FAA AAR-410 December 5, 20061 FAA Airport Pavement Roughness R&D u Gordon Hayhoe, AAR-410, FAA...
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Transcript of FAA AAR-410 December 5, 20061 FAA Airport Pavement Roughness R&D u Gordon Hayhoe, AAR-410, FAA...
December 5, 2006 1 FAA AAR-410
FAA Airport Pavement FAA Airport Pavement Roughness R&DRoughness 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).
December 5, 2006 2 FAA AAR-410
ProFAA Computer ProgramProFAA 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, 2006 3 FAA AAR-410
Profile MeasurementProfile Measurement
FAA Methodology
Standard High-Pass Filter Methodology
Measurement speed – profile measured from zero speed to zero speed
December 5, 2006 4 FAA AAR-410
ProFAA Computer ProgramProFAA Computer ProgramBasic Index DisplayBasic Index Display
December 5, 2006 5 FAA AAR-410
Airport Pavement Profile Data Airport Pavement Profile Data Measured AtMeasured 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, 2006 6 FAA AAR-410
Straightedge versus ProfilographStraightedge versus Profilograph
Straightedge-Profilograph,Runway,PCC(98*4)
y = 223.38x - 13.086
R2 = 0.8844
-50
0
50
100
150
200
0 0.2 0.4 0.6 0.8
Straightedge (in)
Pra
filo
gra
ph
(in
/mile
)
Straightedge-Profilograph,Runway,PCC(98*4)
y = -103.79x2 + 278.44x - 18.153
R2 = 0.8948
-50
0
50
100
150
200
0 0.2 0.4 0.6 0.8
Straightedge (in)
Pro
filo
gra
ph
(in
/mile
)
Straightedge-Profilograph,Runway,AC(254*4)
y = 1169.1x2 + 73.411x - 3.054
R2 = 0.7241
01020304050607080
0 0.05 0.1 0.15 0.2 0.25
Straightedge (in)
Pra
filo
gra
ph
(in
/mile
)
Straightedge-Profilograph,Runway,AC(254*4)
y = 321.82x - 15.326
R2 = 0.7073
-100
1020304050607080
0 0.05 0.1 0.15 0.2 0.25
Straightedge (in)
Pra
filo
gra
ph
(in
/mile
)
December 5, 2006 7 FAA AAR-410
Straightedge versus Boeing Straightedge versus Boeing BumpBump
Straightedge-Boeing,Runway,PCC(98*4)
y = 0.902x0.841
R2 = 0.4264
00.20.40.60.8
11.21.41.6
0 0.2 0.4 0.6 0.8
Straightedge (in)
Bo
ein
g
Straightedge-Boeing,Runway,AC(254*4)
0
0.2
0.4
0.6
0.8
1
1.2
1.4
0 0.05 0.1 0.15 0.2 0.25
Straightedge (in)
Bo
ein
g
December 5, 2006 8 FAA AAR-410
FAA TC Boeing 727-100QC FAA TC Boeing 727-100QC Instrumented Aircraft, N40Instrumented 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, 2006 9 FAA AAR-410
Why Wait Until Now to Analyze the Why Wait Until Now to Analyze the Data.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, 2006 10 FAA AAR-410
N40 on Jacks in the HangarN40 on Jacks in the Hangar
December 5, 2006 11 FAA AAR-410
Installation of Axle Strain GagesInstallation of Axle Strain Gages
December 5, 2006 12 FAA AAR-410
Installation of Axle Strain GagesInstallation of Axle Strain Gages
December 5, 2006 13 FAA AAR-410
Installation of Axle Strain GagesInstallation of Axle Strain Gages
December 5, 2006 14 FAA AAR-410
Main Gear Force CalibrationMain Gear Force Calibration
December 5, 2006 15 FAA AAR-410
Interior and Instrumentation RacksInterior and Instrumentation Racks
December 5, 2006 16 FAA AAR-410
Speed Sensor on Nose GearSpeed Sensor on Nose Gear
December 5, 2006 17 FAA AAR-410
N40 on Jacks in the HangarN40 on Jacks in the Hangar
December 5, 2006 18 FAA AAR-410
Variables Measured on N40.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, 2006 19 FAA AAR-410
Tests Run November 3 and 4, 1997Tests Run November 3 and 4, 1997
Run No. Time (pm)
Speed, Knots
Number Blocks
Runway File Name Fuel Wt., lbs
