Engineered materials arresting systems: Difference between revisions
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Source: FAA 15-12-2011, Coordinates (center of device) calculated with displacement on stopway | Source: FAA 15-12-2011, Coordinates (center of device) calculated with estimated displacement on stopway | ||
== Articles from EMAS manufacturers == | == Articles from EMAS manufacturers == | ||
Revision as of 00:41, 24 December 2011
Engineered Materials Arresting Systems (EMAS)
"Aircraft can and do overrun the ends of runways, sometimes with devastating results. An overrun occurs when an aircraft passes beyond the end of a runway during an aborted takeoff or while landing. Data on aircraft overruns over a 12-year period (1975 to 1987) indicate that approximately 90% of all overruns occur at exit speeds of 70 knots or less and most come to rest between the extended runway edges within 1000 feet of the runway end.
[...]
An EMAS is designed to stop an overrunning aircraft by exerting predictable deceleration forces on its landing gear as the EMAS material crushes. It must be designed to minimize the potential for structural damage to aircraft, since such damage could result in injuries to passengers and/or affect the predictability of deceleration forces. An EMAS should be design for a 20-year service life.
An EMAS is located beyond the end of the runway and centered on the extended runway centerline. It will usually begin at some setback distance from the end of the runway to avoid damage due to jet blast and undershoots. This distance will vary depending on the available area and the EMAS materials." (Source: FAA 150-5220-22A Advisory Circular)
EMAS, how it is marked on airport charts in the U.S.
Here is an example how EMAS is marked at end of runway on airport charts (EMAS at KMDW, Chicago Midway International, RWY 22L, 346 x 170)
Examples: Airports with EMAS installed at one or more runways
| ICAO | Runway | Alignment | Length | Width | Latitude | Longitude |
|---|---|---|---|---|---|---|
| KLIT | 04L | 46.51 | 300.00 | 168.00 | 34.738480 | -92.217633 |
| KLIT | 22R | 226.52 | 262.60 | 169.70 | 34.721309 | -92.239560 |
| KBUR | 08 | 90.93 | 170.00 | 350.00 | 34.197642 | -118.349388 |
| KSAN | 27 | 253.99 | 315.00 | 218.00 | 32.737274 | -117.204998 |
| KSBP | 11 | 124.77 | 300.00 | 170.00 | 35.231891 | -120.631448 |
| KSBP | 29 | 235.22 | 312.00 | 170.00 | 35.242977 | -120.650911 |
| KTEX | 09 | 104.90 | 291.57 | 121.50 | 37.951106 | -107.895908 |
| KTEX | 27 | 255.08 | 291.57 | 121.50 | 37.956517 | -107.921575 |
| KILG | 19 | 185.08 | 303.00 | 170.00 | 39.668031 | -75.603968 |
| PACV | 27 | 245.76 | 250.00 | 170.00 | 60.497246 | -145.499157 |
Source: FAA 15-12-2011, Coordinates (center of device) calculated with estimated displacement on stopway
Articles from EMAS manufacturers
ESCO’s EMAS Safely Stops Regional Jet After Aborted Takeoff
EMASMAX Briefing from Zodiac Aerospace, Flight Operations Forum, Oslo, Norway 3-4 May 2011
FAA Advisory, other sources
http://www.faa.gov/documentLibrary/media/advisory_circular/150-5220-22A/150_5220_22a.pdf