UNITED STATES MARINE CORPSENGINEER TRAINING BATTALIONMARINE CORPS ENGINEER CENTER

PSC BOX 20069CAMP LEJEUNE, NORTH CAROLINA 28542-0069

STUDENT OUTLINE

AIRFIELD DAMAGE REPAIR (ADR)

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COMBAT ENGINEER OFFICER

M03ACC2

REVISED 11/19/2010

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1. LEARNING OBJECTIVES:

a. TERMINAL LEARNING OBJECTIVE.

(1) Given a tactical situation, an operations order, commander's intent, an airfield/landing zone requiring repair, personnel, equipment and references, supervise airfield damage repair to ensure the airfield is operationally capable in accordance with the references. (1302-XENG-1001)

(2) Given a tactical situation, an operations order, an airfield/landing zone requiring repair and references, supervise airfield damage repair to ensure the airfield is operationally capable in compliance with the concepts of operations. (1302-XENG-2003)

b. ENABLING LEARNING OBJECTIVES.

(1) Given an operations order, commander’s intent, construction standards, and references, identify expeditionary airfield configurations per the references. (1302-XENG-1001z)

(2) Given an operations order, commander’s intent, construction standards, task organized personnel and equipment, and references, determine all required resources needed to perform airfield damage repair (ADR) to satisfy the design specifications per the references. (1302-XENG-1001aa)

(3) Provided a horizontal construction mission, a map, construction standards, operations order and references, analyze project specifications, blueprints, and construction directives for airfield damage repair (ADR) project so that the requirements will be met as outlined in the concept of operations. (13020-XENG-1001ab)

(4) With the aid of references, explain the AM-2 matting system per the references. (1302-XENG-1001ac)

(5) Provided a horizontal construction mission, a map, construction standards, operations order and references, develop a maintenance and repair plan to meet construction project requirements as outlined in the concept of operations and the reference. (1302-XENG-1001ad)

(6) Given a description of airfield damage that includes drawings or photographs of damaged areas, critical dimensions, airfield specifications and references, state the procedures to perform damage assessment per the references. (1302-XENG-2003a)

(7) Given a description of airfield damage that includes drawings or photographs of damaged areas, critical dimensions, airfield specifications, a completed damage assessment and references, identify a Minimum Operating Strip (MOS) per the references. (1302-XENG-2003b)

(8) Given a description of airfield damage that includes drawings or photographs of damaged areas, critical dimensions, airfield specifications, a completed damage assessment and references, determine the types or repair

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required to restore the MOS to operational capability per the references. (1302-XENG-2003c)

(9) Given a description of airfield damage that includes drawings or photographs of damaged areas, critical dimensions, airfield specifications, a completed damage assessment, specific repair methods and references, estimate the resources required to restore the MOS to operational capability per the references. (1302-XENG-2003d) (10) Given a tactical situation, an operations order, an airfield/landing zone requiring repair, identify the components of the ADR kit per the references. (1302-XENG-2003e)

2. SCOPE AND PURPOSE:

a. Scope: Due to the wide variety of aircraft being utilized in the current battle space, it is imperative that the Armed Services standardize the methods and procedures involved with Airfield Damage Repair (ADR).

b. Purpose: The purpose for conducting ADR is to restore the operational capability of an airbase in order to launch and recover aircraft.

3. AIRFIELD DAMAGE REPAIR KIT: The ADR Kit comes in three 20’ ISO containers and contains all of the basic tools needed for damage repair. Each container is wired with a power inlet, breaker box, lights, and outlet receptacles. The electrical system can be energized with shore power or generators. Each container is self contained and is able to be transported via truck, ship, rail or air.

a. Container One contains the Multi-purpose Tracked Loader (MTL) and its attachments. The MTL is a versatile piece of equipment that greatly enhances the Engineer detachment’s ability to effect repairs on or around the Airfield. The attachments include:

(1) Hydraulic broom.

(2) Vibratory compactor.

(3) Hydraulic hammer.

(4) Multi-purpose bucket.

(5) Forks with carriage.

(6) There are miscellaneous accoutrements that are included in the container for securing the attachments for embarkation.

b. Container Two serves as the tool room and holds the numerous hand tools including:

(1) Plate compactor.

(2) Pressure washer.

(3) Two Generators with grounding rods, grounding wire, and clamps. (4) Rammer.

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(5) Electric Hammer Drill. (6) Trash pump.

(7) Two Wheel barrows. (8) 16” cut-off saw.

