overshot the runway manufacturer

Republican vice-presidential nominee Mike Pence"s Boeing 737 at LaGuardia Airport.On Thursday, the campaign plane carrying Republican vice-presidential nominee Mike Pence skidded off the runway after landing at New York"s LaGuardia Airport.

The positive resolution to a potentially disastrous event can be attributed to the Engineered Material Arresting System or EMAS located at the end of the runway.

EMAS is made up of massive blocks of material that collapse as the wheels of an airplane roll over it, thereby sinking the plane into the runway and bringing it to a safe and gradual stop. The system is designed to be able to stop aircraft traveling at speeds up to 80 mph.

Federal Aviation Administration began studying the technology in the early 1990s in conjunction with the University of Dayton, the Port Authority of New York and New Jersey as well as Zodiac Arresting Systems in New Jersey.

#PencePlane was overshot runway and wound up on #FAA mandated "arrestor bed," which stopped it in its tracks. #abc7ny pic.twitter.com/2LddxmUkfa- Josh Einiger (@JoshEiniger7) October 28, 2016

Currently, there are two manufacturers who are certified to produce an EMAS system. Most of the airports in the US with the technology use Zodiac Arresting Systems" (formerly ESCO) crushable cellular cement for its EMAS.

The owner of this website (www.airlinepilotcentral.com) has banned the autonomous system number (ASN) your IP address is in (20473) from accessing this website.

An engineered materials arrestor system, engineered materials arresting system (EMAS), or arrester bedrunway to reduce the severity of the consequences of a runway excursion. Engineered materials are defined in FAA Advisory Circular No 150/5220-22B as "high energy absorbing materials of selected strength, which will reliably and predictably crush under the weight of an aircraft". While the current technology involves lightweight, crushable concrete blocks, any material that has been approved to meet the FAA Advisory Circular can be used for an EMAS. The purpose of an EMAS is to stop an aircraft overrun with no human injury and minimal aircraft damage. The aircraft is slowed by the loss of energy required to crush the EMAS material. An EMAS is similar in concept to the runaway truck ramp or race circuit gravel trap, made of gravel or sand. It is intended to stop an aircraft that has overshot a runway when there is an insufficient free space for a standard runway safety area (RSA). Multiple patents have been issued on the construction and design on the materials and process.

As of May 2017, the International Civil Aviation Organization (ICAO) has been working on developing a harmonized regulation regarding arresting systems.

Research projects completed in Europe have looked into the cost-effectiveness of EMAS. Arrestor beds have been installed at airports where the runway safety areas are below standards, and their ability to stop aircraft with minimal or no damage to the air frame and its occupants has proven to bring results far beyond the cost of installations. The latest report, "Estimated Cost-Benefit Analysis of Runway Severity Reduction Based on Actual Arrestments", shows how the money saved through the first 11 arrestments has reached a calculated total of 1.9 billion USD, thus saving more than $1 B over the estimated cost of development (R&D, all installations worldwide, maintenance and repairs reaching a total of USD 600 million). The study suggests that mitigating the consequences of runway excursions worldwide may turn out to be much more cost-effective than the current focus on reducing the already very low probability of occurrence.

The FAA"s design criteria for new airports designate Runway Safety Areas (RSAs) to increase the margin of safety if an overrun occurs and to provide additional access room for response vehicles. A United States federal law required that the length of RSAs in airports was to be 1,000 feet (300 m) by the end of 2015, in a response to a runway overrun into a highway at Teterboro Airport in New Jersey.

As of 2017 the FAA reported that EMAS systems had been used 12 times, but that in some situations pilots tried to avoid the EMAS, steering to the grass sides in 30–40 kn (56–74 km/h; 35–46 mph) low-energy events in order to avoid publicity.

Of the 15 non-U.S. installations, eight were provided by Zodiac Arresting Systems (two in China, two in Madrid, one in Taiwan, two in Norway and one in Saudi Arabia), six were provided by RunwaySafe (one in Switzerland, and three in overseas departments of France – one in Reunion Island, two in Mayotte), one in Japan, one in Germany, two in Brazil and one provided by Hankge (China).

