is available in 55-lb, and 25-lb sizes. One 55-lb bag of CEMENT ALL will yield approximately 0.5 ft3. One 25-lb box of CEMENT ALL will yield approximately 0.2 ft3.

EUCO-SPEED MP (NSN not available), Euclid Chemical Company, is a rapid-setting, rapid hardening, magnesium phosphate material used to repair con-crete and masonry surfaces. EUCO-SPEED MP requires only the addition of wa-ter and can be installed with standard equipment and procedures. It bonds tena-ciously to properly prepared concrete and provides a durable repair which is re-sistant to freeze-thaw cycles and deicing salts. For temperatures above 85°F (29°C), EUCO-SPEED MP HOT WEATHER should be used. For large place-ments use EUCO-SPEED MP HOT WEATHER extended with pea gravel.

Extension: For areas deeper than 1” (25.4 mm), EUCO-SPEED MP must be extended with up to 30 lb. (13.6 kg) of 3/8” (9.5 mm) pea gravel. Yield will increase to approximately 0.57 ft³ (0.016 m³) per unit.

Yield: Approximately 0.42 ft³ (0.012 m³) of mortar when mixed with 0.45 gal (1.7 L) of water.

AFTTP 3-32.16 30 JANUARY 2026     54

FasTrac 246 Concrete (NSN not available), Western Material and Design LLC. FasTrac 246 Concrete is a rapid-setting, high performance concrete for small and large volume repairs. High early strength development allows fast re-turn to service for horizontal and formed vertical repairs in as little as 2 to 3 hours at normal temperatures. For best results, condition material and surfaces to be-tween 65°F and 85°F (18.3°C and 29.4°C). Fastrac 246 Concrete should be con-tinuously wet cured for a minimum of 2 hours after placement using wet burlap or soaker hoses after final set. A curing compound meeting the requirements of ASTM C 309 may be used in lieu of wet curing

Extension: None noted.

Yield: 60 lb. (27.2 kg) bag yields approximately 0.45 cubic feet (0.013

cubic meters). Also available in 1,800 lb. (817 kg.), 2,000 lb. (908 kg.) and 3,000 lb. (1362 kg.) bulk bags.

Dayton Superior HD-50, (NSN not available) is a flowable fiber-rein-forced material that may be used if the ambient air temperature is between 10°F and 100°F (-12°C and 38°C). Work time is approximately 15 minutes at 72°F (22°C). This material may be extended with aggregate. A mortar mixer can be used to mix this material but is not recommended at temperatures above 70°F (21°C) due to rapid setting. This material can be troweled. It cannot be poured in lifts.

Extension: Up to 60% (by weight) 0.375-inch (9.53 millimeter) pea gravel; bonding agent may be required

Yield: 1 bag yields 0.42 cu ft (0.012 m3); extension with 30 lbs. pea gravel yields 0.60 cu ft (0.017 m3)

Jetcon JC400, (NSN not available), Jetcon Korea Company LTD. JC400 is a polymer rapid hardening mortar that is applied to construction materials re-quiring emergency repairs. With polymer emulsion resin, it has exceptional chem-ical resistance, suitable for emergency repair works requiring prevention of salt pollution and deterioration of concrete roads by deicer. Jetcon JC 400 has a com-pressive strength of 3,810 psi at 3 hours and 10,230 psi at 28 days with ambient temperatures that range from 54 deg F to 85 deg F. Jetcon JC 400 is shown to have an initial set time of >15 min and a final set time of 15-90 min.

55        AFTTP 3-32.16 30 JANUARY 2026

Extension: None noted.

Yield: None noted.

MasterEmaco S6000, (NSN not available), BASF. MasterEmaco S 6000 is a solvent-free, 100% reactive methacrylate liquid component and a specially blended filler component, which includes MasterTop A 100 BPO. MasterEmaco S 6000 can be extended up to 100% with select aggregates for deeper repairs. Typical cure time is one hour at temperatures ranging from 14° F to 104° F (−10 to 40° C). PART A: 4.5-gal (17 kg) pail or 54-gal (190 kg) drum. PART B: 37 lb (16.7 kg) bags.

Extension: Extendable with aggregate for variable depth placement consistencies

Yield: None noted

MasterEmaco T545, (NSN not available), BASF. MasterEmaco T 545 is a one component concrete repair and anchoring material which sets in 15 minutes and will accommodate traffic 45 minutes after placement. This product bonds to both concrete and masonry and can be used indoors and outdoors for highway and heavy industrial repair jobs. MasterEmaco T545 for ambient and substrate tem-peratures below 85° F (29° C)

Extension: None noted

Yield: None noted

MasterEmaco T545HT, (NSN not available), BASF. MasterEmaco T545HT is a one component concrete repair and anchoring material which sets in 15 minutes and will accommodate traffic 45 minutes after placement. This prod-uct bonds to both concrete and masonry and can be used indoors and outdoors for highway and heavy industrial repair jobs. MasterEmaco T545 for ambient and substrate temperatures ranging from 85° F to 100° F (29° C to 38° C)

Extension: None noted

Yield: None noted

ProSpec Premium Patch 200, (NSN not available), H.B. Fuller Construc-tion Products Inc. ProSpec Premium Patch 200 is a rapid-setting, fiber reinforced, high-strength, polymer-modified cement mortar designed for concrete repair and

AFTTP 3-32.16 30 JANUARY 2026     56

overlay applications requiring high durability. High early strength (over 2000 psi [14 MPa]) in one hour allows repairs to be opened to traffic within 60 minutes. Wide temperature range from 20°F to 100°F (-6°C to 38°C).

Extension: Can be extended up to 60% by weight for repairs greater than 2 inches (51 mm) deep.

Yield: None noted.

Phoscrete HC, (NSN not available), Phoscrete Corporation. Phoscrete HC is a two-part cementitious Magnesium-Phosphate-Cement concrete repair ma-terial composed of magnesium oxide, aluminosilicates, aggregates, and reinforc-ing fibers (Dry Mix), plus a liquid phosphate activator (Liquid Activator).Phos-crete HC is very rapid hardening, and gains strength suitable to vehicular traffic in less than one hour at a wide range of ambient temperatures. This material forms both a chemical and a mechanical bond to cured concrete and to itself. Dry Mix bag:55 lb. (25 kg) polyethylene-lined paper bag. Liquid Activator jug:10.4 lb. (4.7 kg) HDPE plastic jug.

Extension: No extension

Yield: 0.45 ft3 (0.0129 m3)

Rapid Set Concrete Mix, (National Stock Number [NSN] 5610-01-564-

7710, CAGE-CD #: 4NFR3), CTS Cement Corporation. Rapid Set Concrete Mix is a high-performance, fast-setting, multi-purpose concrete repair material. Dura-ble in wet environments, this material is a blend of rapid set hydraulic cement and quality aggregates. Concrete Mix is non-metallic, and no chlorides are added. Mix with water to produce a workable, quality concrete material that is ideal where fast strength gain, high durability and low shrinkage are desired. Initially sets in 15 minutes, final set in 35 minutes and is ready for traffic in 1 hour. Available in 60-lb bags. May be troweled, floated or broom finished. Do not install in layers.

Extension: None noted

Yield: One 60-lb bag will yield approximately 0.5 cu ft.

CTS Cement Rapid Set DOT Repair Mix, (National Stock Number [NSN] 5610-01-564-7710, CAGE-CD #: 4NFR3), CTS Cement Corporation.

This material may be used if ambient air temperature is between 32°F and 100°F (0°C and 38°C). Work time is 10 to 15 minutes at 72°F (22°C). This material may

57        AFTTP 3-32.16 30 JANUARY 2026

be extended with aggregate. A mortar or concrete drum mixer may be used to mix this material but is not recommended at temperatures above 70°F (21°C) due to rapid setting. This material can be troweled. It cannot be placed in lifts.

Extension: Up to 100% by mass, clean, uniform 3/8” pea gravel

Yield: 55lb bag yields 0.5 cu ft; full extension yields 0.9 cu ft

3.6.4.14 Rapid Set Mortar Mix, (National Stock Number [NSN] 5610-01-679-6087, CAGE-CD #: 4NFR3), CTS Cement Corporation. Mortar Mix is a fast-setting, high strength structural repair material. Apply Mortar Mix from 1/2″ to 6″ thick. Use for vertical and overhead applications, including general and struc-tural concrete repair, construction of pavements, stucco and plaster repair, under-layment and formed work. Mix with water to produce a workable, high quality mortar material that is ideal where fast strength gain, high durability and low shrinkage are desired. This material sets in 15 minutes and achieves structural strength in 1 hour. Environmental and material temperatures below 70°F (21°C) may delay setting time and reduce the rate of strength gain. Environmental and material temperatures above 70°F (21°C) may speed setting time and increase the rate of strength gain.

Extension: None noted.

Yield: Available in 55-lb and 25-lb sizes. One 55-lb (25-kg) bag of will yield approximately 0.5 cu ft. One 25-lb box will yield approximately 0.2 cu ft.

3.6.4.15. SikaQuick 2500 (NSN not available) is a polymer which requires a dry surface for placement. This is a three-part mix which must be stored between 50

°F and 90 °F (10 °C and 32 °C). This material may be used in ambient air temper-atures from 40 °F to 100 °F (4 °C to 38 °C). The material must be conditioned to a temperature of between 65 °F and 80 °F (18 °C and 27 °C) before use. The working time is 15 minutes at 70 °F (21.1 °C). The cure time increases dramati-cally as temperature decreases. This material is not recommended for use if the temperature is below 60 °F (16 °C) unless you have more than four hours before the first load application. It may be extended with up to 25-30 lbs. (11.34-13.60 kg) aggregate. It can be cleaned before it sets using mineral spirits. Mix in an appropriately sized mortar mixer. This material can be troweled. It cannot be placed in lifts.

AFTTP 3-32.16 30 JANUARY 2026     58

Extension: May be extended with up to 25-30 lbs. aggregate per bag; recommended only for repairs greater than one (1) inch in depth.

Yield: 50 lb. bag yields 0.43 cu ft (0.012 m3); extension of 25-30 lbs. (11.34-13.60 kg) aggregate yields 0.60-0.63 cu ft (0.017-0.0178 m3)

3.6.4.16. Silikal R17, (NSN not available), Silikal America. Silikal R 17 mortar is a solvent-free, two component, methacrylic resin mortar with a high compres-sive and tensile strength in bending. It is characterized by very low linear shrink-age. Suitable as a wear-resistant concrete coating for coating thickness of 6 – 20

1. The cure time is about 1 hour at 20 °C, and hardening takes place in temper-atures ranging from -10 °C to 35 °C (approx. 1 – 3 hours). To produce the mortar mix, 1.7 – 2.2 liters of Silikal R 17 Hardener Liquid (depending on the desired mortar consistency) is added to the Silikal R 17 Powder.

Extension: None

Yield: Not listed

The following subparagraphs provide general guidance for repair materials.

Some materials used to patch spalls are very alkaline; therefore, care should be taken to ensure alkaline patch materials are not placed on pavements containing materials that are prone to ASR. Furthermore, aggregates used to ex-tend patch mixes should be checked to ensure ASR- susceptible materials are not used.

It is recommended that full containers be used when preparing a patch. Many extremely or very rapid-setting materials contain several chemicals that are a small portion of the mix but are extremely vital to the proper performance of the patch.