(9) Concrete Chainsaw.

(10) Power screed assembly with extensions, winches and handles.

(11) Concrete mixer.

(12) Mortar mixer.

(13) Digging implements including 4 trenching shovels, 4 scooping, and 3 picks/mattocks.

(14) Rakes; 8 garden rakes and 4 concrete rakes.

(15) Mortar mixing hoe (2 each).

(16) Concrete finishing tools including bull floats, 12” and 16” magnesium floats, and edgers.

(17) Infrared thermometer. (18) Jumper cables.

(19) Maintenance items for equipment including POLs, spark plugs, filters, belts seal packs, hoses springs and fuses.

(20) Personal Protective Equipment (PPE).

(21) Geotextile material.

(22) There are miscellaneous accoutrements that are included in the container for securing the attachments and tools for embarkation.

c. Container Three is the storage and transport container for the materials needed for repairs and the tools associated with those materials:

(1) Walk-behind concrete saw with concrete and asphalt blades.

(2) Wire broom kit.

(3) Two Combination Hammer Drills with bits.

(4) Fiberglass reinforced plastic panels with all associated bolts (two kits).

(5) Sand grid (30 pieces).

(6) 126 buckets of Pavemend (TR©).

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(7) Torque wrench (for assembling the FRP matting).

(8) Tool box with 8” and 10” pliers, 8”adjustable wrench, combination wrench set, screw drivers, sockets, extensions, and drivers.

(9) 250 gallon water tank.

(10) Pintle hook attachment (for the MTL with fork attachment).

(11) Discharge and suction hoses for the pumps (in container two).

(12) Grounding rod kit and driver.

(13) Skid plate kit.

(14) Poly boom kit.

(15) There are miscellaneous accoutrements that are included in the container for securing the gear for embarkation.

d. Optional Equipment: There may be a need for additional equipment that is not included in the ADR Kit depending on the amount of damage to be repaired. Additional equipment may include but is not limited to:

(1) TRAM or other large scoop loader.

(2) Road grader.

(3) 420D backhoe loader.

(4) 563 D/P compactor.

(5) Dump truck(s) for hauling and placing large amounts of materials.

e. Staging of Equipment should allow for easy access but not in a manner that affects the use of the airfield.

4. PRINCIPLES OF DAMAGE ASSESSMENT:

a. Four Activities: There are primarily four main activities that are associated with conducting ADR. After an air base has been attacked, engineer personnel will usually respond with the following tasks:

(1) Damage Assessment.

(2) Identifying the Minimum Operating Strip (MOS).

(3) Safing and disposing of Unexploded Ordnance (UXO).

(4) Damage repair.

b. Pre-Attack Actions: ADR is like any other event which we should be prepared to deal with. Certain measures and actions should already be in place prior to any potential attacks, and they may/should include:

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(1) Established procedures and assigned personnel.

(2) Assignment of dedicated communication source.

(3) Proper Airfield markings to include secondary markings.

(4) Establish scaled drawing of the airfield and adjacent facilities.

(5) Rehearsal of reactionary procedures.

c. Damage Assessment: Prior to any repairs being conducted, we must first determine what areas received damage, to what extent they have been damaged, and finally what amount and type of equipment will be need to effectively make required repairs.

(1) A rough initial assessment can be obtained by observation from vantage points throughout the airfield, which could be:

(a) Air traffic control tower.

(b) Flight observation posts.

(c) Security Police.

(d) Aerial Reconnaissance.

(2) A more detailed assessment of damage will be required and conducted by Damage Assessment Teams (DAT’s) in order to evaluate specific damage.

(3) Damage assessment activities may be separated into two distinct areas, and multiple teams may be utilized depending upon the amount of damage received.

d. Types of Damage Assessment:

(1) Runway DAT: These individuals will be tasked with identifying and reporting all damage and unexploded ordnance (UXO) concerning the runway, taxi ways, parking aprons and any UXO within 300’ of aircraft operations. The information reported, will assist in determining the minimum airfield operating surface (MAOS).

(2) Facility DAT: This group of individuals will be tasked with identifying and reporting all damage and UXO concerning all station facilities and utilities.

e. DAT Personnel:

(1) Runway DAT’s may consist of the following personnel:

(a) Explosive Ordnance Disposal (EOD) Technician. (b) Airfield Operations representative.

(c) Engineers.

(2) Facility DAT’s may consist of the following personnel:

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(a) EOD Technician.

