Developments in TechnologyArrestor Beds ‐EMASMAX®

ACI World Safety Seminar, Beijing, PRC

November 18‐19, 2008

Mark Slimko, ESCO

Photo Courtesy of the Port Authority of New York and New Jersey

Who We Are Engineered Arresting Systems Corporation(ESCO) is widely recognized as the world’sleading authority on energy absorption,particularly in the area of military and commercial aircraft arresting systems.

ESCO is committed to “Mastering Safety in Motion”in all of its forms.

Our Global CustomersUnited States Air ForceUnited States ArmyUnited States NavyUnited States Marine CorpsArgentinaAustriaAustraliaBahrainBangladeshBelgiumBoliviaBotswanaBrazilBurmaCanadaChileChina (PRC)ColumbiaCzechoslovakia

Denmark EcuadorEgyptFinlandFranceGabonGermanyGreeceHollandHondurasHungaryIndiaIndonesiaIsraelIranIraqIsraelItalyIvory Coast

QatarSaudi ArabiaSingaporeSpainSouth AfricaSwedenSwitzerlandSyriaThailandTunisiaTurkeyUAEUnited KingdomVenezuelaYemenZaireZambiaZimbabwe

JapanJordanKenyaKoreaKuwaitLebanonLibyaMalaysiaMexicoMoroccoNew ZealandNigeriaNorwayOmanPakistanPeruPhilippinesPolandPortugal

ESCO – Engineered Materials Arresting Systems (EMAS) Division

Why EMAS - Overrun Statistics• Around the world, there is an average of 1 overrun accident every 8.5 days

– Over 50% result in the loss of the aircraft– Over 10% result in fatalities– In 2007, 50% of all aviation fatalities were due to aircraft overruns

• In 90% of the overruns, the aircraft exits the runway at 70 Knots or less– Approximately 50% are at 40 Knots or less

• A recent FAA study indicates that approximately 450 meters (1,500 feet) of good quality Runway End Safety Area (RESA) is necessary to capture 90% of overruns.

– FAA currently requires 1,000 feet– ICAO currently requires 150 meters and recommends 300 meters

• Standard EMASMAX® is designed to provide 70 Knot performance in far less space– 200 meters or less for B747 and A380 aircraft– Designed to provide added safety margin that did not exist in smaller RESA

Schematic of ICAO Standards and Recommendations for Runway End Safety Area (RESA)

Runway Strip

Recommended RESA - 240mGraded Portion of Runway Strip

Standard RESA

Runway

60m 90m Width of both Standard and Recommended RESA is equal to graded portion of strip

Not to Scale

150m 

300m

Recent Overrun AccidentsMedellin, Columbia (June 2006)

• B747-200 Cargo Aircraft– Aborted Takeoff– Exits Runway at ~ 45 Knots

• ICAO Recommended RESA– 240 m beyond 60 m runway strip

(300m)

• Aircraft Destroyed

300 meters

747 Accident Columbia 060706.wmv

EMASMAX® Superiority• EMASMAX® is Superior to a Standard Safety Area

– EMASMAX® requires far less space to stop an aircraft from 70 Knots– EMASMAX® works the same in all weather conditions– EMASMAX® provides reliable, predictable, repeatable performance– EMASMAX® reduces the potential for damage to aircraft or injuries to passengers/crew

~ 1,500’ - 2,000’ (450m – 600m) Required to Stop 90% of Overruns**

FAA Required (1,000’)ICAO Recommended (300m)

70 Knot EMAS(<650 Feet or 200

meters)*

* Approximately 200 meters required for B747/A380, less for smaller aircraft** Based on recent TRB/FAA study

Quito, Ecuador (November 2007)

Tegucigalpa, Honduras (May 2008)

Chicago Midway, USA(December 2005)

Recent Overrun Accidents

Toronto, Canada (August 2005)

Sao Paulo, Brazil (July 2007)Brussels, Belgium (May 2008)

What is EMASMAX®?

• A bed of cellular cement blocks placed at the end of a runway to decelerate an overrunning aircraft

• Passive system that will reliably and predictably crush under the weight of an aircraft, providing gentle, consistent deceleration

Theory of Operation

• Tire/material interface provides resistive loads to decelerate the aircraft

• Loads are placed on the aircraft landing gear and support structure

• ESCO's FAA-Approved computer model is used to determine final arrestor bed configuration

EMASMAX® Characteristics

• Reliable and predictable arrestment capability of all types/sizes of aircraft up to 70+ Knots, especially for aircraft with MTOW > 12,500 lbs.

