The impact of aircraft on airport pavements is varied and closely related to their operational durability. The article presents the impact of the annealing process related to the forced impact of airplanes on airport pavements. The composition of cement concrete with ceramic dust, which is characterized by increased thermal resistance, has been proposed. Two research cycles were programmed, differentiated by the annealing scheme and the way in which the temperature influences the annealing time. Samples stored at a temperature of 20 ± 2 °C were subjected to testing. The tests were carried out for two diagrams: A and B. The first-diagram A-included the continuous impact of the flue gas stream on the samples for a period of 350 min with a test step every 25 min. For the second-diagram B-the samples were alternately heated (1 min) and cooled (15 min). The influence of the proposed pavement mix on changes in the internal structure of cement concrete and the increase in its resistance to high temperatures was determined. In the microstructure of the CC-1 concrete matrix, it was found that there were plate-granular portlandite crystals up to 10 µm in size and ettringite crystals with a length of 8 µm. In the CC-2 concrete, the ettringite crystals were less numerous and had a length of up to 5 µm, there were also continuous contact zones between the aggregate grains and the cement matrix (diagrams A). The alternating annealing/cooling (diagram B) resulted in the ettringite crystals in the CC-1 matrix being up to 10 µm long, and in the CC-2 concrete up to 7 µm long. The contact zone between the aggregate grain and the matrix in CC-2 concrete was continuous, and the microcracks in CC-1 concrete were up to 8 nm. Regardless of the heating diagram, in the surface zone, there were larger microcracks in the CC-1 concrete than in the CC-2 concrete. For diagram A they were 14 µm and 4 µm and for diagram B they were 35 µm and 5 µm, respectively. It was found that concrete with ceramic dust is characterized by a lower and more stable temperature increase. In scheme A, the average temperature increase on the heated surface ranged from 46 °C to 79.5 °C for CC-1 concrete, and from 33.3 °C to 61.3 °C for CC-2 concrete. However, in scheme B, the temperature after 350 heating cycles for CC-1 concrete increased to 129.8 °C, and for CC-2 concrete to 116.6 °C. After the cooling period, the temperature of CC-1 and CC-2 concrete was comparable and amounted to 76.4 C and 76.3 °C, respectively. CC-2 concrete heats to lower values, and favorable changes in internal structure translate into higher strength and durability (after 350 heating cycles according to scheme A, the strength of CC-1 concrete was 67.1 MPa and of CC-2 concrete 83.9 MPa, while in scheme B, respectively, 55.4 MPa for CC-1 and 75 MPa for CC-2).
Keywords: airport pavements; cement concrete pavements; durability of the concrete surfaces.