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AEROCONCRETE ARRESTOR BEDS

B.Tech, Mechanical (3/4),


Gayatri Vidya Parishad College Of Engineering,
Madhurawada, Visakhapatnam.
By R.krithika
P.Sri HariTeja

Abstract:
Aeroconcrete (or Aerated Concrete) are manufactured by adding
Aluminium powder or a foaming agent (hydrolyzed protein or a resin) which
reacts with the concrete forming air bubbles or gases that are entrapped in it.
These are responsible for remarkable properties of aeroconcrete. The aerated
concrete outperforms conventional concrete by the advantages of lightweight,
heat preservation, sound isolation, high strength to weight ratio etc. The strength
of the aeroconcrete can be altered by using foaming agents of different densities.
Aeroconcretes have become the important part of new-type construction
materials, and possess bright development future.
In this paper we shall discuss the extensive use of aeroconcretes
in constructing arrestor systems (EMAS). An Engineered Material Arresting
System provides enhanced runway overrun safety for commercial airports.
Aircraft can do overrun the ends of runways, sometimes with disastrous
consequences . Arrestor Beds provide a safety device for quickly arresting the
movement of vehicles such as airplanes and motor cars by forming a retarding
bed of crushable material made of aeroconcrete. The strength of the foamed
material used must be such that the wheels of the vehicle running off the track
and on to the bed will crush the foamed material, exerting a drag on the wheels
thereby slowing the vehicle down. Aerated concrete having a density between
240-961 kg/m3 and compressive strength of 40- 200 psi is quite suitable. The
decelerating effect may also be increased with depth of penetration into the
aerated bed by employing foams of different densities and compressive
strengths at different parts of the bed. Damage to aircraft during these
arrestments has been minimal.
EMAS technology is changing the standard for safety at airports.
It has proven to have both reliable and predictable performance capability
through live arrestments. EMAS has shown it can save lives.
Keywords: Aeroconcrete, Arrestor Bed, EMAS, Decelerate

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

ACKNOWLEDGEMENT
We are very thankful to the department of civil engineering, Andhra University
for giving us the opportunity to take part in symposium ACCESS 08.
We are grateful to Prof. P. Markandeya Raju of G.V.P.C.O.E. for his valuable
assistance.

From the Authors,


R. Krithika
P. Sri Hari Teja

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

Introduction:
Concrete is a construction material composed of cement (commonly Portland
cement) as well as other cementitious materials such as fly ash and slag cement,
aggregate (generally a coarse aggregate such as gravel limestone or granite, plus
a fine aggregate such as sand), water, and chemical admixtures. The word
concrete comes from the Latin word "concretus", which means "hardened" or
"hard".

Conventional Concrete

Aerated Concrete is a precast structural product made with all-natural raw


materials. In 1914, the Swedes discovered a mixture of cement, lime, water and
sand that expands by adding aluminium powder. The material was further
developed to what we know today as aerated concrete (also called as cellular
concrete). The reaction between aluminium and concrete causes microscopic
hydrogen bubbles to form, expanding the concrete to about five times its
original volume, making it lightweight. Modern concrete technology uses
foaming agent that produces and stabilizes air bubbles formed in the concrete.

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

Depending on the type of curing method used, there are twp types of aerated
concretes. They are:
1) Non-Autoclaved Aerated Concrete (NAC)
2) Autoclaved Aerated Concrete (AAC)
NAC are air cured whereas AAC are cured at high temperatures and pressures in
an autoclave.
Aerated concrete has outperformed conventional or poured concrete in various
ways. The air bubbles entrapped in the concrete are responsible for its various
properties.

