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MINISTRY OF CIVIL AVIATION

State Design, Survey and Research Institute

AEROPROJECT

Instructions for the responsible person at the international airport
on operational maintenance and repair of airfields

Moscow 1981

“Instructions for the responsible person of the international airport on the operational maintenance and repair of airfields” was developed at the State Pedagogical Institute and Research Institute of Civil Aviation Aeroproekt engineer. A.A. Serdyuchenko and Ph.D. those. Sciences M.S. Sardarov.

1. GENERAL PROVISIONS

1.1. “Instructions for the responsible person of an international airport on the operational maintenance and repair of airfields” is intended for class E airfields and landing sites.

1.2. The instructions were developed in accordance with the requirements of the “Manual on airfield service in civil aviation of the USSR”, “Manual on flight operations in civil aviation of the USSR” and “Manual on the organization and technology of repair of airfields without interruption in flight operation”.

1.3. The instruction establishes the main responsibilities of the responsible person and determines the procedure for maintaining and repairing airfields.

2. BASIC TERMS AND DEFINITIONS OF AERODROMES

An airfield (hydroaerodrome) is a specially prepared land area (water with adjacent coastal territory) that has a complex of structures and equipment that provides take-offs, landings, taxiing of aircraft, as well as their maintenance and storage.

A permanent aerodrome is an aerodrome intended for regular flights of aircraft and having a registration certificate.

Temporary aerodrome is an aerodrome prepared for flights for a limited period of time and does not have a registration certificate, but is subject to registration.

A side safety strip (SSB) is a specially prepared section of the airfield runway adjacent to the side boundary of the runway and is intended to increase safety during possible rollouts of aircraft during takeoff and landing.

End safety strip (ESL) is a specially prepared section of the airstrip adjacent to the end of the runway and designed to increase safety during possible rollouts of aircraft during takeoff and landing.

Runway (runway) - part of the airfield runway, specially prepared and equipped for take-off and landing of aircraft; Runways are divided into: artificial pavement runways (RWPP) and unpaved runways (GWPP).

The airfield is a part of the airfield on which flight strips, taxiways, aprons, parking areas and special-purpose areas are located.

Airstrip is a section of the airfield airfield intended for take-off and landing of aircraft and includes the runway, airfield and checkpoint.

3. RESPONSIBILITIES OF THE PERSON RESPONSIBLE

3.1. The main responsibility of the responsible person at an international airport is to maintain the airfield in constant operational readiness, ensuring the safe and regular operation of aircraft flights and the organization of their movement on the airfield.

3.2. The responsible person is obliged:

Carry out operational maintenance, repair and equipment of the airfield with markings in accordance with current requirements;

Develop and implement measures aimed at reducing delays and cancellations of aircraft flights due to airfield conditions;

Make decisions on termination, resumption or restriction of flights depending on the condition of the airfield;

Inspect the airfield before the opening of flights, after repair and maintenance work, changes in the condition of the airfield and precipitation. Record the inspection results daily, as well as when the condition of the airfield changes, in a special Log ();

Systematically monitor the technical condition of the airfield and take measures to eliminate identified defects before the start of flights;

Check the flatness of the surface of the unpaved runway and determine the strength of the soil or compacted snow;

Take part in the development of plans for capital and current repairs of the airfield;

Timely organize and ensure the implementation of work on current and major repairs of the airfield;

Introduce progressive methods for repairing airfield pavements and other airfield structures;

Carry out technical supervision over compliance with the requirements of regulatory documents for the repair of airfields;

Be guided by safety requirements when carrying out work on the maintenance and repair of the airfield;

Ensure careful storage, proper use and economical expenditure of material resources allocated for airfield repairs;

Ensure standard service life of structures and equipment with minimal maintenance and repair costs;

Be guided by the instructions of the “Regulations on carrying out scheduled preventative repairs of airfield structures of civil aviation airfields” when repairing airfield structures of airfields;

Ensure the availability and storage of materials, equipment and mechanisms for the maintenance and repair of the airfield.

Cleaning artificial surfaces from dirt, dust, debris and other foreign objects;

Updating the markings of coatings and portable markings;

Checking the condition of the surface of coatings, reinforced interface areas and adjacent soil areas of the airfield, recording changes and defects in artificial surfaces;

Maintaining the levelness of the soil part of the airfield and the established height of the grass stand;

Sealing of seams.

4.2. Cleaning of coatings from dirt, debris, dust and other objects should be done using plow-brush machines.

After the end of the spring thaw, the coating must be washed, the water consumption is 1 l/m2. In the dry season of the year in summer, dust from the coating is washed off with water at a consumption rate of 0.3 l/m2.

4.3. Markings on artificial surfaces must be updated as the paint material fades and wears out (two to three times a year).

Portable markings must be repaired as the structure wears out and their painting must be renewed at least twice a year.

4.4. In the fall, before frost sets in, artificial surfaces must be repaired to prevent water from entering the base through cracks, and the unpaved part of the airfield must be graded.

Unpaved airfields

4.5. The operational maintenance of unpaved airfields is characterized by the strength of the airfield soil and its evenness.

Under the strength of the soil σ refers to the ability of the soil to withstand the load from the wheels of the aircraft when the permissible rut depth is formed.

4.6. The aircraft's ground capability is characterized by:

Minimum soil strength σ min, at which the aircraft can move off under the power of its own engines, gain speed sufficient for takeoff while ensuring stability during the take-off run, and taxi, forming a rut of the maximum permissible depth;

Operational strength of the soil σ exp., in which a rut is formed that does not destroy the turf cover of the airfield.