It is recommended that more material than required be ready for use to ensure sufficient material is on hand. Owing to the precise nature of the chemistry used in many of these materials, some variability in mix performance can be ex-pected in the field.

59        AFTTP 3-32.16 30 JANUARY 2026

Whenever possible, purchase materials in sealed buckets instead of bags, and store them in covered locations in a temperature-controlled space with low humidity. These steps will significantly increase the shelf life.

The best performing spall repair materials have a low heat of hydration (i.e., they don’t get very hot while they are setting and curing), are dimensionally stable (i.e., do not shrink or dilate), obtain high bond strengths (in excess of 1200 psi in one day using American Standard Test Method (ASTM) C882, Standard Test Method for Bond Strength of Epoxy-Resin Systems Used with Concrete by Slab Shear), and have thermal coefficients similar to the existing concrete. Un-fortunately, rapid-setting materials tend to create more heat during setting and curing and can experience a large amount of dilation and shrinkage over the first few months after placement. Extremely, or very, rapid- setting materials also tend to be more sensitive to contaminants present during the mixing and placing pro-cess.

Equipment. The following equipment is recommended for repairing spalls:

Caterpillar Model PC206 Cold Planer w/ 24-inch drum, 60 carbide-tipped conical bits designed for use on concrete (or equivalent)

Caterpillar Model 257B High Flow Skid Steer Loader (or equivalent)

Non-contact infrared digital thermometer

Concrete saw with a 16-inch- (406-millimeter) diameter or larger blade

30-pound or smaller jack hammer

Small, single pistol grip, pneumatic chisel

Mixing drill with paddle (500 rpm minimum, 800 rpm maximum)

Portable air compressor

Portable electric generator

100 ft electrical extension cord

Wet/dry vacuum

Utility knife

Caulking gun

Large flat tip screwdriver

5-gal bucket lid-removing tool

AFTTP 3-32.16 30 JANUARY 2026     60

Large portable supply of water (i.e., water truck or water buffalo)

Circular saw with 7.25-inch (184-millimeter) diamond-tipped con-crete saw blade

Two stiff bristle brushes (one for cleaning and one for grout scrub)

Several empty 5-gal buckets (preferably plastic) for mixing materials (if packaged in bags) and for cleaning equipment

Gasoline-power pressure washer

Trowels, floats, screeds, and edgers

Sprayer for applying curing compound

Can of red spray paint

Procedures.

Remove debris. Remove loose debris from damaged area by hand, broom, compressed air, and/or with a wet/dry vacuum.

Mark edges. Mark outer edge of the repair area using spray paint as shown in Figure 3.1.

The outer edge should be located 2 to 3 inches (50 to 76 millimeters) beyond the damaged area (area of scaling, cracking, or spalling). Use a metal rod to “sound” the area around visibly damaged area to determine extent of unsound material. In some instances, a horizontal crack (delamination) extends beyond vis-ible surface damage.

61        AFTTP 3-32.16 30 JANUARY 2026

Figure 3.1. Marking Repair Area.

Repair area should be square or rectangular in shape (it may be pentagonal at a slab corner as shown in Figure 3.2).

Figure 3.2. Pentagonal Repair at Slab Corner.

AFTTP 3-32.16 30 JANUARY 2026     62

When a repair spans a crack or joint, the repair must be considered as two repairs—one on each side of the crack or joint.

Each dimension of the rectangle must be greater than or equal to 24 inches (60.96 centimeters) or the width of the cold planer drum, but less than 8 feet (2.44 meters).

Repairs greater than the width of the planing drum shall be planed in ad-jacent rows until the desired width is achieved.

When using a saw vs. a cold planer the length and width of the rectangle must each be larger or equal to 6 inches (152 millimeters).

The ratio of the longer dimension to the shorter dimension of repair is referred to as aspect ratio.

The aspect ratio should be less than two.

If the aspect ratio is larger than two, the repair must be broken into two or more individual repairs. These repairs can be accomplished at the same time but must be separated at the time the material is placed by using a form or insert (backer board), or it must be separated by saw cutting once the material has been cured for at least two hours but not more than three days.

Cold Planer. Orient the cold planer to the repair so that the grinding drum is parallel with the longest edge of the repair. Place the cold planer directly above the repair area so that the grinding drum begins cutting at the repair edge furthest from the skid steer (Figure 3.3).

Note: The cold planer is designed to be pulled backward with the skid steer during normal operation, rather than pushed forward). Ensure bits/tips of planer are de-signed for use on concrete, Figure 3.4. Use of a jack hammer alone is not recom-mended. If a jack hammer must be used, hammer should be 30 pounds or smaller

63        AFTTP 3-32.16 30 JANUARY 2026

in size. Larger hammers may cause damage to underlying material as shown in

Figure 3.5, which leads to reduced life expectancy of the repairs.

Figure 3.3. Planer Orientation.

Figure 3.4. Cold Planer – 60 Tooth Milling Drum.

AFTTP 3-32.16 30 JANUARY 2026     64

Figure 3.5. Damage to Substrate Due to Heavy Impact Loads.

Begin planer operation and slowly lower the grinding drum to pavement surface until teeth begin cutting repair area (Figure 3.6).

65        AFTTP 3-32.16 30 JANUARY 2026

Figure 3.6. Cold Planer Operation.

Operating depth of the planer should be set to 4.5 inches (11.43 centime-ters).

Operate the hydraulic system of the loader at the high setting (26 gallons per minute at 3,335 psi).

Continue to plane until maximum depth is achieved (Figure 3.7).

Figure 3.7. Completed Cold Planer Excavation.

AFTTP 3-32.16 30 JANUARY 2026     66

Slowly grind away from the initial cut until the entire marked area has been excavated to the required depth (Note: The cold planer drum leaves a radius in the excavation such that the bottom surface of the spall excavation is not par-allel with the pavement surface). A hand-held or wheel-mounted concrete saw may be used to square the radius edges in the excavation and prepare the area for placing repair material.

Cut radius edges with a concrete saw to extend at least two inches (50

millimeters) below pavement surface or 0.5 inch (13 millimeters) below the bot-tom of the spall. Extend the saw cuts to form a vertical corner. Do not feather the repair on any side.

Remove the remaining material using a small jack hammer (30 pounds or less).

A small hand pistol grip chisel may be used to clean up the corners and avoid extra spalling of the edges. Pre-cutting concrete ensures material beneath repair is not damaged.

Wash the repair area with a high-pressure washer or use water and a scrub brush. When using a polymer, it is best to clean the surface without water by scrubbing the surface with a stiff brush while blowing compressed air over it or sandblasting the repair area. Figure 3.7 shows a photograph of the cleaned exca-vation.

Alternative preparation method. A hand-held or wheel-mounted concrete saw may be used to remove unsound material and prepare the area for placing repair material.

Cut edges of the repair with a concrete saw to a minimum depth of 2

inches (50 millimeters) or 0.5 inch (13 millimeters) below the bottom of the spall. Extend the cuts to form a vertical corner. Do not feather the repair on any side (Figure 3.8).

67        AFTTP 3-32.16 30 JANUARY 2026

Figure 3.8. Cutting Edges of Repair Area.

Make additional cuts within the bounds of the repair edges using a con-crete saw. Make longitudinal cuts and space 1 to 2.5 inches (25 to 64 millimeters) apart (Figure 3.9).

Figure 3.9. Longitudinal Interior Cuts.

AFTTP 3-32.16 30 JANUARY 2026     68

Cuts should extend 2 inches (50 millimeters) below pavement surface or

0.5 inch (13 millimeters) below bottom of the spall.

Make sure cuts do not extend beyond edge of repair or across a joint or crack.

Once longitudinal cuts are complete, one or two transverse cuts on each end should be made 1.5 inches (38 millimeters) from ends of repair (Figure 3.10). Depth of cuts should match that of edge cuts.

Figure 3.10. Transverse Interior Cuts.

Remove the remaining material using a small jack hammer (30 pounds or less).

A small, hand pistol grip chisel may be used to clean up the corners and avoid extra spalling of the edges. Pre-cutting concrete ensures material beneath repair is not damaged.

69        AFTTP 3-32.16 30 JANUARY 2026

If necessary, bottom of repair may be sloped; however, the slope should be kept as minimal as possible and with no abrupt changes (Figure 3.11 and Fig-ure 3.12).

Figure 3.11. Repair with Abrupt Slope (NOT Recommended).

Figure 3.12. Repair without Abrupt Slope (Recommended).

AFTTP 3-32.16 30 JANUARY 2026     70

Remove loose debris from the repair area by hand, broom, compressed air, and/or with a wet/dry vacuum. Remove any loose material in joint or crack. Compressed air should be filtered to prevent oil and other contaminants from be-ing blown onto the clean surface.

If a dowel bar or any rebar is exposed, with more than one-fourth of bar circumference exposed for 3 inches (76 millimeters) or more of length, remove material 0.5 inch (13 millimeters) to either side and below dowel/rebar. This should be done with a concrete saw and a small pneumatic chisel, hammer drill, or jack hammer. Typical design standards place dowel bars at mid-height of a slab; however, they have been found in the top half of the slab at some contin-gency locations. If encountering a dowel at mid-height, a full-depth repair should be accomplished.

Wash the repair area with a high-pressure washer or use water and a scrub brush. When using a polymer, it is best to clean the surface without water by scrubbing surface with a stiff brush while blowing compressed air over it, or sandblasting repair area.

Remove any loose material or lodged debris from joint or crack.

Place small bead of caulk over joint or crack.

Pavement Temperature. If pavement temperature is above 90°F (32°C), pour ice or cool water into the repair area and, if possible, allow it to sit for two to five minutes, or flush cool water over repair area for two minutes (some mate-rials require this at temperatures above 80 °F [27 °C]).

Remove excess water with a wet/dry vacuum or compressed air.

When using a polymer such as SikaQuick, all moisture must be removed by blowing the surface with compressed air.

For cement-based materials such as CTS Cement Rapid Set DOT Road Repair Mix or Dayton Superior HD-50, leave area SSD.

71        AFTTP 3-32.16 30 JANUARY 2026

Joints or cracks. Place a section of backer board, or other soft insert mate-rial, over any joint or crack in repair area (Figure 3.13 and Figure 3.14).

Figure 3.13. Compressible Insert Placed Before Placing Repair Material.

Figure 3.14. Compressible Insert Placed within Partially Completed Repair.

The thickness of the insert should be slightly wider (0.125 to 0.25 inch [3 to 6 millimeters]) than the joint/crack width. It should be at least 0.75 inch (19

AFTTP 3-32.16 30 JANUARY 2026     72

millimeters) thick for expansion joints and at least 0.5 inch (13 millimeters) thick for all other joints and cracks.

Insert must extend from top to bottom and from one side to the other of repair area. Any holes or gaps in insert must be filled or sealed. It may be neces-sary to tape several pieces of backer board together to meet repair geometry.

Bonding Agent. Apply surface preparation/bonding agents to reduce the amount of water absorbed by the surrounding material.

Polymer materials do not require a special bonding agent. However, they may require the user to apply some liquid portion of the product (i.e., prior to adding aggregate) to repair area surfaces with a brush or trowel (Figure 3.15).

Figure 3.15. Applying Polymer Liquid to Repair Area Surfaces.