Autoclaving

of

aerated

concrete

improves the compressive strength. The air bubbles


increase the volume resulting in high strength to
weight ratio. It is lightweight ,has high thermal
insulation, sound isolation, fire and termite
resistance, economical, sustainable solid block.
Especially, it can not only make use of industrial
waste residue, improve environmental pollution,

Light Weight Aerated


Concrete Floating in
Water

and protect tillable field, but also create favourable social and economic benefits
to take fly ash as the raw material of AAC block and board. Aerated concrete
(i.e. aeroconcrete) is the perfect wall material to replace the traditional solid clay
brick. Aeroconcrete (AAC) block and board have become the important part of
new-type construction materials, and possess bright development future.
Since the cost of fire clay bricks are going up making alternatives acceptable.
Large companies like DLF are already using light weight aerated concrete
blocks in high rise buildings. Production units for aerated concrete blocks have
been set up in the country. There is good scope for setting up this unit in
proximity to cities like Hyderabad and Visakhapatnam.

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

Differences between Aerated and Conventional Concrete:

Aerated Concrete

Conventional
Concrete

1)They are lightweight

1)They are relatively

due to the presence

heavier than

of air bubbles or gases

The aerated concretes.

entrapped in it.
2)they have a high R-

2)They have an R-value

value thus

less than

Providing a higher

1.25 of the aerated

insulation level .
3)They have a lower

ones.
3)They have a higher

compressive strength

compressive

Almost 10% of

Strength.

conventional concrete.
4)Has a higher sound

4) has a relatively lower

absorbing characteristic

sound

With an STC rating of

Absorption capacity.

44.
5)Easy to use as they can

5)They are not easy to

be cut into any

handle.

Shape using ordinary


carpentary tools.
6)They are non-

6)they are toxic,have

toxic,fire-resistant .They

less fire

can withstand

Resistance.

temperatures upto
30000C and
Absorb thermal shocks.
7)They are highly energy

7) They are less energy

efficient .

efficient.

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

8)They reduce the

8) Material

material consumption

Consumption is

As their occupy five

comparatively more.

times the volume of


Conventional concrete.
9) Aerated Concrete

9) They have air-gaps

walls are air tight


10) It is easy to manage

in between.
10)the conventional

the waste as they can be

concrete

Recycled.

waste cannot be
recycled and
Are not eco-friendly.

Manufacturing process:
Cellular (aerated) Light Weight Concrete (CLC) can be manufactured by a
process involving the mixing of fly ash, cement, coarse sand, fine sand and a
forming agent in a mixer to form a thin slurry. The slurry is then poured in
moulds and allowed to set. The blocks are then removed from the moulds and
are cured by spraying water on the stack. They can be cured by Autoclaving
with steam.
The bulk density of the product varies from 400 to 1800 kg/cum. The process is
carried out in the following steps.
1. Mixing fly ash and calcined gypsum
2. Mixing additives and cement
3. Mixing lime
4. Mixing blowing agent
5. Pouring into moulds
6. Cutting
7. Curing
8. Steam Autoclaving

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

A combination of the other materials can also be included in the mix,


depending on the application and requirements, such as: Polypropylene fibre,
Fibre steel, Quarry fines, Vermiculite, Fly ash, Volcanic Ash etc.
AAC blocks can be cut with a handsaw and sculpted with a rasp,
creating endless design possibilities.

Curing:
Since many of the properties of aerated lightweight concrete depend upon the
successful process of curing, outlined below are some of the methods whereby
its strength can be increased.

Air Curing:
This is probably the easiest and
most popular method of curing. It is
a slow, but acceptable system which
enables a turn around of moulds
every

24

depending

hours
on

on
the

average,
ambient

temperature.
Aerated Concrete Panels being Air
Cured

Steam Curing:
Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)
Gayatri Vidya Parishad College Of Engineering

When precast aerated lightweight concrete panels and slabs are made under
factory conditions in order to obtain a relatively fast turn-around of moulds, it
may be economic to induce an early strength into the concrete by applying heat
from steam to the underside of the moulds. This causes a rise in temperature in
the concrete and a resulting increase in strength.
The reason for steaming from the underside is to avoid the increase in
temperature creating small cells of compressed air with sufficient pressure to
fracture the cement shell around the cell. Due to the weight of concrete above
the lower layers this does not take place and by the time the temperature
increases on the upper face, the cement has already acquired sufficient strength
to resist the cells exploding off and giving a rough surface to the slab or panel.
Depending upon the type of cement used in the mix, steam curing is not
begun until at least five hours after casting, and even then the increase in
temperature is well controlled and should not exceed 70C (160F). The extent
of steam curing depends upon the climate but as a general rule it can be
subdivided into 2 hours required for raising the temperature, 4 hours
maintaining the temperature and 2 hours lowering the temperature slowly to
avoid thermal shock.
Especially, it can not only make use of industrial waste residue, improve
environmental pollution, and protect tillable field, but also create favourable
social and economic benefits to take fly ash as the raw material of AAC block
and board. For many years, Aerated Concrete (AAC) has always accepted
strong supports from the policies about reforming of wall material, tax policies
and environment protection policies.

