United States Government Accountability Office

GAO Report to the Chairman, Subcommittee 

on Aviation, Committee on 

Transportation and Infrastructure, 

House of Representatives 

COMMERCIAL 

AVIATION 

Costs and Major 

Factors Influencing 

Infrastructure 

Changes at U.S. 

Airports to 

Accommodate the 

New A380 Aircraft 

May 2006 

 

GAO-06-571 
What GAO Found

United States Government Accountability Office

Why GAO Did This Study

Highlights

Accountability Integrity Reliability

May 2006

COMMERCIAL AVIATION 

Costs and Major Factors Influencing 

Infrastructure Changes at U.S. Airports to 

Accommodate the New A380 Aircraft 

Highlights of GAO-06-571, a report to 

Chairman, Subcommittee on Aviation, 

Committee on Transportation and

Infrastructure 

Airbus S.A.S (Airbus), a European

aircraft manufacturer, introduced a

new aircraft, the A380 that will be

the largest passenger aircraft in the

world with expected delivery to its 

first customers in late 2006. The 

A380 has a double deck and is 

expected to seat between 555 and 

853 passengers. The A380 is much 

larger than its competitors with a 

wingspan of 262 feet, a tail fin 

about 80 feet high, and a maximum

takeoff weight of over 1.2 million 

pounds. A freight version of the 

A380 is scheduled for delivery in 

2008. 

Because of the size of the A380,

U.S. airports have to make changes

to accommodate the aircraft. This 

may include widening runways and

taxiways, or restructuring gate 

areas to accommodate the 

additional passengers. This report 

examines (1) the costs and nature

of the changes U.S. airports are 

making to their infrastructure to 

accommodate the A380, (2) the 

funding sources being used to 

finance these changes, and (3) the 

major factors influencing the

changes being made. 

The Federal Aviation 

Administration (FAA) and Airbus 

provided technical comments on

the report. Airbus also commented 

on the 18 airports’ cost estimates of 

the changes being made for the 

A380 and estimated $720 million 

for these changes. Based on the 

costs airports reported initially and

our subsequent reconfirmation 

efforts, we did not change the cost 

estimates provided by the airports. 

The 18 U.S. airports that GAO identified as making changes to accommodate

the Airbus A380 estimated that they would spend about $927 million in 

completed, ongoing, or planned infrastructure projects. About 83 percent of 

the costs reported were identified for runway or taxiway projects. The 

remaining costs were for changes at gates, terminals, or support services. 

Some airports noted that if FAA changed the current runway requirements 

for accommodating the A380, their plans and estimates would change. For 

example, if FAA allows the aircraft to operate on 150-foot-wide runways 

under certain conditions, this would reduce costs at most airports. 

However, if FAA decided that more stringent standards should apply, at least 

half of the airports could face costs in excess of those reported. 

Airport officials reported using several sources to finance the infrastructure 

changes. About 50 percent of the costs would be financed though federal 

grants under the Airport Improvement Program, they said. Passenger facility 

charges were identified as the source of financing for about 21 percent of the 

costs, with 29 percent from airport revenues, bonds, and other sources. 

FAA’s design standards and market considerations have been two major 

factors influencing the A380 changes at airports. For example, airports 

generally based their plans and estimates on either FAA standards that 

require 200-foot-wide runways and 100-foot-wide taxiways for this size 

aircraft or FAA’s interim guidance. The guidance allows the conversion of 

existing 150-foot-wide runways to 200 feet by adding 25 feet of reduced 

strength pavement to each side and extending the shoulders and allows use 

of 75-foot taxiways by widening shoulders and adding center lights. Airports 

are also making changes based on the market they serve. For example, Los 

Angeles, Miami, New York, and San Francisco are major gateway airports 

that had little choice but to make changes to receive the A380 if they were to 

maintain their competitive status. Other airports have been approached with 

plans for future A380 passenger or freight service and weighed the costs of 

making infrastructure changes against the potential impact on their 

business. Still others have not been approached for A380 service but are 

making changes to accommodate it so that they can market their availability 

for this aircraft and potentially increase their international market presence.

The Airbus A380 in Flight

Source: Airbus.

www.gao.gov/cgi-bin/getrpt?GAO-06-571.

To view the full product, including the scope 

and methodology, click on the link above. 

