EMAS Save at ORD
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EMAS Save at ORD
1 injured as plane skids off O'Hare runway
July 19, 2008
One person was injured after a plane ran off the end of the runway at O'Hare International Airport on Friday evening, said officials with the Federal Aviation Administration.
Mexicana Airlines flight 802 was arriving from Mexico City just after 7 p.m. when the plane left the landing area, said Tony Molinaro, an FAA spokesman. One flight attendant was injured, he said.
Officials said the plane was stopped by a bed of lightweight, crushable concrete at the end of the runway. The runway was closed and 142 were taken off the plane, a spokeswoman said.
1 injured as plane skids off O'Hare runway -- chicagotribune.com
July 19, 2008
One person was injured after a plane ran off the end of the runway at O'Hare International Airport on Friday evening, said officials with the Federal Aviation Administration.
Mexicana Airlines flight 802 was arriving from Mexico City just after 7 p.m. when the plane left the landing area, said Tony Molinaro, an FAA spokesman. One flight attendant was injured, he said.
Officials said the plane was stopped by a bed of lightweight, crushable concrete at the end of the runway. The runway was closed and 142 were taken off the plane, a spokeswoman said.
1 injured as plane skids off O'Hare runway -- chicagotribune.com
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Not as much as hitting the ILS and approach lighting. 
Fact Sheet - Engineered Material Arresting System (EMAS)
Fact Sheet - Engineered Material Arresting System (EMAS)
It was allegedly landing on 04R (8075ft) - be interesting to understand how the overrun occurred given that the aircraft routinely lands on much shorter runways around the world.
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Looks like it was an Airbus A320, although the article doesn't come across as very accurate.
From the Chicago Sun-Times
O'Hare safety area stops jet that overshot runway
July 19, 2008
BY ASSOCIATED PRESS
A Mexicana Airlines flight with 145 passengers and crew aboard overshot a runway at O'Hare Airport on Friday but stopped safely when it reached a safety area designed to slow errant planes.
One crew member was slightly injured in the 7 p.m. mishap. City Aviation Department spokeswoman Karen Pride said the "arrestor bed" at the end of a runway stopped the plane.
Airline spokesman Adolfo Crespo said the Airbus A320 departed from Mexico City. Crosswinds forced Flight 802's nose gear off the runway, he said.
Pride said the arrestor bed's lightweight concrete blocks ''worked perfectly.''
From the Chicago Sun-Times
O'Hare safety area stops jet that overshot runway
July 19, 2008
BY ASSOCIATED PRESS
A Mexicana Airlines flight with 145 passengers and crew aboard overshot a runway at O'Hare Airport on Friday but stopped safely when it reached a safety area designed to slow errant planes.
One crew member was slightly injured in the 7 p.m. mishap. City Aviation Department spokeswoman Karen Pride said the "arrestor bed" at the end of a runway stopped the plane.
Airline spokesman Adolfo Crespo said the Airbus A320 departed from Mexico City. Crosswinds forced Flight 802's nose gear off the runway, he said.
Pride said the arrestor bed's lightweight concrete blocks ''worked perfectly.''
anyone got the TAFs METARs---RWY report ?---interesting though-- I have to admit that I am overwhelmed by all the technical details provided by the US media
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The Aviation Herald has posted some of the information you are seeking. Can not post it here due to their copywrite restrictions but the goto for the information is: Accident: Mexicana A320 at Chicago on Jul 18th 2008, stopped by arrestor bed after overrun on landing
Thank you LongTimer
Lured in perhaps by the proverbial calm before the storm
---those things pick up fast I wonder what the 'big picture' was for the day--- just an isolated METAR is really not enough for me to say much comment but landing near potential TS's
KORD 190051Z VRB03KT 10SM SCT033CB BKN100 OVC200 27/21 A2996 RMK AO2 RAE03 SLP139 CB NW-NE MOV E VCSH NW-NE P0000 T02670206
PA
Lured in perhaps by the proverbial calm before the storm
---those things pick up fast I wonder what the 'big picture' was for the day--- just an isolated METAR is really not enough for me to say much comment but landing near potential TS's KORD 190051Z VRB03KT 10SM SCT033CB BKN100 OVC200 27/21 A2996 RMK AO2 RAE03 SLP139 CB NW-NE MOV E VCSH NW-NE P0000 T02670206
PA
Last edited by Pugilistic Animus; 19th Jul 2008 at 14:58.
Below the Glidepath - not correcting
It was allegedly landing on 04R (8075ft) - be interesting to understand how the overrun occurred given that the aircraft routinely lands on much shorter runways around the world.
...it's only 8,075ft if you start at the beginning.
True - but even on Med Autobrake the aircraft can be brought to a halt in 3000ft so you have got a hell of a margin before meeting Uncle EMAS! Today 10:51
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Arrived a few hours ago as SLF, broke the cloud base very low, standing water on all surfaces... damp, dark, wet miserable day here.
Landed on RWY 10 (not sure which), we were clear of the built up areas (see google below) when we broke cloud, C. 1K to 500m to threshold:
ord - Google Maps
iX
Landed on RWY 10 (not sure which), we were clear of the built up areas (see google below) when we broke cloud, C. 1K to 500m to threshold:
ord - Google Maps
iX
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Good job it wasn't LAHSO ...