Water - Cement Ratio:


The amount of water to be added to the mix depends upon the moisture content
of the sand, but as an average figure, 40-45 litres of water is used for every 100
kilograms of cement. Additional water is added as a content of the foam,
thereby bringing the total water: cement ratio up to the order to 0.6. In general,
when the amount of foam is increased, as for lighter densities, the amount of
water can therefore be decreased. The water: cement ratio should be kept as low
as possible in order to avoid unnecessary shrinkage in the moulds, however, it
Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)
Gayatri Vidya Parishad College Of Engineering

should be remembered that, if the amount of water added to cement and sand in
the first instance it too low, the necessary moisture to make a workable mix will
be extracted from the foam when it is added, thereby destroying some of the
foam which is naturally an expensive way of adding water to the mix.

Properties:

Lightweight
Energy Efficient
Whole wall coverage and low

air infiltration.
Fire Resistant
Acoustically Absorbent
Weather Resistant.
Long Lasting
Environmentally Sound.
Pest Resistant
Easy to use
Versatile
Lightweight
Aero Concrete can be carved into any intricate
design

Applications
The use of lightweight concrete in building is becoming increasingly extensive.
The following are some of the typical applications principally in use at present.
1)Aeroconcrete with Density 300-600 kg/m (19-38 lbs/ft) made with Cement
& Foam only in roof and floor as insulation against heat and sound and is
applied on rigid floors (i.e. in itself it is not a structural material). It is used for
tennis courts and interspaces filling between brickwork leaves in underground
walls, insulation in hollow blocks and any other filling situation where high
insulating properties are required.
2)Aeroconcrete with Density 600-900 kg/m (38-56 lbs/ft) Made with Sand,
Cement & Foam is used for the manufacture of precast blocks and panels for
curtain and partition walls, slabs for false ceilings, thermal insulation and
soundproofing screeds in multi-level residential and commercial buildings.

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering
High Rise Buildings made of reinforced
Aerated Concrete

3)Aeroconcrete with Density 900-1200


kg/m (56-75 lbs/ft) Made with Sand,
Cement & Foam is used in concrete
blocks and panels for outer leaves of
buildings, architectural ornamentation as
well as partition walls, concrete slabs
for roofing and floor screeds.

4)Aeroconcrete with Density 1200-1600


kg/m (75-100 lbs/ft) Made with Sand,
Cement & Foam

is used in precast

panels of any dimension for commercial and industrial use, insitu casting of
walls, garden ornaments and other uses where structural concrete of light weight
is an advantage.
5) Easy to use: It is use to cut and drill with any wood cutting tool. It actually
cuts faster than wood. So it is widely used in creating different architectural
shapes.
6)Pest Resistant: With solid wall construction and finishes that bond to the wall
there are fewer, if any ,rodents and insects to dwell in.AAC eliminates these
entry points .Moreover, termites and rodents do not eat or nest in them.
7) Environmentally Sound: The use of the AAC reduces the number of trees
being cut to build with. Unlike wood, AAC is not vulnerable to water damage
and provides less maintenance cost. Since AAC wrought or deteriorate and is
impervious to fire damage, it potentially even saves the costs of demolition and
reconstruction.
Since AAC consists of approximately 80% air the finished product is upto 5
times the volume of raw materials used, making it even more resource efficient.
Its manufacture requires little energy as compared to other materials and
produces no waste products.
8) Long Lasting: AAC has only been around since 1923 so there are hardly any
homes over 80 years old. The scientific aspects of the material performance till
now predict that homes made from AAC will last for hundreds of years.
Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)
Gayatri Vidya Parishad College Of Engineering

9) Weather resistant: AAC is one of the most durable building materials known
to man. It has shown its strength against hurricanes, tornadoes, earthquakes &
floods.
10) Acoustically Absorbent: AAC provides excellent sound absorption with an
STC- sound transmission class (rating of 44). So widely used in concert halls
and constructions where sound insulation is required.