Hydraulic cement materials such as CTS Cement Rapid Set DOT Road Repair Mix and Dayton Superior HD-50 normally do not require a bonding agent if the repair area is in SSD condition when the repair material is placed. At high temperatures (above 90°F [32°C]), and/or where SSD conditions cannot be main-tained before mixing and placing the repair material, a bonding agent such as Dayton Superior’s Ad Bond (J-40) (an acrylic latex material) should be applied to the surfaces of the repair area.

Mixing Materials. Mix materials in accordance with manufacturers’ recom-mendations (Figure 3.16).

73        AFTTP 3-32.16 30 JANUARY 2026

Figure 3.16. Mixing Repair Material in Bucket with Mixing Paddles.

Due to the rapid-setting nature of these materials, it is recommended the materials be mixed in 5-gal buckets using drills equipped with mixing paddles.

For hydraulic cement materials, the bucket and mixing paddle should be wet prior to mixing. If the material is too stiff to pour, discard the batch and pre-pare a new batch adding 5% to 10% more water to the mix.

Note: 0.05 gal [1.89 liters] equals 0.4 pint, 0.8 cup, 6.4 ounces, or 12.8 table-spoons.

For polymer materials, all containers, paddles, and trowels should be kept dry. These types of materials require special materials for cleanup (e.g., mineral spirits).

A temperature gun (thermometer) should be used to check water and ma-terial temperature before mixing, as well as material temperature during mixing.

AFTTP 3-32.16 30 JANUARY 2026     74

Mix times will increase at lower ambient air temperatures and will de-crease in high temperatures. At temperatures above 95°F (35°C), some recom-mended materials have been known to flash set.

Store mortar at approximately 72°F (22°C) for at least 48 hours before use. Combine with water poured at 72°F (22°C) to extend workability in hot weather and speed set time in cold weather. Alternatively, some materials recom-mend ice water for mixing in hot temperatures or 90°F (32°C) water for mixing in temperatures below 40°F (4°C); consult manufacturer’s recommendations.

Some polymers are very sensitive to moisture and require completely dry surfaces and aggregates (when used).

Extreme care must be taken when using locally obtained aggregates to extend materials. In general, use of these aggregates is discouraged. Many repair materials are very alkaline and can prematurely fail when extended with ASR-susceptible aggregates. Some repair materials cannot be extended with limestone aggregates (consult the manufacturer’s recommendations). However, the use of aggregates can improve dimensional stability (i.e., reduce shrinkage) and reduce thermal problems during setting and curing. Any aggregates used must be washed before use. Aggregates should be stored in a covered location. They should be dry for use in polymer repairs. Aggregates should be soaked and SSD for use in hy-draulic cement repairs. Typically, it is best to use a well-graded aggregate from a crushed material; however, most manufacturers of extremely and very rapid-set-ting materials recommend use of a uniformly graded rounded aggregate (0.375-inch [10-millimeter] pea gravel) to ensure material can be placed quickly enough. Furthermore, the use of aggregates in these materials is used to control shrinkage and heat production, not necessarily for strength and cement reduction.

Some materials are shipped with proprietary aggregates.

If locally obtained aggregates must be used, ensure they meet all manu-facturers’ specifications. Some materials will adversely react with certain aggre-gates such as limestone.

75        AFTTP 3-32.16 30 JANUARY 2026

Test a small batch of aggregate/material mix before use on the airfield.

Material placement. Pour/place material in repair (Figure 3.17) and ensure material does not enter any joint or crack. Other recommended materials require some work to ensure a complete, compact, level repair is obtained. Rod or vibrate material briefly after placing in repair area, then level repair with a screed, float, or trowel. Clean mixing and placement equipment immediately after use. Water may be used for cleaning when using hydraulic cements; polymers require special materials for cleanup such as mineral spirits.

Figure 3.17. Filling Repair.

Curing. Polymer repair materials do not require any special treatment for curing; however, in cold weather required cure times will increase. Use of a blan-ket will reduce cure times.

Hydraulic cement materials such as CTS Cement DOT Rapid Set Repair Mix and Dayton Superior HD-50 require a moisture cure for one hour after the material has initially set and when windy or hot (over 80°F [27°C]), dry conditions prevail. It is recommended to take steps to reduce moisture loss during curing.

AFTTP 3-32.16 30 JANUARY 2026     76

Once the repair no longer has a surface sheen, place wet burlap material over repair or mist the repair for one hour.

Alternatively, apply a white-colored curing compound that meets ASTM C309, Standard Specification for Liquid Membrane-Forming Compounds for Curing Concrete, such as ChemMasters Safe-Cure 2000, once the repair no longer has a surface sheen. Apply at least two coats of the compound or apply until the surface appears completely white.

When possible, remove the backer board/compressible spacer insert af-ter repair has cured for at least two hours.

Reseal joint with backer rod and joint sealant to ensure incompressible material and moisture cannot easily enter the joint or crack.

Emergency Repair Procedures. When limited time on the airfield, non-availability of materials or equipment, or operational requirements dictate spall repairs be completed in a manner other than described in paragraph 3.7, the fol-lowing procedures may be used.

Remove loose debris from damaged area by hand, broom, compressed air, and/or with a wet/dry vacuum.

Brush the surface vigorously with a stiff brush. Remove all dust /loose de-bris with a broom, compressed air, and/or with a wet/dry vacuum.

If possible, place a section of backer board, or other soft insert material, over any joint or crack in the repair area.

Mix and place patching material in prepared area until level with (± 0.5 inch [13 millimeters]) of the surface.

Alternatively, asphalt cold patch material such as Instant Road Repair may be used (Figure 3.18).

77        AFTTP 3-32.16 30 JANUARY 2026

Figure 3.18. Instant Road Repair Patch.

3.8.4.4. Some polymers are extremely sensitive (very reactive) to water, such as Concrete Welder, are least preferred materials; however, some of these repairs can be opened to traffic within a few minutes of placement. These materials will not work in the presence of water.

At a minimum, monitor emergency repairs daily. Take steps to re-accom-plish such repairs in accordance with procedures in paragraph 3.7 as soon as possible.

Special Considerations.

If a spall extends along both a transverse joint and longitudinal joint meet-ing at a corner, the repair must be accomplished as two repairs: one along the transverse joint and one along the longitudinal joint (Figure 3.19).

AFTTP 3-32.16 30 JANUARY 2026     78

Figure 3.19. Two Repairs when Spall Meets at a Corner of a Slab.

If they must be accomplished simultaneously (i.e., in one pour), a spacer must be placed or a 2-inch- (51-millimeter) deep cut must be made at the junction of the two repairs (preferably in the longitudinal direction).

Saw cuts should be made after the final set of the material, usually one to two hours after the pour.

The cut or joint should be filled with a backer rod and joint sealant.

Repair sections should be square, rectangular, or pentagonal (for corner spalls) in shape. Many repairs in the field have a complex geometry when seen in the plan view (Figure 3.20). When such repair geometries are necessary, the re-pair must either be accomplished in several phases/pours or crack control joints must be cut into the resulting repair to control the location and condition of cracks (Figure 3.21). All joints must be sealed with a sealant. Joints should be aligned in a longitudinal direction whenever possible. Saw cuts must be made no sooner than the final set, which usually occurs one to two hours, and no later than 12 hours, after the material is placed. Delays in making the cuts will reduce the life span of the repair.

79        AFTTP 3-32.16 30 JANUARY 2026

Figure 3.20. Large Repair with Complex Geometry.

Figure 3.21. Red Lines Indicate Where Saw Cuts Should Be.

The repair shall not exceed 8 feet (2.4 meters) in its longest dimension. When damaged areas require repairs with dimensions longer than 8 feet (2.4 me-ters), the repair must either be accomplished in several phases/pours (producing cold joints) or crack control joints must be cut into the resulting repair to control

AFTTP 3-32.16 30 JANUARY 2026     80

the curling stresses. All sawed control joints must be made to the full depth of the repair. All joints must be sealed with a sealant or preformed elastomeric. Joints should be aligned in the longitudinal direction whenever possible. Saw cuts must be made no sooner than the final set, which usually occurs one to two hours, and no later than 24 hours, after the material is placed. Delays in making the saw cuts will reduce the lifespan of the repair. Controlling the size of the repair will reduce stresses on the bond interface and increase the lifespan of the repair.

Weather conditions during preparation and placement of a repair may de-crease life expectancy of the repair. Use the following steps to mitigate weather effects.

Wind. The biggest effect of wind—aside from blowing debris into the prepared spall—is increased evaporation. This can quickly dry the prepared repair surface adversely affecting the bond and dry the placed repair material surface leading to shrinkage cracks.

Note: Windy conditions do not affect the performance of polymer materials.

Use a bonding agent like Dayton Superior’s Ad Bond (J-40) when an SSD condition on the repair surface cannot be maintained. Alternatively, a grout scrub can also be used as a bonding agent, but it must be applied very rapidly, followed by material placement before the grout sets or dries.

Moist cure hydraulic cement materials for one hour after the material has no sheen. This can be done by misting the surface or by placing a wet burlap cloth over the repair. Alternatively, a white curing compound, like ChemMasters Safe-Cure 2000™, can be applied. Apply the curing compound until the entire repair surface appears completely white (at least two coats).

Rain. Rain can affect the bond by ponding water in the repair area. It can also adversely affect the material during mixing, placement, and curing by affect-ing the water/cement ratio or by chemically reacting with the polymers. Use a portable rain fly, like an easy-up, to cover the repair area and/or use a box van for mixing the materials. Some materials, such as Concrete Welder™, will foam up

81        AFTTP 3-32.16 30 JANUARY 2026

when exposed to the slightest amount of water and are not recommended for use when raining.

Heat. Heat may affect the bond developed between the repair materials and the existing slab. It can cause flash setting of the repair materials and shrink-age cracking.

Cool the pavement by placing ice water over the area, by running cold water over the repair area, and/or by blowing compressed air on the repair area.

If SSD conditions cannot be maintained use a bonding agent with hy-draulic cement materials (not for polymer material).

Precondition the materials (cement and water) and tools by storing them in a cool place, 72°F (22°C) or cooler, for at least 48 hours before use. When transported to a job site, the materials should be kept in a cooled vehicle cab or in a Styrofoam cooler or insulated box.

Use materials designed for high temperatures. Some manufacturers sell admixtures that can be combined with their repair products to increase the effec-tive temperature range. CTS offers admixtures that can be used with their DOT repair mix.

Moist cure hydraulic cement materials (not polymer materials) for one hour after the material has set (i.e., no sheen). This can be done by misting the surface or by placing a wet burlap cloth over the repair. Alternatively, a white curing compound, like ChemMasters Safe-Cure 2000, can be applied. Apply the curing compound until the entire repair surface appears completely white (at least two coats).

Cold. Cold temperatures can affect the bond between repair materials and the existing slab. It can cause material reactions to halt, resulting in the material failing to set or cure.

AFTTP 3-32.16 30 JANUARY 2026     82

Heat the pavement by running hot water or steam over the pavement for several minutes (until the surface is warm to the touch). Alternatively, aerospace ground equipment heaters can be used.

Precondition the materials (cement and water) and tools by storing them in a warm place, 72°F (22°C) or warmer (Dayton Superior recommends 90°F [32°C] for HD-50), for at least 48 hours before use. When transported to a job site, the materials should be kept in a warm vehicle cab or in an insulated box or cooler.

Use materials designed for low temperatures.

