By J. Roskam
Read Online or Download Airplane Design Vol 1-7 [Errata] PDF
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Extra resources for Airplane Design Vol 1-7 [Errata]
1089 log]^^^)]}, and Joint stiffness on the transverse crack computed for the time increment. , PCC compressive strength, psi, and Dowel diameter, in, Using Eq. 5-20b, the faulting increment developed using the current month is determined. m. m. Using Eq. 5-20a, the faulting at the end of the current month is determined. These steps are repeated for the number of months in the pavement design life. 58 1 Mechanistic-Empirical Pavement Design Guide More than one-third of the sections used to calibrate this prediction model were non-doweled.
A plot of measured versus predicted transverse cracking and the statistics resulting from the global calibration process is shown in Figures 5-8 through 5-10, Calculation of critical responses using neural nets (for speed) requires that the slab and base course are combined into an equivalent section based on equivalent stresses (load and temperature/moisture gradients), and contact friction between slab and base. This is done monthly as these parameters change over time, 52 1 Mechanistic-Empirical Pavement Design Guide Figure 5-8.
These calibration factors are adjustments applied to the coefficients and/or exponents of the transfer function to eliminate bias between the predicted and measured pavement distress. The combination of calibration factors (coefficients and exponents for the different distress prediction equations) may also be used to minimize the standard error of the prediction equation. The standard error of the estimate (s,) measures the amount of dispersion of the data points around the line of equality between the observed and predicted values.