11) Fire Resistant: Most residential fires do not exceed

1200

degree centigrade AAC does not begin to break down


until well over 3000 degree centigrade. Unlike
conventional concrete, AAC is very resistant to
thermal changes. This enables AAC to withstand the
thermal shock of cold water from a firemans hose
hitting it.

Aerated Concrete
are resistant to
thermal change.

12) Energy Efficient: AAC has both high thermal mass and thermal inertia
causing it to maintain constant temperature, whole wall coverage and low air
infiltration. These combine and translate into energy savings which do not
degrade and continue to appreciate over time.

Engineered Material Arresting System:


Aircraft can and do overrun the ends of runways, sometimes with disastrous
consequences. The Federal Aviation Administration (FAA) requires that
commercial airports have a standard Runway Safety Area (RSA) where
possible. At most commercial airports the RSA is 500 feet wide and extends
1000 feet beyond each end of the runway. The FAA has this requirement in the
Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)
Gayatri Vidya Parishad College Of Engineering

event that an aircraft overruns, undershoots, or veers off the side of the runway.
The most dangerous of these incidents are overruns, but since many airports
were built before the 1000-foot RSA length was adopted some 20 years ago, the
area beyond the end of the runway is where many airports cannot achieve the
full standard RSA. This is due to obstacles such as bodies of water, highways,
railroads and populated areas or severe drop-off of terrain.
The FAA has a high-priority program to enhance safety by upgrading the RSAs
at commercial airports and provide federal funding to support those upgrades.
However, it still may not be practical for some airports to achieve the standard
RSA. It is a known fact that it would be difficult to achieve a standard RSA at
every airport, so the development of a new technology to provide an added

measure of safety became


quintessential and took

form as an.

ARRESTOR BED.

EMAS installed at the end of a RUNWAY

An Engineered Materials Arresting System (EMAS) i.e. an arrestor bed uses


materials of closely controlled strength and density placed at the end of a
runway to stop or greatly slow an aircraft that overruns the runway. The best
material found to date is a lightweight, crushable concrete. When an aircraft
rolls into an EMAS arrestor bed, the tires of the aircraft sink into the lightweight
concrete and the aircraft is decelerated by having to roll through the material.
This unique material allows passengers and crewmembers to exit the aircraft
safely and for the aircraft to be removed from the arresting system easily, with

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

minimal effects. Each EMAS application is engineered and customized in


length, depth and strength to provide optimum performance for the aircraft mix
at each location. The depth of the EMAS gradually increases as the aircraft
travels into the arrestor bed, providing increasing deceleration when required by
heavier or faster aircraft. Aircraft run out distance will be determined by the
aircraft size, weight, speed and bed configuration.

The main benefits of an EMAS installation


The EMAS technology provides safety benefits in cases where land is not
available, where it would be very expensive for the airport sponsor to buy the
land off the end of the runway, or where it is otherwise not possible to have the
standard 1,000-foot overrun. A standard EMAS installation extends 600 feet
from the end of the runway. An EMAS arrestor bed can still be installed to help
slow or stop an aircraft that overruns the runway, even if less than 600 feet of
land is available.

