Figure 14-56.  Diagram of an EMASMAX system.  Although engaging an EMAS should not be a desired  outcome for the end of a flight, pilots need to know what  EMAS is, how to identify it on the airfield diagram and  on the airfield, as well as knowing what to do should they  find themselves approaching an installation in an overrun  situation.  [Figure 14-59  and  Figure 14-60]  Pilots also need  to know that an EMAS may not stop lightweight general  aviation aircraft that are not heavy enough to sink into the  crushable concrete. The time to discuss whether or not a  runway has an EMAS at the end is during the pre-departure  briefing prior to takeoff or during the approach briefing prior  to commencing the approach. Following the guidance below  ensures that the aircraft engages the EMAS according to the  design entry parameters.  During the takeoff or landing phase, if a pilot determines that  the aircraft will exit the runway end and enter the EMAS, the  following guidance should be adhered to:  1. Continue deceleration - Regardless of aircraft speed  upon exiting the runway, continue to follow Rejected/  Aborted Takeoff procedures, or if landing, Maximum  Braking procedures outlined in the Flight Manual.  14-36  Pilot Considerations  ARRESTOR BED  Set back Runway  Runway safety area length  Side steps  Runway width  An EMASMAX bed is typically the full width of the runway and the arrestor bed is set-back from the end of the runway.  Typical Plan View  The front of an EMASMAX bed includes a lead-in ramp to transition the aircraft into the material.  •  BGLYPH<df00>yond thGLYPH<df00> runway width, thGLYPH<df00> sidGLYPH<df00>s of an EMASMAX bGLYPH<df00>d arGLYPH<df00> stGLYPH<df00>ppGLYPH<df00>d to providGLYPH<df00> GLYPH<df00>mGLYPH<df00>rgGLYPH<df00>ncy vGLYPH<df00>hiclGLYPH<df00> accGLYPH<df00>ss and passGLYPH<df00>ngGLYPH<df00>r  GLYPH<df00>grGLYPH<df00>ss.  •  ThGLYPH<df00> lGLYPH<df00>ngth of thGLYPH<df00> EMAS bGLYPH<df00>d is dGLYPH<df00>pGLYPH<df00>ndGLYPH<df00>nt upon thGLYPH<df00> spacGLYPH<df00> availablGLYPH<df00> in thGLYPH<df00> GLYPH<df00>xisting RSA and thGLYPH<df00> dGLYPH<df00>sign aircraft for thGLYPH<df00> EMAS.  As statGLYPH<df00>d in FAA Advisory Circular 150/5220-22A, EnginGLYPH<df00>GLYPH<df00>rGLYPH<df00>d MatGLYPH<df00>rials ArrGLYPH<df00>sting SystGLYPH<df00>ms (EMAS) for Aircraft OvGLYPH<df00>rruns, thGLYPH<df00>  EMAS is dGLYPH<df00>signGLYPH<df00>d to arrGLYPH<df00>st aircraft GLYPH<df00>xiting thGLYPH<df00> runway at spGLYPH<df00>GLYPH<df00>ds bGLYPH<df00>twGLYPH<df00>GLYPH<df00>n 40 and 70 knots. 70 knots is thGLYPH<df00> prGLYPH<df00>fGLYPH<df00>rrGLYPH<df00>d EMAS  dGLYPH<df00>sign runway GLYPH<df00>xit spGLYPH<df00>GLYPH<df00>d but in limitGLYPH<df00>d spacGLYPH<df00>s, thGLYPH<df00> EMAS may havGLYPH<df00> dGLYPH<df00>sign runway GLYPH<df00>xit spGLYPH<df00>GLYPH<df00>ds as low as 40 knots.  Typical Profile View  Typical Section View  Side steps  Stepped sides provide arff  access and passenger egress  Arrestor bed  Arrestor bed  Debris deflector  over concrete beam  Lead in ramp  Base surface  Base surface 