FDOT Aviation Pavement Management Pre-Training

Assessment Examination

PAVEMENT FUNDAMENTALS

  1. The 3 types of pavement structures are rigid, flexible, and composite.
  2. True
  3. False
  1. Rigid pavement is preferred because
  2. It is easy to repair
  3. It is less expensive than asphalt
  4. It is a strong and durable material
  5. None of the above
  1. Pavement performance can be measured by
  2. Ride quality
  3. Cracking
  4. Rutting
  5. Skid resistance
  6. All of the above
  1. Pavement distress usually caused by environmental conditions include
  2. Alligator cracking
  3. Swell
  4. Rutting
  5. Corner breaks
  6. None of the above
  1. Pavement preservation is performing the right activity on the right pavement at the right time.
  2. True
  3. False

PAVEMENT MANAGEMENT

  1. A pavement management system helps you
  2. Justify budget requests
  3. Design rehabilitation projects
  4. Produce specifications for repair
  5. None of the above

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FDOT Aviation Pavement Management Examination

  1. The FDOT PMS requires participating airports to
  2. Pay a user fee
  3. Own and operate the Micropaver software
  4. Periodically perform a condition survey
  5. Provide information on pavement construction and use changes
  6. Answers (a) and (c)
  7. Answers (c) and (d)
  8. Answers (b) and (c)
  1. Federal Public Law 103-305 says grant money goes to airports that have a PMS that: (choose the correct response(s) from the following)
  1. Has a pavement inventory and aninformation retrieval system
  2. Maintains records for 5 years
  3. Uses Micropaverand includes GIS linkage
  4. Does not need any pavement inspections
  5. Answers (b)and (c)
  6. Answers (a) and (c)
  7. Answers (a) and (b)
  1. The procedure for pavement inspection is contained in
  2. “Pavement Surveys for Public Officials”
  3. “My Little Book of Pavement Engineering”
  4. “Merriam Webster’s Dictionary of Boring Technical Details”
  5. American Society of Testing and Materials D-5340
  6. None of the above

PCC PAVEMENTS

1. Cracks that are less than 1/8 inch wide and extend completely across the slab are

  1. Shrinkage cracks
  2. Durability cracks
  3. Corner breaks
  4. Longitudinal transverse diagonal (LTD) cracks

2. Durability cracking is caused due to

  1. Environmental factors such as freeze thaw cycles
  2. Weight of the aircraft
  3. Answers (a) and (b)
  4. None of the above

3. Joint Seal damage is counted

  1. Slab by slab basis
  2. Based on the overall section
  3. Based on the overall condition of the joint seal in the sample unit
  4. None of the above

4. LTD cracks divide the slab into

  1. One piece
  2. Two or three pieces
  3. Four or more pieces
  4. Answers (a) and (c)

5. A crack that intersect the joints at a distance less than or equal to one half of the slab length on both sides are identified as a

  1. Durability crack
  2. Longitudinal crack
  3. Shrinkage crack
  4. Corner break

6. Blowup can cause

  1. No damage to aircraft
  2. Some damage to aircraft
  3. Severe damage to aircraft
  4. None of the above

7. A patch that is functioning well with little or no deterioration is rated as

  1. Low severity
  2. Medium severity
  3. High Severity
  4. None of the above

8. Large Patch is

  1. Less than 1 sq. ft
  2. Less than 2 sq. ft
  3. Less than 3 sq. ft
  4. Greater than 5 sq. ft

9. Surface staining and base or subgrade material on the pavement close to joints or cracks are evidence of

  1. Pumping
  2. Durability cracking
  3. Scaling
  4. Corner break

10. Large Patch with high FOD potential is rated as

  1. Low severity
  2. Medium severity
  3. High Severity
  4. None of the above

11. Difference of elevation across a joint is

  1. Pumping
  2. Longitudinal cracking
  3. Scaling
  4. Settlement or faulting

12. Settlement less than ¼ inch is rated as

  1. Low severity
  2. Medium severity
  3. High Severity
  4. None of the above

13. Shattered slab has intersecting cracks that divide the slab into

  1. One piece
  2. Two or three pieces
  3. Four or more pieces
  4. Answers (b) and (c)

14. Network of shallow fine, or hairline cracks that extend through the upper surface of concrete are evidence of

  1. Pumping
  2. Durability cracking
  3. Scaling
  4. Corner break

15. A slab is scaled over less than 5 percent of its area with some FOD potential is rated as

  1. Low severity
  2. Medium severity
  3. High Severity
  4. None of the above

16. Breakdown of the slab edges within 2 feet of the joint is a

  1. Joint Spall
  2. Corner break
  3. LTD crack
  4. Scaling

17. A spall is more than 2 feet long and is broken into more than three pieces by light or medium cracks is rated as

  1. Low severity
  2. Medium severity
  3. High Severity
  4. None of the above

18. Raveling or breakdown of the slab within approximately 2 feet of the corner is defined as

  1. Corner break
  2. LTD crack
  3. Blowup
  4. Corner Spall

19. A LTD crack in PCC pavement is not filled and has a mean width greater than 1 in., creating tire damage potential is rated as

  1. Low severity
  2. Medium severity
  3. High Severity
  4. None of the above

20. A concrete slab is broken into 6 pieces and all cracks are low severity

  1. Low severity
  2. Medium severity
  3. High Severity
  4. None of the above

21. Corner break where the crack is 1.5 inches wide and filler is in good condition is rated as

  1. Low severity
  2. Medium severity
  3. High Severity
  4. None of the above

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