Installations
There are 30 EMAS systems installed and in use in the U.S. along with 4 international installations (Madrid, Spain and Sichuan Province, PRC). Case studies of recent installations illustrate the value of the EMAS option to airports.
Boston Logan International Airport,
Boston, MA USA
With not much more than 200 feet of available runway safety area, the Massachusetts Port Authority, working in conjunction with the FAA, chose to install ESCO's EMAS to enhance safety on the departure end of runway 4L in the summer of 2005. The bed measures 195 feet in length.
La Guardia International Airport,
New York, NY USA
In the summer of 2005, two additional EMAS were installed for the Port Authority of NY & NJ. Due to limited real estate, short setbacks were utilized and approved by the FAA. On the departure end of runway 22, a bed of 275 feet in length with a 35-foot setback was installed. A slightly longer bed of 327 feet was installed 41 feet from the runway end.
Dutchess County Airport,
Poughkeepsie, NY USA
In September of 2004, an EMAS arrestor bed of approximately 250 feet in length with a setback of 50 feet from runway end was installed at the departure end of runway 24. This was the 4th EMAS system installed in 2004 and brought ESCO's total installed base to 15 systems, at that time.
Fort Lauderdale International Airport, Ft. Lauderdale, FL USA
In the fall of 2004, Broward County significantly improved airport safety by the addition of two EMAS at Fort Lauderdale International Airport for runway 9L-27R.
An EMAS of approximately 380 feet in length with a 75-foot setback was installed at the departure end of runway 27R while a smaller bed of approximately 214 feet in length was installed on the departure end of runway 9L. Other airports with two EMAS systems installed include Little Rock National Airport and the Greater Binghamton International Airport.
Roanoke Regional Airport,
Roanoke, WV USA
Instead of having to do an extensive amount of fill and grade to obtain a 1,000 foot safety area for the departure end of runway 15, the airport turned to EMAS as the preferred alternative that would reduce the amount of fill and grade required.
What they ultimately decided on was an EMAS of approximately 300 feet long with a 300 feet setback from the runway end. With FAA's approval, the system was installed in the summer of 2004.
Barnstable Municipal Airport,
Hyannis, MA USA
Not being able to extend the safety area to FAA standards, the Barnstable Municipal Airport turned to EMAS to address their safety concern for the departure end of runway 24. An EMAS of approximately 206 feet in length was installed in late 2003. The ESCO EMAS arrestor bed stops within a few feet of the localizer array. Beyond the localizer array is a busy road and a strip mall.
Greenville Downtown Airport,
Greenville, SC USA
In September of 2003, the Greenville Downtown Airport received the distinction of being the first general aviation airport to install an EMAS system. ESCO's EMAS arrestor bed was installed on the departure end of runway 19 and measures approximately 206 feet in length with a setback of 50 feet from the runway end.
Greater Binghamton Airport,
Binghamton, New York USA
In order to prevent a disruption in airport operations, the Greater Binghamton Airport selected two ESCO EMAS systems over the use of declared distances. Steep drop-offs at both ends made it impractical to obtain the 1,000-foot long standard.
The two EMAS systems were installed during the fall of 2002, for both ends of runway 16 - 34. Both beds measure 311 feet in length with a set back of 75 feet from the end of each runway.
Baton Rouge Metropolitan Airport,
Baton Rouge, LA USA
ESCO completed the installation of an EMAS at the Baton Rouge Metropolitan Airport, Ryan Field in the summer of 2002. The EMAS system was installed on the 31 end of runway 13-31. The EMAS system consisted of a cellular cement bed 234 feet in length by 168 feet wide and was set back 75 feet from the end of the runway. The back edge of the bed is approximately 12 feet from the localizer. The installation of this system took place during daylight hours.
Burbank Airport,
Burbank - Glendale - Pasadena, CA USA
An ESCO EMAS system was installed on the departure end of runway 8 at the Burbank Airport in February of 2002.
This EMAS system was designed with an arrestor bed that is 170 feet in length by 169 feet wide and set back 75 feet from the end of the runway. The EMAS system was installed at night to reduce the impact on operations at the airport.
This runway did experience an overrun in March of 2000. Although there were no injuries extensive aircraft and property damage did occur.
Rochester International Airport,
Rochester, NY USA
Installation of an EMAS system on the departure end of runway 28 was completed in November of 2001.
The actual EMAS arrestor bed size is 234 feet in length by 166 feet wide and is set back 500 feet from the end of the runway. The long arrestor bed set back design allows smaller aircraft and slow speed overruns to decelerate and stop before they enter the bed.
This EMAS system was installed in front of railroad tracks that are located 800 feet from the end of the runway.
Little Rock Airport,
Little Rock, Arkansas USA
Two ESCO EMAS systems have been installed at the Little Rock National Airport. The first EMAS installation was completed in November of 2000. The bed measures 300 feet in length by 168 feet wide and set back 100 feet from the departure end of runway 4R. This bed was installed to protect against a steep drop-off at the end of the runway, which leads to a flood plain and the Arkansas River.
The second was completed in May of 2003. It measures 263 feet in length by 170 feet wide and set back 447 feet from the departure end of runway 22R.
Minneapolis-St. Paul Int'l Airport,
Minneapolis, MN USA
The runway 12R overrun could not achieve a 1,000-foot long safety area due to an access road. Also, behind the access road is a busy six-lane highway. An ESCO EMAS was installed in the fall of 1999.
The EMAS is 260 feet in length, including a 100-foot long lead-in ramp, and is preceded by a 530-foot long paved blast pad. This arrestor bed is 160 feet in length and 216 feet wide (runway width is 200 feet). The relatively short bed is placed near the back of the safety area where it provides 70 knot runway exit speed performance, yet would not be damaged by a low speed overrun.
JFK International Airport,
Jamaica, NY USA
This installation has the distinction of being the first EMAS installed after approval by the FAA in 1996. Credit should be given to the Port Authority of NY & NJ for their proactive role in enhancing runway safety.
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 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 ESCO's 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.
On the afternoon of January 24, 2005, the EMAS was put to its biggest challenge when a 600,000-pound Boeing 747 landed long and overran into the EMAS. As predicted, the aircraft was safely stopped by the EMAS with no injuries to the crew and damage to the aircraft was limited to replacing nine tires. The aircraft went back into service within days.
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