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Field Testing and Modelling of the Italian Smart Runway Instrumentations

Field Testing and Modelling of the Italian Smart Runway Instrumentations. Silvia Portas Imad L. Al-Qadi Mauro Coni Hao Wang Jongeun Baek. Italian civil aviation authority. UNIVERSITA DEGLI STUDI DI CAGLIARI Dipartimento Ingegneria del Territorio. SOGAER.

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Field Testing and Modelling of the Italian Smart Runway Instrumentations

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  1. Field Testing and Modelling of the Italian Smart Runway Instrumentations Silvia Portas Imad L. Al-Qadi Mauro Coni Hao Wang Jongeun Baek Italiancivilaviation authority UNIVERSITA DEGLI STUDI DI CAGLIARI Dipartimento Ingegneria del Territorio SOGAER Ente Nazionale per l’aviazione civile

  2. Outline • Introduction • Objective and Scope • Site Description and Instruments • Responses from Instrumentation • Preliminary Results from Modeling • Summary

  3. Introduction • A reconstructed runway was instrumented to measure: • Stresses • Strains • Temperature profile • Moisture content • Monitoring parameters affecting pavement behavior • Airplane traffic intensity • Loading maneuver • Airplane speed • Environmental conditions

  4. Objective and Scope • Analyze runway pavement response under various loading conditions: • Pressure profile • Strain response • Predict runway pavement performance: • Pavement response measurements • Pavement structure modeling • Better runway pavement response understanding

  5. Instrumented Site • Cagliari’s Airport main runway • Location • close to runway Head • between Aiming Point and TDZ

  6. Pavement Cross Section

  7. 15 Selected Instruments • Strain and deformation measurements: • H-type strain gauges for HMA • Specially-modified LVDTs for unbound materials • Pressure measurements • Hydraulic pressure cells • Environmental condition measurements: • T-type thermocouples; TDRs

  8. HMA Strain Measurements 45 H-type strain gauges to measure strains at the bottom of HMA layers 9 Longitudinal 9 Transversal 15

  9. Deformation Measurements 36 LVDTs to measure deformation in granular layers Macro Sensors LVDTs GHSER 750-1000 Macro Sensors LVDTs GHSE 750-1000

  10. Vertical Pressure Measurements Hydraulic pressure cells to measure vertical stresses under pavement layers 9 on each layer

  11. 15 Temperature and Moisture Measurements • In-house built T-type thermocouples to measure temperature profile • Time Domain Reflectometry to measure moisture content of granular layers • Campbell Scientific 2-probe CS 616-L • Calibration using in-situ materials

  12. Instrument Response • Instrument responses to two loading types were measured: • Impulse loading: Falling Weight Deflectometer • Moving load: truck at four various speeds

  13. Pressure Cell Response 15

  14. Data Collection Method • Real traffic data • Triggering system • Collection frequency • Collection duration • Traffic Monitoring • Airport traffic data • Video camera

  15. Current Traffic & Expected Measurements • Typical Airplanes • Boeing 737-800 • MD-82 • Airbus 320 • Heaviest Airplane • Antonov- Multileg Landing Gear • Response measured • Stress and strain response to main gear

  16. Typical Loading Conditions • Take-off and Landing • Speed over sensors: 30–190 km/h • Average aircraft weight: 63-74 tons

  17. Typical Responses • Boeing 737-800 - Landing 100 km/h

  18. Typical Responses • MD-82 - 31 km/h

  19. 3-D Finite Element Modeling 3-D FE model is used to capture 15 • Non-uniform contact pressure • Moving tire load • Implicit dynamic analysis • Viscoelastic HMA layer • Infinite boundaries

  20. Calculated vs Measured Pressure for Truck Loading at 10 km/h Uniform Tire Pressure Non-Uniform Tire Pressure

  21. Calculated vs Measured Pressure for B737 Loading at 190km/h Uniform Tire Pressure Non-Uniform Tire Pressure

  22. Summary • Cagliari airport runway pavement was instrumented with 149 sensors • New instrument installation techniques were successfully implemented and data was collected from: • LVDT’s • HMA strain gauges • Pressure cells • Thermocouples • Pavement response data was compared to FEM analysis results

  23. Summary • Calculated pressure is lower than measured values near-surface. The difference becomes smaller with depth • Non-uniform contact pressure needs to be considered in further analysis

  24. Future Research • Continue analyzing data under various loading conditions • Calculate pavement responses under realistic tire-pavement contact stresses and compare results to field measurements

  25. Thank You Questions?

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