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My grandfather was a passenger on SAS 901. I’m sure he would’ve appreciated EMAS had it been invented yet at the time. I think EMAS is brilliant and should be a requirement at least for runways that have very little over run areas like Burbank, CA, Chicago Midway, LaGuardia, São Paulo, Toronto’s runway 24L, to name a few.
It never occurred to me that so much engineering went into the development of the runway overrun area. I thought it was the same material as the rest of the runway. Thanks for helping me learn something new today! 😊
While these aren't implemented here in South Asia. had read up about these ways for the earth/ runway to 'collapse' being engaged in other regions. . This crisp explanation is by far amongst the better ones from the aviation perspective. The engineering explanation channels might obviously delve deeper into the technicalities.
Have heard of this technology, though have never seen such a great explanation. Many thanks to the engineers who do their part to make aviation safer for us all. Thank you for this informative video. 👍
When I was only 19, a friend and I made an impromptu road trip half way across the US. Being frugal college students, we decided to look for a discreet place to squat in our tent _pro bono_ on the side of the road, if possible. After 18 hours of driving and reaching the Appalachian mountains, both of us were more than exhausted and decided to look for a place to stop for the night. We found an odd little side road that lead to nothing, located at the bottom of a long downhill piece of highway, with trees hiding the latter half of it from passersby. The strangest part was, there was a sand pit at the end of the drive. Too tired to think much, we pitched our the tent right in the middle of the sand. Though I'd never heard about runaway ramps, with a good night's sleep and the morning light I finally realized what the sand was for, and felt a bit weak in the knees. We spent the entire night sleeping like babies in an emergency stop pit for semi trucks who've lost their brakes and NEED to make a safe stop, their tires sinking into the sand to safely come to a halt. Thank goodness nobody had to use it while we slept... Sometimes, I have no idea how I survived my youth.
This was being developed while I was in high school in NJ, my electronics teacher had friends in the FAA and we got to go down to the FAA test center near Atlantic City to watch a test landing, it was amazing!
Fun fact about road bitumen that 3:45 reminds me of. Diesel is probably the single worst thing to spill on a road. If spilled, you have about two hours to get rid of it, otherwise the bitumen is destroyed and must be replaced. This is because diesel soaks into it, and every time it rains, it creates an oil slick that is literally impossible to remove. You have to tear that part of the road up and re-lay it-there is no alternative.
Have any planes arrested by EMAS been significantly damaged? You awesomely report that no significant harm has come to any passengers, I'm hoping it's more or less the same for the aircrafts as well.
Ive actually seen a video about how they put air bubbles in that brittle concrete at the ends of the runways. It was amazing and simple they tested it and as the plane with its breaking system rigged ran off the runway the wheels just sunk and dug in over about thirty foot. The plane was actually ok and just needed maintenance to the tyres, wheels and bogey and I thought that a good simple idea. I was going to say cheap but im guessing you patent a certain polymer of concrete for this type of application you are going to make a few bob with it . I just thought it a very simple but different idea. I suppose the contractor doing that work would obviously need to resurface the end of the runway after being deployed in a over run. I say simple but I think there was a lot of science involved in getting this technology in to use. Thanks for the video very very professional.
I didn't know all the complexities involved either, to make this EMAS system safe. Bless the engineers who worked tirelessly on developing this concrete. Hopefully, EMAS doesn't have to be used, but when it is, it saves countless lives. Assuming 15 EMAS usages so far, and 406 passengers saved, then, after just 100 uses, ~2707 lives would be saved, assuming the worst case scenario if this safety future wasn't deployed. :) That is the equivalent of preventing a 9/11 scale fatality every 110 uses. Hats off to the scientists who made airports safer for all who fly, and live near the runways.
Funnily enough, my local airport's runway is equipped with both an arrester cable and net. The Finnish Air Force send their F-18s here occasionally. I believe some precautions were needed with Blue1's 717s, due to the debris deflector on the nosewheel causing a slightly elevated risk of getting caught in the cable - don't know the details, though.
I haven’t heard about this technology. I immediately thought of pilots like myself - I have very little experience and fly small GA aircraft. I can easily imagine screwing up and unwillingly landing in this area. I guess if it holds a fire truck, it can hold a Cessna 150 with me on board :)
That seems unlikely. The markings (7:17) are intuitive enough that I think even an untrained passenger seeing a runway for the first time would know not to land on the chevrons.
@@bhc1892 Sure, it is not likely. Pilots are not supposed to land in the stopway part of the runway. Still, I can imagine a private pilot trying to put it down on the numbers and then poor energy management and just landing a little too early. During my training, one time it was tight between airliners, and I was given the clearence to land, backtrack and quickly exit the runway. Then my instructor told me to put it down on the numbers and quickly exit the runway to make space for the big boys. Was this smart? I don't think so. But situations like this just happen sometimes.
Likely other factors involved in the engineering would be how easily and quickly the aircraft can be recovered and the surfacing repaired. Especially at a busy single runway airport.
@@AirspaceVideos indeed. Sadly it took a major accident to get it done. Apparently it's unlikely that even EMAS would be enough for that particular case.
