FAA Airport Pavement

Roughness R&D

Gordon Hayhoe, AAR-410, FAA William J.

Hughes Technical Center, Atlantic City,
New Jersey, U.S.A.
www.airporttech.tc.faa.gov

Continue development and maintenance of

ProFAA (in process).

Develop a standard for CA Profilograph

simulation (in process).

Compare measured and simulated aircraft

response (data analysis in process).

Conduct a pilot subjective rating study using the

FAA 737 full-motion simulator (planning).
FAA AAR-410
December 5,
1

ProFAA Computer Program

Intended to provide analysis of airport pavement

roughness by computing indexes and simulating
aircraft response.
An inertial profiling system was developed for
measuring runway and taxiway longitudinal
elevation profiles from threshold to threshold.

Constant profile measurement speed not necessary.

Profiles are not absolute somewhere between absolute
and normal high-pass filtered.
Suitable for high-speed aircraft simulation.

December 5,

FAA AAR-410

Profile Measurement
FAA
Methodology

Standard HighPass Filter

Methodology
Measurement
speed profile
measured from
zero speed to
zero speed

December 5,

FAA AAR-410

ProFAA Computer Program

Basic Index Display

December 5,

FAA AAR-410

Airport Pavement Profile Data

Measured At

Sixteen Airports
U.S.A. and Foreign
4 Large Hub, 3 Medium Hub, 5 Feeder
4 Foreign large international
Flexible and Rigid Pavements
Runways and Taxiways

December 5,

FAA AAR-410

Straightedge versus Profilograph

Straightedge-Profilograph,Runway,PCC(98*4)

Straightedge-Profilograph,Runway,PCC(98*4)
200
y = 223.38x - 13.086
150

R2 = 0.8844

100
50
0
-50

0.2

0.4

0.6

0.8

Profilograph (in/mile)

Prafilograph (in/mile)

200

y = -103.79x2 + 278.44x - 18.153

R2 = 0.8948

150
100
50
0
0

-50

0.2

Straightedge (in)

0.1

Prafilograph (in/mile)

Prafilograph (in/mile)
0.15

0.2

0.25

80
70
60
50
40
30
20
10
0

y = 1169.1x2 + 73.411x - 3.054

R2 = 0.7241

0.05

0.1

0.15

0.2

0.25

Straightedge (in)

Straightedge (in)

December 5,

0.8

Straightedge-Profilograph,Runway,AC(254*4)

y = 321.82x - 15.326
R2 = 0.7073

0.05

0.6

Straightedge (in)

Straightedge-Profilograph,Runway,AC(254*4)
80
70
60
50
40
30
20
10
0
-10 0

0.4

FAA AAR-410

Straightedge versus Boeing

Bump
Boeing

Straightedge-Boeing,Runway,PCC(98*4)

1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0

y = 0.902x0.841
R2 = 0.4264

0.2

0.4

0.6

0.8

Straightedge (in)

Straightedge-Boeing,Runway,AC(254*4)
1.4
1.2
Boeing

1
0.8
0.6
0.4
0.2
0
0

0.05

0.1

0.15

0.2

0.25

Straightedge (in)

December 5,

FAA AAR-410

FAA TC Boeing 727-100QC

Instrumented Aircraft, N40

The FAA WJHTC operated a fully instrumented

Boeing 727-100 until it was damaged about five
years ago during an arrestor bed test.
Measurements were made with N40 in 1997 on a
runway and taxiway at a medium size regional
airport.
At the same time longitudinal profile
measurements were made with the FAA profiler.
The data from these test is now being analyzed to
compare measured airplane responses with
simulated responses.

December 5,

FAA AAR-410

Why Wait Until Now to Analyze the

Data.
Development of pavement thickness
design procedures and associated full-scale
traffic testing consumed most available
R&D resources.
The AAR-410 budget has recently been
increased and a significant portion of the
increase is assigned to roughness work
over at least the next three years.

December 5,

FAA AAR-410

N40 on Jacks in the Hangar

December 5,

10

FAA AAR-410

Installation of Axle Strain Gages

December 5,

11

FAA AAR-410

Installation of Axle Strain Gages

December 5,

12

FAA AAR-410

Installation of Axle Strain Gages

December 5,

13

FAA AAR-410

Main Gear Force Calibration

December 5,

14

FAA AAR-410

Interior and Instrumentation Racks

December 5,

15

FAA AAR-410

Speed Sensor on Nose Gear

December 5,

16

FAA AAR-410

N40 on Jacks in the Hangar

December 5,

17

FAA AAR-410

Variables Measured on N40.

Vertical and side forces and torque at each
wheel on main and nose gears.
Speed at nose gear.
Three-axis accelerations at aircraft cg and
floor of cockpit.
Inertial guidance system outputs.
Displacement of control surfaces, throttle,
etc.

December 5,

18

FAA AAR-410

Tests Run November 3 and 4, 1997

Run No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14

Time
(pm)
1:30
1:37
1:47
1:53
2:10
3:25
3:32
3:38
4:45
9:43
9:56
10:10
10:17
10:23

December 5,

Speed,
Knots
40
40
40
100
100
60
60
TO/Land
~10
TO/Land
80
80
~20
~20

19

Number
Blocks
36
72
90
60
60
70
80
80
10
80
80
80
130
240

Runway

File Name

31
13
31
13
31
13
31
13
Taxiway
31
13
31
Taxi from 13
Taxi from 31

HRT040
HRT04013
HRT0403
HRT100
HRT10033
HRT06013
HRT06031
HRTTOLND
HRTTAX
HRTTOL31
HRT08013
HRT08031
HRTTAX13
HRTTAX31

Fuel
Wt., lbs
45,000

42,000
40,800
40,600
38,800
38,600
37,000
35,800
34,500
34,000
33,500

FAA AAR-410

Tests Run December 12, 1997

Run No.