• Excellent results even under worst-case scenario (bad weather, poor braking and/or zero reverse thrust)

• The ONLY system that meets all the requirements of FAA Advisory Circular (AC) 150/5220-22A

– Verified Performance Models– Fire Resistant, Non-Toxic– Operates in all climatic conditions & temperatures– Resistant to Jet Blast Effects– No adverse aircraft affects in the event of short landing– Traversable by Aerodrome Crash and Rescue Vehicles

FAA Testing – Field Concerns

Crash and Rescue Vehicle AccessJet Blast Resistance

Hot/Cold Temperatures Fire Resistance

FAA Certification Test

Boeing 727 at 55 Knots

General Configuration

Typical EMASMAX® Bed

Lead-In Ramp & Debris Deflector

Side & Rear Steps

Boston Logan Departure End of 4L

Installed November 2006 the year after theDecember 8th 2005 Overrun past the AirportBoundary

Chicago Midway Runway 31C

Jiuzhai-Huanglong (JZH)

EMAS InstallationsNumber

Of EMAS Airport Location Departure End of

Runway(s) Installation Date

2 JFK International Jamaica, NY 4R, 22L 1996(1999)/2007 1 Minneapolis St. Paul Minneapolis, MN 12R 1999(2008) 2 Little Rock Little Rock, AR 4R, 22R 2000/2003 1 Rochester International Rochester, NY 28 2001 1 Burbank Burbank, CA 8 2002 1 Baton Rouge Metropolitan Baton Rouge, LA 13 2002 2 Greater Binghamton Binghamton, NY 16, 34 2002 1 Greenville Downtown Greenville, SC 1 2003 1 Barnstable Municipal Hyannis, MA 24 2003 1 Roanoke Regional Roanoke, VA 33 2004 2 Fort Lauderdale Intl. Fort Lauderdale, FL 27R, 9L 2004 1 Dutchess County Poughkeepsie, NY 6 2004 2 La Guardia Flushing, NY 22, 13 2005 2 Boston Logan Boston, MA 4L, 15R 2005/2006 1 Laredo International Laredo, TX 17R 2006 2 Jiuzhai-Huanglong (JZH) Sichuan Province, PRC 2/20 2006 1 San Diego San Diego, CA 27 2006 1 Teterboro Teterboro, NJ 6 2006 4 Chicago-Midway Chicago, IL 31C, 4R, 22L, 13C 2006/2007 1 Charleston Yeager Charleston, WV 23 2007 1 Cordova Cordova, AK 27 2007 2 Madrid-Barajas Intl. Madrid, Spain 33L, 33R 2007 1 Manchester Manchester, NH 6 2007 2 Wilkes-Barre/Scranton Intl. Wilkes-Barre, PA 4, 22 2008 2 San Luis Obispo San Luis Obispo, CA 11, 29 2008 2 Chicago-O’Hare Intl. Chicago, IL 4R, 22L 2008 1 Newark International Newark, NJ 29 2008 1 Charlotte Douglas Intl. Charlotte, NC 36R 2008 2 St. Paul Downtown St. Paul, MN 14, 32 2008 1 Worcester Regional Worcester, MA 11 2008 45 Systems Installed

EMAS Success

May 2003 – JFK 4RMD11 @ 30+ Knots

May 1999 – JFK 4RSAAB 340 @ 70+ Knots

July 2005 – GMU 01Falcon 900 @ 30+ Knots

January 2005– JFK 4R747 @ 70 Knots

SAAB 340, MD‐11 and 747 Photos Courtesy of PANYNJ

Chicago Midway Airport Accident

• NTSB Final Accident Report AAR-07-06• Findings Conclusion #23

“The absence of an Engineered Material Arresting System (EMAS) installation in the limited overrun area (RESA) for Runway 31C contributed to the severity of the accident; Even a nonstandard EMAS installation would have safely stopped the airplane before it left airport property.”

Greenville Downtown Airport

“(The overrun) could have caused significant damage to the airplane and the people on board. Instead, the (EMAS) worked exactly as it was supposed to. Two pilots and three passengers on board weren't injured, and the aircraft wasn't damaged.” – Joe Frasher, Airport Director, Greenville Downtown Airport

Greenville Downtown Airport (GMU) – July 17, 2006

150’ (46m) EMAS225’ (68m)

RESA

EMAS Saves Lives & Aircraft !

• EMASMAX® is:

– The only FAA-certified system for arresting commercial aircraft

– Proven performance through FAA certification testing and six (6) actual arrestments and engagements

– Has superior performance in all weather conditions compared to a standard RESA

Engineered Arresting Systems CorporationMr. Thomas P. Giaquinto, Jr., Regional

Director2239 High Hill Road

Logan Township, NJ 08085 USATel: +1 856 241 8620 ext. 457

Cell: +1 856 332 3936Email: tgiaquinto@esco.zodiac.com

EMAS InstallationYeager Airport Departure End of Runway 23

Charleston, WV ContactInformation