(b) Public Works Representative.

(c) Engineers

e. Equipment: The following equipment may or may not be required in order to adequately assess damage:

(1) Scaled drawing of airfield and adjacent facilities.

(2) Communications Equipment.

(3) 100’ non-metallic tape measure.

(4) Explosive ordnance reports.

(5) Engineer tape.

(6) Marking stakes.

(7) Hardened vehicles.

(8) Spray Paint.

(9) Laser Range Finder.

f. Damage Assessment Priorities:

(1) Resources and manpower permitting, both runway and facility assessment operations should be conducted simultaneously.

(2) To shorten air base restoration time, the damage assessment operations and Explosive Ordinance Disposal (EOD) should be conducted concurrently, or as soon as the situation allows. This could facilitate the need for assigning multiple DAT’s.

(3) Most likely, a station’s ADR plan will identify assessment and repair priorities and they will include:

(a) Explosive ordnance disposal.

(b) Runway, taxi way and parking apron assessment/repairs.

(b) Key utility substation and facility assessment/repair.

(c) Establish Station Command and Control.

(d) Medical and decontamination facility assessment/repair.

5. REQUIRED ASSESSMENT INFORMATION: DAT’s are required gather two types of information, UXO data, and pavement damage caused by ordnance.

a. UXO:

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(1) The following data will be identified and reported to the Survival Recovery Center (SRC).

(a) Location in relation to known markings.

(b) Description, (size, color, shape, fuse condition, distinct markings).

(c) Number of UXO.

(d) Explosive Ordnance Reconnaissance Report will be filled out upon encountering UXO while conducting runway or facility damage assessment.

1 The report is completed in three separate phases. First is the pre-access data which is information that is able to be obtained prior to the dispersion of a DAT. Next will be the post-access information which can only be obtained by physical placement of the DAT on the airfield. Lastly is the pre/post-access data which pertains to any safety procedures or measures that have been established or taken.

2 Exercise extreme care when filling out the EOR in order to ensure that the EOD technicians can effectively use the information you provide.

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(2) Removal of UXO should be handled by those who have been properly trained to do so. Certain situations and operational necessity may require individuals outside the explosive removal military occupational specialty to do so, but should only be done as a last resort.

b. Pavement Damage:

(1) Damage type (crater or spall).

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EXPLOSIVE ORDNANCE RECONNAISSANCE REPORT1. NAME: 2. DATE: 3. TIME:

4. ORGANIZATION: 5. PHONE:

6. LOCATION OF UXO: 7. GRID COORDINATES:

8. TIME OF UXO IMPACT: 9. TYPE OF UXO:

10. TYPE OF FUSING. NOSE: TAIL: TRANSVERSE:

11. RADIOLOGICAL/CHEMICAL MONITORING RESULTS:

12. HOLE OF ENTRY SIZE: 13. TYPE OF SOIL:

14. ANGLE OF ENTRY: 15. FALSE CRATER DIAMETER:

16. DIRECTION OF ATTACK:

17. UXO LENGTH: OVERALL: BODY: FUSE:

18. UXO DIAMETER: OVERALL: BODY: FUSE:

19. ESTIMATED UXO WEIGHT: 20. OVERALL COLOR:

21. COLOR BANDS: (SHOW DRAWING)

22. COLOR OF MARKINGS: (SHOW DRAWING)

23. TYPE OF STABILIZATION:

24. ACCESSORY DEVICES:

25. GENERAL DESCRIPTION: (USE YOUR OWN WORDS)

26. SAFETY MEASURES TAKEN:

27. PROTECTIVE WORKS IN PROGRESS/COMPLETED

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(2) Location of damage in relation to known markings.

(3) Size.

(4) All holes of entry must be reported.

c. Spalls: Spalls are damage that does not penetrate through the pavement surface to the underlying layers. Spalls may be up to 5’ in diameter.

d. Craters: Craters represent damage that penetrates through the pavement surface into the underlying base and sub-grade soil uplifting the surrounding pavement and ejecting soil, rock, and pavement debris around the impact area. Craters represent much more severe damage than spalls. Large craters have an apparent diameter equal to or greater than 15’. Small craters have an apparent diameter less than 15’.

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6. PLOTTING DAMAGE

a. Airfield markings: Prior to plotting damage, the DAT must understand how the airfield is marked and the proper way to utilize the markings in order to provide the proper information to the SRC.

(1) The center line of the runway is the established base line.

(2) All distances will be determined starting from the “zero” end of the runway.

