Transcript EMAS Briefing Kristiansand Airport
EMAS Briefing Kristiansand Airport
(ENCN)
Dave Heald/Hugh DeLong
ENGINEERED ARRESTING SYSTEMS CORPORATION
AGENDA
EMASMAX® EMAS Contracting EMAS Update EMAS Design
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• • 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
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How does it work?
EMAS material designed to compress
under aircraft Resistive loads placed on landing gear and support structure
Customized
for each RW end
EMAS Final Test 1996
-FAA Tech Center-
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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
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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”
Option#1:
Airport contract ESCO for Blocks and Installation support
Contract Prime for Construction Least costly Least risk Prime can now install blocks
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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
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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May 1999
EMAS Experience
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
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Photo courtesy of Airport Magazine
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
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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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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)
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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
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)
Prevent injuries to passengers
Limit deceleration to 1G (gentle controlled deceleration) Source: Stantec
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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:
Gear (NLG) load Limits
50 strength blocks minimize aircraft damage
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Thank You Questions?
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