32 AIRFIELD MAINTENANCE October 2026 AirportImprovement.com BHM | FAT | LAA | SCX | SGU | SKX estimates it extended the useful life of Runway 11L-29R by five years and reduced the need for intermittent runway closures while reconstruction planning continued. Taos Regional Airport in New Mexico (SKX) also used P-608 pavement preservation as an interim strategy. In 2023, Runway 4-22 was weathering, raveling and cracking, with a PCI of 55; but rehabilitation funding remained several years away. Leadership consequently opted for a P-608 treatment to help keep the runway open and operating safely. Greg Fuller, a regional manager with Asphalt Systems Inc., explains that the treatment is designed to restore damaged surface binder, reduce continued aggregate loss and protect the pavement from further environmental deterioration. He reports that the runway at SKX has performed without issues since application, and estimates the airport gained about two additional years of service before scheduled rehabilitation. Cases like the one at SKX are more common than many realize, Fuller says. Even with a thoughtful management program in place, pavement can deteriorate much faster than expected. “It’s in these situations when a treatment proven to delay costly rehab becomes a critical tool in the preservation toolbox,” he comments. He counsels engineers evaluating whether preservation can successfully bridge a funding gap to consider how long rehabilitation funding will take to obtain, the pavement’s PCI, the severity of observed distresses and the operational consequences if pavement must be removed from service. Which One? Choosing the right preservation treatment is just as important as when it is applied, Fuller advises. And selection should be based on the unique pavement conditions and operational challenges of each airport. He says one common misconception is assuming products designed for pavements early in their lifecycle will be equally effective on those approaching rehabilitation. However, there can be a point of no return. “When weathering of the surface turns into raveling of the aggregates from the surface, generating FOD, it may be too late to begin preservation,” Beckhoff notes. Fuller agrees that preservation isn’t always the fix. “Typically, when the hot mix asphalt has failed structurally, the pavement isn’t a candidate for delaying costly rehab,” he says. However, he adds that each project should be evaluated individually because some severely deteriorated pavements can still benefit from robust preservation treatments when rehabilitation funding is unavailable. Warren, from SGU, says that one of the most common mistakes airports make is expecting preservation treatments to solve structural pavement problems. “Applying sealcoat over cracked, rutted or subgrade-failed asphalt is burning money,” he remarks. “Seals protect good surfaces; they cannot fix bad foundations.” He also emphasizes that delaying routine crack sealing allows water to penetrate beneath the pavement surface and accelerate deterioration of the underlying base. Forward Progress Speaking from a product manufacturer’s viewpoint, Manning interprets the growing acceptance of pavement preservation as confidence in both the research and the onsite results. “Preservation is a process,” he adds. “It’s not a one-time deal.” If started early and continued routinely, he says treatments can extend the life of airfield asphalt for decades. “It is important to protect and preserve an airport’s pavement assets,” Manning emphasizes. “There is only one way to do that, and that is to start preserving early and keep preserving routinely.” As an airport manager and former airfield maintenance supervisor, Warren highly recommends routinely sealing cracks to prevent water from reaching the pavement base. This can significantly delay more expensive rehabilitation and help stretch limited maintenance budgets, he explains. “Preservation isn’t an expense; it’s capital protection,” Warren reasons. “You can either spend $3 per square yard every four years to maintain pavement, or you can explain to the City Council and FAA why you need $60 per square yard in 10 years when the runway breaks up—and why the airport will be closed for three weeks to fix it.” Beckhoff stresses the value of consistent attention. “Far and away, the biggest single mistake that I see airports make is ignoring their pavements altogether,” he comments. Beckhoff also encourages managers to visit airports with successful preservation programs to compare long-term pavement performance and capital improvement plans. “The proof is out there!” he proclaims. GREG FULLER PHOTO: KIMLEY-HORN PHOTO: KIMLEY-HORN BEFORE AFTER Fresno Yosemite Int’l is leveraging asphalt preservation until full runway reconstruction is possible.
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