4.7. Soil strength value σ and rut depths N for aircraft are given in the table.

Aircraft type and weight, t	, KPa (kgf/cm 2)	Hmax, cm	σ exp., kPa (kgf/cm 2)



M-15 xx (5.75)	294,3-490,5 (3,6-5,0)		294,3-490,5 (3,0-5,0)

X - Normal tire pressure is 294.3 kPa (3 kgf/cm2).

xx - Reduced tire pressure - 196.2 kPa (2 kgf/cm2).

For helicopters of all types, the soil strength must be at least 294.3 kPa (3 kgf/cm2).

4.8. The strength of the soil is checked before the start of flights, in spring and autumn during the rainy season in the summer, after repairs and in each case when the condition of the soil changes.

The strength of the soil is determined by the U-1 striker. The procedure for using U-1 strikers and graphics for determining soil strength are given in.

4.9. Due to severe waterlogging (in spring, autumn and during heavy rains in summer), the strength of the soil sharply decreases and the operation of aircraft becomes impossible. This period is called thaw or non-flying period.

4.10. Reducing the non-flying period is achieved:

Ensuring drainage and protection of the airstrip from the influx of atmospheric and melt water from adjacent areas;

Improving the quality of planning, increasing the degree of soil compaction of the airfield;

Reducing the take-off weight of the aircraft;

Installation of simplified coatings;

Creating a durable turf cover;

Timely clearing of snow from the airstrip in the pre-spring period.

Combing the grass and leveling uneven areas;

Rolling the turf cover;

Mowing grass.

4.12. Combing of the turf cover is carried out in the spring, after the top layer of soil has dried, in order to remove dried plants and improve soil aeration. Combing is performed twice with light zig-zag harrows.

4.13. To increase the strength of the soil and enhance the tillering of grasses, as well as to eliminate clumps and hummocks, a turf cover is rolled down. Rolling should be done with rollers when soil moisture is 2-3% higher than optimal. To enhance the growth of grasses in the dry season and especially in arid areas, it is recommended to carry out artificial watering (in the morning or evening).

4.14. The grass stand is mowed when it reaches a height of 30 cm. The last mowing to a grass stand height of 8 cm is carried out in the fall, before the onset of frost.

At airfields where there is a large concentration of birds, the grass should be mowed to a height of 20-25 cm.

4.15. To maintain the turf cover in constant operational readiness, it is necessary to eliminate ruts up to 6 cm deep immediately after the cessation of flights, by rolling with three- to five-ton rollers.

4.16. Sodding of ruts, potholes and areas with sparse grass is done by sowing grass or by replanting sod. For sowing, seeds are selected from three to seven herbs most suitable for the given area. The grass mixture should include turf-forming grasses from the cereal and legume families.

In places of transplantation, the turf is tightly laid and rolled. Places for sowing and transplanting turf are fertilized and watered.

4.17. To preserve the turf cover, it is necessary to carry out uniform operation of the airfield, for which it is necessary to fly aircraft from one start for no more than one to two weeks. After the specified period, the start must be transferred to another place.

Surface leveling and compaction;

Sealing ruts and uneven areas;

Fight against dust.

4.19. The leveling and compaction of the airstrip surface should be carried out in early spring and autumn before the onset of negative temperatures. Leveling work must be carried out in order to give the surface of the airfield a levelness that meets the safety requirements of aircraft and slopes that ensure the drainage of atmospheric and flood waters.

At airfields whose soils have rocky inclusions (crushed stone, gravel), leveling work must be carried out systematically, with the surface rolling using smooth rollers.

4.20. The sealing of ruts up to 6 cm and unevenness is carried out by cutting off the bumps and filling the depressions, followed by rolling them with three- to five-ton rollers.

Ruts more than 6 cm deep are filled with ordinary soil and then compacted. Filling ruts with sand, slag or other material different from the soil of the airstrip is not permitted.

4.21. The main measures to combat dust pollution are:

Watering is an ineffective method and requires a large consumption of water, therefore, as a rule, only the starting sections of the airstrip are watered;

Strengthening soils with inorganic binders - lime, which is added in the form of fluff or lime milk in a ratio of 1:5 in an amount of 5% of the weight of the treated layer;

Strengthening soils with organic binders - bitumen, bitumen emulsions, tars and oil production waste. The spill rate is 1-1.5 kg/m2.

Airfield markings

Marking of airfields with artificial surfaces

4.22. The longitudinal axis of the runway and the threshold are applied to the runway surfaces with white markings (Fig. 1). The longitudinal axis is marked with dotted stripes of the same length, located at an equal distance from each other with a step of 5 m and a screen of 0.3 m. The first dotted line is applied at a distance of 12 m from the threshold marking. The threshold is marked with a transverse solid line 1.2 m wide, which is drawn at a distance of 6 m from the end and 3 m from the edge of the runway.

Rice. 1. runway marking:
1 - threshold; 2 - runway axis; 3 - RD axis

Taxiways are marked along the longitudinal axis with dotted lines with a pitch of 1 m and a width of 0.15 m.

4.23. Landing areas for helicopters are marked according to Fig. 2. A landing restriction sign for helicopter landings, boundary markers and starting lines are placed on artificial surfaces.

4.24. For marking artificial surfaces, enamel grade EP-5155 (Tu 6-10-1085-75) should be used. Before applying enamel, the surface of the coating must be cleaned of dust, dirt and oil stains. Traces of old markings are not removed.

