ABSTRACT
Published Finite Element (FE) near surface aircraft pavement responses were compared to calculated Layered Elastic (LE) responses for equivalent pavement structures and loads. The FE models included realistic 3D tyre-pavement contact stresses, viscoelastic asphalt characterisation and stress dependent granular material modulus. In contrast the LE model assumed a circular tire-pavement contact area of uniform pressure and layered elastic material properties. Stress concentrations associated with tire ribs and 3D contact stresses resulted in significantly higher critical pavement responses for the FE solutions. These concentrated responses are suited to crack propagation studies, but average pavement response is more applicable to rutting and shoving distresses that occur over a larger area. The comparison between FE and LE pavement response was complicated by differences in published critical pavement response definition, location and orientation. Further work requires consistent pavement response calculation protocols over the whole tire-pavement contact area.
