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for take-off and landing operations of an A380 on a 45 meters wide runway.
Runway strength
The runway only needs to support the reduced operating weight at an alternate. Airlines have quoted
/indicated that in the departure case from an alternate airport the operating mass will be in the range of
Maximum Zero Fuel Mass plus three hours fuel. Also the infrequent use of the runway by A380 aircraft
would allow pavement concession action for the appropriate bearing strength. However, in order to cater for
operations at a higher mass without reducing the pavement life, it is recommended, as far as practicable, to
provide bearing strength for the full Maximum Take-Off Mass (MTOM).
Runway shoulders
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For destination airports, AACG recommendations state that a 45 meter wide runway with 7.5 meter
shoulders on both sides can be used for Airbus A380 operations if the runway is also provided with
additional “outer” shoulders. These outer shoulders should be prepared for jet blast protection, engine
ingestion protection, and for supporting ground vehicles and their width should be at least 2x7.5m.
The use of 2* 7.5 meter shoulders in Code E alternate airports instead of 2*15 meter wide shoulders
(including the AACG “outer” shoulders) could therefore be an issue as for an alternate airport, upgrading the
total runway + shoulder width to 75m is mostly not viable.
Therefore the surfaces adjacent to these shoulders should be regularly inspected and cleaned, and the
runway and its shoulders systematically inspected and cleaned after an A380 operation (this
recommendation stems from the A380 test operations, in particular at Paris-Le Bourget airport during the
Paris air Show).
Prior to the A380 entry into service, the Flight Test program leads the A380 to be operated at many airports
that are not code F compliant (ex: Paris Le Bourget) or sometimes even not code E compliant (ex: Tarbes
airport, south west of France). The outputs of those operations are relevant in helping provide guidance for
operators and States on the use of the A380 on such runways.
Compared to other large aircraft, the following observations can be made
1. Jet blast and engine ingestion protection.
The experience from the A380 flight tests as end 2005 indicated
- Landing
. Engine ingestion, blast and erosion protection is not deemed critical for the A380, as the outboard
engines are essentially at idle thrust, are located relatively high (ground clearance of 1.9m at
Maximum Ramp Mass) and are not fitted with thrust reversers.
. The landing does not present a specific risk and therefore special procedures are not necessary
(although runway inspection is advisable)
- Take off
1. Engine ingestion protection
The critical phase is at brake release (combination of low speed and high thrust). However, the
suction phenomenon is observed right below the engine.
In the absence of “outer” shoulders, the remaining 4.3m lateral margin of a code E runway (see
following picture) looks therefore wide enough to avoid a possible ingestion of stones at the outer
edge of the shoulders.
In case the pilot would not rely on the stability of the shoulders of a code E runway or in case the
45m wide runway would not be equipped with shoulders, A380 operations on such runways could
still be possible using a specific take off operational procedure proposed by the manufacturer that
would avoid the creation of the suction phenomenon (such as reduced thrust on the outboard
engines during the first seconds of the take off, to be further investigated).
2. Blast and erosion aspects
For runways and shoulders with a width of less than 75m, the type of soil (arid, grass with loose
stones, grass without stones…) is a matter of importance.
The absence of shoulders could result in FOD on the runway or on “inner” shoulders, which could
be hazardous to the following aircraft movement.
In the take off case, more time is available and the departure of an A380 can be coordinated with
other traffic. Runway inspection and cleaning as necessary must be carried out immediately after
the A380 take off to check that no loose objects have been blown onto the runway.
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2. Supporting ground vehicles
The other function of the outer shoulder is to allow the passage of ground, mainly emergency, vehicles. The
wingspan of a Boeing B747-400 already exceeds the runway and shoulder width of a code E runway. For
code E runways, the emergency vehicles already must be capable to make use of the strip part outside the
runway shoulder.
Rescue and Fire Fighting vehicles are designed for operating over short distances on the natural soil of the
　
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