Rice. 2. Helicopter pad markings:
1 - landing site sign; 2 - border sign; 3 - starting line

Equipment of airfields with portable markings

4.25. International flight airfields in accordance with Fig. 3 are equipped with entrance shields, landing mark T, boundary markers and wind direction indicators. Red flags can be used as marking signs in the summer, and bunches of coniferous trees in the winter.

4.26. Entry boards (see Fig. 3) are installed on the line of the end of the airstrip or runway 5 m from its side border and mark the beginning and end of the airstrip or runway. The shields are painted in alternating stripes 0.4 m wide of white and black. The opposite side of the shields is painted red and white. The entrance shield is a triangular frame prism 2.8 m long and 0.9 m high. The sign is made of a wooden frame and covered with plywood or boards.

Rice. 3. Equipping the airfield runway with markings:
1 - entrance shield; 2 - landing mark T; 3 - border sign

4.27. The landing sign T (see Fig. 3) is laid out on the side safety strip 3 m from the edge of the runway and 50 m from its beginning. The T landing sign set consists of six panels: three red and three white. The dimensions of the panel are 6×1 m.

4.28. Boundary signs (see Fig. 3) are installed at a distance of 100-50 m from each other (depending on the length of the airstrip) and 1 m along the side boundaries of the airstrip.

4.29. On taxiways and stations, boundary signs are installed at a distance of 20 m from each other and 1 m from the side boundaries of taxiways and stations. The places where an aircraft taxis from the runway to the taxiway and from the taxiway to the terminal and apron are indicated by double boundary signs, which are installed on each side of the taxiway with an interval of 2 m from one another.

Border markers are painted with alternating stripes of red and white. Signs are made from plywood or boards mounted on a frame, or from tin without a frame and have the shape of a cone.

Rice. 4. Windsock

4.30. The wind direction indicator (Fig. 4) has the shape of a truncated cone and must be installed in such a way that it can rotate freely through 360°. Windsock dimensions: diameter of the lower base 0.5 m, upper base - 0.2 m, height 1 m. The choice of windsock color depends on the background of the area, it can be white or orange-red, a combination of two alternating colors is possible: white with orange-red red or white and black. Flags measuring 1.0×0.76 m in white or orange-red colors can be used as a wind direction indicator.

Airfields with artificial surfaces

5.1. When preparing an airfield for winter operation, you must:

Carry out leveling work, eliminate security guards, roll the surface of the airfield, mow the grass;

Perform routine repairs of artificial surfaces;

Restore the labeling of artificial surfaces;

Update portable markings;

Repair airfield vehicles and trailed mechanisms and prepare them for work in winter conditions;

Draw up a plan for the maintenance of the airfield for the winter period;

Prepare the necessary construction materials for repairing the airfield in winter, as well as dry sand to eliminate slippery conditions.

5.2. In areas with unstable negative air temperatures and frequent thaws, international airfields with runways should be maintained by snow removal, and in areas with stable negative air temperatures - by snow compaction.

5.3. To ensure that the airfield is ready for flights in winter, the following requirements must be met:

The runway, taxiway, stopover and apron should be completely cleared of snow and ice;

Clear the KPB of snow by half their length on each side;

Clear the BBP of snow to a width of 25 m on each side, and then arrange junctions of snow with a slope of 1/10;

The shoulders of taxiways, stations and aprons should be cleared of snow to a width of 10 m with a snow interface device with a slope of 1/10.

5.4. On the cleared PPB, BPB and sides of taxiways, MS and apron, a layer of compacted snow up to 8 cm thick and a layer of freshly fallen snow up to 10 cm are allowed.

5.5. Clearing the runway from snow should be carried out by patrolling with snow plows and brushes from the beginning of the snowfall and end an hour after it stops for the entire width of the runway. The operation of snow plows and brushes must be organized in such a way that they move sequentially, one after the other, from the axis of the runway to the sides, overlapping the previous track by 0.3-0.4 m. The minimum distance between moving vehicles must be at least 30-35 m Snow collected in shafts is immediately removed by rotary snow blowers beyond the cleared strips or leveled on the adjacent unpaved part of the airfield.

5.6. Aircraft take-off and landing are allowed if there is dry, freshly fallen snow on the runway with a thickness of no more than 5 cm, slush of 12 mm and water of 10 mm.

5.7. The runway under a layer of compacted snow is prepared and maintained to the length of the runway, increased on each side by half the CPB, and a width of 60 m, consisting of the width of the runway and two equal parts of the MB. The thickness of the compacted snow layer should be within 6-8 cm. Connections made of uncompacted snow are arranged with a slope of 1/10. The requirements for the strength of compacted snow cover on a runway for various types of aircraft are the same as for unpaved airfields maintained by snow compaction.

5.8. When the runway is maintained under a layer of compacted snow, the first layer is created by compacting the snow with pneumatic rubber or rubber-concrete rollers, followed by smoothing with trowels. Subsequent snow compaction on the runway is carried out using the same technology as on the main runway. After creating a layer of compacted snow 6-8 cm thick, further maintenance of the runway is carried out by clearing snow.

5.9. As it is used, the snow on the runway is destroyed and blown away under the influence of wheels and air jets from aircraft engines. To restore the layer of compacted snow in such areas, it is necessary to compact the snow instead of clearing it.

5.10. Two to three weeks before the onset of positive air temperatures, the layer of compacted snow must be removed from the runway surfaces. Compacted snow is cut in layers 1-2 cm thick using a motor grader. The snow cut and collected into a shaft is removed outside the runway.

