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Runway Repair Introduction
快速機(jī)場跑道修復(fù)方法介紹Rapid Runway Repair Introduction
原創(chuàng)文章：青島希尼爾翻譯公司 http://m.googlemapbuilder.com
2014-11-17
（非涉密內(nèi)容）
Concept:
The
Air Force flies and fights from its air bases. However, it is at the air
base that air power is most vulnerable. They can be most immediate and
lucrative targets for an adversary. After all, it is by far more effective
to destroy aircraft while they are on the ground than to hunt them in the
air. From a practical perspective, it is reasonable to say that during some
phase of a conventional conflict, repair of airfield pavement damage will be
one of the civil engineer’s primary wartime missions. It is a complex and
difficult tasking that requires the total commitment of all involved to
succeed. Proper preparation must be accomplished prior to the moment of
need…for time will not be available during the conflict to accomplish
meaningful training.
Background:
American military leaders recognized
the vital need for airfields to support operations in all theaters of
operation. This could mean repairing and maintaining existing airfields
quickly and at times close to the front as possible. To provide this level
of support, Aviation engineers experimented with several different runway
materials. For example the attempt to construct and repair airfields with
wooden planks proved too costly and labor intensive. Precast concrete was
another alternative but after extended testing it was too heavy and not
feasible. However, work continued and by the mid
Description:
The Folded Fiberglass Mat (FFM)
is the current Airfield Damage Repair (ADR) method used for Rapid
Runway Repair. The FFM is a
Application:
After an attack the RRR team receives
its order to proceed to the repair location. The damaged is then assessed.
The upheaval and dunnage is removed. The bomb crater is back filled with
crushed stone and the FFM assembly is towed over the filled crater and
anchored to the airfield pavement. The FFM prevents the fill from becoming
foreign object debris (FOD) . Once in place the FFM makes for a virtually
flush pavement repair. The FFM’s have been tested to be effective for all
fighter jets and heavies up to the C-130. A detailed
description of the crater repair and FFM installation is described below.
Airfield Damage Repair part
A: Filling the Crater
Crushed Stone Repair
Procedures.
(1) Clear debris from around the
crater at least 6 meters (20 feet) in all
directions to allow identification of
the upheaved pavement surface. Identification and removal of all upheaval or
damaged pavement is critical. It cannot be rolled down flush with the
existing pavement and left. The upheaved pavement will eventually break
up and create additional problems adjacent to the crater repair.
(2) Perform profile measurement and
visual inspection to identify and mark
upheaval around the crater.
(3) Remove upheaved pavement using an
excavator with bucket or moil
point attachment, and the front-end
loader. The dozer may also be used, depending on the runway surface.
(4) All debris material in excess of
304 millimeters (12 inches) must be
removed or reduced in size. Breaking
the pavement into smaller pieces will minimize the potential for voids and
settling problems in the future.
(5) Push unusable debris at least 9
meters (30 feet) off the Minimum Operating Strip (MOS) and pile no higher
than 0.9 meter (3 feet).
(6) Place backfill material into the
crater in accordance with the repair
procedure chosen. Note: If
settling problems are anticipated, placement of membrane fabric between
dissimilar backfill materials is recommended.
(7) Fill and compact the crater with
crushed stone material, placing it in lifts
approximately 152 to 177 millimeters
(6 to 7 inches) thick. For C-17 operations, limit the aggregate size to a
maximum of 25 millimeters (1 inch) in the top 152 millimeters (6 inches) of
the crushed stone repair. Overfill the crater by approximately 76
millimeters (3 inches) above the original pavement surface height. Compact
each lift of crushed stone using a minimum of four passes
of a single drum vibratory roller or two passes
with a 10-ton vibratory roller. One
pass of the roller means traveling across and back in the same lane. If the
crushed stone material is placed upon soft subgrade materials, it may be
beneficial to separate the material using geomembrane fabric and place the
crushed stone material in thicker lifts. In any case, the crushed stone
should be
compacted with a minimum of four
passes of a single drum vibratory roller or two passes
of a 10-ton vibratory roller per each 152 millimeters (6 inches)
of thickness. A 457-millimeter (18-inch) crushed stone layer should receive
a minimum of 12 passes with a single drum vibratory
roller or six passes with a 10-ton vibratory
roller prior to cut for the final grade.
(8) Grade the compacted crushed stone
to approximately 25 millimeters (1
inch) above the pavement surface.
(9) Compact the crushed stone using
two passes of a single drum vibratory roller or
one pass with a 10-ton vibratory roller. The crushed stone
layer should have a minimum 15 CBR to support C-130 and fighter jet
operations.