For more information, contact Gerald

Dillingham at (202) 512-2834, or

dillinghamg@gao.gov. 
Contents 

Letter 1

Results in Brief 4

Agency Comments and Our Evaluation 7 

Appendix I Infrastructure Changes at U.S. Airports to 

Accommodate the A380 Aircraft 9 

Appendix II Objectives, Scope, and Methodology 29 

Appendix III Summary Costs Reported by Airports to 

Accommodate the A380 32 

Appendix IV Status of Modifications of Standards Requested by 

Airports to Accommodate the A380 68 

Appendix V Comments by Airbus 82 

Appendix VI GAO Contact and Staff Acknowledgments 91

Tables 

Table 1: Ted Stevens Anchorage International Airport’s Estimated 

A380-Related Costs as of March 1, 2006 32 

Table 2: Fort Worth Alliance Airport’s Estimated A380-Related 

Costs as of March 1, 2006 34 

Table 3: Hartsfield-Jackson Atlanta International Airport’s 

Estimated A380-Related Costs as of March 1, 2006 36 

Table 4: Chicago O’Hare International Airport’s Estimated A380-

Related Costs as of March 1, 2006 38 

Table 5: Dallas/Fort Worth International Airport’s Estimated A380-

Related Costs as of March 1, 2006 40 

Page i GAO-06-571 Airport Changes for Receiving the A380
Table 6: Denver International Airport’s Estimated A380-Related 

Costs as of March 1, 2006 42 

Table 7: Indianapolis International Airport’s Estimated A380-

Related Costs as of March 1, 2006 44 

Table 8: Los Angeles International Airport’s Estimated A380-

Related Costs as of March 1, 2006 46 

Table 9: Louisville International Airport’s Estimated A380-Related 

Costs as of March 1, 2006 48 

Table 10: Memphis International Airport’s Estimated A380-Related 

Costs as of March 1, 2006 50 

Table 11: Miami International Airport’s Estimated A380-Related 

Costs as of March 1, 2006 52 

Table 12: New York John F. Kennedy International Airport’s 

Estimated A380-Related Costs as of March 1, 2006 54 

Table 13: Ontario International Airport’s (Ontario, California) 

Estimated A380-Related Costs as of March 1, 2006 56 

Table 14: Orlando International Airport’s Estimated A380-Related 

Costs as of March 1, 2006 58 

Table 15: Philadelphia International Airport’s Estimated A380-

Related Costs as of March 1, 2006 60 

Table 16: San Francisco International Airport’s Estimated A380-

Related Costs as of March 1, 2006 62 

Table 17: Tampa International Airport’s Estimated A380-Related 

Costs as of March 1, 2006 64 

Table 18: Washington Dulles International Airport’s Estimated 

A380-Related Costs as of March 1, 2006 66 

Table 19: Status of A380-Related Modifications of Standards 

Requests (as of March 1, 2006) 68 

Figures 

Figure 1: Depiction of the Airbus A380 Aircraft 2 

Figure 2: Costs Reported by Airports for Infrastructure Changes 

Needed to Accommodate the A380 (as of March 1, 2006) 4 

Figure 3: Sources of Funding Reported by Airports for Changes to 

Accommodate the A380 6 

Page ii GAO-06-571 Airport Changes for Receiving the A380
Abbreviations 

DOT Department of Transportation 

FAA Federal Aviation Administration 

This is a work of the U.S. government and is not subject to copyright protection in the 

United States. It may be reproduced and distributed in its entirety without further 

permission from GAO. However, because this work may contain copyrighted images or 

other material, permission from the copyright holder may be necessary if you wish to 

reproduce this material separately. 

Page iii GAO-06-571 Airport Changes for Receiving the A380
United States Government Accountability Office

Washington, DC 20548 

May 19, 2006

The Honorable John Mica 

Chairman 

Subcommittee on Aviation 

Committee on Transportation and Infrastructure 

House of Representatives 

Dear Mr. Chairman: 

Airbus S.A.S. (Airbus), a European aircraft manufacturer, is introducing a 

new aircraft called the A380 that will be the largest passenger aircraft in 

the world.1

 The A380 has a double deck and is expected to seat from about 

555 to 853 passengers. The largest commercial aircraft in use today, the 

Boeing 747, generally seats 416 passengers. The A380 is much larger than

its competitors, with a wingspan of about 262 feet, a tail fin reaching 80 

feet high, and a maximum takeoff weight in excess of 1.2 million pounds. 