Clearing the runway from compacted snow continues until the surface is completely cleared.

Unpaved airfields

5.12. The operation of aircraft on unpaved airfields in winter is allowed under established negative air temperatures and freezing of the upper layers of soil for An-2, M-15 and L-410 aircraft to a depth of 5-6 cm. At a smaller freezing depth, it is necessary to determine the strength of the soil (cm . ) under a layer of frozen soil. If the strength of the soil meets the requirements for a particular type of aircraft, then its operation is permitted even at a lower depth of soil freezing.

5.13. Unpaved airfields, regardless of climatic conditions and location, are maintained by snow compaction.

5.14. The operational state of a dirt airfield in winter is characterized by the strength of compacted snow. Each type of aircraft has its own operational and minimum permissible strength of compacted snow.

5.15. If the compacted snow cover is operationally strong, regular aircraft flights are permitted, but the rut depth from the aircraft wheels should not exceed 2 cm.

With a minimum permissible strength, one-time aircraft flights are permitted, and the depth of the ruts from the aircraft wheels should not exceed 6 cm.

5.16. The strength of compacted snow cover for An-2, M-15, L-410M aircraft is as follows:

For regular flights (operational strength) 392.4 kPa (4 kgf/cm 2);

For one-time flights (minimum strength) 294.3 kPa (3 kgf/cm2).

For helicopters of all types, the strength of the compacted snow cover must be at least 294.3 kPa (3 kgf/cm2).

5.17. The strength of the compacted snow cover is determined before the start of flights, after each snow compaction and when the temperature rises. The determination of the strength of compacted snow cover is given in.

5.18. Compaction of freshly fallen snow is carried out when the snow thickness is 5 cm and continues until the snowfall stops. To increase the strength of compacted snow, rolling of the runway should be carried out even when the air temperature rises, regardless of snowfall.

5.19. The snow is compacted first with trowels, then with rollers, followed by smoothing with trowels. To compact snow, trowels designed by NIAS, GVF, wide-grip with two inclined bottoms, which are manufactured by the airport, and pneumo-rubber, wooden, metal, rubber-concrete rollers weighing 10-15 tons are used.

5.20. Behind the side boundaries of the runway, gentle slopes with a slope of no more than 1/10 should be arranged, which must be graded.

5.21. Preparation of airfields for the operation of the An-2 aircraft on a ski chassis consists of eliminating irregularities (bumps, bumps, ruts) exceeding 25 cm, which is achieved with a one-time pass of a light smoothing iron.

5.22. Operation of aircraft with wheeled landing gear may be permitted if there is freshly fallen snow up to 5 cm thick on the surface.

5.23. Ruts, potholes, furrows and snow banks must be systematically leveled with snowdrift cutters and smoothers and compacted with rollers. Leveling ruts with a depth of up to 3 cm should be done by passing smoothers in the longitudinal direction; ruts more than 3 cm are leveled first by transverse and then longitudinal passes.

5.24. When the top layer of compacted snow cover icing, the ice crust should be destroyed with spike or ribbed rollers and then compacted with trowels and rollers.

5.25. To extend the service life of the airfield, it is necessary in the spring before the snow melts to systematically compact the airstrip, gradually reducing the layer of compacted snow. Snow compaction should be done in the afternoon so that under the influence of night frosts the snow acquires the necessary strength.

5.26. Before intensive snow melting begins, it is recommended to clear the airstrip of snow. Snow storage must be done in low areas outside the airfield in order to prevent its flooding with melt water. To prevent melt water from entering the cleared airstrip, drainage ditches must be installed. Depending on the terrain, drainage ditches are made on the side of possible water flow. Drainage ditches are made with a single-blade plow.

6. REPAIR OF AIRFIELD ELEMENTS

General provisions

6.1. Repair of airfields is divided into routine and major. Current repairs include work to systematically and timely protect the airfield from premature wear by eliminating minor damage and malfunctions. Current repair work is carried out without stopping the operation of the airfield. The overhaul of the airfield includes work during which significant amounts of damaged and deformed surfaces are corrected.

6.2. The most typical deformations and destruction of airfield pavements are:

On artificial surfaces - cracks, waves and sagging, spalling ruts and potholes, subsidence and breaks, destruction of surface treatment;

On the ground - ruts, surface unevenness, decompaction and destruction of the surface layer of soil (dust formation), damage to the turf, death of the grass stand.

Asphalt concrete pavements

6.3. When repairing asphalt concrete pavements, cracks and potholes are sealed, waves and swells are eliminated, and the coating is restored in certain areas with a crumbled surface layer and in areas with subsidence and breaks.

6.4. Small hairline cracks are eliminated by rolling the coating with heavy rollers, as well as by pouring liquefied or hot bitumen BND 60/90 or BND 90/130 over this area, followed by sprinkling it with sand or mineral powders in an amount of 1 m 3 per 10,000 m 2 of the coating with rolling with hot road rollers irons or rollers.

Cracks up to 15 mm wide are cleaned of dust and dirt and blown out with compressed air. After cleaning or blowing, the crack is filled with a mixture of viscous bitumen BND 60/90 or BND 90/130 with mineral powder in a 1:1 ratio or RBV.

After cleaning, cracks wider than 15 mm are primed with liquefied bitumen and then filled with Izol mastic, RBV or asphalt concrete mixture. The surface of the repaired cracks should be sprinkled with sand or mineral powder and rubbed with a hot iron. The temperature of the material must be at least 150-170 °C. The material used to seal cracks must be elastic, waterproof with sufficiently high temperature resistance and have good adhesion to asphalt concrete. The most suitable for filling cracks are rubber-bitumen mastics "Izol", RBV-25, RBV-35, RBV-50.

