Utilizing Ground Penetrating Radar (GPR) And Advanced Software Interpretation to Keep Our Airport Runways Safe
Infraspect has specially tuned GPR to find issues in airport runways. By peering down through the runway surface, Infraspect can locate delamination, debonding, cover thickness, compactness of the underground, voids, water, rebar patterns, and more that can lead to problems on the runway. Infraspect uses GPR and specifically tuned interpretive software to locate potential obstacles and hazards in runways and roadways using nondestructive testing methods.
Concrete as thick as 24 inches can be scanned. The condition of concrete slabs can be inspected for relative thickness, deterioration, and structure problems. Our concrete inspector pulls the radar antenna along the concrete surface and simultaneously records the radar data on a computer.
The image of the concrete is immediately seen on the computer screen and can be interpreted in real time. TWIC certified professionals with expert results offers safety and peace of mind.
NTSB Identification: DCA11FA052
HISTORY OF FLIGHT
On May 6, 2011, at 0200 central daylight time, a Boeing 737-800, registered as N12221, was taxiing from a paint facility to the runway for an anticipated takeoff from Mid Delta Regional Airport (GLH), Greenville, MS. During taxi, about 100 to 150 yards from its parking spot, the aircraft’s left main landing gear assembly sank into the ramp surface. The two pilots onboard were not injured. No other people were on the airplane. The airplane was substantially damaged.
The airplane was registered to and operated by Continental Airlines under the provisions of 14 Code of Federal Regulations Part 121 and the flight was to be operated as a non-revenue repositioning flight to George Bush Intercontinental Airport (IAH), Houston, TX.
According to the captain, he and the first officer immediately initiated the evacuation checklist and exited the airplane.
According to FAA personnel who examined the ramp after the event, the thickness of the concrete varied from 6 to 6 1/2 inches and was reinforced by 3/4 inch square rebar. A large void was found directly beneath the area of sunken ramp pavement. The void was about 6 feet deep and 20 feet across. Further examination of the void revealed the presence of a failed utility water pipe, which was found to have failed at a pipe joint.
Utilizing the latest in GPR and interpretation software we can locate issues prior to them becoming visible to the naked eye.
Being able to efficiently budget for and manage maintenance and repairs will help extend the service life of any runway or roadway.
Deterioration progression over time can be monitored to conduct repairs before they become an issue.
Peering through the surface to locate delamination, debonding, cover thickness, rebar placement, compactness of the subsurface, voids, water intrusion, and more.
Infraspect utilizes modern technology and robotics for the safety of the public.
According to the European Aviation Safety Agency (EASA) “Runway surface condition has contributed to many safety events. Investigations have revealed shortfalls in the accuracy and timeliness of the assessment and reporting methods currently in use. An issue has been identified particularly in the lack of standardization in the way runway surface condition and braking action are assessed, reported, and used by the flight crew.
An older method utilized visual distress definitions to create a Pavement Condition Index (PCI). The Army Corps of Engineers describes issues on airport runways in the manual below. This manual contains distress definitions and measurement methods for asphalt surfaced airfields. This information is used to determine the PCI. Infraspect’s methods add an additional level of safety by peering through the runway to provide an updated advanced condition assessment report.