(3) Taxiways and parking aprons have their own center line and zero end, and must be considered separately.

b. NATO Pavement Reference Marking System: This is a standardized system that will be used when plotting the damage and or UXO located on the airfield.

c. Crater Plotting: In accordance with the NATO Pavement Reference Marking System, using the example of “C140 R20 D30”, craters will be plotted as follows:

(1) The first entry represents the type of damage, in this case it would simply be a capitol letter “C” representing “Crater”.

(2) The next entry will be a number, “140”, that represents the distance down the runway from the zero end to the center of the crater.

(3) Next will be a letter showing whether the center of the crater is located left or right of the center line of the runway or taxiway. The example is “R” which represents “right”; “L” would represent “left”.

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(4) Next will be a number, “20”, showing the distance from the center line to the center of the crater.

(5) Next will be the letter “D” which represents diameter.

(6) The last entry will be a number, “30”, which states the diameter of the crater at its widest point.

d. UXO plotting: In accordance with the NATO Pavement Reference Marking System, using the example of “X150 L20 Type & Description”, UXO will be plotted as follows:

(1) The first entry represents the type of damage; in this case it would simply be a capitol letter “X” representing “UXO”.

(2) The next entry will be a number, “150”, that represents the distance down the runway from the zero end to the UXO.

(3) Next will be a letter showing whether the UXO is located left or right of the center line of the runway or taxiway. The example is “L” which represents “left”.

(4) Next will be a number, “20”, showing the distance from the center line to the UXO.

(5) Lastly will be the type and description of the UXO.

e. Spall Plotting: In accordance with the NATO Pavement Reference Marking System, using the example of “S160 R70”, individual spalls will be plotted as follows:

(1) The first entry represents the type of damage; in this case it would simply be a capitol letter “S” representing “Spall”.

(2) The next entry will be a number, “160”, that represents the distance down the runway from the zero end to the center of the spall.

(3) Next will be a letter showing whether the center of the spall is located left or right of the center line of the runway or taxiway. The example is “R” which represents “right”.

(4) Next will be a number, “70”, showing the distance from the center line to the center of the spall.

f. Spall/UXO Fields: A group of spalls or UXO can be plotted as a field, vice individually. The individual conducting the damage assessment will make the determination as to what should be reported as a field. Keep in mind accuracy and times are of the utmost importance. In accordance with the NATO Pavement Reference Marking System, using the example of “S160 R70 W40 F260 L40 W120 N100”, spall or UXO fields will be plotted as follows:

(1) The first entry represents the type of damage; in this case it would simply be a capitol letter “S” representing “Spall”.

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(2) The next entry will be a number, “160”, that represent the distance down the runway from the zero end to the first spall in the proposed field.

(3) Next will be a letter showing whether the center of the “near edge” is located left or right of the center line of the runway or taxiway. The example is “R” which represents “right”.

(4) Next will be a number, “70”, showing the location of the center of the width in relation to the center line.

(5) The next entry will be the letter “W” representing “width”.

(6) Next will be a number, “40”, representing the width of the “near edge.

(7) Next will be the letter “F” which represents “Field”.

(8) Next entry will be a number, “260”, that represent the distance down the runway from the zero end to the last spall in the proposed field.

(9) Next will be a letter showing whether the center of the “far edge” is located left or right of the center line of the runway or taxiway. The example is “L” which represents “left”.

(10) Next will be a number, “40”, showing the location of the center of the width in relation to the center line.

(11) The next entry will be the letter “W” representing “width”.

(12) Next will be a number, “120”, representing the width of the “far edge.

(13) Next will be the letter “N” which represents “number”.

(14) Lastly will be a number, “100”, which will represent the total number of spalls in the proposed field.

g. Reporting the information described above will be done via communications source using standard military communication procedures.

h. Example Plotting

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CRATER: _____________________________________________

UXO FIELD: _____________________________________________________________

Crater: _____________________________________________

Spall Field: ___________________________________________________________

Individual UXO: _____________________________________

7. CRATER DAMAGE REPAIR: Repairs should be initiated once the MOS has been identified and all UXO that may impact aircraft operations has been removed.

a. Repair Classifications:

(1) Expedient Repairs: Most expeditious manner possible that creates an initial operationally capable MOS/MOAS.

(2) Sustained Repairs: Repair efforts designed to upgrade expedient repairs for increased aircraft traffic.