Always find ORD ATC a bit too inclined to try to make you land with a ridiculous tailwind after keeping you too high & fast anyway
Always find ORD ATC a bit too inclined to try to make you land with a ridiculous tailwind after keeping you too high & fast anyway
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maybe the pilots just screwed up...we don't say that very often do we?
maybe they tried for a grease job and shouldn't have.
maybe they landed long because they were sloppy and the brakes were not up to the task.
of course, there might have been a mechanical problem.
maybe they tried for a grease job and shouldn't have.
maybe they landed long because they were sloppy and the brakes were not up to the task.
of course, there might have been a mechanical problem.
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Overrun in ORD
We landed about 40 minutes after the Mexicana event.
We were told to expect a 20-30 minute hold. We got into the area and landed with minimal vectoring on 9R. The radar showed rainshowers in the area and the ramp and runway was wet upon arrival.
I consider the ATC crew at ORD to be some of the best with whom I have ever worked. Once I learned the system to taxiing around ORD from an American Eagle Captain friend, I found ORD much easier to understand.
Rule #1 - The Inner Taxiway (now Taxiway A) goes clockwise.
Rule #2 - The Outer Taxiway (now Taxiway B) goes counter-clockwise or anti-clockwise to the blokes!
Rule #3 - Never stop moving. You'll screw things up worse if you stop the airplane, better to keep moving around the airport.
And the most important rule of all:
Rule #4 - NEVER follow Mexicana anywhere.
He shared these rules with me about 15 years ago and I have found them to useful on many occasions.
That also reminds me of a TWA 747 my Dad (a former Air Wisconsin pilot) saw landing on 9R many years ago. The 747 was halfway down and was still 20 feet above the runway. The ORD controller asked,"Are you going to make it TWA??". The pilot's strained response was,"We're tryin'!!".
The 747 touched down soon after that and they made the left turn at the end, speed permitting.
Dave
We were told to expect a 20-30 minute hold. We got into the area and landed with minimal vectoring on 9R. The radar showed rainshowers in the area and the ramp and runway was wet upon arrival.
I consider the ATC crew at ORD to be some of the best with whom I have ever worked. Once I learned the system to taxiing around ORD from an American Eagle Captain friend, I found ORD much easier to understand.
Rule #1 - The Inner Taxiway (now Taxiway A) goes clockwise.
Rule #2 - The Outer Taxiway (now Taxiway B) goes counter-clockwise or anti-clockwise to the blokes!
Rule #3 - Never stop moving. You'll screw things up worse if you stop the airplane, better to keep moving around the airport.
And the most important rule of all:
Rule #4 - NEVER follow Mexicana anywhere.
He shared these rules with me about 15 years ago and I have found them to useful on many occasions.
That also reminds me of a TWA 747 my Dad (a former Air Wisconsin pilot) saw landing on 9R many years ago. The 747 was halfway down and was still 20 feet above the runway. The ORD controller asked,"Are you going to make it TWA??". The pilot's strained response was,"We're tryin'!!".
The 747 touched down soon after that and they made the left turn at the end, speed permitting.
Dave
Slightly off-thread. What happens after EMAS is used? Is the recently grooved area just smoothed over or does the affected area have to be cut out and new porous concrete laid in its place? If new stuff has to be laid, how quick is the process (presumably closing that runway) and who pays for it, offending airline's or airport's insurance?
Doors to Automatic “… but even on Med Autobrake the aircraft can be brought to a halt in 3000ft so you have got a hell of a margin ..”
3000ft, who say’s so? Read the small print, what about varying depths of water, different runway surfaces, varying wind, touchdown speed, position, etc, etc. What margin then?
From AC 91-79 Runway Overrun Prevention.
10kts fast on a wet runway, 500ft; float due to shearing wind, 2500ft; 10 ft high at threshold 200ft; and these are before you might have to consider a slick runway due to rubber or even hydroplaning.
Auto brake is only a selection of the deceleration target, and whilst the brakes (or brakes / reverse combination) attempt to meet this target there is no guarantee of achieving it; nor are there particularly good feedback cues for detecting less than desired braking performance, better to use manual brake and get a feel for the landing from the ‘feet & seat’.
3000ft, who say’s so? Read the small print, what about varying depths of water, different runway surfaces, varying wind, touchdown speed, position, etc, etc. What margin then?
From AC 91-79 Runway Overrun Prevention.
10kts fast on a wet runway, 500ft; float due to shearing wind, 2500ft; 10 ft high at threshold 200ft; and these are before you might have to consider a slick runway due to rubber or even hydroplaning.
Auto brake is only a selection of the deceleration target, and whilst the brakes (or brakes / reverse combination) attempt to meet this target there is no guarantee of achieving it; nor are there particularly good feedback cues for detecting less than desired braking performance, better to use manual brake and get a feel for the landing from the ‘feet & seat’.
3000ft, who say’s so? Read the small print, what about varying depths of water, different runway surfaces, varying wind, touchdown speed, position, etc, etc. What margin then?
From AC 91-79 Runway Overrun Prevention.
10kts fast on a wet runway, 500ft; float due to shearing wind, 2500ft; 10 ft high at threshold 200ft; and these are before you might have to consider a slick runway due to rubber or even hydroplaning.
From AC 91-79 Runway Overrun Prevention.
10kts fast on a wet runway, 500ft; float due to shearing wind, 2500ft; 10 ft high at threshold 200ft; and these are before you might have to consider a slick runway due to rubber or even hydroplaning.
Assuming a correct landing point the total landing distance would be around 4000ft or 50% of what is available hence my comment about a good margin.