In most cases any new construction, whether it be an entire runway, taxiway or ramp, replacing panels or producing short asphalt overlays, will require smoothness testing. The pavement’s smoothness must meet certain FAA criteria in order to receive federal funding. Currently, there are two methods accepted to assess the pavement’s smoothness; the 16-foot straightedge and the California Profilograph.

Current Methods
Both acceptance methods were developed for the roads and highway industry and were adopted by the airport paving industry because the data that were produced is understood and trusted by the contractors and regulatory agencies that use them. However, that’s not to say they don’t have limitations. The 16-foot straightedge, if done manually, is a slow, labor intensive process. The California Profilograph is more sophisticated and can detect wavelengths that are a little bit longer, but it can get into trouble with longer wavelengths and with repeated undulations of a certain wavelength¹, and it only produces an index, not profile data. Never-the-less, these are the two methods available to the industry.

Flexible Data
The idea of flexible data is that you actually measure the profile’s elevation and you use that measured data to evaluate it using any criteria you want. If you use a device such as APR’s Auto Rod and Level - one that produces non-proprietary, true profile data, you can assess that data using free third-party software such as ProVAL or ProFAA. These applications, as well as using APR’s services, allow you to use whichever criterion you’d like - so yeah, it’s flexible data. Because the data is true with respect to a known elevation (such as sea level), that initial profile will serve as the pavement’s baseline profile, locking in the geometric features of the pavement for comparison to future profile surveys.

Great for pavement management, establishing a baseline profile will allow the changes that occur to the pavement’s profile over time to be identified and quantified. These changes can eventually produce poor aircraft ride quality. The baseline profile allows you to track and predict when poor ride quality will develop and help optimize rehabilitation efforts.

So, you know you have to assess the pavement. Why not use a device that collects flexible data? You can meet any specification required, you get the familiar output of deviations or profile index and you get the baseline profile for future pavement management use.

If you want to talk to us about how we can use the AR&L for this service, or if you would like to evaluate the AR&L for your own use, please contact us.

1 Kulakowski, B. and J.C. Wambold. Development of Procedures for the Calibration of Profilographs. FHWA-RD-89-110. Federal Highway Administration, McLean , VA.