The first EMAS was developed in the mid-1990s by ESCO/Engineered Arresting Systems Corp. (later Zodiac Arresting Systems) as part of a collaboration and technical acceptance by the FAA. The fourth generation EMAS arrestor beds are composed of blocks of lightweight, crushable cellular concrete material, encased in jet blast resistant protection, designed to safely stop airplanes that overshoot runways. Zodiac"s EMAS is installed on over 110 airport runways at over 65 airports on three continents.

The Swedish company Runway Safe AB developed an EMAS system, a foamed silica bed made from recycled glass contained within a high-strength plastic mesh system anchored to the pavement at the end of the runway. The foamed silica is poured into lanes bounded by the mesh and covered with a poured cement layer and treated with a top coat of sealant.

On 19 January 2010, a Bombardier CRJ-200 commercial regional airliner with 34 persons aboard overran the runway at Yeager Airport in Charleston, West Virginia after a rejected takeoff.

On 2 November 2011, a Cessna Citation II business aircraft with 5 persons aboard overran the runway at Key West International Airport in Key West, Florida.

In October 2013, a Cessna 680 Citation business aircraft with 8 persons aboard overran the runway at Palm Beach International in West Palm Beach, Florida.

In October 2016, a Boeing 737 aircraft with 37 persons aboard, including Republican vice-presidential candidate Mike Pence, overran the runway at LaGuardia Airport, New York.

On 27 February 2019 an Embraer Phenom 100 operated by Quest Diagnostic Laboratories overran a runway at the Charles B. Wheeler Kansas City Downtown Airport (KMKC) at 4:28am local time resulting in the safe stopping of the aircraft with the pilot being the only occupant aboard.

After the 8 December 2005 overshoot of Southwest Airlines Flight 1248 at Midway International Airport in Chicago, Illinois, which is located in a heavily congested area, an EMAS was installed on Rwy 13C/31C.

On 13 October 2006, New York Yankees player Alex Rodriguez"s private jet was brought to a halt safely by the EMAS installation at Bob Hope Airport in Burbank, California. The system was installed after the 2000 Southwest Airlines Flight 1455 runway overshoot that injured 43 passengers and the captain.

Boburg, Shawn (17 September 2013). "Teterboro Airport gets $1M for runway project". northjersey.com. Archived from the original on 5 May 2014. Retrieved 5 May 2014.

"Archived copy" (PDF). Archived from the original (PDF) on 21 February 2015. Retrieved 20 February 2015.link) FAA Advisory Circular 150/5300-13A (PDF)

Jacobs, Kenneth (1 March 2006). "Runway Safety Areas - An Airport Operator"s Perspective". Federal Aviation Administration. pp. 8, 9, 13. Archived from the original on 27 September 2012. Retrieved 20 August 2014.

"PSA Airlines Canadair CRJ-200 N246PS operating as US Airways flight 2495 from Charleston, West Virginia (CRW) to Charlotte, North Carolina (CLT) with 30 passengers [sic] and 3 crew, overran the runway following a rejected take-off. The aircraft was stopped by the EMAS at the end of the runway, sustaining only minor damage to its landing gear doors."

"A Cessna Citation landed at Key West. The flight, which originated in Fort Lauderdale with 3 passengers and 2 crew, had a brake failure upon landing in Key West and was successfully stopped by the airport"s newly installed EMAS. Only minor injuries were reported."

Mele, Christopher (27 October 2016). "Plane With Mike Pence Aboard Skids Off La Guardia Runway". The New York Times. ISSN 0362-4331. Retrieved 28 October 2016.

Oldham, Jennifer (14 October 2006). "Yankee Player"s Jet Overruns Runway in Burbank". The airport installed the $4-million safety system after a Southwest Airlines Boeing 737 skidded off the same runway and onto a street in 2000, injuring 43 passengers and the captain on the same runway.