Cover the repair with an insulating blanket or plastic for one to two hours after placement.

Phasing Repairs. If time required to complete the repair in accordance with this chapter (i.e., a minimum of three hours) is longer than can/will be provided at one time on the airfield, the repair can be accomplished in phases (steps). Phas-ing the repair will shift the critical resource from time on the airfield to the avail-ability of personnel, equipment, and materials. Several phased repair options are presented below.

Areas of distressed concrete are identified but major spalls do not yet exist, or spalls exist in areas not subject to direct tire loads.

Step 1: Saw cut borders of the spall area and remove loose debris from the repair. It may be possible to make additional cuts within these borders, spaced 2 inches (51 millimeters) apart in the longitudinal direction (direction of traffic), to assist with the removal of material within the borders. Refrain from this step if concrete becomes loose because of this additional saw cutting.

Step 2: Remove (jack hammer) the unsound concrete. Step 3: Place a compressible joint spacer insert.

83        AFTTP 3-32.16 30 JANUARY 2026

Step 4: Fill the spall with repair material.

Step 5: If possible, remove the joint spacer and reseal the joint. If joint spacer cannot be removed, use router to remove top 2-inches of spacer and reseal the joint.

Spall must be immediately filled. Additional areas around the spall may be unsound but are not spalled.

Step 1: Remove loose debris from the spall. Caulk or otherwise protect the joint from repair material entering the joint or crack. If possible, place a compressible joint spacer insert over any joint. Fill the spall.

Note: This type of spall repair will rapidly deteriorate, and the next phases must remove and replace this original repair.

Step 2: Saw cut the borders of the spall area and clean loose debris.

Step 3: It may be possible to make additional cuts within these borders, spaced 2 inches (51 millimeters) apart in the longitudinal direction (direction of traffic), to assist with the removal of material within the borders. This can be done in the repair material also but is difficult to do in some polymer repairs. Refrain from this step if the concrete becomes loose because of this additional saw cutting. This may be done in conjunction with Step 1.

Step 4: Remove (jack hammer) the unsound concrete, including the original re-pair, clean loose debris (if possible, place a compressible joint spacer insert over any joints) and fill the spall.

Step 5: If possible, remove the joint spacer and reseal the joint. If joint spacer cannot be removed, use router to remove top 2-inches of spacer and reseal the joint.

Spall must be filled, but there is not enough time to perform all necessary saw cuts in the initial phase/step.

AFTTP 3-32.16 30 JANUARY 2026     84

Step 1: Remove (jack hammer) the unsound concrete directly below the spall and a few inches on all sides. Remove all debris (if possible, place a compressible joint spacer insert) and fill the spall. This may lead to feathered edges and may leave some unsound material remaining outside of the original spall area—this will be addressed in later steps.

Step 2: Cut borders of the entire spall area and clean loose debris.

Step 3: Make additional cuts within these borders, spaced 2 inches (51 millime-ters) apart in the longitudinal direction, to assist with the removal of material within the borders. This may be done in conjunction with Step 2.

Step 4: Saw cut the spall material 1 to 2 inches (25 to 51 millimeters) within the feathered edge on each side of the spall. Remove (jack hammer) the unsound con-crete (if possible, place a compressible joint spacer insert) and fill the spall.

Note: Cut new spall repair in the longitudinal direction along one or two sides of the repair. This will prevent diagonal cracks from forming in the repair. Alterna-tively, Step 4 may be accomplished in three separate steps, ensuring each time that a rectangular section is poured so as to minimize stress intensities at interior corners and preclude cracking.

Step 5: If possible, remove the joint spacer and reseal the joint. If joint spacer cannot be removed, use router to remove top 2-inches of spacer and reseal the joint.

85        AFTTP 3-32.16 30 JANUARY 2026

Chapter 4

FLEXIBLE PAVEMENT MAINTENANCE AND REPAIR

Purpose. The purpose of maintenance and repair (M&R) of asphalt pave-ments is to extend the useful life of the pavement, maintain a smooth surface, and prevent water from entering the underlying soil. Limited manpower and resources have increased the importance of M&R to the life of a pavement. To keep a pave-ment in the best possible condition, it is important to use an effective pavement management and inspection system. As pavements are repaired, it is extremely important to analyze and repair the “true cause” of the pavement distress and not just repair the distress. The intended function of pavements depends on proper and timely M&R.

Scope. Use UFC 3-260-03, O&M Manual Standard Practice for Airfield Pavement Evaluation and UFC 3-270-01 for guidance on pavement evaluation, maintenance and repair procedures.

AFTTP 3-32.16 30 JANUARY 2026     86

Chapter 5

REPAIR OF CEMENT-STABILIZED SOIL (CSS) SURFACES

Purpose. This chapter outlines approaches for repairing failed CSS surfaces on airfields. Procedures for removing and replacing portland cement-stabilized materials as well as performing in-place repairs are presented.

Background. The U.S. Army Engineer Research and Development Center (ERDC) was tasked to develop a method for repairing portland cement-stabilized surfaces. Test sections were constructed according to the criteria outlined in UFC 3-250-11, Soil Stabilization and Modification for Pavements, for cement-stabi-lized silty sand (SM) soil and different repair methods were performed. The repair methods tested were: 1) saw cut, remove, and replace with original soil mixed with cement (small patch size only); and 2) milling and in-place remixing with cement and water. Repair sizes were full depth (6 inches) for two 8-foot by 8-foot square areas for one test lane (Lane 1) and one 18-foot by 40-foot area for another test lane (Lane 2). Lane 1 did not receive traffic prior to repairs while Lane 2 was trafficked until failure prior to the repair being performed. Traffic was applied using a C-17 six-wheel load cart.

Soil Stabilization. Soil stabilization is commonly defined as making major improvements to the engineering properties of soils by amending the natural soil with an additive. These additives may include other soils or materials such as portland cement, lime, fly ash, asphalt cement, polymers, and fibers. Tradition-ally, additives such as bitumen, cement, and lime have achieved widespread use. Bitumen is typically used as a soil surface treatment to limit dust and loss of fines. Cement is used to provide strength to soil. Lime is often used in clay soils to control plasticity. The long-term performance of pavements constructed using CSS is influenced by the characteristics of the soil, the type and quantity of stabi-lization additive, construction practices, pavement system design, loading fre-quency and magnitude, and the local climate/environment.

CSS is often used as a base layer for pavements since it improves the strength of the soil. However, when used as a surface layer, it may suffer from

87        AFTTP 3-32.16 30 JANUARY 2026

durability problems. The durability problems arise from inherent susceptibility of the natural soil and the relatively lower amounts of cement used for soil stabiliza-tion combined with less-than-ideal moisture and curing conditions in most cases. The durability of cement-stabilized materials is addressed in UFC 3-250-11 through ASTM D559-03, Standard Test Methods for Wetting and Drying Com-pacted Soil-Cement Mixtures, and ASTM D560-03, Standard Test Methods for Freezing and Thawing Compacted Soil-Cement Mixtures (depending on project climate), by establishing criteria for weight loss after simulated weather cycling. Additional information may be found in Army Technical Manual (TM) 3-34.64, Military Soils Engineering, Chapter 9, Soil Stabilization for Roads and Airfields. 25 September 2012

Several cement-stabilized military airfields have been constructed in the continental United States: Holland Assault Landing Zone (ALZ) at Fort Bragg, North Carolina, All American ALZ at Little Rock AFB, Arkansas, and Fullerton Landing Zone and Self Landing Zone at Fort Polk, Louisiana. Holland ALZ was removed from service due to FOD issues and All American ALZ also suffered severe FOD issues due to CSS surface degradation. The CSS airfields at Fort Polk are reported to be performing well.

The problems at Holland ALZ appeared to be primarily related to construc-tion techniques. Considerable cracking and spalling were evident at longitudinal cold joints where adjacent lanes from the stabilizer machine were abutted. There is evidence that some lanes may have been allowed to cure for a significant period before constructing the adjoining lane. This prevented adequate compaction and bond at the joint and possibly degraded the cured material due to the compactor bridging from the cured side into the uncured material. In many locations, it ap-peared that a thin layer of CSS was placed to achieve final grade. The thin layer failed to adequately bond to the underlying material, resulting in large sheets of CSS delaminating and becoming a serious FOD issue. No evidence of an emul-sion coating was observed. An emulsion coating (such as asphalt or polymer) serves two functions. First, applied immediately after mixing and compaction, it serves to hold moisture within the pavement, allowing it to react with the cement. Second, it serves as a barrier to external moisture, minimizing CSS softening and freeze-thaw damage.

AFTTP 3-32.16 30 JANUARY 2026     88

The problems at All American ALZ were deemed to be both construction and material related. Problems resulting from placing thin layers of CSS were also observed at this site, like those observed at Holland ALZ. In addition, durability testing was not conducted during design, which likely led to reduced design ce-ment content and an inadequate mix design. It was also noted in discussions with base personnel that the source of the borrow soil was changed in the middle of construction without verifying the mixture design’s adequacy. It was determined that moisture contents may not have been properly controlled during construction. Degradation of the pavement also was the result of moisture intrusion and freeze-thaw damage. This may have been exacerbated by not maintaining a moisture barrier (such as asphalt or polymer emulsion). Construction records indicated that an asphalt emulsion was applied after construction. However, it was not clear if the emulsion was applied immediately after completion of each portion of the surface or was applied to the completed runway. The moisture barrier should have been applied to each completed portion of the pavement and a final coat applied to the entire surface when the project was completed. The moisture barrier should also have been periodically reapplied based on surface wear from traffic and/or degradation due to weathering.

Properly designed and constructed CSS airfields, such as those at Fort Polk, are performing well. However, proper maintenance—such as reapplying emulsion coatings (asphalt or polymer) to prevent water intrusion (especially in freeze-thaw areas) and spot-repair of failed areas is necessary to prevent CSS degradation.

Repair Procedures.

Remove and Replace.

The remove-and-replace method is analogous to a full-depth repair of a concrete pavement. It may be used to repair small areas (localized damage of less than an 8-foot by 8-foot area) or large areas; however, this method is probably feasible only for repairs of less than 2,000 square feet if a reclaimer/ stabilizer is not available. A concrete saw may be used to cut the sides of the repair area, and a jackhammer or backhoe can be used to remove the failed material. For larger

89        AFTTP 3-32.16 30 JANUARY 2026

areas, it may be more feasible to use a reclaimer/stabilizer device or a front-end loader mounted miller (fitted with carbide cutting teeth). If milling is used, the sloped ends of the milled area created by the milling drum will need to be sawed vertically to avoid feathering the edge of the repair. The exposed base course will also need to be smoothed and repaired if any damage is evident after removing the failed CSS. Typically, the depth of repairs should not exceed 6 to 7 inches for compacted soil (8 to 9 inches for loose fill).