Very interesting to see apparently pre-cast blocks being used for this purpose, since pretty much any other concrete surface is cast on-site from what I've seen
Really interesting, and new knowledge to me - didn't know they'd solved this one! Always great seeing significant steps forward in air safety, and how much innovation goes into that. Am curious as to how the cost of replacement is handled in event of overrun - does the airport pass it in to airline involved, or have it covered somehow by insurance...?
This reminds me of guardrails for things like road forks. There are many ways to skin this cat, but the idea is that if hit head on, all the energy of the vehicle will be transferred and take as much time as possible, reducing the forces experienced. Some use big plastic barrels of water, some use compressible guardrails, lots of things. Modern guardrails are also designed to redirect a crashing vehicle back into the road, so as to avoid a head-on collision, or a partial overlap (where a car would be skewered), etc. There’s a lot of science that goes into stuff like this. P.S. Here’s a interesting video on it: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-w6CKltZfToY.html
Hong Kong 🇭🇰 SAR Chek lap kok International Airport had installed these Emergency Overrun systems onto the Runways during the construction of the New Airport that Replaced the Legendary dangerous old Kai Tak International Airport then.
✈ Mr C.. Another great video.. Maybe you have come across this... What would be an average braking G force on the plane you fly ?.. On EMAS at 161 km/h -- 100 mph ?
This technology may be interesting, I don't know what to think of it. I'd rather leave the matter for the pilots out there! When someones asked me if I were a pilot, some time ago, I said I've never wanted to be a pilot in the first place, so I don't think this technology is usefull for me :)
I don't know why this isn't more widely in use. Unless there is some extenuating circumstance, it should be at all major airports, or at least ones that service larger aircraft and private jets.
It's completely absurd that this hasn't been made mandatory for every runway in the country. Even just a few meters of it if that's all the space there is available would make a big difference; it's not useful only if there's enough length to stop the plane. It would also save many lives if it only slowed it down before it did hit something.
Actually Im kinda surprised an airport in a city cant offer the extra 305 meters, you can say that city land is every expencive to which I answer - who the hell is going to play high price for a house right at the end of an airplane runway??
@@stevewilson5546 it's not a fire hazard because the air wouldn't be able to mix with the fuel. In order for a fire to ignite, you need fuel, air, and heat. Of course, we're talking about fuel that has seeped below the surface of the concrete, the fuel still on the surface could still ignite but there's no real way to prevent that. A surface like sand would allow air in and thus a fire could start under the sand.
@@AirspaceVideos Okay Hilltown Beechcraft Debonair Crash with The pilot owned the airplane and had successfully completed the commercial pilot written examination. The purpose of the accident flight was to prepare for the commercial pilot practical examination. Review of Automatic Dependent Surveillance - Broadcast (ADS-B) data revealed that the airplane departed Doylestown Airport (DYL), Doylestown, Pennsylvania about 1626. The airplane was performing maneuvers about 2,000 ft mean sea level when it entered a left spin and descended into a residential street. During the impact, a propeller blade separated and entered a residence. The wreckage came to rest upright, oriented about 125° magnetic and no debris path was observed. A postcrash fire consumed a majority of the wreckage. The cockpit and cabin were mostly consumed by fire. Both wings separated from the airplane, but their respective flaps and ailerons remained attached. The empennage remained intact with the rudder and elevator still attached. The flaps and landing gear were retracted. Flight control continuity was confirmed from all flight control surfaces to the cockpit area. Measurement of the two elevator trim actuators corresponded to a 5° trim tab down (nose-up) position. The engine came to rest upright, separated from the airframe. The three propeller blades separated from the hub. One blade was consumed by fire about 12 inches outboard of the root. Another blade exhibited fire damage, s-bending, chordwise scratching and leading-edge gouging. The third propeller blade exhibited s-bending, chordwise scratching and leading-edge gouging A copy of doorbell video footage was forwarded to the National Transportation Safety Board Vehicle Recorders Laboratory, Washington, DC.
I feel lile the argumemt for not using gravel was weak. If fuel leaked on to gravel it can burn. If fuel leaked on to EMAS it can burn. It depends how much fuel there is and how hot it is. You should have focused more on accessibility. Loose earth is difficult to traverse. I'm sure that's the main reason why EMAS was adopted, not because of loose material or fires.
There is also the issue of the environmental effects of fuel contamination of the media and soils which is also a problem with liquid-permeable media like sand and gravel. The prefabricated cellular concrete blocks look to be less permeable and faster to replace which could reduce the time required to remove contaminated media, underlaying material/layers and surrounding soil which is usually an expensive and time-consuming task that doesn't get as much attention, reopening the runway even a single day earlier than other options represents a big saving in potentially lost income from a runway closure to renew the overrun area. I'd imagine there are lots of smaller benefits to using these prefabricated blocks over other materials too but I can only speculate.
I, from my country and in my current situation, may not be able to extend direct financial assistance, but I watch ALL the adverts till the end and also circulate your video's link within enthusiast groups. . This mini edutainment capsule had some good insights on the engineering marvels which our species has come up with. And thus (this video) had the vibes of ru-vid.com which Grady hosts. . Thank you yet again for the calm composed narration👌🏽😊🤍 and the behind the scene bloopers which your editing team appended💙👍🏼 make it that much more fun, by giving it a bit of a personal touch.
