## 3 Results and Discussion
### Changes in Aircraft Load Acting on Different Positions of the Pavement Slab  
Following a comparison of the vertical stress and vertical displacement distribution on the middle of the slab, the nearby slab edge, and the junction along the longitudinal pavement length, it can be said that the stress acting on the adjacent slab edge and the joint is more complex, containing both significant bending tensile stress and compressive stress. Moreover, [9; 29; 35; 47] also mentioned that when the aircraft wheel load acts on the pavement slab, there will be shear stress between the slabs; however, these studies focus on the compressive, flexural, and tensile strengths when the aircraft wheel load acts on the pavement slab, and thus, they do not consider the influence of shear stress on the pavement slab.  
Figure 10: Stress distribution of the aircraft’s wheel load on the joints of adjacent pavement slabs.  
Furthermore, the connection between the slab edge and the adjacent pavement may be defined as the place where the aircraft's wheel load acts on the prefabricated pavement slab, which is most unfavorable. As a result, the most unfavorable position should be taken into account when designing the precast airport pavement. This is illustrated by the comparison of the stress values at various positions; the wheel load operating on the pavement is present in Table 4. According to Figure 12, it can be inferred that the addition of a dowel bar has a minimal impact on the level of stress on the pavement, but it has a beneficial impact on the transmission load of the slab of pavement next to it.  
\begin{table}
\begin{tabular}{c c c c c c c c c} \hline \hline  & \multicolumn{6}{c}{**Vertical Stress/MPa**} & \multicolumn{6}{c}{**Flexural-Tensile Stress/MPa**} \\ \cline{2-9}
**Position of Wheel Load** & \multicolumn{2}{c}{**No Dowel Bar**} & \multicolumn{2}{c}{**Dowel Bar**} & \multicolumn{2}{c}{**No Dowel Bar**} & \multicolumn{2}{c}{**Dowel Bar**} \\ \cline{2-9}  & **Slab** & **Slab** & **Slab** & **Slab** & **Slab** & **Slab** & **Slab** & **Slab** \\  & **Edge** & **Middle** & **Edge** & **Middle** & **Edge** & **Middle** & **Edge** & **Middle** \\ \hline SM & 0.013 & 0.022 & 0.218 & 0.289 & 0.003 & 0.005 & 0.022 & 0.016 \\ SE & 0.007 & 0.007 & 0.245 & 0.295 & 0.024 & 0.008 & 0.001 & 0.025 \\ SJ & 0.010 & 0.009 & 0.210 & 0.178 & 0.032 & 0.010 & 0.044 & 0.072 \\ \hline \hline \end{tabular}
\end{table}
Table 4: Stress values at different positions of pavements.  
Figure 11: Displacement distribution of the aircraft’s wheel load acting on the joint of the pavement slab.  
According to Sections 3.1-3.3, it can be concluded that the precast airport pavement, when subjected to the aircraft's wheel load, will exhibit a warping deformation around the slab's perimeter. As the smoothness of the airport cement concrete pavement is a crucial aspect in determining the safety of the airport and the aircraft's landing, the deformation will have a severe negative influence on the pavement's smoothness. The deformation of the slab generated by the airport's prefabricated pavement grouting layer is an important basis for researching the application and construction of the precast airport pavement. This is because it is necessary to manage the warping deformation of the slab and take into account the coupling impact of the temperature wheel load and the mechanical features of the direction of the pavement's thickness [42; 43]. Based on the aforementioned factors, more research will be done in the future on the mechanical characteristics of the concrete precast pavement used for airport runways.