6.5. Restoration of a coating with a chipped surface layer is carried out by surface treatment using bituminous materials and stone cuttings.

The procedure for surface treatment is as follows: the coating is first cleaned of dust and dirt using watering machines, then liquid medium-thickening bitumen SG-15/25, SG-25/40 or a 75% solution of viscous bitumen BND 60/90 in gasoline is poured using a asphalt distributor. with a flow rate of 0.8-1.5 l/m 2. Bitumen is poured cold or heated at a temperature of 30-60 °C. After the bitumen has been spilled, hot (140-160 °C) stone seedings of 3-10 or 3-5 mm in size are scattered over it, pre-treated with bitumen BND 90/130 or BND 40/60 in the amount of 0.008-0.011 m 3 per 1 m 2 of coating . Stone castings must be made of igneous rocks with a compressive strength of at least 78,400 kPa (800 kgf/cm2). This is followed by rolling the stone castings immediately until they cool. If the seedings have cooled down before rolling, then rolling them does not provide high-quality surface treatment.

6.6. Filling areas with potholes includes the following work: outlining the damaged area, cutting down the covering to the depth of the pothole, but not less than 2-3 cm. The walls of the pothole must be vertical.

The area to be repaired is cleaned, primed with a thin layer of liquefied bitumen and a hot asphalt concrete mixture is laid. When the cutting depth is more than 5 cm, the asphalt concrete mixture is laid in two layers with layer-by-layer compaction.

Compaction of the laid mixture with small (0.2-1.0 m 2) potholes isolated from one another is carried out using a tamper weighing 15-25 kg or pre-heated manual metal rollers. The mixture is compacted with tampers from the edges to the middle. The joints between the new asphalt concrete and the old are smoothed with a hot metal iron. If the area of potholes to be filled is large, the asphalt concrete mixture is compacted with motor rollers, manual vibratory rollers or rectangular vibrators.

To fill potholes, use a fine-grained or sandy asphalt concrete mixture.

6.7. Waves and swells are eliminated by rolling the coating with heavy rollers in hot weather. Methods for eliminating waves and shifts in the coating depend on the size and nature of these deformations. If there are no breaks in the coating, these defects are eliminated by rolling from the edges to the middle, overlapping the traces of the passages of a roller weighing 10-15 tons by 20-25 cm. Waves, bumps and shifts that are large in area and height are cut off with motor graders or cut down to the entire thickness of the coating. After correcting the base, it is primed with liquid bitumen and an asphalt concrete mixture is laid, taking into account the settlement for compaction.

6.8. The mounds formed from plant germination are cut off with heated scrapers or cut down. Plant roots; must be removed and their germination site treated with herbicides.

6.9. Repair of areas with subsidence and breaks is carried out in the following sequence: cut down the asphalt concrete within the boundaries of the subsidence or break, dismantle the artificial base and check the underlying soil, which, depending on its condition, is strengthened with binding materials or replaced with another more stable one, then the artificial base is restored and laid new asphalt concrete surface. Breaks that occur as a result of obtaining underlying soils are repaired only after installing a new artificial foundation with a thermal insulating layer.

Lightweight coatings

6.10. Routine repair of lightweight pavements made of durable crushed stone materials of selected composition, treated with organic binding materials, is carried out in two ways: cold and hot.

In the first case, cold stone materials treated with bitumen, black crushed stone or black cuttings are used, prepared by mixing them with liquid or liquefied bitumen. Work using this method should be carried out in dry and warm weather at an air temperature of at least 5 °C. In the cold method, bitumen grades MG 70/130 are used; MG 130/200; SG 70/130 and SG 130/200.

In the second case, dry, clean crushed stone and bitumen are used, heated within 150-180 °C. Work using this method is carried out in dry weather at an air temperature not lower than + 10 ° C. In the hot method, bitumen grades BND 130/200 and BND 90/130 are used.

6.11. When repairing damaged areas of surface treatment using the hot method, work is performed in the following sequence:

Cleaning and drying the repaired area;

Lubrication of the surface of the repaired area covered with a thin layer of hot bitumen;

Scattering, leveling and compaction of the wedge;

Spilling of bitumen heated within 150-180 °C over a wedge layer;

Scattering, leveling and compaction of stone fines. The consumption of bitumen grade BND 130/200 or BND 90/130 should not exceed 1.5 l/m2.

6.12. In the cold repair method, after cleaning and drying, the coating surface is lubricated with a thin layer of liquid bitumen of grades MG 70/130, MG 130/200 or SG 70/130, SG 130/200 heated to 60 °C with a consumption of 0.3-0.5 l /m2.

Then first lay a layer of black crushed stone of fractions 5-15 mm, which is leveled and compacted. Black stone castings are laid in an even layer on top of the black crushed stone and compacted.

6.13. Small hairline cracks, shallow smooth depressions or elevations in the coating can be eliminated by rolling the damaged areas with motor smooth rollers or rollers on pneumatic tires. The air temperature should not be lower than + 15 °C.

Small areas with a dense network of small cracks are repaired by pouring a thin layer of hot viscous bitumen with a scattering of coarse, clean and dry sand or stone chips up to 5 mm in size over it, followed by rolling.

Cracks up to 5 mm wide should be repaired by pouring hot bitumen mastic heated within 150-160 ° C, backfilling with coarse sand or stone castings and subsequent rolling.

