EMASMAX Aircraft Arresting Systems for Runway Overrun Protection Presented : 9 April, Flyoperativt Forum 2013, Oslo, Norway

Zodiac Arresting Systems-ESCO EMASMAX Aircraft Arresting Systems for Runway Overrun Protection Presented : 9 April, Flyoperativt Forum 2013, Oslo, Norway

Introduction to ESCO Zodiac Aerospace Overruns and RSAs What is EMASMAX EMAS Arrestments EMAS Project at Kjevik, Kristinasand

Zodiac Aerospace is: One of the oldest aerospace companies in the world: established in 1896 A world leader in aerospace equipment and systems Cabin Interiors (59% of sales) Turnkey Interiors, Water & Waste, Galleys, Galley Inserts, Class Dividers, Composites, Seats, Trolleys Aircraft Systems (20% of sales) Electrical Power Management, Oxygen Systems, Fuel Circulation, Lighting Systems, Actuators, Windshield Wipers, Hydraulics and Coupling, Management Systems Aerosafety & Technology (21% of sales) Emergency Slides, Runway Aircraft Arrestor, Parachutes, Rafts / Floatation, Specialty Wiring Protection, Fuel Cells, De-icers, Telemetry / Mission Recorders Among the World s top 10 equipment manufacturers Cabin Interiors 59% AeroSafety & Technology 21% Aircraft Systems 20%

ESCO Facilities ESCO Corporate Headquarters & Military Division Aston, Pennsylvania U.S.A. 30,000 sq. meter ESCO - EMAS Division Logan Township New Jersey U.S.A. 50,000 sq. meter ESCO Military Products EU Production Cognac, France 10,000 sq. meter Local Representative Offices in 42 Countries

World leader in the production of aircraft arresting systems, controlling and harnessing energy for safe emergency aircraft landings for over 60 years. 5000 systems in 80 countries with over 125,000 successful arrestments Our products save lives, aircraft and highdollar assets. Our energy control expertise extends into : - vehicle arresting systems (VAS) & - unmanned vehicle launch/recovery (UAV).

Engineered Arresting Systems Corporation (ESCO) Military Aircraft Arresting Gear Commercial Aircraft EMAS UAV Launch & Recovery

Runway Excursions: Overruns A Big Problem 40 per year (typically overruns for jet aircraft) for the past 16 years 34% of all turbojet aircraft accidents 24% of all turboprop aircraft accidents Kingston, Jamaica - Dec 2009 Over 50% of commercial aviation fatalities Brussels, Belgium May 2008 Excursions account for 83% of all fatal runway safety accidents Source: Flight Safety Foundation

Runway End Safety Areas (RESA) Definition: A defined, prepared surface beyond the runway end suitable for reducing the risk of aircraft damage or injury to the passengers and crew in the event of an undershoot, overrun, or excursion from the runway. Provides a safety margin for aircraft that overshoot the runway surface. ICAO states* that The standard distance of 90m would capture approximately 61% of overruns, with 83% being contained within the recommended distance of 240m. *ref: state letter dated 30 May 2011 ICAO Required 60 + 90 m FAA Required 1000 feet (305 meter) 2 0 2 0 - OR - ICAO Recommended 60 + 240 m EMAS w/70 Knot EMAS for overrun

EMASMAX - An Alternative to RESA JZH EMASMAX - R/W 02

What is EMASMAX A bed of cellular cement blocks encased in an environmental cover that is placed at the end of a runway to decelerate an overrunning aircraft in an emergency 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 ENGINEERED ARRESTING SYSTEMS

EMAS Design Each EMAS is designed based on: The aircraft that operate on the runway The length and width of the runway The elevation of the runway The length of available RESA The slope of the RESA Performance is predicted based on: Poor aircraft braking and no reverse thrust from runway exit to entry of EMAS No aircraft braking or reverse thrust once aircraft enters EMAS Aircraft at field-adjusted MTOW Aircraft at field-adjusted 80% MLW

Typical EMASMAX Bed Lead-In Ramp & Debris Deflector Boston Logan 22R Approach Side & Rear Steps ENGINEERED ARRESTING SYSTEMS CORPORATION

