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taxiway bridge is designed for code E aircraft, the width of the bridge will be 44 meters minimum. In that
case, an A380 can only use that taxiway bridge if lateral constraint is provided. If not, the A380 may not use
that taxiway bridge, under its own power. Towing the aircraft over the bridge is a possibility. Connecting and
disconnecting time requires consideration. As the number of A380 movements is very low, the operational
disturbance may be acceptable.
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Proposed alternative measures, operational procedures and operating restrictions for airports that
cannot comply with ICAO requirements or AACG recommendations related to taxiway bridge width.
 Towing the A380 over the taxiway bridge
 Publication in the appropriate aeronautical documents that the A380 may not taxi under own power over
the bridge is required.
Blast protection
If the width of the taxiway bridge is such that the outboard engines overhang the bridge structure, blast
protection of areas below the bridge may be necessary. In case jet blast protection can’t be provided over a
width of 60m, taxiing with the outboard engines on idle thrust or even shut-off is a possibility.
Proposed alternative measures, operational procedures and operating restrictions for airports that
cannot comply with ICAO requirements or AACG recommendations related to blast protection on
taxiway bridges.
 Taxing with outboard engines on idle thrust.
 In the extreme case the airport authority could require taxiing with outboard engines shut-off (feasibility
to be confirmed by manufacturer).
 Publication in the appropriate aeronautical documentation is required.
Rescue and fire fighting vehicles
Access should be provided to allow rescue and fire fighting vehicles to intervene in both directions. This is
however not a specific A380 issue. The wingspan of code E aircraft also exceeds the width of a code E
taxiway bridge.
If the width of the bridge is not enough to provide vehicle passage on the bridge, when occupied by an A380
or any other large aircraft, an alternative path for RFF vehicles must be provided. This path could be a
service road with separate service road bridge. On large airports, more than one RFF station is mostly
provided. In most cases, a solution could be to intervene from both sides of the taxiway bridge if the RFF
stations are not located on the same side of the bridge. Specified response times should be taken into
account.
If an alternative path for RFF vehicles or response times from one of the RFF stations can not be
guaranteed the solution could be to strategically position RFF vehicles on both sides of the taxiway bridge
for an A380 passage. As the A380 passage is only occasional, the disturbance of this procedure should be
acceptable.
Proposed alternative measures, operational procedures and operating restrictions for airports that
cannot comply with ICAO requirements or AACG recommendations related to accessibility of rescue
and fire fighting vehicles.
 Strategically position RFF vehicles on both side of the taxiway bridge.
Structural maximum load
The maximum load of the bridge or tunnel is a prime factor in determining the capability for A380 aircraft.
Taxiway bridges and tunnels designed to be capable of supporting a B747-400 at MTOW, are in any case
capable of supporting an A380 on arrival. The Maximum Landing Weight (MLW) is less than the MTOW of a
B747-400. The bridge should also be capable to support an A380 on departure as the airlines have quoted
that the actual take-off weight in practice will be limited to maximum MZFM + 3 hours fuel (comparable to a
B747-400 at MTOM). In that case no special procedures are required.
The actual take-off weight should be based on the bearing strength of the bridge / tunnel8, using concession
procedures if appropriate. For the alternate airport, it is necessary that the actual bearing strength of taxiway
bridges and tunnels be published in the appropriate aeronautical publications.
Proposed alternative measures, operational procedures and operating restrictions for airports that
cannot comply with ICAO requirements or AACG recommendations related bearing strength of
taxiway bridges or tunnels.
 Publish the weight limitations on A380 taxi routes and inclusion in the crew documentation procedure
8 If the bridge load is severely limited, the airlines involved would have to plan for means of limiting the take-off payload.
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3.10 Taxi routing
Specific taxi routes and procedures for diverted A380 aircraft may be necessary to permit A380 operations
with the existing airport infrastructure. This may for example involve extra runway occupancy and the
　
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