100% SucceSSfull at Stopping overruns

Transcription

1 100% SucceSSfull at Stopping overruns CouRTeSY of YeAGer AIRpoRT Yeager Airport, Charleston, WV, January 19, 2010 CRJ 200 safely arrested, saving 34 lives ESCO AEROSAFETY & TECHNOLOGY Emergency Arresting Systems Division

2 the only proven emas solution ESCO s EMASMAX is a bed of customized cellular cement material, designed to crush under the weight of an aircraft, thus providing predictable, controlled deceleration. Once stopped, EMASMAX s unique material allows passengers and crew members to exit the aircraft safely and for the aircraft to be easily removed from the arresting system. Since no two runways are identical, each EMASMAX application is engineered and customized in length, depth and strength to provide optimum performance for the aircraft traffic at each airport. EMASMAX is typically the full width of the runway and the overruns are dangerous and expensive Runway downtime, repair costs, and liability. These are just a few of the expenses that come into play after an overrun has occurred. That s why EMASMAX is tailored for optimum performance and maximum efficiency. The controlled deceleration achieved with EMASMAX reduces the risk of personal injury and damage to the aircraft. Yet, the bed remains accessible by rescue and recovery vehicles, so runway downtime is minimized. JFK New York Boston Massachusetts Greenville South Carolina arrestor bed is located at the end of the runway. On long runway safety areas (RSAs), the system is sized for 70-knot performance. On short RSAs, EMASMAX utilizes the space available for maximum stopping capability. An EMASMAX arrestor bed can reduce the 1,000-ft. RSA requirement to 600-ft. or less. EMASMAX is conditioned to withstand the elements. The system is crowned for drainage, sealed with a Jet Blast Resistant (JBR) coating for durability, and can be supported by a maintenance program to ensure a long life. Winter weather conditions do not affect the system s performance and snow can be easily removed with commercially available equipment designed for use on the bed. Courtesy of the Port Authority of NY & NJ Consider a Gulfstream G-IV overrun with 7 passengers and 3 crew members on board: no one was injured and damage to the $25 million jet was minimal. The average settlement when someone loses a loved one in an accident is $2.5 million. Without the EMASMAX, this could have been a fifty million dollar tragedy with 10 families losing loved ones.

3 as of April 2011, 56 EMAS systems have been installed worldwide Fifty-one systems are in use in the U.S. and international installations are in Sichuan Province, China (2); Madrid, Spain (2); and Taipei City, Taiwan (1). The following case studies illustrate how EMAS is used to solve complex development scenarios. JFK International Airport, Jamaica, NY The Port Authority of NY & NJ was the first airport authority to install an EMAS system in Runway 04R could not achieve a 1,000 foot long safety area cost effectively, due to Thurston Basin being 550 feet from the runway end. Since the runway could not be shortened, ESCO s EMAS was installed to provide overrun protection. The arrestor bed is nearly 400 feet in length, one of the larger sizes typical for a safety area of this length on a runway supporting large jet traffic. This EMAS was designed for commercial jet aircraft, but proved its value for commuter planes on May 8, 1999 when a SAAB 340 commuter plane landed long and overran the runway at a high speed exceeding 70 knots. It was safely stopped by ESCO s EMAS, protecting the passengers and the crew. The aircraft was extracted within 4 hours by removing the used material and pulling the plane out backwards with a tow attached to each main gear. The runway was then immediately re-opened. Subsequent repairs to the arrestor bed took only 12 days to accomplish. Courtesy of Greenville Downtown Airport See the complete list of installations on our website: 100% Successful at stopping overruns Minneapolis Minnesota San Luis Obispo California Telluride Colorado On May 30, 2003, an air cargo MD-11 landed long and overran the runway. Once again, the aircraft was safely stopped by the EMAS, with no injuries and no major damage to the aircraft. Within a few hours, the aircraft was extracted allowing the runway to go back into operation. On the afternoon of January 24, 2005, the EMAS was put to its biggest challenge yet when a 600,000-pound Boeing 747 landed long and overran into the EMAS. As predicted, the aircraft was safely stopped by the EMAS with no injuries to the crew and damage to the aircraft was limited to replacing nine tires. The aircraft went back into service within days. The Port Authority of NY & NJ has continued to deploy the technology by installing a second EMAS installation at the end of RW 22L in 2007; two systems at La Guardia Airport, Flushing, NY (departure RWs 22 and 13) in 2005; one at Teterboro Airport, Teterboro, NJ (departure RW 6) in 2006 and one at Newark International, Newark, NJ (departure RW 29) in Boston Logan International Airport, Boston, MA With not much more than 200 feet of available runway safety area, the Massachusetts Port Authority, working in conjunction with the FAA, chose to install ESCO s EMAS to enhance safety on the departure end of runway 4L in the summer of The bed measures 195 feet in length. A second EMAS bed was installed at the end of 15R in the summer of The new bed is 158 feet long with a short setback. This EMAS bed is a safety feature that provides immediate protection for air travelers between the end of the runway and Boston Harbor. Greenville Downtown Airport, Greenville, SC In September of 2003, the Greenville Downtown Airport received the distinction of being the first general aviation airport to install an EMAS system. ESCO s EMAS arrestor bed was installed on the departure end of runway 01 and measures approximately 156 feet in length with a setback of 50 feet from the runway end. Minneapolis-St. Paul Int l Airport, Minneapolis, MN Runway 12R could not achieve a 1,000-foot long safety area due to an access road and a busy six-lane highway. The Metropolitan Airports Commission (MAC) solution was to install an ESCO EMAS in the fall of The EMAS is 260 feet in length, including a 100-foot long lead-in ramp, and is preceded by a 530-foot long paved blast pad. This arrestor bed is 160 feet in length and 216 feet wide (runway width is 200 feet). The relatively short bed is placed near the back of the safety area where it provides 70 knot runway exit speed performance, yet would not be damaged by a low speed overrun. In 2008, MAC installed two additional EMAS beds at St. Paul Downtown, a general aviation airport in St. Paul, MN.

