Chapter 3
USAF systems in use today are as follows: MA-1A; E-5; BAK-9; BAK-12; BAK-13; BAK-14; 61QSII
(BAK-15); E-28; Textile Brake.
3.16.1. Navy and Marine Corps Requirements. Navy and Marine Corps unique requirements are
identified where appropriate. In general, the Navy and Marine Corps use aircraft arresting gear
design criteria consistent with requirements identified here.
3.16.2. Installation Design and Repair Considerations. Further information on the planning,
installing and repairing of an arresting system or arresting system complex is found in AFI 32-1043,
Managing Aircraft Arresting Systems. During the planning, installation and repair process, the
following items will be given consideration.
3.16.2.1. Configuration and Location. The configuration and location of arresting system
installations will be determined in accordance with AFI 32-1043. Design will conform with the
criteria within Section 3 of the appropriate 35E8 series Technical Order and the typical
installation drawings. Both may be obtained from:
WR-ALC/LES
295 Byron Street
Robins AFB, GA 31098-1611
3.16.2.2. Runway Pavement. The 60 m [200 ft] of pavement on both the approach and departure
sides of the arresting system pendant is a critical area. Protruding objects and undulating
surfaces are detrimental to successful tailhook engagements and are not allowable. The
maximum permissible longitudinal surface deviation in this area is plus or minus 3 mm [0.125
in] in 3.6 m [12 ft]. This does not apply to grooved pavement surfaces. Grooving to improve
arresting system cables. For USAF facilities, changes in pavement type or an interface between
rigid and flexible pavements are not permitted within 60 m [200 ft] of arresting system cables
(this does not apply to installation of sacrificial panels). Navy aircraft arresting gear pavement
protection shall be designed in accordance with NAVFAC Design Definitive 1404521 and
1404522. The 2 m (6.56 feet) of pavement on both the approach and departure sides of the
pendant is the critical area for the Navy and Marine Corps.
3.16.2.3. Repair of Bituminous Pavements. Rigid inlays will not be used as a surface repair
material beneath the cable in a flexible runway system. This type repair causes high hook skip
potential when the flexible pavement consolidates, exposing the leading edge of the rigid
pavement. However, rigid pavement must be used as a foundation for sacrificial pads installed
beneath aircraft arresting system cables.
3.16.3. Joint-Use Airfields. Arresting systems installed on joint-use civil/military airfields to
support military aircraft are sited in accordance with Federal Aviation Administration (FAA)
Advisory Circular (AC) 150/5220-9, Aircraft Arresting Systems for Joint Civil/Military Airports. It
may be obtained, free of charge, from:
U.S. Department of Transportation
General Services Section
M-443.2
Washington D.C. 20590
3-43
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