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Engineered materials arrestor system

An Engineered Materials Arresting System (EMAS) is a runway safety technology consisting of a bed of crushable, lightweight cellular or foam-like materials installed beyond the end of an airport to decelerate and stop an overrunning aircraft by absorbing its through controlled crushing under the tires. These systems provide an engineered alternative to traditional Runway Safety Areas (RSAs), which require extensive open space, and are particularly vital at airports constrained by terrain, buildings, or water where full RSAs cannot be implemented. Developed in the 1990s through collaboration between the (FAA), the Research Institute, the of and , and early manufacturer ESCO (now part of Safe Inc.), EMAS emerged as a response to high-profile runway overrun incidents, such as the 1984 Flight 901 excursion at (JFK). The FAA initiated research in 1989, leading to the first installations at JFK's s 04R and 22L in 1996, where the system at 04R successfully stopped three overrunning aircraft without damage by 2005. EMAS has been installed at approximately 125 runway ends across more than 70 U.S. commercial service airports as of 2024, with additional deployments internationally at sites like Madrid-Barajas Airport in , Taipei in , and Jiuzhai-Huanglong Airport in . The system operates by allowing aircraft tires—typically on main landing gears—to penetrate and displace the low-density material, which is arranged in modular blocks typically 120 to 180 meters long and up to 60 meters wide, providing deceleration rates of about 0.3 to 0.4 for aircraft entering at speeds up to 70 knots (approximately 80 mph). FAA-approved variants include EMASMAX® (cellular ) and greenEMAS® (silica-based ), both designed to disintegrate predictably without rebounding the aircraft or causing structural damage, though they are less effective for aircraft under 11,000 (25,000 ) maximum takeoff (MTOM). EMAS has demonstrated significant safety benefits, mitigating at least 25 runway excursions involving more than 500 passengers and as of November 2025, including a notable 2010 incident at in , where it stopped a with 34 people aboard just short of a drop-off, and recent stops at Chicago O'Hare, Boca Raton, and Roanoke-Blacksburg airports in 2025. By compressing the required stopping distance to as little as one-third of a standard , EMAS enhances airport capacity and reduces the risks of overruns impacting obstacles, other s, or populated areas, though it requires periodic maintenance to replace crushed sections and is not yet standardized under (ICAO) specifications.

Introduction

Definition and Purpose

An Engineered Materials Arrestor System (EMAS) is a passive system comprising a bed of high energy-absorbing, crushable materials—such as cellular —installed at the end of runways to decelerate and stop that overrun the paved surface. These materials are engineered to deform reliably and predictably under the weight and momentum of an , converting into manageable deformation without requiring active components like nets or cables. EMAS provides a enhancement equivalent to a standard (RSA) in a more compact footprint, making it suitable for airports where terrain or limits expansion. The primary purpose of EMAS is to mitigate the consequences of excursions, particularly overruns during or rejected takeoffs, by safely arresting the and thereby reducing risks of , damage, and collateral property loss. By absorbing through crush-up, it serves as a cost-effective alternative to extensions or rigid barriers, which often involve extensive land acquisition, environmental impacts, and higher construction expenses. FAA analyses indicate that EMAS installations yield significant economic benefits by preventing incident-related costs, with lower upfront and lifecycle expenses compared to equivalent improvements. EMAS is designed for use with commercial and aircraft having a (MTOW) of 25,000 pounds (11,340 kg) or greater, where it can effectively stop most overruns at speeds up to 70 knots (80 mph). It is not recommended for lighter aircraft below this threshold, as the system's performance may be less reliable due to insufficient load for material deformation.

