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33 Of the 23 individuals contacted, only 3 completed the cir- 3.9. Observations for Survey culated questionnaire. Therefore, available comments from Regarding Active Arrestors this group cannot be taken as representative of the broader aviation or pilot communities. However, their comments, Overall, the concept of an active arrestor was not well received by the survey participants. Contributing issues that which are summarized below, provide some insight into how have been identified include the historical need for personnel deployment of an active arrestor for civil aircraft would be to activate such an arrestor, determining whether ground received. personnel or pilots would have control over the activation, and a sense of unreliability due to the mechanical complexity Active arrestors are inappropriate for civil aircraft: of such systems. Active arrestors involve too many potential complications. Countering these concerns, several automated triggering Net-based or cable-based engagement would likely hinder concepts have been developed that could remove the need for passenger egress once the aircraft has stopped. manual activation, and pilot control or override can be incor- Any activation of the arrestor should be under the control porated in such systems (Section 7.7). Later sections discuss of the pilot, not the air traffic controller. that the reliability of active systems can actually be higher than The location of any arrestor at an airport should be noted that of the current EMAS technology, even though passive on airport diagram charts using a standardized format. systems have no moving parts (Section 5.2.2).