(10) Perform profile measurement. The
repaired crater must not exceed the
maximum RQC of ± 19 millimeters (±
0.75 inch). A repair outside this tolerance may still be useable, depending
on its location, but will have a much shorter life before requiring
additional maintenance to bring it back within this limitation.
(11) The crushed stone repair is
complete at this point.
Airfiled Damage Repair part B:
Installing the FFM
Air Force FFM.
Air
Force FFM is manufactured by ReadyMat US LLC Inc., 337-528-3443.
The FFM is
air-transportable, can be moved easily by vehicles, can be
positioned at greater distances from
airfield pavement surfaces, and can be stored indoors out of the elements.
A standard FFM weighs
about 1360 kilograms (3,000 pounds) and consists of nine fiberglass panels,
each 1.83 meters wide by 9.14 meters long by 12.7 millimeters thick (6 feet
wide by 30 feet long by 0.30 inch thick nominally). Elastomer hinges 76.2
millimeters (3 inches) wide connect the panels. When folded, these mats are
1.83 meters wide by 9.14 meters long and 203 to 254 millimeters thick (6
feet wide by 30 feet long and 8 to10 inches thick). This repair system also
includes joining panels and two support mat kits. The joining panels come in
7.32-meter and 9.14-meter (24-foot and 30-foot) lengths. One of each size is
needed to connect two 9.14-meter by 16.46-meter (30-foot by 54 -foot) mats.
The resulting 16.46-meter by 18.29-meter (54-foot by 60-foot) mat is the
normal size suitable for most crater repairs. If larger FOD covers are
required, additional mats may be spliced together. There are two types of
support mat kits for the FFM. Mat Kit A contains all the necessary tools and
hardware required to assemble, install, and maintain the system. Mat Kit B
contains the anchor bolts required to attach the mat to the pavement
surface.
(1) The mat assembly area can be any
area near the crater repair. This area must be cleared of all debris and
swept. It must be large enough to accommodate the unfolding of both mats,
allow equipment operations around the mat, and not interfere with crater
preparations. This area should be approximately 30.4 meters by 30.4meters
(100 feet by 100 feet) square, and located a minimum of 30.4 meters (100
feet) from the crater and off the MAOS.
(2) Mats are placed end-to-end about
1.2 meters (4 feet) apart, with the first panel up and positioned such that
both mats unfold in the same direction. Unfold the mats in preparation for
being joined together. The top panel of the mat is attached to a tow vehicle
with a nylon strap. A crew of four people, or a forklift positioned on
the opposite side of the mat, lifting each successive panel as the mat is
being pulled open, speeds the unfolding process.
(3)Join the mats together so they are
aligned, the 9.14-meter (30-foot) edges are even, and the 16.46-meter
(54-foot) edges are roughly parallel with each other. Lift one end of the
16.46-meter (54-foot) edge and slip either the 7.32-meter (24-foot) or the
9.14-meter (30-foot) section of joining panel underneath the raised edge.
Align the holes in the mat with the joining panel bushing holes and lower
the mat. Install the top joining bushings and tighten by hand. This process
is repeated at the other end of the 16.46-meter (54-foot) edge of the same
mat using the remaining joining panel. Hand-tighten these bushings; final
tightening will be accomplished later.The second mat is then towed over to
the first mat with joining panel attached. One of the holes near the end of
the second mat is aligned with its counterpart on the joining panel and a
top joining bushing is installed. This end connection acts as a pivot point
when the second mat is moved into position so all the remaining holes on the
joining panel are in alignment.
(4)Install the remaining top bushing
and tighten the entire second mat bushing with an impact wrench. Revert to
the first top joining bushings and tighten them with the impact wrench. All
joining bushings should be tightened and the joined mats are now ready to be
towed over the repaired crater.
(5)Before any towing operation can
commence, the area between the mat
assembly area and the repaired crater
must be completely swept. Any debris that is picked up under the mat as it
is being towed could damage the matting and affect the smoothness of the
repair.
When the width of the MAOS permits,
the mat should be towed parallel to and next to the crater. Align the
joining panel with the center of the crater. Use a front-end loader or
similar vehicle to tow the mat over the crater with the hinges perpendicular
to the tow direction. Position the mat so the hinges are parallel to the
direction of the MAOS traffic. The mat should not be more than 5 degrees off
parallel.
(6) With the mat in position over the
crater, it must be anchored in place. Techniques for anchoring the FFM will
depend on the type of pavement surface. The FFMs are predrilled for
anchoring bolts. All three anchoring techniques use a 101.6-millimeter
(4-inch) bushing through which the bolt passes to hold down the mat.
Concrete Pavements.