1 1:30 40 36 31 HRT040 45,000 2 1:37 40 72 13 HRT04013 3 1:47 40 90 31 HRT0403 4 1:53 100 60 13 HRT100 42,000 5 2:10 100 60 31 HRT10033 40,800 6 3:25 60 70 13 HRT06013 40,600 7 3:32 60 80 31 HRT06031 38,800 8 3:38 TO/Land 80 13 HRTTOLND 38,600 9 4:45 ~10 10 Taxiway HRTTAX 10 9:43 TO/Land 80 31 HRTTOL31 37,000 11 9:56 80 80 13 HRT08013 35,800 12 10:10 80 80 31 HRT08031 34,500 13 10:17 ~20 130 Taxi from 13 HRTTAX13 34,000 14 10:23 ~20 240 Taxi from 31 HRTTAX31 33,500
December 5, 2006 20 FAA AAR-410
Tests Run December 12, 1997Tests Run December 12, 1997
Run No. Time
Speed, Knots
Number Blocks
Runway File Name Fuel Wt., lbs
1 11:16 40 90 13 HST04013 45,000 2 11:21 40 90 31 HST04031 43,000 3 11:32 100 80 13 HST10013 42,200 4 12:21 100 60 31 HST10031 41,000 5 12:29 60 80 13 HST06013 40,000 6 12:46 60 80 31 HST06031 39,000 7 12:49 TO/Land 80 13 TOLAND13 38,500 8 1:17 TO/Land 80 31 TOLAND31 36,000 9 1:20 80 80 13 HST08013 35,500 9 1:34 80 80 31 HST08031 34,500
December 5, 2006 21 FAA AAR-410
Tests Run December 12, 1997Tests Run December 12, 1997
December 5, 2006 22 FAA AAR-410
Tests Run December 12, 1997Tests Run December 12, 1997
December 5, 2006 23 FAA AAR-410
N-40 Versus Simulation
0
50000
100000
150000
200000
250000
0 1000 2000 3000 4000 5000 6000
Distance (ft)
Ma
in V
ert
ica
l F
orc
es
, L
bs
Sim-Total Main Vertical N40-Total main vertical,Lbs
Sim-Avg=152057
N40-Avg=142606
December 5, 2006 24 FAA AAR-410
N-40 Versus Simulation
0
2000
4000
6000
8000
10000
12000
14000
16000
18000
20000
0 1000 2000 3000 4000 5000 6000
Distance (ft)
No
se
Ve
rtic
al
Fo
rce
s,
Lb
s
Sim-Total Nose Vertical N40-Total Nose vertical,Lbs
Sim-Avg=7995
N40-Avg=6825
December 5, 2006 25 FAA AAR-410
N-40 Versus Simulation
-0.5
-0.4
-0.3
-0.2
-0.1
0
0.1
0.2
0.3
0.4
0.5
0 1000 2000 3000 4000 5000 6000
Distance (ft)
CG
Ac
ce
l, g
Sim-CG Accel N40-CG Accel(norm),G
Avg(Accel-CG) close to 0
December 5, 2006 26 FAA AAR-410
N-40 Versus Simulation
-0.8
-0.6
-0.4
-0.2
0
0.2
0.4
0.6
0 1000 2000 3000 4000 5000 6000
Distance (ft)
CP
Ac
ce
l, g
Sim-CP Accel N40-C/P Accel-Z,G
Avg(Accel-CP) close to 0
December 5, 2006 27 FAA AAR-410
These are Preliminary StepsThese 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, 2006 28 FAA AAR-410
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.
ProFAA Computer ProgramProFAA Computer ProgramStrut ModelStrut Model
December 5, 2006 29 FAA AAR-410
Subjective Pilot Rating Study Using Subjective Pilot Rating Study Using Full-Motion Simulator - ObjectivesFull-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, 2006 30 FAA AAR-410
Why Use a Simulator and Not Why Use a Simulator and Not Operational AirplanesOperational Airplanes
For Test repeatability. Rapid change in profile characteristics. Cost. Safety.
Against Concerns about simulator fidelity. Difficult to change cockpit characteristics.
December 5, 2006 31 FAA AAR-410
FAA Full-Motion 727 Simulator, Now FAA Full-Motion 727 Simulator, Now replaced with a 737 Simulator.replaced with a 737 Simulator.Located at Oklahoma CityLocated at Oklahoma City
December 5, 2006 32 FAA AAR-410
Previous ExperiencePrevious 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, 2006 33 FAA AAR-410
Subjective Pilot Ratings - ScheduleSubjective Pilot Ratings - Schedule FY06 (funding obligated)
Develop scope and test plan. Establish procedures for setting roughness profiles in the
simulator computer program. Develop preliminary rating scale and questionnaire.
FY07 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