EMAS Briefing
Kristiansand
Airport
(ENCN)
Dave Heald/Hugh DeLong
October 12, 2011
ENGINEERED ARRESTING
SYSTEMS CORPORATION
AGENDA

EMASMAX®

EMAS Contracting

EMAS Update

EMAS Design
AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
ENGINEERED ARRESTING SYSTEMS CORPORATION
•
Typical bed consists of 2,000 to
4,000 lightweight crushable blocks
What is EMAS?

Arrestor bed composed of 4’x4’
pre-cast cellular cement blocks
placed at end of runway for
•
Passive energy absorption system
aircraft overrun protection
providing predictable and
effective deceleration
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How does it work?

EMAS material designed to
compress under aircraft
weight

EMAS Final Test 1996
-FAA Tech Center-
Resistive loads placed on
landing gear and support
structure

Customized for each RW
end
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What is EMASMAX®?

ESCO’s 3rd generation EMAS
(JBR502 term)

Introduced in 2006 with
following upgrades:

Plastic tops & bottoms
(pigmented, durable)


Silicone side & seam seal
Much reduced maintenance
requirements

Eliminated need to repaint tops

Eliminated need for frequent
re-caulking
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EMASMAX® Ownership
 ESCO recommends regular airport inspection
 Weekly drive-by
 Monthly walk the EMAS
 Limited maintenance needed
 No re-paint with plastic tops
 Joint sealant (only as needed)
 Semi-annual inspections by ESCO Rep during first year
 Maintenance by airport
 Option to contract with ESCO for maintenance
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Contracting Method
“EMAS Design”

Airport selects engineer
 ESCO sub-consultant for arrestor design
and CE support
 Maximizes airport flexibility

Design-build option available
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Contracting Method
“EMAS Construction”
Two Contracting options

Option#1:
 Airport contract ESCO for Blocks and Installation support
 Contract Prime for Construction
 Least costly
 Least risk
 Prime can now install blocks
AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
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Contracting Method-EMAS Construction

Option #2 - Single Prime
 Competitive bid on total contract
 Only done a few times
 ESCO as sub to prime
 More costly with markup from prime
 higher schedule risk

Design-Build another option
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60 EMAS Locations
 47 at U.S. Commercial
Airports
 8 at General Aviation
Airports
 5 International Systems
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EMAS Performance
7 arrestments to date
 All successful
 Lives saved
 Aircraft saved
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EMAS Experience
May 1999
Saab 340 overruns JFK RW 4R at 70+ kts…
RW equipped with EMAS in1996
Safely stopped – no injuries or real damage to AC
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May 2003
MD-11F overruns JFK same RW 4R at 30+ kts…
EMAS did its job
Safely stopped – no injuries or damage to AC
EMAS Experience
Photo courtesy of Port Authority of NY & NJ
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January 2005
B-747-200F overruns JFK RW 4R into EMAS at 70 kts
Safely stopped – no injuries or damage to AC
Photo courtesy of Airport Magazine
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July 2006
Falcon 900 overruns GMU RW 01 into EMAS at 30+ kts
Safely stopped – no injuries or damage to AC
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July 2008
Airbus A-320 overruns ORD RW 22L into EMAS at 40 kts
No injuries to 138 passengers and 9 crew members on board
Safely stopped – with no damage to AC
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January 19, 2010
CRW
CRJ-200 @ 50-55 Knots
34 lives were saved…
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October 1, 2010 EMAS Save
TEB
G-IV @ 40 Knots
No injuries to 7
passengers
CRW
CRJ-200 @ 40 Knots
120+ passengers
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EMAS Design
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ENGINEERED ARRESTING SYSTEMS CORPORATION
EMAS Design Process



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




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Airport selects Engineer
ESCO sub-consultant
Survey/soils info (Engineer)
Preliminary arrestor design (ESCO)
Computer modeling
Material strength
Block heights
Possible arrestor length(s)
Possible concrete beam location(s)
Iterative process
Design site preparation (Engineer)
Finalize arrestor configuration (Engineer)
Finalize total drawing & specs package
(Engineer)
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Design Objectives
• AC150/5220-22 Section 6.0
• 70 knots R/W exit speed where
space permits
• Design for Aircraft Mix
• Maximize deceleration within
landing gear limitations
• Produce material strength & density
within very narrow limits
• Utilize validated computer model
with demonstrated accuracy
• Vary material properties and bed
configuration to customize arrestor
design for each runway
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Typical Bed Design:

EMAS is setback from RW end (min 35 ft)
for protection from jet blast debris

EMAS covers RW width (plus side steps for
ARFF access & passenger egress)

EMAS length varies based on aircraft
type, available space and performance
desired

Start with shorter blocks, then ramps for
smooth transition to deeper blocks.
Configured with FAA validated computer
model
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Design Considerations:
 Fleet mix consideration

Aircraft with annual ops of 500 or more

RW design critical AC may not be EMAS critical design AC

Model each AC at range of operating weights
 RSA space available

Determines if standard EMAS is possible

If larger RSA, bed is set back further from RW end
 Performance target
 Design assumes poor braking & no reverse thrust
 Target 70 knots or maximum attainable
 Minimizing aircraft damage

Cognizant of aircraft limits (airframe, gears)
Source: Stantec
 Prevent injuries to passengers

Limit deceleration to 1G (gentle controlled deceleration)
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Optimizing Design:
 Block strengths and heights
 3 strengths (flat or slanted block heights from 5” to 30”)
 Bed configuration of slow or quick ramp(s)

Rise of 1” over 4 ft or 8 ft (i.e. 1 or 2 blocks)

Ramp selection depends on load limits on landing gear of AC
 Bed configuration with double ramp

Long RSAs allows use of double ramp

Double ramp allows flexibility in optimizing performance
 Non-standard bed designs

Shorter RSAs – min 40 knots

Irregularly shaped (cut corners)

Double-wide EMAS
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Sampling of Design Optimizing:
 Nose
Landing
Gear (NLG) load
Limits
 50 strength
blocks minimize
aircraft damage
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Thank You
Questions?
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