4 San Luis Obispo County Regional Airport, San Luis Obispo, CA Geographically-constrained San Luis Obispo County Regional Airport had experienced an increase in flight traffic at their air field, with a forecast that saw even further growth. This justified a need for a runway extension which would include larger regional jets with more passengers and greater loads. The airport's decision to install two approximately 300 ft long arrestor beds at both ends of runway enabled the airport to gain a total of 800 feet of runway length (400 feet at each end) and made it the first airport to utilize EMAS to acquire a sizable runway extension within their own existing airport property. This eliminated the need to purchase real estate, deal with protected areas, and environmental issues. Telluride Regional Airport, Telluride, CO Situated at 9,070 feet above sea level, the Telluride Regional Airport has the distinction of being North America's highest airport. It recently completed a five year runway improvement project that concluded with installation of EMAS arrestor beds on both ends of RW Both arrestor beds are 291 feet long with a setback of 1 09 feet from end of runway. INTERNATIONAL Jiuzhai Huanglong Airport, Sichuan Province, China Originally built to handle 737s, the Jiuzhai Huanglong Airport expanded their fleet mix to include 757s. There was one issue: cliffs located at either end of the runway. In 2006, the PRC government, acting in the interest of safety, decided to install ESCO EMAS beds at each runway end. Runway 2 has a 1 82-foot bed installed with a 597-foot setback. Runway 20 has a 290-foot bed with a 307-foot setback. These were the first two EMAS beds installed at sites located outside of the United States. Madrid-Barajas International Airport, Madrid, Spain In 2007, two EMAS systems were installed in Madrid on the ends of runways 33L and 33R, providing a safety feature that addressed the runways' relatively close proximity to taxiways and other operational areas. These 206 feet long EMAS beds were ESCO's first European installations.. Songshan Airport, Taipei City, Taiwan Songshan Airport, located in the center of Taipei City, was formerly used only for flights within Taiwan. With the resumption of direct charter flights between the airport and Mainland China in 2008, the number of flights and aircraft size increased dramatically, with further growth anticipated. The Civil Aeronautics Administration wanted to improve the level of safety in the event of an overrun, but with the airport surrounded by the city, it would have been very difficult and expensive to increase the length of the safety areas. Officials turned to ESCO for the installation of a 400 foot long EMASMAX system in the safety area of Runway 1 0, allowing the airport to improve safety without expansion or having to reduce the runway length. The installation was finished in March Sichuan Province P.R. of China Madrid Spain Taipei City Taiwan -=-==--- ::.-=...::-- -<

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6 Proven reliability Predictable performance Safe and effective Every aircraft that s been arrested has flown away. - Rick Marinelli, FAA Manager, Airport Engineering, October 2010 CoNTACT us for a FRee consultation CouRTeSY of the PoRT AuthoRITY of NY & NJ ESCO ESCO (Engineered Arresting Systems Corporation) 2239 High Hill Road, Logan Township, NJ USA Phone: Fax: [email protected] Engineered Arresting Systems Corporation, All rights reserved. Mastering The Elements