Development History

The development of the Engineered Materials Arrestor System (EMAS) was catalyzed by the runway overrun of , a DC-10-30, at New York on February 28, 1984, which resulted in 12 injuries and highlighted the vulnerabilities of inadequate safety areas at space-constrained airports. This incident, along with the rising frequency of runway excursions during the and —which accounted for the majority of runway-related accidents and posed significant safety risks amid growing air traffic—contributed to the (FAA) launching a research program on engineered solutions for inadequate runway safety areas in 1986. In the early , development accelerated through a collaboration between the FAA, the of and , and Engineered Arresting Systems Corporation (ESCO), focusing on crushable, lightweight concrete materials to create a viable alternative to traditional embankment systems. By 1993, the FAA had established the technical feasibility of these soft-ground systems following full-scale testing with a , confirming their potential to decelerate aircraft safely without requiring extensive land. This phase built on earlier FAA experiments starting in 1989 with the Naval Air Engineering Center, which explored energy-absorbing foams and materials. Key milestones in the mid-1990s to early 2000s included a comprehensive FAA research program from 1994 to 2003, involving prototype development, full-scale impact tests, and installations at major airports to validate performance under various conditions. The first full-scale EMAS installation occurred in 1996 at JFK International Airport on runways 04R and 22L, marking the transition from testing to operational deployment. In 1998, the FAA issued AC 150/5220-22, providing initial guidelines for EMAS design and implementation, which was updated in 2005 as AC 150/5220-22A to incorporate refined standards based on accumulated test data, and further revised in 2012 as AC 150/5220-22B. EMAS technology evolved from a U.S.-centric to broader international adoption, with installations in countries including , the , , , , and by the , often customized to local regulatory needs. Harmonization efforts gained momentum around 2017, as the (ICAO) began developing global standards for arresting systems to ensure interoperability and safety consistency across member states; these standards were adopted in ICAO Annex 14 Amendment 15, effective July 2020. A notable recent development was the 2020 acquisition of the EMASMAX product line by Runway Safe AB from (following its 2018 acquisition of ), consolidating manufacturing and expanding global distribution of FAA-compliant systems.

Technical Design

Materials and Construction

Engineered Materials Arrestor Systems (EMAS) primarily utilize cellular , which consists of foamed incorporating air voids to achieve crushability under loads. These materials are designed to fracture progressively without significant rebound, ensuring controlled energy dissipation during an overrun event. Alternative compositions include foamed silica or covers over foam cores, selected for their ability to provide similar , frangible properties while maintaining structural integrity prior to activation. As of 2025, AC 150/5220-22B remains the governing FAA guidance, with Runway Safe Inc. as the sole certified manufacturer providing variants like cellular (EMASMAX®) and silica-based (greenEMAS®). of EMAS beds involves modular blocks installed in safety areas, with a length determined by the and entry speed, typically 400 to 1,000 feet or more, to accommodate the required stopping distance. The width typically matches the width, scaled to the applicable airplane group (e.g., 150 feet for group V). A frangible top layer facilitates initial energy absorption, while a denser, paved base layer supports the weight of and emergency vehicles without deformation. The overall depth varies from 10 to 30 inches (25 to 75 cm), adjusted based on the of the the system is designed to arrest. Engineering considerations for EMAS materials emphasize progressive crushing to deliver consistent deceleration forces, typically targeting 0.3 to 0.4 g's to minimize injury risk. The compositions are formulated to be non-corrosive and resistant to environmental factors such as , freeze-thaw cycles, and exposure, ensuring a of up to 20 years before potential replacement. Post-use replaceability is a key feature, allowing damaged sections to be excavated and rebuilt without extensive site disruption. These materials play a critical role in absorbing from overrunning through controlled deformation. Installation of EMAS beds employs prefabricated panels laid on a prepared paved base over compacted or existing overrun terrain, minimizing construction time and environmental impact. Prior to placement, a geotechnical assessment is required to evaluate the site's load-bearing capacity and , ensuring the can withstand pre- and post-arrestment stresses without . Panels are interlocked and sealed to form a seamless , with provisions for to prevent accumulation that could compromise material performance.

Operational Mechanism

The Engineered Materials Arrestor System (EMAS) functions as a passive feature installed at the end of to mitigate overruns. When an exceeds the length, its enters the EMAS bed, where the wheels crush the cellular cementitious material under the applied load. This crushing converts the 's into plastic deformation energy within the material, providing a controlled and progressive increase in resistance as the gear penetrates deeper into the bed. The design ensures smooth deceleration, minimizing the risk of injury or damage by avoiding sudden jolts. Deceleration in EMAS relies on the physics of controlled material , where the tires sink into the —typically 25 to 75 deep—displacing and compressing the low-strength foam-like blocks. The energy absorption rate is governed by the material's , engineered to around 60-80 to allow predictable penetration while generating drag forces proportional to the aircraft's . Stopping distance is calculated based on the aircraft's , gear , entry speed (designed for up to 70 knots), and bed dimensions; for example, a entering at 70 knots can be brought to a halt within approximately 600 feet of a properly sized bed. This process adheres to FAA-approved dynamic models that simulate tire-material interactions for various types. Pilots encounter no active controls or activation requirements, as EMAS operates entirely passively upon direct entry. To maximize effectiveness, pilots must maintain directional control and align with the runway centerline during engagement; deviation off-centerline reduces the system's stopping capability, potentially leading to incomplete deceleration. Once stopped, the aircraft remains accessible for evacuation, with the crushed material not impeding emergency response. Post-incident maintenance involves inspecting and replacing the deformed sections of the EMAS , as the is intended for single-use in significant overrun events to ensure reliable performance. The system can tolerate multiple low-energy interactions, such as minor veer-offs, with targeted repairs rather than full replacement. Full restoration of affected areas is required within 45 days, supported by routine inspections to verify integrity over the system's 20-year design life.