The concrete anchor is normally a rock bolt that is
127 to 152.4 millimeters long and 15.9
to 19.1 millimeters in diameter (5 to 6 inches long and 0.625 to 0.75 inch
in diameter). At each predrilled hole in the leading and trailing edges of
the mat, drill a hole into the pavement corresponding to the diameter of the
bolt being used. Position an anchor bushing in the predrilled hole as a
guide for centering the drill bit. The depth of the hole must be at least 12
millimeters (0.5 inch) longer than the length of the bolt. Clean out the
drill cutting with compressed air and insert the bolt through the bushing.
Stand on the mat and bushings and tighten the bolt
with an impact wrench.
Asphalt-overlaid Concrete
Pavements. Asphalt-overlaid concrete usually
entails using a rock bolt that is
241.3 millimeters long and 15.9 to 19.1 millimeters in diameter (9.5 inches
long and 0.625 to 0.75 inch in diameter). The installation procedure is the
same as those for all-concrete pavements. The key factor in this
installation is to ensure the bolt has been set deep enough into the
concrete layer for a firm grip.
Asphalt Pavements.
Anchoring in asphalt pavement requires a 241.3-
millimeter (9.5-inch) bolt and
polymer. A hole 254 millimeters deep and 38 millimeters in diameter (10
inches deep and 1.5 inches in diameter) is drilled at the center of each
predrilled mat hole. A two-part resin polymer is mixed and poured into each
hole to about 38 millimeters (0.5 inch) below the surface of the pavement.
An anchor bushing and bolt are immediately placed into each hole and pressed
firmly (standing on the bolt and bushing) against the mat. The polymer will
harden in about three minutes. Unless
extra people are available, there may
not be time to drill all the holes before beginning to pour the polymer.
Drilling and setting the bolts are usually accomplished concurrently..
(7)Surface Roughness. The final
grade of the repair must be checked using
line-of-sight profile measurement
stanchions, upheaval posts, or string lines to ensure the repair meets
surface roughness criteria contained in T.O. 35E
Measurement for Rapid Runway Repair.
FOD covers should be no more than 5
degrees off parallel with the runway
centerline.
(8)Check connection bolts and verify
that all connections between panels are tight and secure.Check anchor bolts
and verify that all bolts are secure and that the FOD cover is held snugly
against the pavement surface. In taxiway and apron applications, the leading
and trailing edges of the FOD cover must be anchored. The side edges must
also be anchored if the cover is located in an area where aircraft will be
required to turn.
