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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).