EMAS provides a reliable and predictable capability to stop an aircraft before


Arrestment of an aircraft which overshot the runway

reaching an existing hazard (road, railroad, waterway, steep embankment, etc.)


and is equally effective in doing so in dry and non-dry surface conditions. The
system is environmentally friendly since it can be installed on the existing
runway safety area. It also negates the loss of any needed operational runway as
Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)
Gayatri Vidya Parishad College Of Engineering

is required by other safety area enhancement options such as shortening the


runway, or imposing declared distances. EMAS can provide further safety
enhancement even in areas where there are adequate RSA available. This is
particularly true in situation where there is a need to protect against a high level
of danger for an overrunning aircraft REGARDLESS of available RSA length
(into rivers, buildings, highways/rails, over cliffs, etc.). We have already seen
some airports realizing the benefits of having both EMAS and a full RSA.

Theory of Operation
Material Strength & Depth Varies to Provide Optimum Performance
1. As the aircraft traverses the bed, the wheels crush the EMAS material
creating a tire/material interface (refer to figure 1). Ff

Figure 1

2. It is the point of the tire/material interface that provides the resistive loads to
decelerate the aircraft.

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

3. The loads are placed on the aircraft landing gear and support structure
4. Level of performance depends primarily on landing gear strength and runway
safety area available.

Figure 2

The Calculations:
Initial kinetic energy of the vehicle rolling and crushing energy equals
final kinetic energy of the vehicle. The calculation looks like this: mv^2 mgd (area under the concrete stress strain curve)x(volume of crushed
material) = 0
M is mass of the vehicle;
V is velocity of the vehicle;
is the coefficient of rolling friction;
g, acceleration due to gravity;
d is the distance covered before the plane comes to rest;

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

As an aside, wind resistance and the change in potential energy due to the
vehicle dropping into the bed were neglected. It was assumed that the
accelerator was off once the vehicles entered the arrestor bed.

How is it produced?
The arrestor bed is produced as pre-cast blocks. A factory installed jet blast
resistant block protection system is applied to the raw blocks to enhance
durability and protect against the effects of aircraft jet blast. Blocks that pass the
stringent quality test limits established by the FAA are then transported to the
runway safety area to be installed.

The Site Preparation Requirements for an EMAS


The safety area is graded for drainage and longitudinal slope, adjusted if
necessary, based on performance modeling of aircraft. The safety area is then
paved (strength sufficient to support a rolling aircraft without deformation, not
runway strength), from the runway end to the back of an EMAS. A concrete
beam is constructed at the location. The length and width of the paved area are
based on the arrestor bed size and location. The bed is located to minimize the
handwork required during installation where blocks are cut to fit around lights.
Any lights which will be in the EMAS arrestor bed are modified to 2-points of
frangibility. Normally, electrical utilities requiring regular access are moved
outside the bed footprint. Any special drainage issues are accommodated.

EMAS Installation and Design

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

After the site has been prepared, blocks are placed using forklifts with special
clamping attachments, then pushed tightly against the neighboring blocks in the
bed. Then a grid is marked to outline block locations. The block joints are then
caulked and additional coats of water-resistant paint are applied to seal the bed
and prevent weather damage.
*The EMAS is typically the full width of the runway and the arrestor bed is setback from the end of the runway.(Figure 3)

Figure 3

*The front of an EMAS includes a lead-in ramp to transition the aircraft into the
material. (Figure 4)

Figure 4

*Beyond the runway width the sides of an EMAS are stepped to provide
emergency vehicle access and passenger egress.(Figure 5)

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

Figure 5
* On short runway safety areas an EMAS typically extends the length of the
space available.

Duration of Installation
A typical program will vary considerably depending on the size of the arrestor
bed, and the amount of site preparation work required. Once the design is
completed, it
typically

would take

about three
to four
months to
produce and
install an
EMAS on
one overrun
safety area.
The actual
installation
would

Installation of an Arrestor Bed

typically take 4-6 weeks after site preparation is completed, depending on the
bed size.

Size of an EMAS

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

The arrestor bed is the width of the runway, plus 16 to 24 feet for the stepped
sides (to facilitate ARFF vehicle access and passenger egress), depending on the
maximum depth of bed material. EMAS includes a paved rigid ramp, usually 75
feet long, in front of the arrestor bed. If sufficient safety area is available, a
longer setback is normally used to provide the maximum performance possible.

