CHAPTER 11 PRE-ENGINEERED STRUCTURES: SHORT AIRFIELD FOR TACTICAL SUPPORT

The Short Airfield for Tactical Support (SATS) is a rapidly constructed expeditionary airfield that can be erected near a battle area to provide air support for amphibious Marine forces. In any land-and-sea military/contingency operation, the rapid assembly of a temporary airfield provides ground units with the distinct advantage of continuous air support on foreign soil. Because of this, the Marine Corps has been trying several types of expeditionary airfields since early in World War II. Initial research used wooden planking for the runway surface. Later, during the Korean Conflict, aircraft actually landed on pierced steel mats, known as "Marston matting."

One of the more important breakthroughs in SATS research was the development of Short Expeditionary Landing Field (SELF). SELF, a bulky predecessor of SATS, was a 4,000-foot runway that served as the landing area. In earlier expeditionary arresting operations, the Marine Corps had been successful with the M-2 Mobile Arresting Gear (MOREST). However, the weight of this gear (74,000 pounds) decreased its usefulness as a portable unit.

In 1956, the Commandant of the Marine Corps established exact specifications for the development of a portable expeditionary airfield. This proposed airfield was to be 1,000 feet long, construction completed in 5 days, and capable of accommodating one squadron of aircraft for 30 days. Additionally, the Marine Corps required that the field be designed to allow both launch and recovery (arresting) operations. These standards included the development of a land-based catapult and lighter arresting gear to replace the M-2 MOREST. In 1958, the runway specification was expanded to 2,000 feet and received official SATS designation. However, because the catapult and arresting gear are no longer available in the ABFC (Advanced Base Functional Components) System, they are not discussed in this chapter.

Because Steelworkers can be assigned to crews assigned to place airfield matting, we will discuss the important parts of SATS. Also, the proper placement procedures for AM-2 matting are discussed and information is also provided on the installation and repair and removal of AM-2 mating.

PARTS OF SATS FIELD

A SATS field incorporates numerous parts. We will not attempt to cover all the parts of a SATS installation but will cover enough to make you familiar with the function of each of the major parts that make a SATS field an effective system.

AM-2 MATTING

The AM-2 mat (fig. 1 1-1) is a fabricated aluminum panel, 1 1/2 inches thick that contains a hollow, extruded, one-piece main section with extruded end connectors welded to each end. (AM-2 mats may also be fabricated in two- and three-piece main panel extrusions that, when welded longitudinally, form the same size and shape as the one-piece extrusion.) The AM-2 mat comes in full sheets and half sheets and is painted Marine Corps green. The top surface is coated with a nonskid material of the same color. For runways and taxiways, the mats are installed in a brickwork type of pattern. The staggered joint arrangement provides the required stability across the runway and the necessary flexibility in the direction of aircraft travel.

Figure 11-1.-AM-2 mat.

The sides of the mat panels are constructed to interlock with a rotating motion. The end connectors are arranged with the prongs up on one end and down on the other (fig. 11-1, section A-A). By placing the end connector of one mat properly over the end connector of the previous mat, you can form a continuous layer of matting. A flat-locking bar is then inserted into the slot common to the two mats to form a nonseparable joint.

The physical characteristics of AM-2 matting are shown in table 11-1.

AM-2 mats are packaged in two standard pallet loads for storage and shipment. One pallet assembly, designated F11, consists of 11 full-length mats, 2 half-length mats, and 13 locking bars (fig. 11-2). The other mat pallet, designated F15, contains 16 full-length mats, 4 half-length mats, and 20 locking bars (fig. 11-3). The pallets are fabricated end frames that are held together by tie rods or strapping. The end frames fit around the ends of the mats and become the storage place for the locking bars.

The quantity of mats found in the standard pallet assembly (F11) provides a width of two rows (4 feet) on a runway or taxiway that is 72 feet wide. For widths other than 72 feet, more or less coverage (in terms of strip length) is obtained. Since the parking and storage areas need not have a specific mat pattern, as is required on the runways and taxiways, the "extra" half-length of full-length mats that result from the runway construction may be used in these areas. The use of a guide rail and/or keylocks will not affect the amount of coverage to any great extent.

INSTALLATION

As a Steelworker, you can be assigned to a project placing AM-2 mats for airfield surfaces; therefore, you need to be familiar with the procedures used for installing mats. Primary operations involving site preparation and pallet staging are also discussed. Additionally, information on manpower requirements and the organizational structure of the installation crew is presented.

