New large aircraft: the impact of new-generation large aircraft on the structural design of flexible pavements
New large aircraft: the impact of new-generation large aircraft on the structural design of flexible pavements
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发表时间：
1996-02
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通讯作者：
B. Rodway
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作者：
B. Rodway
目前的柔性路面设计方法是基于一种失效模式，这种失效模式主要是由路基的过应力引起的表面车辙。这些方法基本上是经验性的，并预测需要大大增加路面厚度，以满足新的和拟议的大型飞机。然而，这种预测涉及不合理的外推。由于这些方法固有的简化假设，它们缺乏一般性，只能安全地应用于属于全面实证测试范围内的情况，而这些测试是针对这些情况进行校准的。与新的大型飞机相关的大的轮簇可以预期引起比当前设计方法预测的更少的表面车辙。波音B777和拟议中的新大型飞机对柔性路面的破坏可能不会比目前这一代飞机大得多，但需要按照美国联邦航空管理局的计划进行全面测试。表面车辙失效模式与含有厚结合层的深路面的相关性已降低，而这在主要机场越来越常见。对于这些路面，飞机引起的沥青表面层的疲劳开裂和其他结合层的开裂可能是关键的。分层弹性分析方法似乎足以解决这些路面退化模式，但不太能够处理车辙。因此，抗车辙设计方法很可能继续严重依赖直接相关的经验数据。
Current flexible pavement design methods are predicated on a failure mode which consists of surface rutting caused primarily by overstressing the subgrade. These methods are essentially empirical and predict that greatly increased pavement thicknesses are needed to cater for new and proposed large aircraft. Such predictions, however, involve extrapolations that are unjustified. Due to the simplifying assumptions inherent in the methods, they lack generality and can only be safely applied to situations falling within the scope of the full-scale empirical tests against which they were calibrated. The large clusters of wheels associated with new large aircraft can be expected to cause less surface rutting than predicted by current design methods. The Boeing B777 and proposed new large aircraft may not be significantly more damaging to flexible pavements than present generation aircraft, but confirmation by full-scale testing, as planned by the U.S. Federal Aviation Administration, is needed. The surface rutting failure mode has diminished relevance to the deep pavements containing thick bound layers which are increasingly typical at major airports. For these pavements, aircraft-induced fatigue cracking of the bituminous surfacing layer and cracking of other bound layers may be critical. Layered elastic methods of analysis would seem to be adequate to address these modes of pavement deterioration but are less able to deal with rutting. It is likely, therefore, that methods of design against rutting will continue to rely heavily on directly relevant empirical data.