Through cracks more than 5 mm wide are repaired by cutting out the coating along the crack on both sides to the depth of impregnation. The width of the cutting must be at least 10 cm. The walls of the cutting are treated with a thin layer of liquid bitumen and filled with black crushed stone in two layers. Crushed stone of fractions 26-40 mm is placed in the bottom layer and crushed stone of fractions 15-25 mm is separated. For the top layer, crushed stone of fractions 5-15 mm and black stone seedings of fractions 0-5 mm are used. Each layer of crushed stone must be carefully compacted with metal tampers.

6.14. Potholes and subsidence are repaired using hot or cold methods. In this case, the defective area is excavated to the entire depth of the pothole or subsidence. The cutting should be rectangular in shape with steep walls.

With the hot method, the bottom and walls of the cutting are lubricated with a thin layer of hot bitumen with a flow rate of no more than 0.6-0.8 l/m2. Then clean and dry crushed stone is placed in the cutting area.

When the cutting depth is 4-5 cm, crushed stone of a fraction of 25-40 mm is used, which is clinched with crushed stone of a fraction of 15-25 mm. After compacting the crushed stone layer, bitumen of grades BND 130/200 or BND 90/130 is poured over it, heated within 150-180 °C at a rate of no more than 4 l/m2. Crushed stone of 5-15 mm fractions is laid on hot bitumen, which is first compacted and then rolled with rollers.

When the cutting depth is less than 4 cm, crushed stone of 15-25 mm fractions is placed in the first layer, which is unlined with crushed stone of 5-15 mm fractions. After compacting the crushed stone layer, hot bitumen is poured with a flow rate of no more than 2.5 l/m 2, and then stone seedings of fractions of 0-5 mm are scattered over the bitumen and thoroughly compacted.

When repairing potholes and subsidences more than 4-5 cm deep, crushed stone of fractions no more than 0.8 from the cutting depth is placed in the first main layer. Bitumen is poured over it and crushed with a finer fraction of crushed stone. After the second bitumen spill, crushed stone of 15-25 mm fractions or a wedge of 5-15 mm fractions are scattered. Then a third spill is made and stone seedings of fractions of 0-5 mm are scattered. The total bitumen consumption should not be 0.8 l/kg (for a cutting depth of up to 6 cm) and 1.0 l/m2 (for a cutting depth of more than 6 cm) for each centimeter of the thickness of the repaired coating. Each layer of crushed stone must be carefully compacted with smooth metal rollers or rollers with pneumatic rubber tires. When repairing potholes of a small area, compaction of the laid materials is carried out using hand tampers.

With the cold method of repairing potholes and subsidence, work to prepare the area to be repaired is carried out in the same way as with the hot method.

The sealing of cuttings up to 5 cm deep using the cold method is carried out as follows. First, the bottom and walls of the cutting are lubricated with a thin layer of liquid bitumen heated to 60 °C, then black crushed stone of fractions 15-25 mm is placed in it and compacted with tampers weighing 15-25 kg. A black wedge of fractions of 5-15 mm is laid on top of a layer of black crushed stone and the words are compacted. Black stone seedings of fractions of 0-5 mm are distributed over the layer of black wedge and compacted again.

To fill a pothole up to 5 cm deep, a pre-prepared mixture of various fractions of black stone materials or a mixture of cold asphalt concrete with crushed stone can also be used. In the first case, the following ratio of mixture components is used: black crushed stone fractions: 15-25 mm - 70-75%, black wedge fractions 5-15 mm and black stone cuttings - 25-30%.

A mixture of cold asphalt concrete and crushed stone is prepared from the ratio of two volumes of clean and dry crushed stone of a fraction of 15-25 mm and one volume of cold asphalt concrete.

The mixture prepared in advance is placed in a clearing in one layer, then compacted and backfilled: in the first case with a layer of stone fines of a fraction of 5-15 mm or black stone cuttings, in the second - with a layer of cold asphalt concrete and carefully rolled.

Potholes with a depth of more than 4-5 cm are sealed layer by layer with black crushed stone of fractions 25-40 mm, 15-25 mm and 5-15 mm or two layers of a mixture made up of the same fractions of black crushed stone, in a volume ratio of 2:1:1. Black grains of 0-5 mm fractions are scattered over the surface of the laid material and rolled.

Repair of areas where the coating has broken due to damage to the base is carried out in the following sequence:

The covering and base are cut down to the full thickness;

Remove all loosened material and the disturbed layer of underlying soil;

The layer of underlying soil and foundation is re-laid and thoroughly compacted;

Arrange the covering.

The cuttings must be sealed using the same materials and the same technology as those used to construct a new coating.

Transitional coatings

6.15. During the current repair of transitional type coatings (made of crushed stone and gravel materials, soils, gravel-sand and crushed stone-sand mixtures, strengthened with organic and inorganic binders), potholes, ruts, waves, bumps and other minor damage are eliminated, and the destroyed surface treatment layer is restored with a small amount of destruction.

When eliminating minor damage to coatings, pre-prepared mixtures of materials similar to those used in the coating are used.

6.16. Potholes, breaks, ruts, and subsidence in small areas are eliminated by patching. In this case, the area to be repaired is prepared in accordance with clause 6.16. of this Instruction. The edges and bottom of the pothole are lubricated with liquid bitumen or BND 90/130 bitumen heated to a temperature of 60 °C in an amount of 0.5-0.7 l/m. The pothole prepared in this way is filled with a repair mixture prepared in advance, taking into account its compaction coefficient, and thoroughly compacted by tamping or rolling.

