Developing Improved Civil Aircraft Arresting Systems (2009) / Chapter Skim
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Pages 25-33
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3.1. Site Visits In July 2007, site visits were made to three airports with EMAS arrestors: John F
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3.1.3. MSP Airport Site Visit MSP airport has one EMAS arrestor installed at the facility, as shown in Table 3-3.
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The distribution of design cases over intervals from 0 to 80 knots is shown in Figure 3-6. Of all the design cases, 14% of the aircraft had design exit speeds below 40 knots; 62% had design speeds between 40 and 70 knots; and 24% had design exit speeds greater than 70 knots.
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The survey costs were corrected for inflation and are expressed in 2007 dollars. For comparison, the suggested values of preparatory paving cost and installation cost from FAA Order 5200.9 are included in the table, in 2007 dollars (30)
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Individual data points indicate the costs for the arrestor beds from the surveyed airports. For the purposes of comparison, the survey and estimated Order 5200.9 costs were normalized to a runway width of 150 ft and converted to 2007 dollars.
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Operators were also asked to provide verbal commentary on the cost and inconvenience of installing the arrestor beds. These comments are characterized as follows: • Installing the arrestors is too expensive; • The need to repave the surface supporting the arrestor is expensive and inconvenient; and • Future arrestor installations will be subjected to wetland and environmental permit approval.
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Six airports provided annual maintenance costs for eight beds. Those maintenance costs were divided by the area of the associated arrestor bed to obtain a cost per square foot of arrestor bed.
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Costs for an EMAS appear to exceed the expectations of FAA Order 5200.9 with regard to the three main categories: preparation, installation, and maintenance. While the survey included more airports than the original data set used to create Order 5200.9, it did not include all EMAS systems installed at U.S.
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From page 33... ...
. Later sections discuss that the reliability of active systems can actually be higher than that of the current EMAS technology, even though passive systems have no moving parts (Section 5.2.2)
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