Deployments

United States Installations

The Engineered Materials Arrestor System (EMAS) has seen significant adoption across U.S. airports since its initial deployment, with the Federal Aviation Administration (FAA) reporting 122 systems installed at 70 airports as of September 2025. This represents substantial growth from the single installation in 1996, driven by FAA guidelines that gained momentum following the 2005 issuance of Advisory Circular 150/5220-22A, which provided standards for EMAS planning, design, and installation to enhance runway safety areas (RSAs). Key early and prominent installations include (JFK) in , where the world's first EMAS was certified and installed in 1996 at the ends of s 04R and 22L, with subsequent expansions to multiple runways to address the airport's constrained layout near . At (LGA), also in , EMAS beds were installed prior to a notable 2016 runway overrun incident involving a , where the system successfully decelerated the aircraft, preventing further excursion into Flushing Bay. (TEB) in features EMAS that was credited with its seventh successful aircraft stop in 2010, when it arrested a Gulfstream G-IV corporate jet that overran 6, highlighting the system's reliability at busy facilities with short runways. Major hubs like Chicago O'Hare International Airport (ORD) have implemented large-scale EMAS deployments, including sustainable variants installed starting in 2015 at select runway ends to support high-volume operations amid limited RSA expansion options. Adoption has been prioritized at airports where RSAs fall short of the FAA's standard 1,000-foot length beyond ends, particularly those unable to achieve full compliance through physical extensions due to terrain, water, or urban constraints. Funding for these installations is often provided through the FAA's Airport Improvement Program (AIP), which supports safety enhancements like EMAS via grants, as seen in the $8.5 million allocation for International Airport's 2025 project. Regional distribution shows a concentration in the Northeast, where short runways and dense surroundings—such as at New York-area airports—necessitate EMAS to mitigate overrun risks without extensive land acquisition. Ongoing expansions continue to broaden EMAS coverage, with recent completions at facilities like Philadelphia International in August 2025 and upgrades at Roanoke-Blacksburg Regional Airport in 2024, alongside planned installations at smaller regional airports through 2025 and 2026 to address substandard RSAs under the FAA's Program.

International Installations

As of late 2025, Engineered Materials Arrestor Systems (EMAS) have been deployed at approximately 15 non-U.S. sites worldwide, primarily at airports facing terrain challenges, short runways, or limited expansion space, with adoption spurred by (ICAO) Annex 14 standards for runway end safety areas. These installations often adapt U.S. FAA-certified designs to local conditions, enhancing global runway safety without extensive land acquisition. In the , the first EMAS deployment occurred at in 2019, marking the initial military application in with two beds installed during runway resurfacing to address overrun risks. followed in 2023, installing shorter EMAS beds at both ends to fit its urban, space-constrained environment near the River Thames, the first such system in UK . These European sites integrate with (EASA) regulations, ensuring compatibility with regional certification processes. New Zealand saw its inaugural EMAS at Queenstown Airport, completed in March 2025 with 4,870 blocks across two beds to mitigate mountainous terrain hazards, becoming the first in at a cost of NZ$23 million. Wellington Airport began EMAS construction in April 2025, the second such project in the region, aimed at enabling larger aircraft operations amid similar topographic constraints. In , operates EMAS at two sites using locally adapted variants not requiring FAA approval, including Airport to handle high-altitude overruns. Taiwan's Taipei Songshan Airport installed EMAS in 2009 at both ends of its urban runway to comply with safety standards in a densely populated area. features one installation, while increasing adoption in the reflects terrain-driven needs, with total non-U.S. equipped runways reaching about 20 by late 2025. Other notable deployments include (Saarbrücken Airport, 2018, the first commercial site there), (Madrid-Barajas, addressing RESA deficiencies), (one site with greenEMAS technology), (two EMASMAX beds), (one installation), and (one greenEMAS bed). These adaptations, such as compacted beds for brevity, prioritize efficacy in varied regulatory and environmental contexts.