During routine repairs of transitional type coatings (treated with organic binders), it is advisable to use asphalt heaters, which allow softening the coating material by heating and repairing deformed or damaged areas without removing the old coating material. The work is performed in the following technological sequence:

Cleaning the coating from dust and dirt with metal brushes;

Heating the area being repaired;

Loosening the heated material with the addition of the required amount of new material, similar to that used in the coating;

Mixing old material with new, leveling and compacting.

6.17. For compaction, pneumatic or electric rammers, vibrating hand rollers, as well as self-propelled rollers on pneumatic tires or motorized smooth metal rollers are used.

Repair of coatings made from soils and local materials treated with mineral binders is carried out using the technology given in paragraph. In this case, the walls and bottom are not coated with hot bitumen.

The elimination of potholes, waves, sagging, and dents in coatings made of crushed stone and gravel materials treated with organic binders is carried out similarly to the repair of lightweight coatings in accordance with the requirements of paragraphs. and this Instruction.

6.18. Routine repair of gravel and crushed stone surfaces consists of leveling their surface, eliminating individual holes, potholes, and subsidence.

The leveling of gravel and crushed stone surfaces, arranged using the method of selecting optimal mixtures, is carried out using a motor grader; it includes the following operations:

Moistening the coating to optimal humidity;

Profiling of coating;

Seal.

6.19. Moistening should be done immediately before profiling. Depending on the weather and humidity of the coating, the amount of water poured can be 6-12 l/m2.

Profiling of the surface of the coating is carried out using a motor grader in several passes over one area. For compaction, rollers with pneumatic tires weighing 10 tons or more are used. Compaction begins from the outermost sections of the coating and proceeds to the middle, covering the previous passes of the roller.

An external sign of the end of rolling is the absence of traces on the surface as the roller passes and the cessation of wave movement in front of it.

6.20. When leveling gravel and crushed stone surfaces with the addition of new material, first clean the surface of the coating from dirt and moisten it. Then the coating is loosened and profiled with a motor grader. A ready-made gravel or crushed stone mixture of optimal composition is delivered to the leveled surface and evenly distributed over the entire width of the coating, then thoroughly compacted with rollers on pneumatic tires or with metal rollers, first light (5-8 tons), and then heavy (10-15 tons and more) rollers using the technology specified in paragraph of this Instruction.

6.21. When repairing potholes or subsidence of gravel and crushed stone coatings, you must first clean the area being repaired from dust and dirt, then loosen the coating and remove the loosened material, after which the pothole is filled with new material, similar in composition to the material of the old coating. Loosened material after sifting can be used to fill potholes, pits and subsidence.

6.22. For better compaction and connection with the coating, gravel and crushed stone material must be watered. The moisture content of the material during laying and compaction should be close to optimal.

For a large volume of repair work, compaction is carried out with rollers on pneumatic tires or with metal rollers weighing 10-15 tons, and for a small volume, with manual rammers weighing 15-25 kg.

Unpaved airfields

6.23. Repair of unpaved airfields includes:

Correction of microrelief, elimination of ruts, leveling and rolling of the soil surface and elimination of dust on them;

Repair of turf cover with elimination of ruts, potholes and saucers on it.

Irregularities on the ground surface are eliminated with motor graders, and compaction is carried out with rollers.

6.24. Soil compaction should be carried out at optimal moisture content. The runway compaction coefficient must be at least 0.95.

The strength of soils can be increased by compaction, improvement of their granulometric composition, bringing it to optimal by adding missing fractions, and treating soils with various binders.

6.25. Treatment of soils with binders must be carried out in accordance with the requirements of the "Instructions for the use of soils strengthened with binders for the construction of bases and coatings of highways and airfields ( SN-25-74), as well as the “Guidelines for strengthening soils at civil aviation airfields”.

6.26. Dust on unpaved runways is eliminated by watering with water at a flow rate of 0.6-0.8 l/m2, as well as by treating them with organic binders. Work on dust removal of soils should be carried out in accordance with the “Instructions for dust removal of unpaved airfields and helipads” (VSN 38-76/MGA).

6.27. Repair of unpaved runways with turf cover involves restoring the density of the grass stand. The density of the grass stand is restored by sowing grass seeds (highly and moderately thinned areas) and regularly feeding the grass with fertilizers (weakly thinned areas).

To speed up the repair of turf on unpaved airfields, it is advisable to use replanting of living turf in the form of its layers, which are harvested in areas outside the airfield. Before preparing layers of turf for replanting, the grass must be mowed.

The procedure for repairing areas with thinned grass and its unsatisfactory composition depends on the degree of thinning. After applying fertilizer, an area with highly thinned grass stand (less than 15% of valuable grasses) is loosened thoroughly with disc harrows (cultivators) or soil cutters to a depth of 5 cm and sown with grass seeds, which are covered with zig-zag harrows in two or three passes one at a time. followed by rolling with three-ton rollers.

Repair of areas with moderately thinned grass (15-35% of valuable grasses) is carried out similarly to highly thinned areas, but without preliminary loosening of the soil.

In weakly thinned areas (more than 35% of valuable grasses), the grass should be fertilized regularly with fertilizers.

Repaired areas should not be used for 2-3 months. until the grass is restored and a strong turf is created.