(3) Permanent Repairs: Returns the air base to its original state.

b. Repair Method Considerations: Various considerations must be taken into account prior to conducting repairs. Some of those considerations are listed below:

(1) Aircraft Type and Load: Each aircraft has distinct characteristics (e.g., wing span, tire pressure, load capacity, braking mechanism) that must be known when choosing the type of repair.

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(2) Available Materials and Equipment: Must have certain materials and equipment to properly conduct repairs.

(3) Repair Quality Criteria (RQC): A single measurement that represents the maximum allowable repair height in inches that various aircraft can tolerate.

(4) Existing Pavement Structure: The configuration of the current pavement layers.

(5) Time Constraints: The time allotted to accomplish the repairs before the first aircraft arrival or departure.

(6) Repair Crew Capability: Does the crew have the required experience to complete the given task.

c. Repair Methods:

(1) Crushed Stone w/FOD Cover: Expedient repair for both runways and taxiways, only capable of supporting fighter aircraft and C-130 operations.

(2) Crushed Stone w/o FOD Cover: Expedient repair for both runways and taxiways which can only support C-17, C-5, C-141, and KC-10 operations only as a last alternative.

(3) Sand Grid w/FOD Cover: Expedient repair for both runways and taxiways, only capable of supporting fighter aircraft and C-130 operations.

(4) Stone and Grout: Sustained repair for runway and taxiway surfaces that supports all aircraft operations.

(5) AM-2 Matting: Used as both an expedient and sustained repair. Supports only fighter aircraft and C-130 operations if used on the runway.

(6) Rapid Set Materials: Both expedient and sustained repair which supports all aircraft operations.

(7) Concrete Cap: A sustained repair that supports all aircraft operations.

(8) Asphalt: A sustained repair that supports all aircraft operations. d. Expedient Crater Repairs: During the class, we will focus on expedient crater repairs. The expedient repairs mentioned earlier are the crushed stone and sand grid repair. ON SLIDE #56-57

(1) Crushed Stone:

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(4) Sand Grid w/FOD Cover:

e. Repair Considerations: Each crater repair may differ considerably from the last; therefore there will not be a concrete set of steps involved to repair the crater. The follow are considerations that will make the list of tasks differ from one another:

(1) Removal of up heaved material.

(2) Reducing the size of usable debris.

(3) Goetextile Placement.

(4) Standing Water.

(5) California Bearing Ratio.

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Backfill Debris

Choke Ballast over Debris, (Min 6”)

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(6) Squaring the crater.

(7) Rebar removal.

(8) Stabilizing methods and agents.

(9) Compaction requirements.

(10) Fill material requirements. (a) Ballast Rock Requirements: The following table identifies the specifications for ballast rock:

U.S. Standard Sieve Size Allowable Range by Percentage

3” 1002 ½” 90-100

2” 35-1001 ½” 0-70

1” 0-15¾” 0-10½” 0-5

(b) The following table identifies the specifications for a high quality, well graded, #1, #2, and #3 crushed stone.

U.S. StandardSieve Size

Crushed StoneNo.1 No.2 No.3

2” 100 - -1 ½” 70-100 100 -

1” 45-80 60-100 100¾” - - -½” 30-60 30-65 40-70# 4 20-50 20-50 20-50# 10 15-40 15-40 15-40# 40 5-25 5-25 5-25# 200 0-8 0-8 0-8

f. FOD Cover: FOD covers are generally required to prevent damage to aircraft engines.

(1) Materials Used:

(a) AM-2 Matting: Fabricated aluminum panels.

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(b) Fiberglass Reinforced Polyester (FRP)

1 Contained in the ADR kit.

2 Assembled in near proximity of the crater.

3 Must overlap crater edge by 12”.

4 Five (5) separate panels, each 3/8” thick.

a Ramp Panel.

b Left Half Panel. c Right Half Panel.

d Basic Panel.

e Center Panel

5 If possible, assemble simultaneously with crater repair.

6 Must be anchored to the runway surface.

7 Susceptible to long time exposure to ultra violate rays and aircraft fluids.

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8. SPALL REPAIR: Although spalls require few procedures, they can be numerous and should receive close attention.

a. Repair Materials: All materials used require proper certification.

(1) Conventional cement or grout.

(2) Cold mix products.

(3) Proprietary Products.

(4) Pavemend.

b. Repair Procedures:

(1) Squaring the spall edges.

(2) Clean out and remove debris. (3) Apply bonding agent if needed. (4) Place material to be used.

