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two most recent international installations taking place at Kjevik Airport in Kristiansand, Norway in the summer and fall of 2012. Previous international installations include two each at Sichuan Province, China (2006), Barajas-Madrid, Spain (2007), Kristiansand, Norway (2012) and one at Taipei City, Taiwan (2011) . But it is also important that the global aviation community follow the FAA’s lead in promoting the use of EMAS systems at airports around the world. There are a number of initiatives in place designed to achieve this. The “Global Aviation Safety Roadmap”, a joint effort document from ACI, Airbus, Boeing, CANSO, FSF, IATA and IFALPA submitted to ICAO, provides a strategic plan for aviation safety that lists technologies, including EMAS arrester beds, as a preventive measure to eliminate or reduce the damage associated with take-off and landing accidents. The recommendation underscores the fact that an EMAS bed should be installed at each runway end where the terrain configuration does not allow for a provision of a RESA (240m) as recommended by ICAO Annex 14. This important regulation - the Sixth Edition of ICAO’s


“Annex 14, Volume I, Aerodrome Design and Operations to the Convention on International Civil Aviation” - came into effect on November 14 last year and supersedes all prior versions of this aviation standard. It is a significant change to the regulations. Annex 14


had previously addressed international Standards and Recommended Practices (SARPS) for the provision of RESAs (Runway End Safety Areas) to reduce the risk of damage to aircraft during an undershoot or overrun. RESAs continue to retain their value, but ICAO has now officially expanded the suite of Alternative Means of Compliance for runway safety to include aircraft arresting systems, such as Zodiac Arresting System’s EMASMAX.


This amendment has resulted partially from the


results of research data, but the more dramatic and convincing evidence was the growing number of safe, successful aircraft arrestments made by EMAS systems in actual airport emergency overrun situations. As of December 2013, a total of nine aircraft, ranging from a Cessna Citation to a Boeing 747, have been safely arrested, saving the lives of 243 passengers/crew members, with no injuries of consequence, very little to no aircraft damage, and minimal service interruption. The performance of an EMAS is both predictable and reliable. This is made possible through an FAA-validated computer model that integrates the key elements of an airport’s runway characteristics with the full range of the aircraft fleet mix. The design and performance is based on the type of


airportfocusinternational.com


THE DESIGN IS BASED ON THE TYPE OF AIRCRAFT THAT WOULD POSE THE BIGGEST DEMAND ON THE SYSTEM


aircraft that would pose the greatest demand on the arresting system. This satisfies ICAO’s requirement that an arresting system demonstrate a level of performance and protection that is at least equivalent to a prescribed RESA. Another factor is that many airports have minimal or no space in which a RESA could be established. ICAO’s allowance for an EMAS to be installed within the runway strip provides flexibility to improve safety for a runway with a severely constrained RESA. Runways with adequate RESA space can also benefit:


the installation of an EMAS system provides a means of reducing the length of a RESA, based on the design specifications of the EMAS bed. This can potentially free up valuable RESA real estate for other airport planning purposes, such as runway extensions.


AIRCRAFT ‘SAVES’ DUE TO EMAS The Port Authority of NY & NJ was the first airport authority to install an EMAS system in 1996. 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 an 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. 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.


AF / January 2014/ 23


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