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Fax 610.832.9666
Web www.astm.org

Committee E17 on VEHICLE - PAVEMENT SYSTEMS

Chairman: FRANK B HOLT, Dynatest International A/s, 5950 East Execute Drive, Westland, MI 48185, (734) 7290400, Fax: (734) 729-0401, e-mail: fholt@dynatest.com
Group I Vice Chairman: KEVIN K MC GHEE, Virginia Dept Transportation, Virginia Transp Res Council, 530 Edgemont Rd,
Charlottesville, VA 22903-0000, (434) 293-1956, Fax: (434) 293-1990,
e-mail: kevin.mcghee@vdot.virginia.gov
Group II Vice Chairman: GARY A BILLIARD, Humble Equipment Co, 1720 Industrial Dr, Ruston, LA 71270, (318) 251-1935,
Fax: (318) 251-1973, e-mail: noskidn@earthlink.net
Group III Vice Chairman: ROBERT C BRIGGS, Dynatest Consulting Inc, 13953 Us Hwy 301, Starke, FL 32091, (904) 964-3777,
Fax: (904) 964-3749, e-mail: rbriggs@dynatest.com
Group IV Vice Chairman: BOUZID CHOUBANE, Florida D O T, Materials Research Park, 5007 Ne 39th Avenue, Gainesville, FL
32609, (352) 955-6302, Fax: (352) 955-6638, e-mail: bouzid.choubane@dot.state.fl.us
Group V Vice Chairman: RICHARD A MARGIOTTA, Cambridge Systematics, 1265 Kensington Drive, Knoxville, TN 37922-8065,
(865) 670-8516, Fax: (865) 670-8517, e-mail: rmargiotta@camsys.com
Recording Secretary: BRIAN K MICHALK, Texas State/trans Dept, Const Div Mat'l And Pavmnt Sec, 125 E 11th Street, Austin,
TX 78721-0000, (512) 467-3935, Fax: (512) 465-3681, e-mail: bmichalk@dot.state.tx.us
Membership Secretary: BECCA C LANE, Ontario Trans, Bldg C/room 232, 1201 Wilson Ave, Downsview, ON M3M1J-8, Canada
(416) 235-3513, Fax: (416) 235-3919, e-mail: becca.lane@mto.gov.on.ca
Past Chairman: JAMES C W AMBOLD, Cdrm Inc, Po Box 1277, State College, PA 16804-1277, (814) 238-7185,
Fax: (814) 238-5895, e-mail: jcw@psu.edu
Staff Manager: DANIEL G SMITH, (610) 832-9727, Fax: (610) 832-9666, e-mail: dsmith@astm.org

ASTM E17 Mini-Seminar

on
Airport Pavement Roughness Issues: Current Status
Atlanta, GA; December 5, 2006; 8:30AM to 12:00
Moderator: Mr. Tom Yager, NASA Langley
1. Rodney Joel, FAA
Roughness from the FAA Perspective
The FAA has controlled roughness on newly constructed airfield pavements by adhering to surface
grade tolerances provided in AC 150/5300-13, Airport Design, and construction tolerances provided in
AC 150/5370-10B, Standards for Specifying Construction of Airports. When observed, these criteria
produce airfield pavements that have historically produced satisfactorily smooth pavements. The FAA is
pursuing new technology to evaluate and quantify the impact an existing pavement profile may have on a
given airplane or group of airplanes. Close interval profile data can be analyzed against the existing
design and construction criteria as well as short and long wavelength criteria. Parameters similar to the
IRI criteria established for the highway industry appear to be plausible for use on airfields
2. Michael J. Roginski, Boeing
"Boeing Runway Roughness Criteria"

Runway roughness has often been a misunderstood and evasive issue among airports in regards to how
it should be accounted for in pavement management programs as well as to how it affects aircraft
operations. The Boeing Criteria for runway roughness is a simple method that has been utilized for over
30 years and allows airports to make rational decisions as to the best course of action to take in resolving
roughness issues typically first encountered by pilot complaints. The presentation will discuss the
historical background and details of the Boeing bump criteria, profile measuring technique, as well as
actual case study examples.
3. Jack Hagelin, Boeing
"Aircraft Dynamic Response Due to Runway Roughness"
Presentation will cover basic areas of concern for aircraft loading due to ground operations on rough
runways. This includes limit design loads, fatigue loads, and main gear truck pitch response. Will also
discuss advantages and disadvantages of various methods of evaluating runway profiles prior to dynamic
analysis.
4. Tony Gerardi, APR consultants
Airport Pavement Roughness - Gaps in the Industry
The primary reason we strive to build and maintain smooth airport pavements is to minimize aircraft
dynamic response. Rough pavements degrade aircraft performance and reduce the useful life of the
aircraft and the pavement. The interaction between an aircraft and the pavement is a complex science.
The science of airport pavement roughness is continuously evolving as well as the science of airport
pavement management. Working in this field has allowed APR Consultants to recognize some of the gaps
currently facing the industry.
5. Gordon Hayhoe, FAA
Overview of the ProFAA Software for Roughness Analysis
The ProFAA computer program was developed to analyze airport pavement elevation profiles.
Simulation models for four aircraft are included: DC-9, B727, DC-10, and B747. The simulation models
include representations of rigid body motion and linearly flexible body and wing modes. The motion of
the tire-to-pavement contact points are derived from the input profile data. Currently, the same profile is
applied to all struts (body, where applicable, wing, and nose gear) and the two active rigid body degrees
of freedom are bounce and pitch. The next most complex part of the simulation models is the strut model.
The tire models assume that all tires on a particular gear are lumped at the end of the strut. The various
features of ProFAA will be demonstrated and a summary of index values found from airport pavement
profiles measured at a number of airports will be presented.