For smaller patch areas, the material should be prepared outside of the patch recess and then placed. The amount of soil to be used can be estimated based on the patch dimensions, depth, and maximum density at the optimum moisture content (OMC). Excess soil should be mixed and placed to allow for surface trim-ming of the patch after compaction. Prepare the soil to be used in the repair by drying, if necessary, or by adding water to obtain the proper moisture content. A front-end loader can be used to fold the soil repeatedly while wetting. Once the appropriate uniform moisture content has been obtained, the cement should be added and mixing continue until a uniform mixture is obtained. Once mixed, the cement will begin to cure with the moisture in the soil so work as quickly as pos-sible. Immediately place the soil-cement mixture into the excavation and spread uniformly with a substantial overfill of 3 to 4 inches. To obtain a fully compacted 6-inch soil layer will require approximately 8 inches of loose, uncompacted soil. After compaction, the patch area should be immediately trimmed to match the grade of the adjoining pavement and covered or sprayed with an emulsion to seal the surface to prevent excess moisture loss. If using Type I cement, a minimum of seven days of curing should be allowed for temperatures above 40 F (4 C). For Type III cement (high early strength), a minimum of 24 hours of cure should be allowed for temperatures above 40 F (4 C). The surface should be protected from freezing temperatures during the curing period. At temperatures below 40

F (4 C), portland cement is not recommended.

Mix In Place (MIP).

The MIP method would typically be used for repairs where a large area of pavement needs repair and mixing soil cement outside the repair area is not practical. This method is feasible only for repairs of greater than 2,000 square feet.

AFTTP 3-32.16 30 JANUARY 2026     90

A reclaimer/stabilizer machine is recommended for the MIP process, although a milling drum mounted on a front-end loader may be used. The reclaimer/stabilizer machine may also be used to mill the damaged CSS for removal or reuse. The area to be repaired should be milled at a speed of less than 30 feet per minute to allow for an efficient cutting of the damaged CSS. Care must be taken to properly set the depth of the reclaimer/stabilizer to prevent base course damage. The milled material should be discarded and replaced with the same or similar soil unless time and material constraints dictate otherwise.

After milling, the sloped edges created by lowering and raising the milling drum at the beginning and end of the milling process will need to be cut vertically to avoid feathered edges on the repair. If reusing the millings, it may be necessary to add some fresh soil to the millings to increase the volume of material. After compaction, it will be necessary to trim the repair area to grade, which requires some overfill of the repair area. Ideally, the milled material should be sampled and tested to determine the moisture-density relationship ASTM D1557-09, Standard Test Methods for Laboratory Compaction Characteristics of Soil Using Modified Effort [56,000 ft-lbf/ft3 {2,700 kN-m/m3}]) that will define the optimum moisture content for compaction. When testing is not practical, such as in a con-tingency environment, then the OMC of the millings, new soil, and cement must be estimated based on field tests and engineering judgment.

Calculations.

Calculations are required to determine the amount of cement and water to add for a given repair area and depth. The calculations are based on the maximum dry density of the material (based on Standard or Modified Proctor), soil volume, optimum moisture content of the soil, cement content, and moisture content prior to construction. If using cement bags, determine the spacing of the cement bags over the repair area to achieve the target stabilizer content. If a reclaimer/stabilizer machine outfitted with a spray-bar inside the cowling is being used for the MIP procedure, then water pump rates must be determined based on ground speed to achieve the target moisture content. The cement bag spacing within the re-claimer/stabilizer mixing lane must also be determined.

91        AFTTP 3-32.16 30 JANUARY 2026

Stabilizer Calculations. A = area, square feet

D = depth of cut, feet

OMC = optimum moisture content, % MSM = measured soil moisture content, %

MDDOMC = maximum dry density at optimum moisture of the unmodified soil, lbs/ft3

PCEMENT = percentage of cement by dry weight of soil, % WSOIL= weight of soil to be stabilized, lbs.

WCEMENT = weight of cement to be added to soil, lbs. bag spacing = number of cement bags/area, bags/ft2 VWATER = volume of water needed to reach OMC, gals

The weight of cement, WCement, required for the mixture is calculated from the volume of soil, the maximum dry density, and the percentage of cement to be used based on UFC 3-250-11. The MDDOMC for the soil-cement mixture should be de-termined according to ASTM D1557-09 and ASTM D558-11, Standard Test Methods for Moisture-Density (Unit Weight) Relations of Soil-Cement Mixtures. If the MDDOMC is not known for the mix but only for the unmodified soil, a rule of thumb is that for every 5% of cement added, increase by 1% the amount of water needed to reach OMC. For example, if the MDDOMC is 9% of the unmodi-fied soil, for a 7% cement addition, the MDDOMC of the modified soil would be estimated at 10%. If 11% cement was added, the estimated MDDOMC of the mod-ified soil would be 11%. This increase in the OMC results from the increased fines present in the cement and the need for extra water to hydrate the cement. The cement bag spacing is then determined by dividing WCEMENT by the weight of ce-ment bags divided by the area (typically either square feet or square yards). The volume of water necessary to reach the OMC for the soil-cement mix is deter-mined from the weight of soil, WSOIL, and the OMC.

WSOIL= A x D x MDDOMC WCEMENT = WSOIL x PCEMENT

Number of Bags=WCEMENT / Bag Weight Bag Spacing = Number of Bags / A

VWATER = (WSOIL + WCEMENT) x (OMC-MSM) / 8.34

AFTTP 3-32.16 30 JANUARY 2026     92

Remove and Replace.

As an example of the remove-and-replace method, 7% cement is be-ing used to make a 10-foot-wide by 10-foot-long by 6-inch-deep repair with a SM soil having MDDOMC = 130 lbs/ft3. A typical bag of cement in the US weighs 94 pounds (42.6 kg). (Note products from other markets may differ in weight, for example: United Kingdom & Japan – 25 kg (55 lbs.), India – 50 kg (110.2 lbs), Canada – 40 kg (88 lbs.)). The OMC of the unmodified soil is 9% and the MSM

= 4%. Note since there is 7% added cement and the OMC of 9% is for the unmod-ified soil, the OMC for the soil-cement mix would be 10% (OMC of the soil = 9%

+ 1%, per 5.4.3.2 add 1% for every 5% of cement added). Using the equations above:

WSOIL = 10 x 10 x 0.5 x 130 = 6500 lbs.

WCEMENT = 6500 x 7% = 455 lbs.

number of bags = 455/94 = 4.8, so round up to 5 bag spacing = 5/(10×10) = 1 bag per 20 sq. ft.

VWATER = [(6500+455) x (0.10-0.04)]/8.34 = 50-gals water

The weight of soil is 6500 pounds, resulting in a cement weight of 455 pounds. For 94-pound bags of cement (typical in the United States), 4.84 bags are needed. Always round up to the nearest whole number so five bags of cement (bag spacing = 1 bag per 20 square feet) would be needed to repair the area. For 7% added cement, the OMC for the soil-cement mix would be 10% (OMC of the soil = 9% + 1% added for extra water needed for 5% to 10% cement dosage) and using the MSM, leads to VWATER = 50 gals to reach a 10% OMC target. The water should be evenly mixed with the soil before mixing the cement. After the cement is well mixed, the material should immediately be evenly placed in the repair re-cess with a 3- to 4-inch overfill and well compacted.

MIP.

93        AFTTP 3-32.16 30 JANUARY 2026

For the MIP method the calculations are the same. However, the ce-ment needs to be spread in the mixing lane of the reclaimer/stabilizer machine. The target moisture content may be reached by surface addition of water to the area or by spray-bar, if equipped. Surface water addition is the simplest approach as this avoids the complications of using the spray-bar method. When using the spray-bar approach, a nurse truck with water tank is required, and the pump rate (typically in gals/minute) must be controlled according to the total gals of water required over the area, the speed of the machine, and the width of the cutter head. Overlap of adjacent lanes must be minimized to avoid overwatering the overlap area and lane spacing must be coordinated to match the size of the repair area.

Bag Spacing/Lane=

A

CHW x Number of Bags

Pump Rate= Vwater x CHW x Machine Speed A

A = area, square feet

CHW = cutter head width, feet/lane

PR = pump rate needed to reach optimum moisture, gals/minute bag spacing/lane = bag spacing in mixing lane, feet

machine speed = feet/minute

As an example, a 100-foot by 100-foot area needs to be repaired using the MIP method. The same soil and cement conditions as in the previous example will be used. According to the previous equations, WSOIL = 650,000 pounds and WCEMENT = 45,500 pounds. For 94-pound bags of cement (typical in the United States), 484 bags are needed. The bag spacing would be the same as the previous example: one bag per 20 square feet. For the MIP method, it is best to spread these in the mixing lane. The cutter head width of 6 feet is used to yield a bag spac-ing/lane of 3.44 feet. Thus, a bag of cement would be placed about every 3.5 feet in a 6-foot-wide mixing lane. The cutter head width yields the number of machine lanes of 16.7, which is rounded up to 17. The VWATER = 5,010 gals to reach a 10%

AFTTP 3-32.16 30 JANUARY 2026     94

OMC target. Assuming a machine speed of 30 feet/minute, a pump rate of ap-proximately 90 gals/minute is needed to reach OMC.

Compaction. For proper compaction and to achieve proper grade, the repair recess must be overfilled. This process is like a cold joint compaction method for asphalt pavement repair. The filled material should be placed or arranged to over-lap the repair area a few inches and then raked back inside the edge to create a raised area of new repair material around the perimeter of the repair (Figure 5.1). A steel wheel roller in static mode should be used to initially compact or pinch the edges and corners. The raised edge should always remain above the surround-ing grade during compaction. When operating the compactor inside the patch area, care should be exercised to compact as closely as possible to the edges and in the corners of the patch recess without getting the compactor drum or plate outside the patch area. This is especially critical if using vibration or a heavy drum com-pactor, as this may damage the surrounding pavement. Vibration should be used to compact the material to density. After compaction, the patch area should be trimmed with a grader to match the grade of the adjoining pavement. Static oper-ation of a steel wheel roller may be used to remove roller marks, or a rubber tire roller may be used to finish the surface. The patch area should then be sprayed with an emulsion to seal the surface to prevent excess moisture loss.

Repair Location. The location of the repair may dictate the size of the repair needed. If the damaged area is outside the aircraft wheel path in the runway, a small patch may be appropriate. However, patches located within the wheel paths shall extend across the full width of the gear on both sides of the centerline such that the patch condition encountered by the aircraft gear is the same (Figure 5.2).

95        AFTTP 3-32.16 30 JANUARY 2026

Figure 5.1. Replacement, Preparation & Compaction of Soil Cement.

AFTTP 3-32.16 30 JANUARY 2026     96

Figure 5.2. Wheel Paths and Location of Repairs.

97        AFTTP 3-32.16 30 JANUARY 2026

Additional Considerations. Further research may be needed to validate these repair methods under full-scale testing conditions for different CSS pavement thicknesses, repair sizes, types of soils, and cement contents. Environmental fac-tors such as wet-dry and freeze-thaw conditions exacerbate CSS degradation, es-pecially if strict construction specifications and routine maintenance are not fol-lowed. A research study may also be warranted to identify surface treatments that prevent moisture intrusion, retain frictional characteristics, provide a wearing course, and function as curing membranes.

AFTTP 3-32.16 30 JANUARY 2026     98

Chapter 6

CHEMICAL DUST CONTROL FOR AIRFIELDS

Purpose. This chapter provides guidance for the mitigation of dust for con-tingency roads, base camps, helipads, and airfields. It also includes detailed guid-ance for selecting and applying chemical dust palliatives in contingency environ-ments. The implementation of dust mitigation technology is necessary to reduce FOD potential, improve the safety of military operations, and reduce operational hazards to military personnel.