Site Preparation

The soil and subbase materials of the site selected as the SATS field must be suitable for use with the AM-2 landing mats. The subbase material must have a minimum compaction of 95 percent, and the engineering staff will provide you further guidance based on their analysis of the soil type and the available base materials.

The operations that are part of the site preparation that must be completed before mats are installed are as follows:

1. The terrain in the area to be used must be cleared, leveled, and rolled to provide the designated compaction for the matting base. Grading must provide adequate drainage of water away from the field area and the soil must be disturbed as little as possible in obtaining the prescribed finish. These operations will provide a soil having a maximum bearing capacity.

2. The soil in any area under the matting, requiring installation of service, drainpipes, or other objects, must be backfilled and thoroughly compacted

Table 11-1.-Physical Characteristics of AM-2 Matting

Figure 11-2.-Fll AM-2 full-length pallet.

3. The final grading operation must be adequately level so mats, when laid, do not vary more than 1/4inch in height over a 12-foot distance.

4. Hand raking is necessary to remove small rocks and other debris that would hinder this task as well as the connecting of mats.

5. The overall field configuration must be staked out in its entirety. Accurate longitudinal and transverse center lines must be established to ease the staging of the pallets. When no guide rail is used, both lateral runway edges must be accurately marked to ensure smooth linear edges from which to lay the mat field. The line for the edges of the runway is determined by using a transit and marking them clearly with a chalk line or stakes. This type of survey is also required when taxiways and parking areas are installed. When a guide rail installed, only the center line of the guide rail is established by transit.

NOTE: Site preparation may not be required if there is an existing concrete or asphalt runway because matting can be laid over the existing hard surface.

Pallet Staging

Under combat/contingency operations, pallets must be staged in a manner to keep manual handling to a minimum. Additionally, staging should maximize all available equipment and manpower coupled with consideration for the climatic conditions in which the construction is started

Different methods are used for the staging of pallets. The most efficient method is the staging of

Figure 11-3.-F15 AM-2 full-length pallet.

pallets by rough-terrain forklifts. This method is the most eflicient because the forklift can deliver the pallets directly to the mat-laying crews who disassemble the pallets on the forklift. Pallet disassembly is done at the work area, rather than the storage point, because the mats could be dropped and damaged while being moved if they are uncrated and moved in a loose configuration. The forklift remains on site until the pallet load has been installed. This method presumes that an adequate number of forklifts are available to resupply the laying crews continuously. Round-trip time between the work area and the pallet storage area must be considered to keep the work flowing smoothly and completed in a time] y manner.

The primary rough-terrain forklift used in the NCF is the 4K rough-terrain forklift (fig. 11-4). A diesel engine-driven, self-contained, materialhandling vehicle, the 4K forklift is designed primarily for the rough-terrain handling and warehousing of materials. The 4K forklift can lift and carry loads up to a maximum of 4,000-pound capacity and is the ideal equipment to use for staging pallets. The hydraulically operated forklift mechanism, mounted on the extreme front of the vehicle, eases the lifting, reaching, tilting, and sliding of loads during material-handling operations.

AM-2 matting in its palletized configuration is vulnerable to damage resulting from improper handling. Lifting eyes are contained in the pallet end frames to receive the sling lifting hooks. Under NO circumstances should "choker" type of slings be used because these damage matting side connectors. Normal cargo-handling precautions must be used during AM-2 pallet assembly handling.

Figure 11-4.-4K rough-terrain forktlift.

Pallet components are vulnerable to damage by misuse of tools, such as cutting torch, bolt cutters, and sledge hammers. Therefore, extreme care must be used during pallet disassembly. No spare components are packaged in the pallet.

Installation Crew

Field experience dictates that a 16-man crew provide maximum efficiency and flexibility when laying a runway 96 feet in width. Two crews can be used inlaying a runway and additional crews used for laying other areas simultaneously. A typical crew of 16 would include 1 petty officer in charge, 1 alignment person, 2 pry bar crew members, and 12 (six 2-person teams) mat installation personnel.

The alignment person ensures the field is aligned by adjusting the first mat in each transverse row, so it is flush with the presurveyed lateral boundary before the rest of the mats in that row are laid.

The pry bar crew members adjust individual mats, using a pry bar to provide maximum allowance for thermal expansion and insert the mat-locking bars.

The installation pesonnel, working with partners, take a mat from the pallet, carry it to the installation point, and then install the mat in place.

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