(9) Clean-up.. For all repair
methods, verify that the repair and adjacent area is cleared of any excess
repair materials.
概念：
空軍是從空軍基地起飛然后開展戰(zhàn)斗的。然而，空軍基地是空軍最易遭受進(jìn)攻的地方?？哲娀厥菙橙俗钪苯幼钣欣墓裟繕?biāo)，畢竟，迄今為止，飛行器在地面的時候比它們在天空中的時候更容易被摧毀。從現(xiàn)實角度來說，在常規(guī)沖突階段，修復(fù)被破壞的機(jī)場人行道將是土木工程師戰(zhàn)時的首要任務(wù)。這個任務(wù)復(fù)雜而艱巨，需要所有參與工作的人都全力以赴，還要提前做好準(zhǔn)備工作，因為打仗的時候不可能有時間進(jìn)行有效培訓(xùn)。
背景：
美國軍事領(lǐng)導(dǎo)人認(rèn)識到機(jī)場支持軍事行動的極大重要性，包括迅速維修現(xiàn)有機(jī)場，如有可能不定時地向前方關(guān)閉機(jī)場。為了提供這種水平的支持，航空工程師們用幾種不同的機(jī)場跑道材料做過實驗。比如，嘗試用厚木板建設(shè)和維修跑道，這樣費(fèi)用太高，也太耗費(fèi)人力；用預(yù)澆鑄混凝土是另一個辦法，長期試驗證明這種材料太重，不靈活。實驗工作繼續(xù)進(jìn)行，20世紀(jì)90年代中期，美國空軍土木工程支持局(AFCESA)總部找到了完善的答案：可折疊玻璃纖維墊（FFM）系統(tǒng)，成了當(dāng)今空軍領(lǐng)域應(yīng)用最廣泛的方法。
說明
可折疊玻璃纖維墊（FFM）系統(tǒng)是目前的機(jī)場損害修復(fù)方法，用于快速修復(fù)跑道。可折疊玻璃纖維墊是一種規(guī)格為30x
應(yīng)用：
受到進(jìn)攻后，跑道迅速修復(fù)小組就接到命令奔赴需修復(fù)地點。首先確定受損程度，去掉隆起部分和墊艙料。用碎石回填彈坑，把FFM系統(tǒng)拖至已填滿的彈坑上方并固定在機(jī)場人行道上。FFM系統(tǒng)能防止填充物變成異物殘骸(FOD)。一旦放置穩(wěn)妥，人行道就平平整整了。事實證明FFM系統(tǒng)適用于所有戰(zhàn)斗機(jī)和一直到C-130的重型飛機(jī)。下面還有更詳細(xì)的彈坑修復(fù)以及FFM安裝方法的描述。
機(jī)場修復(fù) 第一步：填充彈坑
碎石修復(fù)程序
(1) 彈坑四周至少
(2)
進(jìn)行輪廓測量和視覺檢測確認(rèn)彈坑周圍的隆起部分并做標(biāo)記。
(3)用挖掘機(jī)和前卸式裝載機(jī)把隆起路面除去，根據(jù)跑道路面情況，有可能還會用到推土機(jī)。
(4) 超過
(5)把無用的殘骸推到離最小工作帶以外至少
(6) 根據(jù)所選擇的修復(fù)程序把回填材料放入彈坑。注意：如有預(yù)期問題要解決，建議在不同的回填材料中間放置膜。
(7)用碎石料填充彈坑并壓實。碎石料分層填充，每層碎石料厚度大約152—
（
(8) 降低壓實碎石層路面的坡度，到路面以上
(9)用單輪振動壓路機(jī)壓2遍或者10噸振動壓路機(jī)壓1遍以壓實碎石層。這樣碎石層就具有了至少15承載比（CBR），支持C-130和噴氣式戰(zhàn)斗機(jī)戰(zhàn)斗。
(10) 輪廓測量。修復(fù)的彈坑不得超過RQC±
(11)碎石修復(fù)階段到此完成。
機(jī)場修復(fù)第二步：安裝FFM系統(tǒng)
空軍用FFM系統(tǒng)
空軍用可折疊玻璃纖維墊（FFM）是由美國ReadyMat有限公司，337-528-3443，生產(chǎn)的。該系統(tǒng)可以空運(yùn)，可用車輛輕松運(yùn)輸，可放置于離機(jī)場人行道路面較遠(yuǎn)距離，也可存放于室內(nèi)。
標(biāo)準(zhǔn)FFM材料重約
(1)可以在彈坑修復(fù)區(qū)域附近任何地方組裝墊子。該組裝區(qū)域必須清掃干凈，沒有一點殘骸。必須可以放開兩張展開的墊子，墊子周圍有設(shè)備的工作空間，不能干擾到彈坑準(zhǔn)備工作。這個區(qū)域大約要30.4x
(2)兩塊墊子尾對尾放置，中間相距大約
(3)把兩塊墊子連接排成一列，
(4)安裝剩余的頂部軸襯，把第二塊墊子的軸襯用擰緊扳手緊固。再把第一塊墊子頂部的連接軸襯也用擰緊扳手緊固。這樣所有的軸襯都已經(jīng)緊固完畢，連接好的墊子現(xiàn)在可以被拖到修復(fù)好的彈坑上方了。
(5)拖動墊子之前，一定要把墊子組裝區(qū)域和修復(fù)的彈坑之間的區(qū)域清掃干凈。否則墊子下面即使有一點殘骸也會損壞墊子，而且修復(fù)的路面會不平整。
MAOS寬度允許的情況下，墊子應(yīng)被拖到與彈坑平行的或者緊靠的位置。把連接板與彈坑中心對齊。用前卸式裝載機(jī)或累死工具把墊子拖到彈坑上方，保持鉸鏈與拖拉方向垂直。放好墊子，讓鉸鏈與MAOS方向平行。墊子之間的平行誤差不得大于5度。
(6)位于彈坑上方的墊子必須被固定到位。不同的路面就要使用不同的緊固技術(shù)。FFM墊子都是預(yù)先鉆好孔的，以便安裝地腳螺栓。三種緊固技術(shù)都要用到101.6-毫米（
混凝土路面?；炷铃^通常是長127
瀝青混凝土路面。 針對瀝青混凝土路面，要用長
瀝青路面。瀝青路面要用長
(7)表面光潔度。最終修復(fù)等級確認(rèn)要通過以下工具檢查：瞄準(zhǔn)線輪廓測量支柱，隆起標(biāo)桿或拉緊直線確保修復(fù)達(dá)到T.O.
35E
(8)檢查連接螺栓，確保連接板之間的連接牢固。檢查地腳螺栓，確保牢固，確保異物殘骸擋板能在道路表面完好支撐
?；械篮屯C(jī)坪應(yīng)用方面，異物殘骸擋板的前后緣必須用錨桿固定。如果擋板安置在飛機(jī)有可能轉(zhuǎn)向的位置擋板的側(cè)邊也必須用錨桿固定。
(9)清理。不論用哪種修復(fù)方法，都要確保修復(fù)區(qū)及其附近區(qū)域不存在剩余的維修材料。
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