Manufacturers and Standards

FAA-Approved Manufacturers

Runway Safe AB, a Sweden-based company with manufacturing facilities in Logan Township, New Jersey, , is the sole FAA-certified manufacturer of Engineered Materials Arrestor Systems (EMAS) as of 2025. The company produces two FAA-approved models: EMASMAX®, a modular system composed of 4-foot by 4-foot (approximately 1.22 m x 1.22 m) low-strength cellular blocks designed to crush under weight for energy absorption, and greenEMAS®, which utilizes aggregate from recycled materials capped with a (CLSM) slab for enhanced sustainability. Both systems are certified under FAA (AC) 150/5220-22B, issued in 2012 and remaining the current standard for EMAS design, installation, and performance as of 2025. Runway Safe acquired the EMAS division from Engineered Arresting Systems Corporation (ESCO), the original U.S. developer of EMAS technology in the mid-1990s through collaboration with the FAA, in February 2020. ESCO, previously a subsidiary of (acquired by in 2018), had produced cellular cement-based EMAS blocks until production shifted to Runway Safe following the acquisition, ceasing Zodiac's direct manufacturing in the late . Runway Safe integrated ESCO's EMASMAX® product line, maintaining its FAA certification while expanding production capabilities for North American and global markets. The FAA maintains a limited list of approved EMAS manufacturers, currently restricted to Runway Safe as of August 2022 with no subsequent changes reported, ensuring compliance with standards for airport infrastructure funded by programs like the Airport Improvement Program (AIP). While Runway Safe's operations are U.S.-focused, with eligibility for reimbursement under Buy preferences, the company exports systems internationally to meet varying regulatory needs. Outside FAA jurisdiction, manufacturers like Hangke Technology Development Co., Ltd. in produce EMAS variants for domestic use, adapting similar cellular materials but without U.S. certification.

Regulatory Framework

The (FAA) establishes standards for Engineered Materials Arrestor Systems (EMAS) through (AC) 150/5220-22B, issued on September 27, 2012, which provides guidance on the planning, , , and of EMAS in runway safety areas to mitigate aircraft overruns. This circular requires systems to achieve a minimum 20-year , minimize aircraft structural damage upon engagement, and be installed on a paved base capable of supporting the aircraft and airport rescue and firefighting vehicles, with a width aligned to the per AC 150/5300-13. Certification under AC 150/5220-22B mandates full-scale aircraft testing or equivalent single-wheel load tests to validate performance, including deceleration capabilities for the airport's critical aircraft entering the system at speeds up to 70 knots. Manufacturers must submit detailed designs to the FAA Office of Airport Safety and Standards at least 45 days prior to bidding on installations, where prototypes undergo validation through field and laboratory deceleration testing to ensure compliance with site-specific conditions. Airports are required to conduct site assessments and, if necessary, seek modifications to standards under FAA Order 5300.1G for integration, treating approved installations as equivalent to standard runway safety areas. Performance criteria specify stopping distances for representative aircraft, such as a (up to approximately 400,000 pounds) entering at 62 knots over 165 feet. Internationally, the (ICAO) Annex 14, Volume I (Aerodrome Design and Operations), sets standards for runway end safety areas (RESA) to provide margins for overruns and undershoots, with EMAS recognized as an engineered solution to address RESA deficiencies where full 90-meter extensions are infeasible. Amendments to Annex 14, such as Amendment 15 applicable in 2020, enhance RESA requirements (e.g., revised dimensions), which EMAS-like systems can help mitigate for global harmonization. In , the (EASA) promotes equivalents to FAA standards through bilateral agreements, referencing AC 150/5220-22B in guidance on mitigation and requiring similar design and testing for EMAS installations to ensure compatibility with ICAO provisions. Post-2020 regulatory emphasis by the FAA and ICAO has incorporated considerations into infrastructure as part of broader strategies outlined in ICAO's guidance. ICAO continues work toward unified global minima for safety systems, including RESA enhancements.