A federal investigator says Southwest Airlines pilots on a flight into Burbank, California, overshot the ideal touchdown point and should have aborted the landing before the plane skidded off a wet runway in December 2018.

The findings by an expert in aircraft performance were included in documents posted Thursday by the National Transportation Safety Board, which is investigating the incident.

The plane was stopped by absorbent material shortly before a fence and a street bordering Hollywood Burbank Airport. None of the 117 passengers and crew on the flight from Oakland, California, were injured.

Burbank has relatively short runways, and air traffic controllers warned the pilots of heavy rain at the airport. A small jet before them had aborted a landing.

“Yeah, it’s wet with a tailwind and (expletive) short runway,” said the co-pilot, Peter Van Pelt, according to an NTSB transcript of the cockpit conversation.

The pilots warned passengers to expect hard braking after landing. Welinski told investigators that he set the plane’s automatic brakes to maximum and used thrust reversers, but the plane still didn’t feel like it was slowing after touchdown. He considered turning at an intersection with a taxiway, but the plane only drifted to the left, as if the nose wheel were in a skid.

NTSB specialist John O’Callaghan wrote in a report on the plane’s performance that a tailwind, the landing point and a fast approach speed all contributed to the plane leaving the runway. “However, of the three, the long touchdown is the most significant contributor,” he said.

O’Callaghan wrote that the plane touched down at least 1,000 feet too far down the runway, and under Southwest’s own guidelines, “a go-around (was) the better option.” In a go-around, pilots pull up and circle before making another attempt to land.

Both pilots flew for many years in the military before joining Southwest, had extensive experience and clean records with no previous accidents or incidents, according to NTSB documents.

— --An AirAsia Zest plane overshot a runway in the Philippines early today, a situation that came amid the frantic search for an AirAsia plane that disappeared just two days earlier in the Java Sea.

Giovanni Hontomin, who is in charge of AirAsia Zest"s operations, said crew members activated an emergency slide to help passengers disembark safely from the Airbus A320-200 after the plane landed at Kalibo International Airport.

MANILA, Philippines (AP) — A Korean Air plane overshot the runway while landing in bad weather in the central Philippines late Sunday, but authorities said all 173 people on board were safe.

The airport on Mactan Island in Cebu province was closed indefinitely due to the stalled aircraft, the Civil Aviation Authority of the Philippines said.

Photos it released showed the front underbelly of the plane partly ripped away, but the airline and aviation agency didn’t give details on the damage.

The Airbus A330 from Incheon, South Korea, attempted to land twice before overrunning the runway on the third attempt, Korean Air Lines Co. said in a statement.

During its third landing attempt on runway 22, weather conditions at the airport were still challenging, and the aircraft ran off the runway during landing. The aircraft struck the ILS localizer antenna array for runway 22 after overrunning the end of the runway. The aircraft crossed the runway end at about 80 knots over the ground and came to a stop about 360 metres past the runway end close to the airport perimeter fence.The nose landing gear appears to have collapsed prior to the aircraft hitting the antenna array.

Early reports from the scene do not mention any injuries or casualties. However, aircraft damage is considerable (collapsed nose gear, damage to the nose underbelly and penetrations to the cockpit)and the aircraft might be written off.

The aircraft involved in this landing accident is Airbus A330-322 HL7525, a 24-year-old aeroplane. The aircraft made its first flight in 1998 and was delivered factory fresh to Korean Air in June 1998.Happening Now: A Korean Air A330 has reportedly overshot the runway at Mactan Cebu International Airport. More to follow. pic.twitter.com/PCukqbg7ut

Due to weather and plane malfunctions Korean Air #KE631 (likely due to an earlier landing attempt) we were informed to prepare for emergency landing procedures in Cebu at around 11:10-11:25pm local time 10/23/22. We braced ourselves and the pilot landed as best as possible pic.twitter.com/txDqLV6CcT

Despite the air industry’s abiding reputation as the safest form of travel, the fact remains that passengers on commercial flights are entirely entrusting their safety to the experience of pilots, air traffic controllers and ground handling staff, as well as the safety and reliability of a range of technologies.

This trust is not limited to the time that an aircraft spends in the sky. The taxiways and runways of an airport’s aerodrome are a much more common setting for safety problems and incidents of this type still occur with reasonable regularity.

Although no passengers were injured when a Purolator flight overshot the runway at St John’s International Airport in the Canadian province of Newfoundland and Labrador in July 2011, last year’s tragic runway overrun in Mangalore or the deadly fire that broke out on British Airtours flight 28M in 1985 prove incidents during take-off and landing can be just as devastating as those which occur mid-flight.

Here we look at the safety challenges facing airfield operations managers and air traffic control (ATC) staff, from runway incursions and excursions to foreign object debris (FOD), as well as the technologies that help prevent airfield incidents from occurring in the first place.

The principal risks on runways are generally separated into three broad categories. The most common of these is the runway excursion, which is broadly defined by the ICAO as "a veer off or overrun off the runway surface".

This can cover planes exiting the runway incorrectly or veering off the side of the runway upon take-off, or when a plane, due to poor visibility, pilot miscalculation or technical issues, runs out of runway upon landing, as was the case in St John’s Airport and Air India instances described above.

A runway incursion, meanwhile, is defined as a person or vehicle (including another plane) that is incorrectly present on a runway surface that presents a risk of collision, a notable example being the near-miss at San Francisco International Airport in 2007, when a SkyWest aircraft almost collided with another plane after being instructed to land on the wrong runway. A separate but related danger is the presence of FOD on the runway, which can pose serious risks to planes either landing or taking off.

The third category is runway confusion, which generally involves a plane using the wrong runway or taxiway at an aerodrome, which poses a collision risk and a danger of taking off from an inappropriate runway.

The latter is exactly what happened at Blue Grass Airport, Kentucky, in 2006, when Comair flight 191 incorrectly attempted to take off from a runway that was too short, causing it to overrun and crash, killing all onboard except for the flight’s first officer.

The relatively regular occurrence of runway incidents has meant that improving runway safety has been a consistently high-profile endeavour for the aviation industry and its regulators. A June 2011 safety paper by the UK’s main air navigation service provider NATS (National Air Traffic Service) cited ground safety as a significant priority, noting the importance of providing aerodromes with "technology-based safety nets designed to mitigate errors made by pilots, drivers and ATC". This focus on technology to improve safety on the ground is echoed across numerous aviation safety organisations worldwide.

As a result, a host of technologies to help prevent runway and airfield incidents are now on the market. Communications technology, for example, is a fundamental method of improving safety, one that lies beneath all other technologies in that it simply improves the speed and efficiency of reporting and ensures that safety-critical messages get through to the right people.

But significantly more sophisticated systems exist to integrate runway safety communications, allowing for faster on-the-fly decision-making as well as streamlining the reporting process.

The technology automates safety and incident reporting, auto-populating and organising safety reports, as well as keeping track of improvements and corrections made to equipment and protocol. The system also automatically ensures all national and international civil aviation safety regulations are being upheld.

"The new system Polymorph developed for us provides a central repository that captures all incident data," said Manchester Airport’s airfield operation manager Radford Taylor. "This can now be accessed by a wider range of employees therefore ensuring that suggestions about safety can be captured in a structured manner which delivers improvement."

Layered on top of a high-quality communications set-up should be a number of well-integrated physical technologies that makes the safest option the simplest option for pilots and their ATC colleagues.

Sensor systems play a major role in runway safety, especially where FOD detection is concerned. QinetiQ‘s Tarsier system, operational from Heathrow and Vancouver to Dubai and Doha, uses radar technology to continuously sweep runway surfaces for any object that might pose a risk to departing or arriving flights.

"BAA carries out four runway inspections a day," said Heathrow’s head of airside operations Colin Wood. "Tarsier does a sweep every 68 seconds. There has been FOD detected by the radar which would not normally have been picked up due to the frequency of the runs we normally carry out."

Cameras support the system in identifying whether or not spotted FOD threatens planes and Tarsier’s new iterations include a day and night camera to help make those decisions, even in the dark. Brett Patterson, airside operations director at Vancouver Airport, the first airport to install day / night cameras to its existing Tarsier system, praised the reassurance the cameras have brought with them. "The camera allows us to determine quickly whether the FOD is a two inch worm that poses no threat, or a broken zipper from a suitcase that does," he said.

The introduction of runway status lights is also improving airside safety at airports worldwide. These innovative lights allow ATC to provide clear visual messages to pilots moving on to incorrect runways or taxiways, flashing red to warn that a plane is not cleared to cross or move down a particular route.

Last year a set of runway status lights successfully completed a test period at Boston’s Logan International Airport, having already been deployed at major US airports in Dallas, Los Angeles and San Diego.

Clearly, lights like these have the potential to save lives in a situation similar to Comair 191’s tragic disaster in 2006. Fortunately, in 2011 the Federal Aviation Administration (FAA) kicked off an initiative to install runway status lights at a further 23 airports across the US, from McCarran Airport in Nevada to JFK in New York.

"These lights are designed with the pilot in mind," said FAA’s acting administrator on the launch of the national initiative. "It’s a big step for safety on the runway. We’re expecting to see positive results right from the start."

These "positive results" might be difficult to quantify, as it’s impossible to know if individual incidents would have become more serious without the support of safety technologies. It’s clear these systems and others, including GPS tracking for airfield vehicles and engineered materials arrestor systems (EMAS) to help decelerate aircraft that have overrun, have proved their worth to passenger safety.

This is supported by FAA statistics, which show a marked reduction in runway incursions from 2009 to 2010, with the six incursions last year down 50% on 2009. Given that 67 incursions took place in 2000, the long-term trends seem to be improving, too.

With the smart integration of physical technologies and IT-based communications systems, along with detailed and extensive staff training programmes, airports worldwide should be able to enjoy a future in which incidents on the runway become ever more rare.

A Korean Air passenger plane lies its belly on the runway at the airport in Cebu City, central Philippines on Oct 24, 2022, after it overshot the runway late Oct 23 while landing in bad weather. (Photo by AFP)

Korean Air Lines Co will inspect the remaining 24 Airbus SE A330 aircraft in its fleet after one overshot a runway in the Philippines last month, the carrier’s president said Wednesday.

“Korean Air is aware of the gravity of the recent events involving our A330 aircraft,” he said, according to a transcript the airline shared with Bloomberg News. In addition to the 24 A330s being inspected, another six will be retired. The company didn’t provide a time frame.

“We take recent events very seriously,” Woo told the officials. “Safety remains our top priority, and we will analyse and check all safety obstacles that may exist at Korean Air, from top to bottom, and make great efforts to improve them, if needed.”

No passengers or crew were injured in the Oct 23 runway incident in Cebu. On Sunday, a Sydney-bound Korean Air A330 returned to Seoul with an engine problem, Yonhap reported.

It means that the aircraft has touched down on the runway before going off it. Overshoot is used in the same sense (note that overrun/overshoot occurs both in TO/landing).

However, there is one case where they are used differently. Overshooting the runway also can mean that the aircraft has touched beyond the end of the runway i.e. missed the runway entirely.

Back in 2010, an Air India Express aircraft overshot the runway at Mangalore airport, fell into a gorge, caught fire and 158 people lost their lives. And the crash of the airline"s plane in Kozhikode on Friday is a stark reminder of that accident ten years ago. In both instances, Air India Express pilots had overshot tabletop runways. Also, the flights were coming from Dubai.

In its report on the Mangalore accident that happened on May 22, 2010, the Court of Inquiry had said the direct cause was the captain"s failure to discontinue the unstabilised approach of the plane.