The A380 is currently undergoing certification tests prior to its expected 

delivery to air carriers in late 2006. A freight version of the aircraft, the 

A380F, is to follow in 2008. Airbus has orders from 16 air carriers for 159 

passenger and freight aircraft. The only U.S. air carrier customers to date 

are Federal Express and UPS, which have each ordered 10 A380F aircraft.2

 1

Airbus is incorporated as a simplified joint stock company or S.A.S. (Société par Actions

Simplifiée).

2

The International Lease Finance Corporation, a U.S. company, ordered five A380 

passenger and five A380F freight aircraft and plans to lease these aircraft to air carriers 

across the world. No U.S. customers have been announced.

Page 1 GAO-06-571 Airport Changes for Receiving the A380
Figure 1: Depiction of the Airbus A380 Aircraft 

Because of the size of the A380, it is subject to the Federal Aviation 

Administration’s (FAA) design standards for the largest aircraft (Airplane 

Design Group VI standards), which require 200-foot-wide runways and 

100-foot-wide taxiways. However, FAA has reviewed the specification of

the A380 and in 2003 issued interim guidance—Engineering Briefs 65 and 

63—which would allow airports to convert existing 150-foot-wide runways 

to 200 feet by widening them 25 feet on each side at a lesser strength than

required under Design Group VI standards and widening runway 

shoulders. FAA’s guidance also allows the A380 aircraft to operate at 

airports with 75-foot-wide taxiways, if they widen the shoulders and 

impose certain operating restrictions on the aircraft. 

In 2002, we reported that 14 airports had estimated that it would cost them 

more than $2 billion dollars to upgrade their infrastructure to receive new 

large aircraft like the A380.3

 However, at that time, we noted that 

determining the cost to serve these aircraft was difficult because a number 

of important issues affecting the infrastructure changes that airports 

 3

GAO, Airport Infrastructure: Unresolved Issues Make It Difficult to Determine the Cost 

to Serve New Large Aircraft, GAO-02-251 (Washington, D.C.: Feb. 4, 2002).

Page 2 GAO-06-571 Airport Changes for Receiving the A380
needed to make were unresolved. Since that time, FAA has issued interim 

guidance to airports addressing some of these issues and has granted 

Modifications of Standards to some airports planning to receive the A380.4

Air carriers have also placed orders and contacted a number of U.S. 

airports about their plans for the A380 arrival. 

With the first scheduled A380 flights to the U.S. expected in 2007, a 

number of airports have made, or are planning to make, changes to their 

infrastructure to better accommodate this aircraft. You asked us to review 

and identify the impact of the Airbus A380 on U.S. airports. In examining 

this issue, we addressed the following questions: (1) What are the costs 

and nature of changes that U.S. airports are making to their infrastructure 

to accommodate the A380 aircraft? (2) What funding sources are being 

used to finance the infrastructure changes at U.S. airports? (3) What major 

factors influence the changes being made by airports to accommodate the 

A380 aircraft? On March 16, 2006, we briefed your staff on the results of 

our work to date. Appendix I contains an updated and modified version of 

the materials we presented at that time. 

To answer these questions, we sent a survey in August 2005 to officials at

18 airports that we identified as making preparations to receive the A380. 

We asked airport officials to estimate the costs for those infrastructure 

changes that have been completed, are ongoing, or are planned to 

accommodate the A380. We also asked officials at each airport to identify 

the sources of funding used to make the changes identified. We received 

responses from all 18 airports. We did not verify the accuracy of the 

airports’ estimates. However, after we received the responses to our 

surveys, we visited officials at each airport to review the cost estimates, 

the assumptions that the airports used in developing their estimates, and 

the major factors affecting their cost estimates. In addition, we contacted

each airport again to update and validate its costs as of March 1, 2006. We

also reviewed the 68 requests for modifications to FAA’s standards that 11

airports had submitted as of March 1, 2006, to identify what was being 

proposed and what FAA had approved or denied. We also interviewed 

aviation association representatives, FAA officials, and aviation experts. 

