EMAS Briefing. Kristiansand Airport (ENCN) Dave Heald/Hugh DeLong October 12, 2011 ENGINEERED ARRESTING SYSTEMS CORPORATION
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1 EMAS Briefing Kristiansand Airport (ENCN) Dave Heald/Hugh DeLong October 12, 2011 ENGINEERED ARRESTING SYSTEMS CORPORATION
2 AGENDA EMASMAX EMAS Contracting EMAS Update EMAS Design AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
3 Typical bed consists of 2,000 to 4,000 lightweight crushable blocks Passive energy absorption system providing predictable and effective deceleration What is EMAS? Arrestor bed composed of 4 x4 pre-cast cellular cement blocks placed at end of runway for aircraft overrun protection AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
4 How does it work? EMAS material designed to compress under aircraft weight EMAS Final Test FAA Tech Center- Resistive loads placed on landing gear and support structure Customized for each RW end AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
5 What is EMASMAX? ESCO s 3 rd 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 AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
6 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 AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
7 Contracting Method EMAS Design Airport selects engineer ESCO sub-consultant for arrestor design and CE support Maximizes airport flexibility Design-build option available AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
8 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
9 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 AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
10 60 EMAS Locations 47 at U.S. Commercial Airports 8 at General Aviation Airports 5 International Systems AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
11 EMAS Performance 7 arrestments to date All successful Lives saved Aircraft saved AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
12 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 AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
13 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 AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
14 January 2005 B F overruns JFK RW 4R into EMAS at 70 kts Safely stopped no injuries or damage to AC Photo courtesy of Airport Magazine AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
15 July 2006 Falcon 900 overruns GMU RW 01 into EMAS at 30+ kts Safely stopped no injuries or damage to AC AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
16 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 AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
17 January 19, 2010 CRW Knots 34 lives were saved AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
18 October 1, 2010 EMAS Save TEB 40 Knots No injuries to 7 passengers CRW 40 Knots 120+ passengers AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
19 EMAS Design AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
20 EMAS Design Process 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) AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
21 Design Objectives AC150/ Section 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 AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
22 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 AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
23 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) AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
24 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 AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
25 Sampling of Design Optimizing: Nose Landing Gear (NLG) load Limits 50 strength blocks minimize aircraft damage AEROSAFETY & TECHNOLOGY / EMERGENCY ARRESTING SYSTEMS
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100% SucceSSfull at Stopping overruns
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