Background. The U.S. military was plagued by fugitive dust during Opera-tions Enduring Freedom and Iraqi Freedom. Airborne dust generated during air and ground operations had a significant impact on missions: ground vehicles ex-perienced safety hazards during convoy activities and personnel were exposed to potential health hazards from fine particulate matter. In addition, the widespread accumulation of dust during ground vehicle operations and in base camps ad-versely impacted the ability of military personnel to effectively conduct combat operations.

Rotary-wing aircraft often experienced “brown out” conditions, in which the density of airborne dust was such that the pilots lost sight of the ground, re-sulting in hazardous operating conditions. Aircraft and personnel were lost due to accidents resulting from “brown out” conditions. Fixed-wing aircraft operations in contingency environments generated significant dust from operating on semi-prepared surfaces and unusually narrow taxiways and runways. The generated dust resulted in increased aircraft maintenance, airfield maintenance (particularly sweeping operations), and reduced operations tempo while waiting for the dissi-pation of dust clouds generated during aircraft landings and departures.

The U.S. Army ERDC was tasked by AFCEC to develop dust-control guid-ance to address these concerns. ERDC recently concluded research and develop-ment of chemical dust palliatives for the U.S. Marine Corps Systems Command for mitigating dust for two distinct applications: one for expeditionary use on for-ward area arming and refueling points and one for sustainment use on roads and

99        AFTTP 3-32.16 30 JANUARY 2026

other large area applications. The technology developed under the Marine Corps program was leveraged and applied to fixed-wing aircraft operations, including field tests at two semi-prepared runway test sites sustaining C-17 aircraft opera-tions. The results of these experiments were used to develop this publication.

Summary of Recommended Product Applications.

General Application Guidance. This chapter is a quick reference tool for rapidly selecting a type of dust palliative, the target palliative application rate, and method of applying the product for a variety of dust-abatement missions. The rec-ommended use of this chapter is summarized in the following steps:

Use Table 6.1 to select the recommended type of product.

Review paragraph 6.3.2. “Detailed Dust Palliative Descriptions.”

Select product from the recommended product category (Tables 6.2

through 6.4).

Review paragraph 6.3.3, “General Application Information.”

Review paragraph 6.3.4, “Detailed Application Guidance.”

AFTTP 3-32.16 30 JANUARY 2026     100

Table 6.1. Recommended Product Applications.

Table 6.1 provides a summary table for selecting a type or category of dust palliative recommended for a particular application. The table provides gen-eral guidance concerning the recommended application rate or quantity of each product, as well as information on whether the product should be diluted with

101      AFTTP 3-32.16 30 JANUARY 2026

water before use. Table 6.1 also indicates whether the material should be applied topically or admixed into the soil to achieve the desired dust control results. If site conditions or the mission scenario preclude the use of the primary solution, Table

6.1 also includes secondary solution recommendations.

Detailed Dust Palliative Description. This section describes the various cat-egories of recommended chemical dust palliatives. Selecting the correct type of dust palliative is critical to ensure the method of dust abatement is compatible with the mission.

Polymer Emulsions. Polymer emulsions used for dust control are vinyl acetate or acrylic-based copolymers suspended in water by surfactants (Table 6.2). They typically consist of 40 percent to 50 percent solid particles by weight of emulsion. Once they are applied, the polymer particles begin to coalesce as the water evaporates from the system, leaving a soil-polymer matrix that prevents small dust particles from escaping from the surface. The polymers used for dust control typically have excellent tensile and flexural strength, adhesion to soil par-ticles, and resistance to water. These materials are often limited by a short shelf life (less than 2 years). Some vendors dilute polymer emulsion products, so it is recommended that random samples of the bulk product be taken to ensure that the bulk product includes at least 40 percent solids according to ASTM D-2834, Standard Test Method for Nonvolatile Matter (Total Solids) in Water-Emulsion Floor Polishes, Solvent-Based Floor Polishes, and Polymer-Emulsion Floor Pol-ishes. Polymer emulsions should not be mixed with gray water or salt water for dilution. If applied topically to helipads, take care to ensure sufficient application rates and penetration depths to avoid the formation of thin crusts (less than 1 inch), creating the potential for FOD.

Polysaccharides. Polysaccharides are solutions or suspensions of sugars, starches, and surfactants in water (Table 6.3). They have excellent shelf life, but the solids may settle from the solution when the product is not stored per the man-ufacturer’s recommendations. Polysaccharides may be diluted with water, de-pending on the intended use. Polysaccharides provide dust abatement by encap-sulating soil grains and providing a binding network in the ground. They are bio-degradable and may leach from the soil with exposure to precipitation.

AFTTP 3-32.16 30 JANUARY 2026     102

Table 6.2. Polymer Emulsions.

103      AFTTP 3-32.16 30 JANUARY 2026

Table 6.3. Poly Saccharides.

Synthetic Fluids. Synthetic organic fluids have an indefinite shelf life and are applied to a soil “as received.” These fluids (Table 6.4) are not miscible with water and are therefore unable to be diluted. They consist of isoalkanes that do not dry or cure with time. The reworkable binder is ready for immediate use upon application and maintains effectiveness over extended periods of time. Follow-on applications have a cumulative effect. Despite lower application rates for a given usage (i.e., airfields, roads, helipads, or base camps), since synthetic organic fluids are not diluted for application, they can be two to three times as costly to use as polymer emulsions and polysaccharides.

AFTTP 3-32.16 30 JANUARY 2026     104

Table 6.4. Synthetic Fluids.

General Application Information. This section briefly describes the primary considerations and methods for applying the recommended dust palliatives.

Soil Type. The soil type influences the performance of dust palliatives. Finer grained soils (silts and clays) present a larger problem with dust generation and are more difficult to control. The higher specific surface of the soil will re-quire greater quantities of the product for treatment. Penetration may also be hin-dered by the small pore sizes between soil grains. Multiple light application rates may be required to effectively treat fine-grained soils and to prevent ponding or surface runoff. Coarse-grained soils (sands and gravels) typically have higher in-filtration rates that minimize ponding or runoff. The soil should be classified ac-cording to ASTM D 2487, Standard Practice for Classification of Soils for Engi-neering Purposes (Unified Soil Classification System).

105      AFTTP 3-32.16 30 JANUARY 2026

Intended Use. Choosing a dust palliative will be governed by the existing need for dust control. Some products work better for helipads, while others are more effective on roads or airfields. Each chemical has benefits and limitations which should be considered before selecting a product. Table 6.1 lists some of the recommended product categories for different dust-control needs.

Application Rates. Application rates should be chosen according to the soil type, the intended use of the treated area, and the necessary duration of use. Dust palliatives should be applied at the rates given in Table 6.1. Synthetic fluids may be applied at lower rates for most projects because they contain 100 percent active ingredients. Polymeric materials may require application rates greater than

1.0 gallon per square yard (gsy) in areas of heavy traffic. For example, using pol-ymer emulsions on helipads will require an application rate of approximately 1.2 gsy to produce thicker surface crusts to reduce FOD potential. Refer to Table 6.1 for guidance on selecting application rates. Note that higher application rates may be required if the polymer emulsions/polysaccharides are pre-diluted by the ven-dor as evidenced by less than 40 percent solids according to ASTM D 2834.

Dilution Ratios. Some products may require dilution with water. These are typically emulsified products (polymers and polysaccharides). Diluting an emulsion will reduce the viscosity and improve penetration. In general, 3 parts water should be added for each part product. Note that the recommended dilution ratio may need to be reduced if the palliatives have been pre-diluted by the vendor to less than 40 percent solids according to ASTM D 2834. Synthetic fluids are intended for use “as received” and should be applied in their concentrated form.

Topical Method. Topical applications are the most used technique for dust control. Spraying the surface of the soil with a dust palliative will solve most dust problems. Alternative methods should be used when the area to be treated is struc-turally deficient for the anticipated traffic or when greater durability is needed. Topical applications are accomplished by spraying the dust palliative onto the natural or prepared soil surface. It is imperative to maintain the greatest level of uniformity while dispersing the liquid. Application quantities are determined by estimating the area of ground surface to be treated and multiplying that area by

AFTTP 3-32.16 30 JANUARY 2026     106

the suggested application rate. Manufacturers’ literature indicates that topical ap-plications are typically effective for 6 to 24 months, dependent on soil type, com-paction, penetration depth, climate, and traffic type and volume. Reapplication is performed at 20 percent to 30 percent of the initial application rate.

Admixture Method. Admix methods are designed to incorporate dust pal-liatives deeper into the soil and provide longer lasting dust abatement. These methods are usually necessary when heavy, repetitive loading will be applied to the soil. Roads and airfields (runways, taxiways, or parking aprons) require admix applications to achieve the desired results. Admix depths should be at least 3 inches (76 millimeters) for roads and at least 4 inches (102 millimeters) for air-fields. Recommend the following procedure to incorporate dust palliative into the soil:

Step 1. Grade the soil, if necessary, using a motor grader (Figure 6.1). Figure 6.1. Grading Soil Surface before Treatment.

Step 2. Spray half of total palliative application rate onto the soil surface (Figure 6.2).

107      AFTTP 3-32.16 30 JANUARY 2026

Figure 6.2. Applying with HydroSeeder & Mixing with Rotary Mixer.

Step 3. Blend into the top 3 inches to 4 inches (76 millimeters to 102 millimeters) of soil using a rotary mixer (Figure 6.2).

Step 4. Compact using steel-wheeled vibratory roller (Figure 6.3). Figure 6.3. Compacting Soil after Mixing.

AFTTP 3-32.16 30 JANUARY 2026     108

Step 5. Spray remaining product onto the compacted surface (Figure 6.4). Figure 6.4. Applying Final Spray to Soil Surface after Compaction.

Note: This method will provide optimal performance of most palliatives. Alter-native construction methods may not provide sufficient durability.

Distribution Equipment. A variety of distribution equipment can be used to apply the palliatives. Table 6.5 includes some equipment used by the ERDC.

109      AFTTP 3-32.16 30 JANUARY 2026

Table 6.5. Distribution Equipment and Vendor Information.

Detailed Application Guidance. This section provides detailed guidance for treating helipads; roads; large open areas; base camps; and fixed-wing airfield facilities. Undiluted chemicals used in these processes pose a potential skin, eye and respiratory irritation hazard. Therefore, during mixing, personnel should avoid skin contact with these products by using—at a minimum—nitrile gloves (or other gloves approved by the site bioenvironmental engineer) and chemical goggles. Aprons and/or face shields may be necessary if a significant splash haz-ard exists. Mixing operations should be reviewed by the bioenvironmental engi-neer to determine if adequate ventilation exists. If the products are mixed outside in a well-ventilated area, respiratory protection should not be required. The pri-mary environmental concern with organic nonpetroleum dust and solvent-based suppressants is how they impact the groundwater quality, freshwater aquatic en-vironment, and plant community. Do not apply these products in excess or directly to any water bodies, wetlands, or where excess product runoff could discharge to a water body (e.g., stream, lake, pond, wetlands). Take all necessary precautions to keep dust palliative materials out of water drainages and roadway ditches lead-ing to streams.

AFTTP 3-32.16 30 JANUARY 2026     110

Dust Abatement on unsurfaced helipads. Equipment requirements may be modified depending upon availability and mission requirements; however, the general types of equipment and process should be similar.

Supplies. Necessary supplies include the following:

Truck to haul the chemical totes, pumps, etc., and to tow the distribu-tion equipment, if necessary.

