China
Africa
Explore chapters and articles related to this topic
Analyzing the bearing capacity of materials used in arresting systems as a suitable risk mitigation strategy for runway excursions in landlocked aerodromes
Published in Inge Hoff, Helge Mork, Rabbira Saba, Eleventh International Conference on the Bearing Capacity of Roads, Railways and Airfields, Volume 1, 2021
M. Ketabdari, E. Toraldo, M. Crispino
An EMAS is positioned within the RESA. It is positioned within the Runway Safety Area (RSA), sets back from the runway threshold and this setback length protects the bed from aircraft intrusion during an under shoot, EMAS entry during a low velocity overrun and material degradation due to jet blast. Upon the available area at the RESA and the selected material of the EMAS this setback distance may be vary. Therefore, to plot the results, stopping distance zero is related to the starting point of aircraft entering the EMAS materials. Since deceleration rate is directly proportional to the velocity of the aircraft, where velocity decreases the deceleration rate is also decreases.
Investigating the potential of using glass foam for an EMAS material to mitigate aircraft overrun accidents
Published in International Journal of Pavement Engineering, 2021
In an effort to ensure passenger safety during an aircraft overrun, the Federal Aviation Administration (FAA) requires a 305 m (1000-ft) runway safety area beyond the runway design end (FAA 2012). However, many airports are prevented from satisfying this requirement because of natural or man-made barriers. For these cases, the FAA allows for a reduced runway safety area length if an airport installs an engineered materials arresting system (EMAS). An EMAS is a passive energy system and therefore, does not use an external energy source for aircraft deceleration. The EMAS is designed to decelerate an aircraft to stoppage through drag forces developed from pressure exerted by the EMAS on the aircraft tires as the aircraft moves through the EMAS. An EMAS is designed to decelerate an aircraft without jeopardizing passenger safety and without causing aircraft structural damage. There are only two companies, Zodiac Aerospace and Runway Safe, that manufacturer an EMAS material that meets the FAA requirements included in AC 150-5220-22B, ‘Engineered Materials Arresting Systems for Aircraft Overruns’ (FAA 2012). Zodiac Aerospace is by far the largest manufacturer of EMAS. The Zodiac Aerospace product, EMASMAX, is installed at 109 runway ends at 67 U.S. airports (FAA 2018). In addition, EMASMAX is installed at 7 runway ends at 4 foreign airport locations (Zodiac 2017). In comparison, Runway Safe is installed at 4 runway ends at the Chicago Midway Airport. Preliminary estimates for EMAS cost can be approximated using the guidelines in FAA Order 5200.9 (FAA 2004). Unit costs in 2004 dollars are $150/m2 ($14/ft2) for site preparation and $840 /m2 ($78/ft2) for the EMAS bed installation. A recent Business Wire article predicts that the EMAS market will grow from $810.6 million in 2017 to $1104.5 million in 2022 (Business Wire 2017).