## 3 Results and Discussion
### When the Aircraft Load Acts on Joints  
Figure 10 depicts the stress distribution when the wheel load operates on the joint of the pavement slab. The vertical stress is greatest near the joint of the pavement slab. The vertical stress is 0.21 MPa when there is no dowel bar in the slab, and 0.17 MPa when there is, thus showing that the presence of a dowel bar will have a positive influence on the stress at the joint of the pavement slab, resulting in a reduction of stress at the joint of the pavement slab with a dowel bar of 19.05%. There is a significant bending tensile stress on the slab's edge and middle at the joint where the wheel load position is located, and the bending tensile stress increases when a dowel bar is present. With or without a dowel bar, the bending tensile stress of the slab is 0.07 MPa and 0.04 MPa, respectively. When a dowel bar is present or absent, the slab's transverse and vertical stress distributions are comparable. If there is a dowel bar present, the vertical stress increases to 1.39 MPa from 1.13 MPa, without a dowel bar. Here, the slab is being placed under a 23.01% increase in flexural-tensile stress.  
Figure 8: Stress distribution of the aircraft’s wheel load acting on the edge of adjacent slabs.  
Figure 11 reveals that the greatest vertical displacement in the longitudinal slab is 1.71 mm, and for the slab edge it is 0.69 mm when the wheel load acts on the junction of the pavement slab, thus representing a reduction of 59.65%. When the transverse wheel load operates, the greatest displacement is 1.71 mm, and when it is transmitted to the slab edge, the vertical displacement is 0.68 mm. Currently, the attenuation coefficient is also 59.65%. Consequently, the vertical displacement of the pavement slab, with and without a dowel bar in the transverse and longitudinal directions, is consistent, thus indicating that the wheel load acting on the dowel bar at the joint of the pavement slab has no discernible effect on the displacement change value, and the longitudinal, transverse, and vertical displacement attenuation law is consistent. In addition, at this time, the vertical displacement distribution of the transverse and longitudinal directions of the pavement reveals that when the wheel load acts on the joint of the adjacent pavement slab, the deflection load transfer of the dowel bar is nearly ineffective; however, it will influence the force at the joint position. When the wheel load acts on the pavement slab, the maximum vertical displacement is 1.06 mm, the displacement attenuation coefficient along the transverse direction is 76.42%, and the longitudinal attenuation coefficient is 45.16%; this can be inferred from comparing the vertical displacement results from Sections 3.1-3.3. The maximum vertical displacement caused by the wheel load acting on the edge and joint of the adjacent slab is 1.92 mm and 1.71 mm, respectively. The displacement attenuation coefficient along the slab's transverse direction is 78.13% and 59.65%, respectively. The warping deformation of approximately 0.68 and 0.99 mm upward is produced at another edge of the laden slab, and the vertical  
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displacement along the longitudinal direction of the pavement slab diminishes parabolically to 0. The results suggest that the pavement slab has the weakest force at the slab edge and junction, that the transverse displacement attenuation coefficient of the wheel load operating on the middle of the slab and the adjacent slab edge is similar, and that the attenuation coefficient at the joint position is minimal; therefore, a substantial deflection deformation has been generated over the whole transverse direction of the pavement slab.