REFERENCES:

Unified Facilities Criteria (UFC) 3-270-07, dated 30 June 2003

Field Manual (FM) 5-430-00-2 Volume II, dated 2 March 1995

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Vertical Take Off and Landing (VTOL) Pad

9. Vertical Take Off and Landing (VTOL) PAD: A VTOL pad is a surfaced area capable of handling 1 aircraft at a time. VTOL pads are primarily constructed using AM-2 matting. The primary users of the VTOL pad are the AV-8B Harrier, which requires a 96’x96’ pad and the V22 Osprey which requires a 120’x120’ pad.

a. AM-2 Matting System: AM-2 matting has been in the USMC inventory since the 1960’s. It is use to construct VTOL pads and Expeditionary Airfields. AM-2 matting is a 1½-inch thick fabricated aluminum panel, hollow on the inside, with connectors welded on all four sides. The top surface is coated with non-skid material, and it is painted olive drab. AM-2 Matting is always installed using a brickwork pattern. The mats come in two sizes:

(1) Full Mats:

(a) Weight – 144 pounds

(b) Length – 12 feet

(c) Width – 2 feet

(d) Thickness – 1.5 inches

(2) Half Mats:

(a) Weight – 72 pounds

(b) Length – 6 feet

(c) Width – 2 feet

(d) Thickness – 1.5 inches

(3) AM2 matting is palletized as follows:

(a) F-71 pallet contains (18) 2'x 12' sheets and 20 locking bars.

(b) F-72 pallet contains 18, 2'x 6' sheets and 20 locking bars.

(c) F-28 pallet contains 130 edge clamps, 120 stakes and 80 locking bars.

(4) Equipment and tools required vary depending on the location and the terrain the pad will be constructed on. At the minimum, the following equipment should be brought:

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(a) Heavy Equipment: (dozer, grader, compactor, forklift and 260 CFM compressor.

(b) Hand tools: (Rakes, shovels, tape measure, sledge hammers, blocking, and pry bars.

(5) Site Preparation: Once a site is selected, a soils test is conducted to identify the type of soil the VTOL pad will be constructed over. The soil and sub-base materials should be suitable for use with the AM-2 landing mats. The sub-base material shall have a bearing capacity relative to a minimum California Bearing Ratio (CBR) rating of 4 or more. (a) Clearing Operations: In many cases there will be clearing work to be accomplished, specifically that of rocks and trees. The use of bulldozers, chainsaws and military explosives will be quite extensive in a theater of operation with this type of terrain.

(b) Grading: The terrain in the area to be utilized shall be leveled and rolled to provide a compact matting base. Grading shall provide adequate drainage of surface and rainwater away from the field area. If possible, the soil shall be disturbed a minimum amount in obtaining the prescribed finish to provide a soil of maximum bearing capacity. The final grading operation shall be sufficiently level so that mats, when laid, shall not vary more than 1/4" in height over a 12 foot distance. Hand raking may be necessary to obtain this condition.

(c) Surveying: Once the earthwork is accomplished, have the Engineer Assistants (1361s) perform a survey to establish lines for the first row and left hand edge of the pad.

(d) Site preparation may not be required if there is an existing concrete or asphalt surface. Matting may be laid over the hard surface.

(6) Pallet Deployment: Deployment of pallets should be such as to keep manual handling of mats and related components to a minimum. Deployment should be consistent with the available equipment, manpower, and conditions under which the installation is undertaken. Pallet deployment may be accomplished by either of the following general methods:

(a) Forklift: Deployment of pallets by forklift is the most desirable method.

(b) On Field Deployment: On field deployment is the next method, and will probably be the one performed due to the shortage of forklifts. The pallets will be grouped on the field after major leveling operations have been completed.

(7) Maximum efficiency is working with a sixteen-man crew. The breakdown of the crew is as follows:

(a) One NCO for supervision and safety.

(b) One alignment man: aligns edges of each row of mats.

(c) Two pry bar men: adjusts mat/inserts locking bars.

(d) Six, 2-man teams: working with partner, carries and lays mats.

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(8) Anchoring the mat will be done by installing anchor assemblies which consist of an edge clamp and a stake which are placed in increments of 12’. There are a total of four separate edge clamps to accommodate the four distinct edges on the AM2 matting. The cruciform stake is the primary stake used when anchoring the matting. There may be times where a different anchor stake may be needed, which are the Light Weight Earth Anchor (LEA) and the Drivable Earth Anchor (DEA).

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