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Depending on the nature of the risks, three methods for risk assessment can be identified to
respond to this question:
- Type A:
For certain hazards, risk assessment strongly depends on specific aircraft
performance and handling qualities. The safety level is achieved by the suitability
between aircraft performance and handling qualities and infrastructure
characteristics. Risk assessment, then, should be essentially based on the aircraft
design and certification and on simulation results still to come.
- Type B:
For other hazards, the aircraft behaviour is not really linked with specific aircraft
performance and handling qualities, and can be calculated from existing aircraft
measurements. Risk assessment, then, should be based on statistics (e.g.
deviations) for existing aircraft or accident analyses, and development of generic
quantitative risk models can be well adapted.
- Type C:
In this case, a “risk assessment study” is not needed. In such a case, a simple
geometric argument is sufficient to calculate infrastructure requirements without
waiting for certification results or collecting deviation statistics for existing aircraft.
II.4. Conclusions
Where possible, the result of a risk assessment should be the establishment of operational
criteria to mitigate for the non-compliance of Code F facilities. These criteria should be regarded
as minimum conditions with an aim to achieve similar operations at different airports. However,
specific local conditions at an airport may prohibit the provision or application of the minimum
conditions. In this case additional control measures should be implemented in order to provide an
equivalent level of safety.
In a few cases, the result of the risk assessment is dependent upon on going work of other
bodies or working groups; therefore the outcome will be deferred until the results are known.
7
III. Airfield Items Review
III.1. Introduction
The items of aerodrome infrastructure that may be affected by the introduction of the Airbus A380
aircraft have been identified as follows:
Ø Runways (§III.2.)
·  Runway width
·  Width of runway shoulder
Ø Taxiways (§III.3.)
·  Width of straight taxiway
·  Width of curved taxiway
·  Straight and curved taxiway shoulders
Ø Runway Separations (§III.4.)
·  Runway to parallel taxiway separation
·  Obstacle Free Zone
·  Runway holding positions
Ø Taxiway & Taxilane Separations (§III.5.)
·  Parallel taxiway separation (straight and curved)
·  Taxiway / Apron taxiway to object separation
·  Aircraft stand taxilane to object separation (including service road)
Ø Other Items (§III.6.)
·  Clearance at the gate
·  Visual aid implications
·  Taxiway on bridges
Those infrastructure items are presented into tables (see below) and reviewed according to four
points:
Ø ICAO SARPs and ADM:
Standards and Recommended Practices contained in Annex 14 and material from the
Aerodrome Design Manual issued by ICAO
Ø ICAO Justification Material:
Information and formula used to elaborate the ICAO SARPs and ADM (applicable to code F
aircraft as defined in Annex 14 Chapter I)
Ø AACG Agreement:
Common position among AACG members on the application of ICAO Requirements with
respect to the A380 aircraft, for infrastructure and operations at existing major European
airports that currently do not meet the requirements
Ø AACG Justification Material:
Major information used for the safety analyses found in Appendix 5
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III.2. Runways
Item
Runway width
Width of Runway shoulder
ICAO SARPs
and ADM
The width of a rwy should be not less
than 45m where the code letter is E,
60m where the code letter is F.
[RP] A14 P3.1.9
Strength of rwys:
A rwy should be capable of
withstanding the traffic of aeroplanes
the rwy is intended to serve.
[RP] A14 P3.1.20
The rwy shoulders should extend symmetrically on each side of the
rwy so that overall width of rwy and its shoulders is not less than
60m where the code letter is E and 75m where the code letter is F.
[RP] A14 P3.2.3
Strength of rwy shoulders:
A rwy shoulder should be prepared or constructed so as to be
capable, in the event of an aeroplane running off the rwy, of
supporting the aeroplane without inducing structural damage to the
aeroplane and of supporting ground vehicles which may operate on
　
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