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The updated ICAO Annex 14 Third Edition (1999) [1] recommends that the inner
transitional surfaces should have its lower edge offset 77.5 meters from the runway centre
line and that a Code F aircraft stop bar should be located at a minimum distance of 107.5
meters from the runway centerline. In order to comply with the new ICAO standard, all
runway stop bars needed to be relocated by 6.5 meters.
Leung, Little, and Li 6
2.3 Pavement Strength
The pavement of the airport was designed using the 1989 PSA “A Guide to Airfield
Pavement Design & Evaluation”. The north runway pavement was designed using the linear
elastic pavement design model LEDFAA from the Federal Aviation Administration. The
critical aircraft for the structural design of the airfield pavement was taken to be the B747-
400 (at approximately 400 tonnes all-up weight) with a flexible ACN of 72 and rigid ACN of
80. The typical construction details of the runway flexible pavement, taxiway flexible
pavement, and rigid pavement in aprons are shown in Figures 1, 2 & 3 below.
The maximum take-off weight of the A380-800 pax aircraft and freighter are 560
tonnes and 590 tonnes respectively. Based on the current medium sub-grade strength
declared at HKIA (Category B - CBR 10 and k = 300 pci), verified by a Heavy Falling
Weight Deflectometer survey, the ACN for the A380 aircraft and PCN for pavement at
HKIA are shown in Table 4.
Table 4
A380 ACN and Pavement PCN
Location A380 ACN Pax /
Freighter PCN at HKIA
Runway 69/72 F /B 72 /F/B/W/T
Taxiways 69/72 F /B 72 /F/B/W/T
Passenger Aprons 65/69 R/B 80 /R/B/W/T
Cargo Aprons 65/69 R/B 80 /R/B/W/T
Maintenance Aprons 53 R/B 53 /R/B/W/T
The review confirmed that the existing airfield pavement strength at HKIA is capable
of supporting the A380 aircraft.
2.4 Ground maneuvering
The tracking for an A380-800 aircraft while exiting the runways via each rapid exit
taxiway was checked using the “AutoTurn Aircraft 5” software package. The simulation
analysis confirmed that both the cockpit, as well as the nose-wheel, tracking the centerline
marking maintain the ICAO required 4.5 meters minimum clearance.
The wing tip clearance of two A380 aircraft at runway departure holding positions
was also checked and the ICAO requirement of 7.5 meters minimum clearance was achieved.
2.5 Operating conditions (Jet Blast)
A standard normalized contour plot of jet plumes for B747-400, B777 and A380-
800/800F under high breakaway power settings confirmed that the A380-800 and the A380-
800F were the critical aircraft in terms of jet plume size. The jet blast plume relative to a 55
km/hr wind speed extends 218 meters behind the aircraft tail. The existing jet blast fences at
the airport were designed based on the breakaway jet blast plumes swept paths of the B747
Leung, Little, and Li 7
aircraft. A systematic and comprehensive study to simulate the effect of the A380-800F jet
blast swept path on the airside areas where the A380 aircraft would operate was carried out.
The study concluded that the existing jet blast fences are adequate to protect against the
breakaway jet blast effects of the A380 aircraft. However, there were four locations where
the breakaway jet blast effect could potentially pose a hazard due to the larger width of the
jet plume footprint. The existing jet blast fences at these locations had either to be lengthened
or special operational procedures established to safeguard operational safety.
2.6 Ramp Services
The study also reviewed the ramp services requirements of the A380 aircraft
including refueling, toilet and waste services, ground electrical power, low pressure
preconditioned air, potable water service, and ground service equipment such as catering
trucks, cargo loaders and tow-tractors. The identified shortfalls and new requirements were
passed on to the ramp handling operators of the airlines for their action. The study also
identified the necessity for AAHK to investigate new loading bridge arrangements to serve
the upper deck door, U1, of the A380 aircraft.
3. IMPLEMENTATION OF UPGRADING WORKS
3.1 Widening of Taxiway Shoulders
Based on the compatibility study, 27 taxiway shoulders had to be widened by 8
meters each. The total area of the widening works was estimated to be 190,000 m2 and is
scheduled to be carried out in three phases between 2006-2010. The existing pavement
structure of the taxiway shoulder is shown in Figure 1.
Figure 1 - Typical Taxiway Shoulder Widening Cross Section
The primary function of the widened shoulder is to minimize the risk of damage to
engines caused by ingestion of foreign objects. With this in mind and the fact that the
　
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