Domain analysis for airfield pavement: Moving forward from point responses

Hernandez, Jaime A.; Gamez, Angeli; Al‐Qadi, Imad L.

doi:10.1201/9781315100333-224

Cited by 6 publications

(5 citation statements)

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“…The runway and aprons are connected by a structured network of taxiways. In 2008, RWY 14/32 was completely reconstructed, and 150 sensors were embedded inside the new flexible pavement layers to acquire deformations, displacements, and pressures under real traffic and weather conditions [21][22][23][24].…”

Section: Case Studymentioning

confidence: 99%

Monitor Activity for the Implementation of a Pavement—Management System at Cagliari Airport

et al. 2021

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The conditions of airport movement-area pavements play a primary role on safety and regularity of airport operations; for this reason, the aerodrome operator needs to periodically survey their condition and provide their maintenance and rehabilitation in order to ensure the required operational characteristics. To meet these needs efficiently and effectively, the Airport Pavement-Management System (APMS) has proved to be a strategic tool to support decisions, aimed at defining a technically and economically sustainable management plan. This paper aims to investigate the theoretical elements and structure of the APMS; the appropriate methodologies to guarantee a constant updating of the system in all its aspects are presented, focusing on the specific case study of a medium-dimension Italian airport. The article describes the methods and the equipment used for the high-performance surveys and the condition indexes used for collecting and analyzing the data implemented to populate the APMS of Cagliari airport. Two major survey campaigns were carried out: the first in 2016 and the second in 2019. Both surveys were carried out using the same subdivision into sample units, following the ASTM D5340-12 criteria, to correctly compare data collected in different years. In order to sufficiently populate the APMS database, the measured and back-calculated data were stored and integrated using daily acquired pavement reports since 2009 and stored with the specific intention to develop customized decay curves for Cagliari Airport pavements. Preliminary results on the sustainable use of the APMS were reported even with data collected in a limited period and successfully applied to runway flexible pavement.

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Section: Case Studymentioning

confidence: 99%

Monitor Activity for the Implementation of a Pavement—Management System at Cagliari Airport

et al. 2021

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“…Tire-pavement contact stresses for a single tire of an A-380 aircraft landing gear were represented in 3D and non-uniformly distributed within a predefined contact area (8)(9)(10)(11). Following the protocol previously reported by Hernandez and Al-Qadi, aircraft tire-pavement contact stresses under free-rolling conditions were generated (10).…”

Section: Tire-pavement Contact Stresses Under Turning Conditionsmentioning

confidence: 99%

“…Additionally, the developed FE model considered a continuously moving load, temperature profile within the AC layer, interface properties, and infinite boundary elements to represent far-field behavior (14)(15)(16)(17)(18)(19). Details of the pavement model for the HTP test section, including the material characteristics and mesh sensitivity analysis can be found elsewhere (11). The same model preparation scheme was implemented in the LFP4-N pavement structure to ensure an optimum mesh configuration while balancing the computational effort and accuracy.…”

Section: Airfield Pavement Structuresmentioning

confidence: 99%

Turning Maneuver Effect on Near-Surface Airfield Pavement Responses

Gamez

Al‐Qadi

2019

Transportation Research Record

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Airport pavement structures experience heavy aircraft tire loading through a localized contact area. Distributed three-dimensionally and non-uniformly, tire-pavement contact stresses directly influence the near-surface behavior of flexible airfield pavements. The resulting high shear stress levels induced by aircraft tire loading may lead to instability through shoving or slippage cracking. As the tire turns during taxiing, the risk of near-surface damage is exacerbated. In this study, numerical modeling of an inverted pavement system and a conventional flexible pavement structure loaded with a single tire from the A-380 landing gear was developed. The analysis matrix included two tire-inflation pressures, two speeds, and rolling conditions that varied from free-rolling to two turning maneuvers. Two analysis approaches were performed: 1) use of traditional critical point strains, and 2) domain analysis, which characterizes bulk pavement behavior using multiaxial stresses and strains. The critical strains, which are used as inputs for airfield pavement design, changed negligibly under varying tire turning conditions despite the asymmetric contact stress distribution. On the other hand, domain analysis not only captured the asymmetric pavement behavior, but also identified that altering the tire movement from a free-rolling condition to turning could induce a significant increase in the potential damage.

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“…The FE pavement model considered AC temperature profiles, layer interface properties, infinite boundary elements for far-field region behavior ( 20 ), continuously moving load ( 2 ), and nonuniform contact stresses. Details of the FE model, including material properties and mesh sensitivity analysis, are discussed elsewhere ( 21 ).…”

Section: Fe Modelmentioning

confidence: 99%

Development of Domain Analysis to Predict Multi-Axial Flexible Airfield Pavement Responses Due to Gear and Environmental Loadings

Gamez

Hernandez

Al‐Qadi

2018

Transportation Research Record

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Flexible pavement design procedures use maximum mechanistic strains to predict service life via empirical transfer functions. The conventional method of using predefined point locations for potential damage may not accurately represent realistic pavement scenarios. For instance, flexible airfield pavement analysis mainly considers the critical strain at the bottom of the asphalt concrete (AC), which may not characterize near-surface cracking potential. In lieu of point strains, domain analysis, a new method, accounts for the multi-axial behavior of pavements, as inherently excited by three-dimensional (3-D) and nonuniform aircraft tire–pavement contact stresses. Initially applied on highway pavements considering truck tire loading, this approach is an initial breakthrough for implementing domain analysis on flexible airfield pavements; in this study, A-380 and F-16 landing gear tire loads were considered. As anticipated, speed and temperature had significant influence on cumulative domain stress and strain ratios. The decrease in speed and increase in temperature not only increased the cumulative ratios up to 1.81, but nonlinearity of the problem became more prevalent at worst loading conditions (8 kph and 45°C). Minimal difference in ratios for F-16 cases suggests that the National Airport Pavement Test Facility pavement structure became less sensitive to conditions under low loads. Point response analysis revealed that critical strains were not significantly influenced by the tire-inflation pressure, for example, tensile strain at the bottom of the AC only increased up to 13.6% (considering 8 kph speed), whereas domain analysis quantified the increase with respect to 3-D stress or strain states.

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Domain analysis for airfield pavement: Moving forward from point responses

Cited by 6 publications

References 0 publications

Monitor Activity for the Implementation of a Pavement—Management System at Cagliari Airport

Monitor Activity for the Implementation of a Pavement—Management System at Cagliari Airport

Turning Maneuver Effect on Near-Surface Airfield Pavement Responses

Development of Domain Analysis to Predict Multi-Axial Flexible Airfield Pavement Responses Due to Gear and Environmental Loadings

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