When overseeding and restoring old turf, two conditions must be met: temporary weakening of the viability of old vegetative regenerating grasses and maximum improvement of the water-air-food regime of the environment for the rooting of sown grasses. The first is achieved by harrowing or disking the turf until it is black, and the second is partially achieved by the same treatment and must be partially supplemented by applying fertilizers and, if necessary, irrigating or draining the soil. In such cases, fertilizers are applied in full quantities.

Oversowing of seeds should be done immediately after processing the turf. Belated reseeding due to the rapid restoration of the vital activity of old grasses may be ineffective.

Any stains that form on the coating must be eliminated immediately after flights:

Ruts up to 6 cm deep are eliminated by rolling with two- to five-ton metal rollers at soil moisture close to optimal;

Ruts, potholes and saucers 6-15 cm deep are covered with local plant soil. Before filling the soil, the base must be loosened to a depth of 5 cm;

Ruts, potholes and saucers with a depth of more than 15 cm are first filled with ordinary soil available at the airfield and no different from the soil of the airfield.

In this case, the thickness of the layer of plant soil should be at least 10-12 cm.

With a rut depth of up to 20 cm, the sent soil is compacted in one layer, with a depth of more than 20 cm - in two layers. For compaction, rollers with pneumatic tires or metal rollers with smooth rollers weighing 5-8 tons are used.

Sodding of ruts and potholes can be done either by sowing grass seeds or by replanting the turf.

6.28. Replanting the turf should be done in prepared areas. If the area is small, the area should have the shape of a rectangular trough with vertical walls 1-2 cm deep less than the height of the turf layers so that after rolling or compacting in small areas, the surface of the turf is flush with the surface of adjacent areas.

The base of the soil in places where the turf (layers) are transplanted must be loosened and fertilized.

The turf is tightly laid on the prepared base and rolled with three-ton rollers. The laid turf should be immediately watered with water at the rate of 20 l/m2, and then, in the absence of rain and in dry weather, it should be watered periodically. It is advisable to carry out work on transplanting turf during the humid period of summer.

The coating repaired by replanting the turf can be used immediately after the completion of the turf work. However, good engraftment of the turf layers to the base and to each other is achieved by maintaining a certain period of time, which, depending on climatic conditions, time of replanting, quality of turf and work performance, is 0.5-1.5 months.

6.29. In areas where the turf cover has died as a result of soil impregnation with oil, gasoline and other substances, the soil should be loosened, mineral fertilizers should be added to it and sowed with grass mixture. If the soil is heavily and deeply saturated, then the top layer 20-30 cm thick should be replaced with new soil, sown with grass mixture or covered with turf.

Winter period

2.02.80
10 o'clock

Summer strip under compacted snow with a strength of 5 kgf/cm 2. RD, MS under compacted snow with a strength of 7 kgf/cm 2. At KPB, BPB - compacted snow 8 cm thick.

A.K. Volkov

Summer period

10.05.80
22 h

The summer strip has been rolled away. Soil strength 5 kgf/cm 2

The airfield meets the requirements of the US Civil Aviation Authority

A.K. Volkov

Appendix 2 Determination of conditional soil strength

The conditional strength of the soil can be determined by the U-1 impactor (Fig. 1), which consists of a tip 1 with divisions marked on it every 1 cm, a weight 2 weighing 2.5 kg for driving the tip into the ground and a guide rod 3 for moving along it weights.

Rice. 1. Diagram of the U-1 striker

To measure the strength of the soil, the U-1 striker is placed vertically with the tip on the ground, the weight is raised along the guide rod to a height of 50 cm and lowered. When falling, the weight drives the tip rod into the ground to a depth of 10 and 30 cm. The number of blows of the weight is counted when the tip is immersed in the ground by 10 cm, with an increasing total up to 30 cm.

Then the arithmetic average values are established from the measurements taken separately for immersion at 10 and 30 cm. The strength of the soil at a depth of 10 and 30 cm for the average number of impacts is shown in Fig. 2. Soil strength is determined by the formula

Where σ - soil strength at the measurement site, kPa (kgf/cm2);

σ 10.30- soil strength to a depth of 10 and 30 cm.

Rice. 2. Determination of soil strength by the number of impacts with a U-1 striker to a depth of 10 cm (A) and 30 cm (B)
1 - sandy, sandy-silty, sandy loam and fine sandy loam soils; 2 - silty, loamy and heavy loamy soils; 3 - chernozems, chestnut and other saline soils

The soil strength of the airstrip is determined as the arithmetic mean value of the soil strengths divided by their quantity.

Appendix 3 Determination of the strength of compacted snow cover

To determine the strength of compacted snow cover, the NIAS hardness tester is used.

Hardness tester NIAS

The NIAS hardness tester (see figure) consists of a cone 1, a platform 2 for a person’s foot, a vertical stand 3 and a vertical support board 4. The procedure for measuring the strength of compacted snow is as follows: holding the handle with your hand and placing one foot on the platform for the foot, move it to him the weight of his body. The immersion depth of the cone is determined by the scale on the vertical stop board. The strength of compacted snow, depending on the applied load and the depth of immersion of the cone, is determined by the formula

, kPa

( , kgf/cm 2),

Where σ - strength of compacted snow;

R- load on the cone (mass of the human operator);

h- immersion depth of the cone, cm.

Measurements of the strength of the snow cover are made along the axis of the runway after 25 m at the starting sections and after 100 m at the middle section.

RESPONSIBILITIES OF THE PERSON RESPONSIBLE

The main responsibility of the person in charge of the airport is to maintain the airfield in constant operational readiness, ensuring the safe and regular operation of aircraft flights and the organization of their movement on the airfield.

The responsible person is obliged: