This Aeronautical Information Circular (AIC) aims to disseminate the characteristics and purpose of the aircraft arresting systems implemented at the thresholds of runway 17R/35L at São Paulo/Congonhas Airport (SBSP).
2.1. COMPETENCES
2.1.1. It is the responsibility of the Department of Airspace Control (DECEA), central body of the Brazilian Airspace Control System (SISCEAB), to manage activities related to airspace control and flight protection.
2.1.2. It is the responsibility of the National Civil Aviation Agency (ANAC), the Brazilian civil aviation authority, to approve the infrastructure of Brazilian civil aerodromes for public use.
The content of this Circular is mandatory and applies to air operators operating at São Paulo/Congonhas Airport (SBSP).
3.1. The Brazilian Civil Aviation Regulation (RBAC) No. 154 establishes, in its requirement 154.209, that runway end safety areas (RESA) must be made available at the ends of the runway strips.
3.2. These areas aim to reduce the risk of damage to aircraft that, on approach, touch down before the threshold (undershoot) or that, on the ground, accidentally cross the end of the runway (overrun).
3.3. These areas aim to reduce the risk of damage to aircraft that, on approach, touch down before the threshold (undershoot) or that, on the ground, accidentally cross the end of the runway (overrun).
3.4. These systems are designed to slow down an aircraft that accidentally crosses the end of the runway, in an event known as an overrun.
3.5. The type of aircraft arresting system most used at civil aerodromes is the Engineered Materials Arresting System (EMAS), which consists of a surface composed of a specific material with high energy absorption capacity and with predictable mechanical behavior.
3.6. When leaving the runway, the aircraft's landing gear "dives" into this system and the contact of the landing gear with the material is responsible for the deceleration of the aircraft.
4.1. DEFINITIONS
4.1.1. Runway End Safety Area (RESA) - Symmetrical area along the extended runway center line and adjacent to the end of the runway strip used primarily to reduce the risk of damage to aircraft that touch down before reaching the threshold or that accidentally cross the end of the runway.
4.1.2. Overrun – Event in which the aircraft accidentally exceeds the longitudinal end. Also known as runway overrun.
4.1.3. Undershoot – Event in which the aircraft touches down before reaching the threshold. Also known as short landing.
ANAC - Agência Nacional de Aviação Civil
DECEA - Departamento de Controle do Espaço Aéreo
ICA - Instituto de Cartografia Aeronáutica
EMAS - Engineered Materials Arresting Systems
RESA - Área de Segurança de Fim de Pista
SIA - Superintendência de Infraestrutura Aeroportuária da ANAC
DECEA - Departamento de Controle do Espaço Aéreo
ICA - Instituto de Cartografia Aeronáutica
EMAS - Engineered Materials Arresting Systems
RESA - Área de Segurança de Fim de Pista
SIA - Superintendência de Infraestrutura Aeroportuária da ANAC
5.1. As already mentioned, aircraft arresting systems aim to decelerate aircraft that accidentally cross the end of the runway
5.2. The EMAS installed at both ends of the SBSP runway 17R/35L has its operation associated with the friction between the aircraft's landing gear and the material that constitutes it.
5.3. Thus, in an eventual runway excursion at the mentioned aerodrome, the pilot must seek, as far as possible, to take the aircraft towards EMAS.
5.4. The following Figures illustrate the position of the aircraft arresting systems at the SBSP runway 17R/35L.
5.5. The section of the system that is used will be damaged and must be replaced by the aerodrome operator. The image below shows what the system looks like after an overrun.
5.6. There are records of overrun events in which, upon identifying that the aircraft would overrun the runway, the pilot veered the plane off sideways, thus avoiding the arresting system. Figure 4 below illustrates this situation.
5.7. In the events mentioned, two main reasons were identified for pilots to avoid EMAS:
5.7.1. Lack of knowledge about the system or its function; and
5.7.2. Belief that not using the system would bring less impact to the event.
5.8. It should also be noted that maximum deceleration is provided by the system when the aircraft enters it in a straight trajectory, parallel to the runway center line and perpendicular to the end of the runway. Also, since the system is designed to minimize damage to the aircraft including its engines, it is important that all braking efforts (brakes and reverses) continue to be normally applied.
6.1. To air operators operating at the SBSP, it is recommended that the information in this document be widely disseminated to airmen.
7.1. This AIC enters into force on May 11, 2023
7.2. Criticisms and suggestions related to this AIC are welcome and may be sent via Fale Conosco – SAC – DECEA, on the internet, at www.decea.mil.br, or through INTRAER, at www.decea.intraer.
7.3. Questions relating to aircraft arresting systems may be sent to SIA via the email: sia@anac.gov.br.
7.4. This AIC republishes the AIC A11/23.