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> 快速机场跑道修复方法介绍Rapid
Runway Repair Introduction
快速机场跑道修复方法介绍Rapid Runway Repair Introduction
原创文章：青岛希尼尔翻译公司 http://www.sinosenior.com.cn
2014-11-17
（非涉密内容）
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：
空军是从空军基地起飞然后开展战斗的。然而，空军基地是空军最易遭受进攻的地方。空军基地是敌人最直接最有利的攻击目标，毕竟，迄今为止，飞行器在地面的时候比它们在天空中的时候更容易被摧毁。从现实角度来说，在常规冲突阶段，修复被破坏的机场人行道将是土木工程师战时的首要任务。这个任务复杂而艰巨，需要所有参与工作的人都全力以赴，还要提前做好准备工作，因为打仗的时候不可能有时间进行有效培训。
背景：
美国军事领导人认识到机场支持军事行动的极大重要性，包括迅速维修现有机场，如有可能不定时地向前方关闭机场。为了提供这种水平的支持，航空工程师们用几种不同的机场跑道材料做过实验。比如，尝试用厚木板建设和维修跑道，这样费用太高，也太耗费人力；用预浇铸混凝土是另一个办法，长期试验证明这种材料太重，不灵活。实验工作继续进行，20世纪90年代中期，美国空军土木工程支持局(AFCESA)总部找到了完善的答案：可折叠玻璃纤维垫（FFM）系统，成了当今空军领域应用最广泛的方法。
说明
可折叠玻璃纤维垫（FFM）系统是目前的机场损害修复方法，用于快速修复跑道。可折叠玻璃纤维垫是一种规格为30x
应用：
受到进攻后，跑道迅速修复小组就接到命令奔赴需修复地点。首先确定受损程度，去掉隆起部分和垫舱料。用碎石回填弹坑，把FFM系统拖至已填满的弹坑上方并固定在机场人行道上。FFM系统能防止填充物变成异物残骸(FOD)。一旦放置稳妥，人行道就平平整整了。事实证明FFM系统适用于所有战斗机和一直到C-130的重型飞机。下面还有更详细的弹坑修复以及FFM安装方法的描述。
机场修复 第一步：填充弹坑
碎石修复程序
(1) 弹坑四周至少
(2)
进行轮廓测量和视觉检测确认弹坑周围的隆起部分并做标记。
(3)用挖掘机和前卸式装载机把隆起路面除去，根据跑道路面情况，有可能还会用到推土机。
(4) 超过
(5)把无用的残骸推到离最小工作带以外至少
(6) 根据所选择的修复程序把回填材料放入弹坑。注意：如有预期问题要解决，建议在不同的回填材料中间放置膜。
(7)用碎石料填充弹坑并压实。碎石料分层填充，每层碎石料厚度大约152—
（
(8) 降低压实碎石层路面的坡度，到路面以上
(9)用单轮振动压路机压2遍或者10吨振动压路机压1遍以压实碎石层。这样碎石层就具有了至少15承载比（CBR），支持C-130和喷气式战斗机战斗。
(10) 轮廓测量。修复的弹坑不得超过RQC±
(11)碎石修复阶段到此完成。
机场修复第二步：安装FFM系统
空军用FFM系统
空军用可折叠玻璃纤维垫（FFM）是由美国ReadyMat有限公司，337-528-3443，生产的。该系统可以空运，可用车辆轻松运输，可放置于离机场人行道路面较远距离，也可存放于室内。
标准FFM材料重约
(1)可以在弹坑修复区域附近任何地方组装垫子。该组装区域必须清扫干净，没有一点残骸。必须可以放开两张展开的垫子，垫子周围有设备的工作空间，不能干扰到弹坑准备工作。这个区域大约要30.4x
(2)两块垫子尾对尾放置，中间相距大约
(3)把两块垫子连接排成一列，
(4)安装剩余的顶部轴衬，把第二块垫子的轴衬用拧紧扳手紧固。再把第一块垫子顶部的连接轴衬也用拧紧扳手紧固。这样所有的轴衬都已经紧固完毕，连接好的垫子现在可以被拖到修复好的弹坑上方了。
(5)拖动垫子之前，一定要把垫子组装区域和修复的弹坑之间的区域清扫干净。否则垫子下面即使有一点残骸也会损坏垫子，而且修复的路面会不平整。
MAOS宽度允许的情况下，垫子应被拖到与弹坑平行的或者紧靠的位置。把连接板与弹坑中心对齐。用前卸式装载机或累死工具把垫子拖到弹坑上方，保持铰链与拖拉方向垂直。放好垫子，让铰链与MAOS方向平行。垫子之间的平行误差不得大于5度。
(6)位于弹坑上方的垫子必须被固定到位。不同的路面就要使用不同的紧固技术。FFM垫子都是预先钻好孔的，以便安装地脚螺栓。三种紧固技术都要用到101.6-毫米（
混凝土路面。混凝土锚通常是长127
沥青混凝土路面。 针对沥青混凝土路面，要用长
沥青路面。沥青路面要用长
(7)表面光洁度。最终修复等级确认要通过以下工具检查：瞄准线轮廓测量支柱，隆起标杆或拉紧直线确保修复达到T.O.
35E
(8)检查连接螺栓，确保连接板之间的连接牢固。检查地脚螺栓，确保牢固，确保异物残骸挡板能在道路表面完好支撑
。滑行道和停机坪应用方面，异物残骸挡板的前后缘必须用锚杆固定。如果挡板安置在飞机有可能转向的位置挡板的侧边也必须用锚杆固定。
(9)清理。不论用哪种修复方法，都要确保修复区及其附近区域不存在剩余的维修材料。
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