Time

1
2
3
4
5
6
7
8
9
9

11:16
11:21
11:32
12:21
12:29
12:46
12:49
1:17
1:20
1:34

December 5,

Speed,
Knots
40
40
100
100
60
60
TO/Land
TO/Land
80
80

20

Number
Blocks
90
90
80
60
80
80
80
80
80
80

Runway

File Name

13
31
13
31
13
31
13
31
13
31

HST04013
HST04031
HST10013
HST10031
HST06013
HST06031
TOLAND13
TOLAND31
HST08013
HST08031

Fuel
Wt., lbs
45,000
43,000
42,200
41,000
40,000
39,000
38,500
36,000
35,500
34,500

FAA AAR-410

Tests Run December 12, 1997

December 5,

21

FAA AAR-410

Tests Run December 12, 1997

December 5,

22

FAA AAR-410

N-40 Versus Simulation

Sim-Total Main Vertical

N40-Total main vertical,Lbs

250000

200000

Main Vertical Forces, Lbs

Sim-Avg=152057
150000

N40-Avg=142606
100000

50000

0
0

1000

2000

3000

4000

5000

Distance (ft)

December 5,

23

FAA AAR-410

6000

N-40 Versus Simulation

Sim-Total Nose Vertical

N40-Total Nose vertical,Lbs

20000
18000

Nose Vertical Forces, Lbs

16000
14000
12000
10000

Sim-Avg=7995

8000
6000
N40-Avg=6825

4000
2000
0
0

1000

2000

3000

4000

5000

Distance (ft)

December 5,

24

FAA AAR-410

6000

N-40 Versus Simulation

Sim-CG Accel

N40-CG Accel(norm),G

0.5
Avg(Accel-CG) close to 0

0.4
0.3

CG Accel, g

0.2
0.1
0
-0.1
-0.2
-0.3
-0.4
-0.5
0

1000

2000

3000

4000

5000

Distance (ft)

December 5,

25

FAA AAR-410

6000

N-40 Versus Simulation

Sim-CP Accel

N40-C/P Accel-Z,G

0.6
Avg(Accel-CP) close to 0
0.4

CP Accel, g

0.2

-0.2

-0.4

-0.6

-0.8
0

1000

2000

3000

4000

5000

Distance (ft)

December 5,

26

FAA AAR-410

6000

These are Preliminary Steps

Continuing work will include variation of

simulation parameters such as:
Flexible

body modes.
Pitch moment of inertia for cockpit
comparisons.
Strut model parameters primarily Coulomb
and hydraulic friction.

Modify simulation program to accept

varying speed.

December 5,

27

FAA AAR-410

ProFAA Computer Program

Strut Model

Includes damping forces due to:

Velocity squared hydraulic damping.

Strut seal Coulomb friction.
Strut bearing Coulomb friction due to strut inclination.
Two-to-one breakaway-to-sliding friction.

All wheels lumped into one equivalent wheel.

Unsprung mass is ignored.
Gas compression spring.
Linear tire spring with linear damping.

December 5,

28

FAA AAR-410

Subjective Pilot Rating Study Using

Full-Motion Simulator - Objectives

Develop a rating scale for pilot subjective response to

vertical cockpit vibrations excited by longitudinal
pavement surface elevation disturbances.
The scale to range from very smooth to exceedingly
rough.
Identify on the rating scale limits for cockpit vibration
resulting in uncomfortable conditions and unacceptable
conditions.
A similar project has been proposed to ACRP but using
field data.

December 5,

29

FAA AAR-410

Why Use a Simulator and Not

Operational Airplanes

For
Test

repeatability.
Rapid change in profile characteristics.
Cost.
Safety.

Against
Concerns

about simulator fidelity.

Difficult to change cockpit characteristics.
December 5,

30

FAA AAR-410

FAA Full-Motion 727 Simulator, Now

replaced with a 737 Simulator.
Located at Oklahoma City

December 5,

31

FAA AAR-410

Previous Experience

AAR-410 has run projects on the FAA 727

simulator for about 15 years.

High-speed exit geometry and lighting configurations.

High-speed ground handling.
Airplane landing into and arrestor bed.
General lighting and visual guidance studies.

The person responsible for simulator operation

has a Ph.D. in human factors as well as being a
National Resource Specialist in Simulators.
E1927 Conducting Subjective Ride Quality
Pavement Ratings.

December 5,

32

FAA AAR-410

Subjective Pilot Ratings - Schedule

FY06 (funding obligated)

FY07

Develop scope and test plan.

Establish procedures for setting roughness profiles in the
simulator computer program.
Develop preliminary rating scale and questionnaire.
Continue test plan, etc.
Preliminary simulator study with a small number of pilots to
test the scales and other procedures.
Finalize procedures.

FY08

Run the full experiment with the necessary number of subjects

and profiles.
Analysis and report

December 5,

33

FAA AAR-410