HydroSeeder™ or other spray distribution system compatible with the selected chemical.

Two to four 275-gal totes for dust palliative (synthetic fluid – primary solution).

One trash pump and sufficient hoses with quick-connect ends to trans-fer the material from the totes to the distributor if the distributor does not include a pump.

General Procedures. General application procedures are as follows: Step 1. Survey and establish the area to be treated.

Step 2. Place synthetic fluid into a HydroSeeder™/distributor (Figure 6.5). Figure 6.5. Filling HydroSeeder from Material Tote.

111      AFTTP 3-32.16 30 JANUARY 2026

Note 1: Approximately 450 gals will be required for a 100-foot by 100-foot (30-meter by 30-meter) helipad for smaller rotary-wing aircraft.

Note 2: Approximately 900 gals will be required for a 150-foot by 150-foot (46-meter by 46-meter) helipad for larger rotary-wing aircraft.

Note 3: Greater quantities will be required for treating with a polymer emulsion (secondary solution). Follow dilution/application guidance in Table 6.1.

Note 4: If a polymer emulsion is used as the secondary solution, the material must be diluted 3:1 with water and agitated for a minimum of five minutes before ap-plication.

Step 3. Position the HydroSeeder™/distributor on the edge of the helipad.

Step 4. Use the tower gun and a long-distance nozzle to spray half of the product on half of the helipad (Figure 6.6).

Step 5. Move to the opposite side of the helipad and spray the remaining product.

Figure 6.6. Topical Material Application from HydroSeeder Tower Gun.

AFTTP 3-32.16 30 JANUARY 2026     112

Step 6. If the distributor does not have standoff spray capability, it may be neces-sary to traverse the helipad to ensure spray overlap. (Note: If the helipad ruts sig-nificantly under the distributor, an attempt to smooth the ruts should be made and the ruts retreated by a hand wand to keep the ruts from acting as erosion focal points during aircraft operations.)

Helicopters may land immediately on areas treated with synthetic fluids; however, for best results wait one day before trafficking (Figure 6.7). If a polymer emulsion is used as the alternative solution, the material must be allowed to cure for 24 hours before allowing traffic on the helipad.

Figure 6.7. UH-1 Helicopter Operating on Treated Helipad.

Dust abatement on unsurfaced roads. Equipment requirements may be modified depending upon availability and mission requirements; however, the general types of equipment and the process should be similar.

Supplies. Necessary supplies include the following:

Motor grader for initial grading, if necessary.

Truck and/or HMMWV to haul chemical totes, pumps, etc., and to tow the distribution equipment, if necessary.

HydroSeeder or other chemical distributor compatible with the prod-uct(s).

113      AFTTP 3-32.16 30 JANUARY 2026

Polymer emulsion and water (primary solution). Note: Quantities must be calculated based upon the recommended product application rate and the length and width of the road.

Rotary mixer for admixing.

Steel-wheeled vibratory compactor.

General Procedures. The general application procedures are as follows:

Step 1. Grade the road to establish general grade requirements and correct dis-tresses.

Step 2. Determine the length of road that can be treated per tank of product (Hy-droSeeder/distributor tank capacity) as follows:

Length (yard [yd])=[Tank Capacity (gal)]/[Application Rate (gsy)]x[Road Width (yd)]

Step 3. Place 675 gals of water into HydroSeeder/distributor (minimum 900-gal capacity). For smaller distribution equipment, recalculate quantities to match the recommended dilution ratio.

Step 4. Add 225 gals of polymer emulsion.

Step 5. Mix for five minutes using mechanical agitation.

Step 6. Apply product to the road surface using a distribution bar or wide fan nozzle on the tower gun.

Step 7. Immediately till the road surface with a rotary mixer to a depth of 3 inches (76 millimeters).

Step 8. Compact the soil until the desired density is achieved.

Step 9. Spray a light application (~0.2 gsy) of the product over the compacted road surface.

AFTTP 3-32.16 30 JANUARY 2026     114

Step 10. Repeat steps 1 through 9 for all subsequent road lengths to be treated.

If a synthetic fluid (secondary solution) is used, it is applied in a topical application following the general approach described for dust abatement on un-surfaced helipads.

Dust abatement in base camps and other non-traffic areas. The application guidance for these areas is less robust and more cost effective since the surface is subjected to reduced loading requirements. Thus, this guidance should not be used for areas directly exposed to vehicle traffic. Equipment requirements may be mod-ified depending upon availability and mission requirements; however, the general types of equipment and process should be similar.

Supplies. Necessary supplies include the following:

Truck and/or HMMWV to haul the chemical totes, pumps, etc., and to tow the distribution equipment, if necessary.

HydroSeeder™ or other chemical distributor compatible with the prod-uct(s).

Synthetic fluid. Note: Quantities must be calculated based upon the recommended product application rate and the length and width of the area to be treated.

General Procedures. The general application procedures are as follows:

Step 1. Determine the area that can be treated per tank of product (Hy-droSeeder/distributor tank capacity) as follows:

Area (square yard [sq yd])=[Tank Capacity (gal)] / [Application Rate (gsy)] Step 2. Fill the distribution equipment with the synthetic fluid. Do not dilute.

Step 3. Apply product to the soil surface using a distribution bar, wide fan nozzle on the tower gun, or a hand wand/hose.

Step 4. Repeat steps 1 through 3 as required to treat the desired area.

115      AFTTP 3-32.16 30 JANUARY 2026

Dust abatement around fixed-wing airfields. For paved airfields, chemical dust palliatives may be used on any unpaved area around the perimeter of the pavement, including unpaved shoulders and graded areas. Due to safety concerns associated with surface friction requirements, dust palliatives are not recom-mended on any primary operating surface of unsurfaced airfields. The exception is when a polymer emulsion is used as a soil stabilization agent and effectively admixed into the soil at depths greater than 4 inches (102 mm) and at higher ap-plication rates, typical of soil stabilization. Additionally, since the shoulders of unsurfaced airfields are designed to support occasional aircraft loading, it is also recommended that the products not be used on shoulders of unsurfaced airfields. Thus, for unsurfaced airfields, the use of chemical dust palliatives is limited to the graded areas. Due to potential FOD concerns, it is highly recommended that syn-thetic fluids be used for this application. If the alternative polymer emulsion so-lution is used, the material MUST be admixed into the soil to minimize FOD po-tential. Polymer emulsions or other stabilization additives cannot be topically ap-plied around fixed-wing airfields due to the potential to form thin crusts capable of generating FOD. Equipment requirements may be modified depending upon availability and mission requirements; however, the general types of equipment and the process should be similar.

Supplies. Necessary supplies include the following:

Truck and/or HMMWV to haul the chemical totes, pumps, etc., and to tow the distribution equipment, if necessary.

HydroSeeder or other chemical distributor compatible with the prod-ucts.

Synthetic fluid. Quantities must be calculated based upon the recom-mended application rate and the length and width of the area to be treated.

General Procedures. The general application procedures are as follows:

Step 1. Determine the area of airfield that can be treated per tank of product (Hy-droSeeder/distributor tank capacity) as follows:

Area (sq yd) = [Tank Capacity (gal)] / [Application Rate (gsy)] with synthetic fluid. Do not dilute.

AFTTP 3-32.16 30 JANUARY 2026     116

Step 3. Apply to soil surface using a distribution bar or wide fan nozzle on the tower gun.

Step 4. Repeat steps 1 through 3 as required to treat the desired area.

Application Areas for Fixed-Wing Facilities. A major consideration in the treatment of areas around fixed facilities is the size of the area requiring treat-ment. The width of treatment along the perimeter is generally reasonable; how-ever, the length of treatment for airfields can range from 1 to 3 miles per side of the runway—the resulting treatment area can accumulate quickly. Analyses of the propeller/jet wakes for the C-130 and C-17 aircraft were performed to develop recommendations for the width of the area to be treated. The minimum treatment width for effective treatment is based upon the wingspan of the aircraft and the highest intensity exhaust plume, while the optimum treatment width is based upon the distance required to reduce the exhaust plume to a maximum velocity of 50 feet per second (35 miles per hour). As general guidance, the treatment width along each side of the runway and around any turnarounds or aprons should be:

C-130 minimum treatment width: 27 feet (8 meters)

C-130 optimum treatment width: 50 feet (15 meters)

C-17 minimum treatment width: 50 feet (15 meters)

C-17 optimum treatment width: 100 feet (30 meters)

For unsurfaced fixed-wing facilities, the treatment should begin at the edge of the shoulder and be applied outward into the graded area and transition area. For paved fixed-wing facilities, the treatment should begin at the edge of the paved surface and extend outward for the recommended width.

BEGIN SIGNATURE

KENYON K. BELL, Lieutenant General, USAF DCS/Logistics, Engineering & Force Protection END SIGNATURE

117      AFTTP 3-32.16 30 JANUARY 2026

Attachment 1

GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION

References

AFI 10-209, RED HORSE program, 11 June 2019

AFI 10-210, Prime Base Engineer Emergency Force (BEEF) Program, 25 Octo-ber 2023

AFI 24-301, Ground Transportation, 22 October 2019

AFI 33-322, Records Management and Information Governance Program, 23 March 2020

DAFMAN 91-203, Air Force Occupational Safety, Fire, and Health Standards, 25 March 2022

AFPAM 10-219, Volume 4, Airfield Damage Repair Capabilities, 25 June 2024 UFC 3-250-11, Soil Stabilization and Modification for Pavements, 30 November 2020

UFC 3-260-03, O&M Manual: Standard Practice for Airfield Pavement Evalua-tion, 21 August 2023

UFC 3-270-01, O&M Manual: Asphalt and Concrete Pavement Maintenance and Repair, 21 February 2018

Air Force Doctrine Publication 3-34, Engineer Operations, 6 October 2021 Army TM 3-34.64, Military Soils Engineering, Chapter 9, Soil Stabilization for Roads and Airfields. 25 September 2012

ASTM C309, Standard Specification for Liquid Membrane-Forming Compounds for Curing Concrete, 22 August 2019

ASTM D558-11, Standard Test Methods for Moisture-Density (Unit Weight) Re-lations of Soil-Cement Mixtures, 16 January 2020

ASTM D559-03, Standard Test Methods for Wetting and Drying Compacted Soil-Cement Mixtures, 6 November 2023

ASTM D560-03, Standard Test Methods for Freezing and Thawing Compacted Soil-Cement Mixtures, 20 November 2024

AFTTP 3-32.16 30 JANUARY 2026     118

ASTM C882, Standard Test Method for Bond Strength of Epoxy-Resin Systems Used with Concrete by Slab Shear, 13 February 2024

ASTM D1557-09, Standard Test Methods for Laboratory Compaction Charac-teristics of Soil Using Modified Effort (56,000 ft-lbf/ft3 (2,700 kN-m/m3)), 2 March 2021

ASTM D 2487, Standard Practice for Classification of Soils for Engineering Pur-poses (Unified Soil Classification System), 2 April 2020

ASTM D 2834, Standard Test Method for Nonvolatile Matter (Total Solids) in Water-Emulsion Floor Polishes, Solvent-Based Floor Polishes, and Polymer-Emulsion Floor Polishes, 15 May 1995

TSPWG Manual 3-270-01.08-2, Testing Protocol for Rapid-Setting Rigid Repair Materials, 5 October 2020

TSPWG Manual 3-270-01.08-4, Testing Protocol for Polymeric Spall Repair Ma-terials, 2 February 2017