Performance of an EMAS
* On long runway safety areas the arrestor bed set-back is increased and the
system is sized for 70-knot performance .The speed reduction performance of a
n arrestor bed is shown below. (Figure 6)

Figure 6

Cost of an EMAS
Costs for EMAS will vary greatly depending on the condition of the existing
overrun, mix of aircraft to be controlled and available run out distance, cost and
availability of support labor and on-site storage space available at the airport. In
particular, site preparation requirements can also have a large impact on price.

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

Repair of an arrestor bed after an arrestment


Damaged EMAS material is removed with front-end loaders and discarded. The
aircraft is extracted using two tugs and straps attached to each main landing gear
to pull the aircraft out backwards. New precast blocks are then installed and
finish coats applied. Repair costs would normally be paid for by the insurance of
the party responsible for inflicting damage to the EMAS system.
Damaged material would be removed and replaced. In addition to aircraft wheel
rut damage, any damage caused by fire/rescue vehicles would have to be
replaced. The duration of the repairs will be related to the amount of material
damaged. In the Saab 340 overrun at JFK airport in 1999, the repairs took only
12 working days to accomplish.
The runway remained open between the time the aircraft was extracted from the
safety area and the time the repairs were completed. After an arrestment (once
the aircraft has been removed) but before the overrun arrestor has been repaired,
the FAA has stated that airports may reopen runways.
The FAA Advisory Circular for EMAS includes a design requirement that an
EMAS can be repaired within 45 days after an overrun arrestment.

Normal Maintenance
Normal maintenance consists of maintaining the protective surface coatings.
This would include painting and caulking as needed, which can be performed by

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

airport maintenance personnel. Proper maintenance will protect the underlying


arrestor bed blocks from the environment, keeping excessive moisture out and
prolonging the life of the system. In order to maintain durability, repaint of the
entire bed may be required every 3 to 5 years.
An arrestor bed should also be inspected regularly. It is recommended weekly
drive-by inspections as well as a monthly walk of the bed. Any visible damage
to the surface coatings should be repaired immediately to maintain durability.

Extent to which emergency and maintenance vehicles and


personnel can traverse the EMAS
Non-emergency use on the bed by ARFF vehicles should be avoided since the
tires will leave ruts. Similarly, access on the bed other than the maintenance
vehicles should be avoided. EMAS site preparation includes paving around the
perimeter of the bed to allow vehicles to drive around the bed for inspections
and maintenance. Maintenance and other authorized personnel can walk on the
arrestor bed without damaging the surface.

What were the results of the fire tests in relation to aircraft


egress and damage to aircraft?
Fire testing was performed in order to meet the FAAs Advisory Circular
requirement for EMAS; specifically that EMAS be non-sparking, nonflammable, does not promote combustion and does not emit toxic fumes or
malodorous fumes in a fire environment after installation. We successfully
demonstrated this through fire testing. EMAS itself is comprised almost entirely
(about 98%) of aerated concrete which is inert with respect to fire. In the case of
a fuel spill, EMAS does not readily absorb fuel nor does it readily allow the fuel
to propagate throughout the bed, perhaps limiting the scope of the fire. However

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

there are some minor components that are not inherently inert, mainly the Jet
Blast Resistant (JBR) top. The top plastic trays are manufactured with a fire
retardant in order to not promote combustion or emit malodorous or toxic
fumes.

Latest enhancements
The EMAS system enhancements include:
*Plastic Bottom Tray with Integrated Forklift Slots that provides improved
moisture protection from below and permits easier handling and quicker
installation with standard equipment.
*Plastic Top Cover that provides superior
moisture and mechanical protection while
virtually eliminating the need to paint the
bed. The plastic material is flame retardant
and chemical/UV resistant.

UV resistant and flame


retardant Arrestor Bed

*Butyl Rubber Seam Tape that provides superior, longer lasting sealing of block
joints and substantially reduces installation time and effort.
*Extruded Silicone Side Sealer that provides a higher quality seal on exposed
block sides and is quickly installed with standard equipment.

Case Study:
Airports with substandard runway over run areas are rethinking installing
EMAS in light of the availability of improved materials and a demonstration of
tragic consequences of failing to arrest an aircraft sliding off the end of runway.