"Despite the constraints of terrain surrounding the tabletop runway, the rescue and fire fighthing operations had been carried out with due diligence," the report dated October 31, 2010 said.

"It then impacted the concrete mounting structure of ILS (Instrument Landing System) Localiser Antenna and fell into a gorge. In the resultant impact and post crash fire, 152 passengers and all 6 crew members lost their lives. There were 8 survivors," the report said.

On Friday, the airline"s plane overshot the runway at Kozhikode airport, fell into a slope before breaking into two pieces. While there was no fire, at least 18 people, including two pilots, are dead in the crash, which also happened when there were rains.

The 2010 report had said that there were three tabletop airports in the country from where scheduled flights operate at Mangalore, Kozhikode and Lengpui.

Further, the report also said that tabletop runways have a problem of access roads around the airfield, which may need to be used in case of aircraft accidents.

Citing the International Civil Aviation Organization (ICAO) data, the report had also said that most of the accidents occur during landing and take-off phases, with a large number of runway excursions and aircraft overrunning into the overshoot area.

"Considering the large momentum of these aircraft, a downward slope in the overrun area can worsen the outcome. It is therefore recommended that such downward slopes as obtaining in Mangalore be brought to the same level of the runway surface.

The Court of Inquiry had said the cause of the accident was the captain"s failure to discontinue the "unstabilised approach" and his persistence in continuing with the landing, despite three calls from the first officer to "go around" and a number of warnings from Enhanced Ground Proximity Warning System (EGPWS).

Adani Group stocks rallied in early trade on Tuesday after the promoters said they had repaid ₹9,250 crore ($1.1 billion) of debt backed by shares in three companies.

The home and IT ministries, along with the Reserve Bank of India (RBI), will hold discussions over the next few days to decide on the next steps after the government blocked 94 online lending apps earlier this week, multiple people aware of the developments said.

India’s food safety regulator is likely to mandate online marketplaces to prominently display key health and nutritional alerts alongside the retail price for packaged items sold on their platforms, multiple people aware of the matter told ET.

A Korean Air plane overshot a runway while landing at a central Philippines airport late Sunday (October 23) and caused a shutdown at one of the country"s busiest airports, the Associated Press reports.

The damaged plane remained stuck on Monday (October 24), causing dozens of flights to be canceled and Mactan-Cebu International Airport to shut down as the runway was deemed unusable.

None of the 162 passengers and 11 crewmembers on board the plane experienced injuries and all successfully escaped from the aircraft via emergency slides, the AP reports.

The plane was tipped forward on a grassy area where its front landing wheel was invisible and a hole was ripped open at the top of the plane near a front door.

“We always prioritize safety in all of our operations, and we truly regret the stress and inconvenience brought to our passengers,” Korean Air President Woo Keehong said in a statement obtained by the AP.

Korean Air Lines Co. will inspect the remaining 24 Airbus SE A330 aircraft in its fleet after one overshot a runway in the Philippines in October, the carrier’s president said Nov. 2.

“Korean Air is aware of the gravity of the recent events involving our A330 aircraft,” he said, according to a transcript the airline shared with Bloomberg News. In addition to the 24 A330s being inspected, another six will be retired. The company didn’t provide a time frame.

“We take recent events very seriously,” Woo told the officials. “Safety remains our top priority, and we will analyze and check all safety obstacles that may exist at Korean Air, from top to bottom, and make great efforts to improve them, if needed.”

Host Seth Clevenger and ZF’s Julien Plenchette consider how today’s advanced driver-assist systems technologies can support drivers and make them feel better behind the wheel. Tune in above or by going to RoadSigns.ttnews.com.

“We are providing all necessary technical support to Korean Air,” an Airbus spokesman said. “With reference to the incident in Cebu, we cannot comment on the ongoing investigation, which is being undertaken by the relevant authorities.”

No passengers or crew were injured in the Oct. 23 runway incident in the Philippines. On Oct. 30, a Sydney-bound Korean Air A330 returned to Seoul with an engine problem, Yonhap reported.