Adopted Forms

DAF Form 847, Recommendation for Change of Publication

Abbreviations and Acronyms AFCEC—Air Force Civil Engineer Center AFI—Air Force Instruction AFMAN—Air Force Manual AFPAM—Air Force Pamphlet AFRC—Air Force Reserve Command

AFRIMS—Air Force Records Information Management System

AFRL—Air Force Research Lab

AFTTP—Air Force Tactics, Techniques, and Procedures

ALZ—Assault Landing Zone AMP—Activity Management Plan ANG—Air National Guard ASR—akali-silica reaction

119      AFTTP 3-32.16 30 JANUARY 2026

ASTM—American Standard Test Method BEAR—Basic Expeditionary Airfield Resources BEEF—Base Engineer Emergency Force

°C—degrees  Celsius CSS—Cement Stabilized Soil CTL—Compact Track Loader cu. ft.—cubic foot

ERDC—Engineer Research Development and Research Center

°F—degrees Fahrenheit FOD—foreign object debris ft—foot

ft3—cubic foot gal—gallon

gsy—gallons per square yard IAW—in accordance with KPI—Key Performance Indicator kW—kilowatt

lbs—pounds   LoS—Levels of Service

M&R—maintenance and repair MAOS—minimum airfield operating surface MIP—mix in place

NSN—National  Stock   Number OMC—optimum  moisture  content OPR—Office of Primary Responsibility PACES—Parametric Cost Engineering System

PAVER—Pavement Maintenance Management System

PCC—Portland Cement Concrete PCI—Pavement Condition Index PM—preventative maintenance

AFTTP 3-32.16 30 JANUARY 2026     120

psi—pounds per square inch RDS—Records Disposition Schedule RH—RED HORSE

RTCH—rough terrain container handler

SDS—Safety Data Sheet

SM—silty sand

1. ft.—square foot

SSD—saturated  surface  dry SuPR—Sustainment Pavement Repair TTP—tactics, techniques and procedures UFC—Unified Facilities Criteria UTC—Unit Type Code

yd—yard

Office Symbols

AFCEC/CXX—Air Force Civil Engineer Center, Expeditionary Engineering

US Army ERDC—United States Army, Engineer Research and Development Center

Terms

contingency location—A non-enduring location outside of the United States that supports and sustains operations during named and unnamed contingencies or other operations as directed by appropriate authority and is categorized by mission life-cycle requirements as initial, temporary, or semi-permanent.

Critical Pavement Condition Index (PCI)—The PCI value of a section at which the rate of deterioration significantly increases and return on investment of PM decreases. Critical PCI (or breakdown point) will depend on the pavement type, pavement use, and traffic level, and is unique for each base. Until the PAVER software is configured to calculate the critical PCI, the policy PCI of 70 will be

121      AFTTP 3-32.16 30 JANUARY 2026

pavements. In the future, PAVER will develop critical PCIs for runways, taxi-ways, aprons, overruns, shoulders, asphalt concrete, and PCC pavements.

Global Preventive Maintenance (PM)—Global PM is used to retard or slow pavement deterioration. Generally, global PM is effective at the beginning of pavement life and/or when climate-caused distresses have not started or, in some cases, the severity is low or medium. Global PM, like localized PM, may be per-formed in response to the appearance or progression of distress, but is more com-monly performed on a recurring schedule (i.e., at set time intervals) without regard for the distresses present.

Localized Preventive Maintenance (PM)—Localized PM consists of mainte-nance actions performed on pavement at the location of individual distresses to slow down the rate of pavement deterioration. It differs from global PM in that it typically is not applied to pavement outside of the location of the distress, whereas global PM is applied to areas of the pavement that may not be distressed.

Pavement Condition Index (PCI)—PCI is a numerical indicator between 0 and 100 that reflects the surface condition of the pavement.

PAVER—pavements management software used by DOD, government, and pri-vate industry

Policy PCI—A project should be programmed before the pavement reaches these conditions:

Sections with a PCI greater than or equal to 71 generally require minor M&R

Sections with a PCI of 56 to 70 generally require major and/or minor M&R

Sections with a PCI of 41 to 55 generally require major and minor M&R or reconstruction

AFTTP 3-32.16 30 JANUARY 2026     122

Sections with a PCI of 26 to 40 generally require major repair or recon-struction

Sections with a PCI less than or equal to 25 generally require recon-struction

Preventive Maintenance (PM)—PM is a program of activities that preserves the investment in pavements, reduces the rate of degradation due to specific dis-tresses, extends pavement life, enhances pavement performance, and reduces mis-sion impact. PM includes localized PM and global PM. Both are performed on pavements that are above the critical PCI and are intended to maintain good pave-ments in good condition at minimal cost.

Preventive Maintenance Plan (PMP)—PMP is a plan for sustainment funds, i.e., a document that informs base leadership:

When maintenance is needed

What maintenance activities are to be performed

How the work is to be accomplished

What is the cost for the work and what is the risk if the work is not ac-complished

As a minimum, the PMP should include a prioritized list of projects by contract and in-house with location, quantity, estimated cost, and the risk associated with not performing the work.

Primary Pavements—Primary pavements are mission-essential pavements such as runways, parallel taxiways, main parking aprons, arm-disarm pads, alert air-craft pavements, and overruns (when used as a taxiway or for takeoff). In general, only pavements used by aircraft daily or frequently used transient taxiways and parking areas are considered primary pavements.

123      AFTTP 3-32.16 30 JANUARY 2026

Rate of Pavement Deterioration—This is the rate at which a specific pavement at a specific location deteriorates over time. This rate is dependent on climatic conditions, pavement use, and traffic level.

Tertiary Pavements—Tertiary pavements include pavements used by towed or light aircraft, such as maintenance hangar access aprons, aero club parking, wash racks, and overruns (when not used as a taxiway or for takeoff or to test aircraft arresting gear). Paved shoulders are classified as tertiary. In general, any pave-ment that does not support aircraft taxiing under their own power or is used only intermittently is considered a tertiary pavement.

AFTTP 3-32.16 30 JANUARY 2026     124

Attachment 2

4FWSP MISSION CAPABILTIY STATEMENT

Provides initial WRM equipment/vehicle capability for minor airfield pavement repairs. UTC requires specialized equipment and materials to support Prime BEEF, RED HORSE and/or other civil engineer units operating in austere loca-tions. This deployable standardized kit contains multi-use equipment and certified materials to maintain and repair both asphaltic and/or portland cement pavements with semi-permanent materials to include limited joint sealing capabilities. UTC consists of five 8’ x 20’ shipping containers which include: (1) 279 compact loader (w/atchs), (1) CB14 dual steel wheeled roller compactor, (1) drum concrete mixer; (1)Husqvarna walk behind saw; (1) heated asphalt mixer; (1) air compres-sor; walk behind router; limited quantities of rapid setting flowable fill backfill and concrete capping material, pelletized asphalt and joint sealant; various mobile maintenance repair kits (lube, oil, filter, gaskets) and mechanics tools. UTC re-quires qualified vehicle mechanic support. Supports Open the Airbase, Operate the Airbase, and Recover the Airbase AETF Force Modules.

125      AFTTP 3-32.16 30 JANUARY 2026

Attachment 3

CONTAINER DRAWINGS AND INVENTORY LISTS

Figure A3.1. Container #1.

Figure A3.2. Container #1 – Top View

AFTTP 3-32.16 30 JANUARY 2026     126

Figure A3.3. Container #1 – End View.

Figure A3.4. Container #1 – Top Views, Pallets.

127      AFTTP 3-32.16 30 JANUARY 2026

Table A3.1. Container #1 Inventory (subject to change).

AFTTP 3-32.16 30 JANUARY 2026     128

Figure A3. 5. Container #2.

Figure A3.6. Container #2 – Top View.

129      AFTTP 3-32.16 30 JANUARY 2026

Figure A3.7. Container #2 – Left Bulkhead.

Figure A3.8. Container #2 – Center Looking Left.

AFTTP 3-32.16 30 JANUARY 2026     130

Figure A3.9. Container #2 – Center Looking Right.

Figure A3.10. Container #2 – Right Side Bulkhead.

131      AFTTP 3-32.16 30 JANUARY 2026

Table A3.2. Container #2 Inventory (subject to change).

AFTTP 3-32.16 30 JANUARY 2026     132

133      AFTTP 3-32.16 30 JANUARY 2026

AFTTP 3-32.16 30 JANUARY 2026     134

Table A3.3. Container #2 – Wire Basket Contents.

135      AFTTP 3-32.16 30 JANUARY 2026

AFTTP 3-32.16 30 JANUARY 2026     136

Figure A3. 11. Container #3.

Figure A3.12. Container #3 – Top View.

137      AFTTP 3-32.16 30 JANUARY 2026

Figure A3.13. Container #3 – End View.

Figure A3.14. Container #3 – Right Bulkhead.

Figure A3.15. Container #3 – Left Bulkhead.

AFTTP 3-32.16 30 JANUARY 2026     138

Table A3.4. Container #3 Inventory.

139      AFTTP 3-32.16 30 JANUARY 2026

AFTTP 3-32.16 30 JANUARY 2026     140

Table A3.5. Container #3 – Basket Locker Contents.

141      AFTTP 3-32.16 30 JANUARY 2026

AFTTP 3-32.16 30 JANUARY 2026     142

143      AFTTP 3-32.16 30 JANUARY 2026

AFTTP 3-32.16 30 JANUARY 2026     144

145      AFTTP 3-32.16 30 JANUARY 2026

Table A3.6. Container #3 – Flammable Locker Contents.

AFTTP 3-32.16 30 JANUARY 2026     146

Table A3.7. Container #3 – Rolling Toolbox Contents.

147      AFTTP 3-32.16 30 JANUARY 2026

AFTTP 3-32.16 30 JANUARY 2026     148

Table A3.8. Container #3 – Wire Basket Contents.

149      AFTTP 3-32.16 30 JANUARY 2026

Figure A3.16. Container #4.

Figure A3.17. Container #4 – Elevation View.

AFTTP 3-32.16 30 JANUARY 2026     150

Figure A3.18. Container #4 – Overhead View, Top Level.

Figure A3.19. Container #4 – Overhead View, Middle Level.

151      AFTTP 3-32.16 30 JANUARY 2026

Figure A3.20. Overhead View, Bottom Level.

AFTTP 3-32.16 30 JANUARY 2026     152

Table A3.9. Container #4 Inventory.

153      AFTTP 3-32.16 30 JANUARY 2026

A3.21. Container #5.

AFTTP 3-32.16 30 JANUARY 2026     154

Figure A3.22. Container #5 – Elevation View.

Figure A3.23. Container #5 – Overhead View, Top Level.

155      AFTTP 3-32.16 30 JANUARY 2026

 

 

Figure A3.24. Container #5 – Overhead View, Middle Level.

Figure A3.25. Container #5 – Overhead View, Bottom Level.

AFTTP 3-32.16 30 JANUARY 2026     156

Table A3.10. Container #5 Inventory.

157      AFTTP 3-32.16 30 JANUARY 2026

AFTTP 3-32.16 30 JANUARY 2026     158

Table A3.11. Container Rearrangement Actions.

159      AFTTP 3-32.16 30 JANUARY 2026

 

Attachment 4 APPROVED REPAIR MATERIALS