Performance and Incidents

Effectiveness Metrics

Engineered Materials Arrestor Systems (EMAS) have demonstrated high effectiveness in preventing aircraft overruns, with the Federal Aviation Administration (FAA) reporting 25 successful arrests as of November 2025, safeguarding over 430 crew members and passengers since the first deployment in 1999. In certified installations, EMAS has achieved a 100% success rate for stopping aircraft exiting runways at speeds up to 70 knots, as verified through full-scale testing and operational data. These systems provide predictable deceleration, typically below 1.0 g to minimize injury and structural damage, while average stopping distances range from 300 to 400 feet depending on aircraft weight and speed. Cost-benefit analyses highlight EMAS as a financially viable alternative to runway extensions, with installation costs averaging $5-7 million per runway end compared to over $50 million for physical extensions in constrained environments. The return on investment stems from mitigating the economic impacts of runway excursions, which occur approximately 300-400 times annually worldwide in operations, often resulting in significant damages, delays, and potential fatalities. FAA guidance emphasizes that EMAS equivalency to standard Safety Areas (RSAs) yields net safety benefits where land acquisition is impractical. Compared to traditional soft-ground arrestors like or beds, EMAS offers superior consistency through engineered crushable materials that deliver uniform deceleration, avoiding variability in soil conditions that can lead to aircraft nosing over or uneven stopping. However, EMAS has limitations relative to active barriers such as aircraft arresting nets, which are primarily used in military applications and require precise hook engagement, whereas EMAS operates passively but may not accommodate extremely high-speed overruns beyond design limits.

Notable Incidents

One of the earliest real-world applications of the Engineered Materials Arrestor System (EMAS) occurred on May 8, 1999, at (JFK) in , where an 340B overran 4R during a landing in foggy conditions. The aircraft, carrying 27 passengers and three crew members, entered the EMAS bed at approximately 75 knots and came to a stop after traveling about 248 feet into it, with the sinking roughly 30 inches; one passenger suffered a serious injury during evacuation, but the system prevented the plane from reaching a nearby highway. In May 2003, another significant incident at JFK involved a Air Cargo McDonnell Douglas MD-11F freighter that overran 4R after a long landing, entering the EMAS at around 40 knots and stopping approximately 238 feet into the bed. The three-member crew was unharmed, though the aircraft sustained minor damage, and the event underscored EMAS's ability to handle larger aircraft weights effectively. A notable overrun on October 1, 2010, at in saw a Gulfstream G-IV (N923CL) corporate jet exceed the 6 end after a high-speed , traveling about 100 feet into the EMAS before stopping just 300 feet from a busy highway. The two pilots, one , and seven passengers (total 10 occupants) evacuated safely with no injuries, though the incident prompted discussions on EMAS installations at high-traffic airports. On October 27, 2016, a chartered 737-700 carrying U.S. Vice President-elect and 37 others overran runway 13 at in following a "floated" in gusty winds, entering the EMAS and stopping after approximately 300 feet with the nose gear collapsing. All aboard evacuated without injury, and the (NTSB) investigation highlighted pilot decisions and weather as factors, while crediting EMAS for averting a potential catastrophe near Flushing Bay. In September 2025, EMAS demonstrated its ongoing reliability in three separate U.S. incidents: a Gulfstream G150 overran the runway at on September 3 and was safely stopped by the system with no injuries to the two occupants, followed hours later by a at that also came to a halt within the EMAS bed, preventing further excursion and ensuring safe evacuation of the four people aboard. On September 24, an ERJ-145 operating as Flight 4339 overran runway 15 at in after a botched attempt, entering the EMAS and stopping safely; all occupants evacuated with no serious injuries, with the NTSB citing errors. Across 25 documented U.S. EMAS engagements as of November 2025, all have resulted in no fatalities, with only minimal injuries reported in isolated cases. These outcomes affirm the system's design efficacy in decelerating aircraft from speeds up to 70 knots, though rare complications like nose gear collapse have occurred without compromising passenger safety. Post-incident analyses have confirmed EMAS's role in mitigating overrun risks, with lessons emphasizing prompt replacement of damaged blocks—typically costing $1-2 million per event—to restore functionality, often covered by aircraft operator insurance.

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