EMAS Installations (75 systems installed February 2013) Juizhai Huanglong Airport (PRC) Madrid Barajas International Airport (Spain) JFK International Airport Boston Logan International Airport Kjevik Airport, Kristiansand, Norway Winston-Salem, NC

Key West Intl Airport (EYW) Arrestment 03 November 2011: Cessna Citation 550 jet with 3 pax & 2 crew Airport Director Peter Horton said that the safety material worked perfectly: Not even a bruise or a scratch. Runway reopened within 2 hours Minimal Aircraft damage 31 Oct 2011, without EMAS

Gulfstream 150 in RW 27 Safety Area, 10/31/2011 WITHOUT EMAS! Photo courtesy of Key West Int l Airport

Key West Intl Airport(EYW) Arrestment 03 November 2011: Cessna Citation 550 jet with 3 pax & 2 crew 31 Oct 2011 ENGINEERED

Charleston (CRW) Airport Arrestment 19 Jan. 2010: US Air Express, Flight 2495, CRJ-200 regional jet, aborted takeoff No injuries to 34 passengers and crew Runway reopened within 5 hours Aircraft returned to service (3 days)

Teterboro Arrestment October 2010 Teterboro, NJ Airport Runway 06 Departure Arrestment October 2010 Prior to EMAS - Overrun February 2005

Other EMAS Successes May 1999 New York JFK 4R SAAB 340 @ 70+ Knots May 2003 New York JFK 4R MD11 @ 30+ Knots January 2005 New York JFK 4R B747-200F @ 70 Knots July 2006 Greenville SC GMU 01 Falcon 900 @ 30+ Knots July 2008 Chicago ORD 22 A321 @ 35 Knots

Kristiansand lufthavn, Kjevik 1 st EMAS installations in Norway

Kristiansand lufthavn, Kjevik Runway 04-22 EMAS Project Photo courtesy of AVINOR Photo courtesy of AVINOR Photo courtesy of AVINOR

Kjevik Runway 04-22 EMAS Project Schedule Doffin TED 26.08.2011 (Request for Qualification) Time-limit for request to participate 10.10.2011 Tender documentation issued 24.10.2011 Time-limit for tender 12.12.2011 Signing of contract 31.03.2012 On-site 20.06.2012 EMAS RWY 04 completed 10.2012 EMAS RWY 22 completed 07.2012 Project Handover completed 04.11.12 Photo courtesy of AVINOR

Kristiansand lufthavn, Kjevik Runway 04 Departure EMAS Project Photo courtesy of AVINOR

Runway 04 Departure EMAS Predicted Performance EMASMAX Dimensions: 91.34m (299.67') long by 51.85m (170.0 ) wide EMASMAX arrestor bed placed 65.59m (215.20') from runway 04 departure end EMAS Performance Simulation Results on Exit Speed (kt) Aircraft MTOW (lb) (kg) Design Case B737-800 155,500 70,533 72 B737-700 154,000 69,853 72 B737-300 132,000 59,874 >75 Dash 8-300 41,100 18,643 >70 Dash 8-400 64,500 29,257 >70 CRJ900 ER 81,560 36,995 >70 CRJ700 ER 75,000 34,019 >75 Fokker 70 92,000 41,730 >70 ERJ 190 105,360 47,790 >70 EMAS Performance Simulation Results on Exit Speed (kt) Aircraft 80%MLW (lb) (kg) Design Case B737-800 115,200 52,254 >75 B737-700 103,140 46,783 >75 B737-300 99,200 44,996 >75 Dash 8-300 32,000 14,515 >70 Dash 8-400 49,400 22,407 >70 CRJ900 ER 58,800 26,671 >70 CRJ700 ER 53,600 24,312 70 Fokker 70 78,750 35,720 >70 ERJ 190 74,950 33,997 >70 Notes: Photo courtesy of Design AVINOR Case: using poor braking (.25 braking friction coefficient) and no reverse thrust Typical Case: full brakes, wet pavement (.35 braking friction coefficient) and full reverse thrust

Kristiansand lufthavn, Kjevik Runway 22 Departure EMAS Project Photo courtesy of AVINOR