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

On the Dec. 8, 2005, overrun accident at Midway International Airport in


Chicago. Southwest Airlines Flight 1248, a Boeing 737-700, landed on snowcontaminated Runway 31C, rolled past the end of the runway at a groundspeed
of about 50 knots, and knocked down a blast fence and a perimeter fence to

Boeing 737 off the runway into the street


encounter motor vehicle traffic on an off-airport street. A six-year-old boy was
killed in a car hit by the 737.A computer model showed that the latest
generation EMAS would have safely stopped the 737 at Midway of the Arrestor
Bed, if it had been installed prior to the accident.

The accident could have been worse akin to the Air France airbus A340 accident
where the aircraft touched down at approximately 3800 feet down the 9000-foot
runway. The aircraft was not able to stop on the remaining runway. It departed
the end of the runway at a groundspeed of approximately 80 knots and came to
Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)
Gayatri Vidya Parishad College Of Engineering

rest in a ravine. The aircraft was substantially damaged during the overrun, and
was subsequently destroyed by the post-crash fire. Thirty-three persons were
taken to the hospital by ambulance. Of those, 21 were treated for minor injuries
and released, and 12 (2 crew members and 10 passengers) were admitted with
serious injuries. Nine persons who received serious injuries as a result of the
impact lost their lives.

These kind of accidents can be prevented using EMAS (arrestor beds made out
of

aerated concrete) and can help save lives. This technology

proved

its worth in arresting planes which over shot the

runways.

In

May 2003,

Air France being destroyed by post crash fire

McDonnell Douglas MD-11 operated by Gemini Air Cargo with a weight of


about 2, 13,191 kg was safely arrested during a low-speed overrun on Runway
4R at Kennedy. The aircraft was extracted from the arrestor bed within a few
hours.

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering
A successful Arrestment

In the
January 2005

overrun

on

Runway 4R at
Kennedy, a Polar Air Express cargo 747 with a weight of about 276,694 kg and
an exit speed greater than 70 knots was stopped safely by the arrestor bed.
Damage to aircraft during these arrestments has been minimal. Following the
arrestment of a Boeing 747, airworthiness inspections and replacement of nine
tires was performed and the 747 returned to normal flight operations within a
few days.

Wheels of 747 penetrated into the aeroconcrete


arrestor bed

Conclusion:
"EMAS has shown it can save lives and it should be deployed at many more
than the 14 U.S. airports that currently have this proven safety system in place."
Joan Bauerlein

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

FAA's Director of Aviation Research and Development


Aeroconcrete should be extensively used in the construction of arrestor beds.
EMAS technology is changing the standard for safety at airports across the
country to be based on performance. It has proven to have both reliable and
predictable performance capability through live arrestment, even during
inclement weather. With an EMAS, there is a potential to minimize
environmental impacts & costs by not having to do excessive fill and build-out,
to improve safety areas at a faster rate than the full build-out option, and also to
have superior performance over a standard safety area.
From 1995 to 2004, 71 percent of the worlds jet aircraft accidents occurred
during landing and takeoff .Landing overruns, landing undershoots, takeoff
overruns takeoff are the major types of accidents. To help improve safety we
require runways to include a runway safety area (RSA) a graded and clean area
surrounding the runway that should be capable, under normal (dry) conditions,
of supporting airplanes without causing structural damage to airplanes or injury
to their occupants.
The objective of this paper is to highlight the importance of EMAS and how
they can help in making our country's airports safer by saving lives. It would be
fruitful if this new technology known as EMAS is installed in all the airports of
our country.

References:

Concrete Technology By A.M. Neville & J.J. Brooks


The World Wide Web:
* www.wikipedia.com
Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)
Gayatri Vidya Parishad College Of Engineering

*www.polymertech.com
*www.faa.gov.in
*www.discoverysmashlabs.in
*www.esco.emas.com

Authors: R.Krithika (9866236992) & P.HariTeja (9000010800)


Gayatri Vidya Parishad College Of Engineering

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