Kjevik, Runway 22 Departure EMAS Predicted Performance EMASMAX Dimensions: 166.69m (546.87') long by 51.85m (170.0 ) wide EMASMAX arrestor bed placed 79.05m (259.35') from runway 04 departure end EMAS Performance Simulation Results on Exit Speed (kt) Aircraft MTOW (lb) (kg) Design Case B737-800 155,500 70,533 73 B737-700 154,000 69,853 73 B737-300 132,000 59,874 >75 Dash 8-300 41,100 18,643 >70 Dash 8-400 64,500 29,257 >70 CRJ900 ER 81,560 36,995 >70 CRJ700 ER 75,000 34,019 >75 Fokker 70 92,000 41,730 >70 ERJ 190 105,360 47,790 >70 EMAS Performance Simulation Results on Exit Speed (kt) Aircraft 80%MLW (lb) (kg) Design Case B737-800 115,200 52,254 >75 B737-700 103,140 46,783 >75 B737-300 99,200 44,996 >75 Dash 8-300 32,000 14,515 >70 Dash 8-400 49,400 22,407 >70 CRJ900 ER 58,800 26,671 >70 CRJ700 ER 53,600 24,312 70 Fokker 70 78,750 35,720 >70 ERJ 190 74,950 33,997 >70 Notes: Photo courtesy of AVINOR Design Case: using poor braking (.25 braking friction coefficient) and no reverse thrust Typical Case: full brakes, wet pavement (.35 braking friction coefficient) and full reverse thrust

Kristiansand lufthavn, Kjevik Runway 22 Departure EMAS Photo courtesy of AVINOR

Kristiansand lufthavn, Kjevik Runway 22 Departure EMAS Photo courtesy of AVINOR

Kristiansand lufthavn, Kjevik EMAS Project Installation Photos What jet blast can do to pavement

Kristiansand lufthavn, Kjevik EMAS Project Installation Photos

Kristiansand lufthavn, Kjevik EMAS Project Installation Photos

Kristiansand lufthavn, Kjevik EMAS Project Installation Photos

Line Pilot Information Where to look? FAA Aeronautical Information Manual US Aeronautical Information Publications (AIP); Outside US AIP as installations expand to other nations FAA AC 150/5220-22A; bulk of specifications ESCO-ZA Website Posters, Flyers, Articles Preflight Planning and Aircrew Briefings Jeppesen Airfield diagrams ENGINEERED ARRESTING SYSTEMS

Depiction of EMASMAX Jeppesen, NACO and LIDO Future information FAA Air Charting Forum Standardized depiction of EMAS on Jeppesen, LIDO and NACO charts (Old then New depictions follow for each, respectively) XX 9 diagram page Definition in Introduction and Chart Glossary Airfield Markings Yellow chevrons to signify unusable surface FAA relooking other possible airfield markings to highlight systems ENGINEERED ARRESTING SYSTEMS

ENGINEERED ARRESTING SYSTEMS

ENGINEERED ARRESTING SYSTEMS

During the takeoff or landing phase, if a pilot determines that the aircraft will exit the runway end and enter the EMAS, the following procedures should be followed: 1. Continue deceleration -- Regardless of aircraft speed upon exiting the runway, continue to follow Rejected/Aborted Takeoff procedures, or if landing, Maximum Braking procedures outlined in the Flight Manual. 2. Maintain runway centerline -- Not veering left or right of the bed and continuing straight ahead will maximize stopping capability of the EMAS bed. The quality of deceleration will be best within the confines of the bed. 3. Maintain deceleration efforts -- The arrestor bed is a passive system, so this is the only action required by the pilot. 4. Once stopped, do not attempt to taxi or otherwise move the aircraft. ENGINEERED ARRESTING SYSTEMS

ENGINEERED ARRESTING SYSTEMS

EMAS Installation Yeager Airport Charleston, WV Contact Information Engineered Arresting Systems Corporation Mr. David J. Heald, Regional Director 2239 High Hill Road Logan Township, NJ 08085 USA Tel: +1 856 241 8620 ext. 451 Cell: +1 610-764-4118 Email: david.heald@zodiacaerospace.com Web: www.emasmax.com ENGINEERED ARRESTING SYSTEMS