We performed our work from May 2005 through April 2006 in accordance 

with generally accepted government auditing standards. Additional details 

on our scope and methodology can be found in appendix II. 

 4

A Modification of Standard is any deviation from the established FAA standards to 

accommodate a unique condition that must be reviewed and approved by FAA. 

Page 3 GAO-06-571 Airport Changes for Receiving the A380
The 18 U.S. airports that we identified as making changes to accommodate 

the Airbus A380 estimated that they would spend about $927 million in 

completed, ongoing, or planned infrastructure projects. Figure 2 shows the 

costs reported by each airport. Additional details on each airport’s 

estimated costs and the assumptions used in developing the cost estimates 

can be found in appendix III. 

Results in Brief 

Figure 2: Costs Reported by Airports for Infrastructure Changes Needed to Accommodate the A380 (as of March 1, 2006) 

Anchorage, Alaska

(ANC)

Chicago O’Hare,

Illinois (ORD)

Denver, Colorado

(DEN)

Fort Worth Alliance,

Texas (AFW)

Indianapolis, Indiana

(IND)

Los Angeles,

California (LAX)

Louisville, Kentucky

(SDF)

New York JF Kennedy, 

New York (JFK)

Ontario, California

(ONT)

Orlando, Florida

(MCO)

Philadelphia,

Pennsylvania (PHL)

San Francisco,

California (SFO)

Washington-Dulles,

Virginia (IAD)

$120.6 million

Dallas/Fort Worth,

Texas (DFW)

$7.9 million

Atlanta, Georgia

(ATL)

$98.3 million

Tampa, Florida

(TPA)

$2.3 million

Memphis,

Tennessee (MEM)

$48.1 million

Miami, Florida

(MIA)

$97.5 million

$66.1 million

$10.9 million

$54.4 million $64.9 million $29.8 million $151.0 million $26.0 million

$12.2 million

$21.4 million

$7.4 million

$85.8 million

$22.4 million

Source: GAO.

About 83 percent of the costs reported by airports were identified for 

runway or taxiway projects. The remaining costs were for changes at 

gates, terminals, or support services. Of the A380 costs reported, about 18 

percent had been spent on completed projects, about 22 percent were 

allocated to ongoing projects, and about 60 percent were identified for 

planned projects. As a result, some airports noted that if FAA changed the 

current requirements for accommodating the A380, their estimates could 

Page 4 GAO-06-571 Airport Changes for Receiving the A380
change. For example, should FAA allow the aircraft to operate on 150-footwide runways under certain conditions, this would reduce costs at most 

airports. However, if FAA decided during the certification process, or 

later, that Design Group VI standards should apply, at least half of the 

airports could face costs in excess of those reported. 

Airport officials reported using several funding sources to finance their 

infrastructure changes. As shown in Figure 3, about half of the funds 

would be provided through the Airport Improvement Program, they said.5

Passenger facility charges were identified as the source of funding for 

about 21 percent of the costs, with revenues the airports generate, bonds, 

and other sources, such as local government funds, making up the 

remainder.6

 5

Airport Improvement Program funding is a federal grant-in-aid program that represents a 

major source of funding for airport development and planning. 

6

Passenger facility charges are fees of up to $4.50 for every enplaned passenger at 

commercial airports, which fund airport projects that enhance safety, security, capacity,

reduce noise, or increase air carrier competition. 

Page 5 GAO-06-571 Airport Changes for Receiving the A380
Figure 3: Sources of Funding Reported by Airports for Changes to Accommodate 

the A380 

Note: The figure shows sources of funding for about $813 million of the $927 million in infrastructure 

changes reported by airports. Airports did not report the sources for the remaining $114 million. 

FAA’s design standards and market considerations have been two major 

factors influencing the changes airports are making or planning to make to

accommodate the A380. For example, in identifying the infrastructure 

changes, airports generally based their plans on either (1) the 200-footwide runway and 100-foot-wide taxiway requirements for this size aircraft 

under Airplane Design Group VI standards or (2) the Engineering Brief 

guidance FAA issued, allowing airports to widen narrower runways to 200 

feet albeit at reduced strength and requiring widened runway and taxiway 

shoulders and operational restrictions. A number of airport officials noted 

that they might revise their plans if FAA makes decisions later this year as

part of the certification process for the A380 that allows them to use 

Page 6 GAO-06-571 Airport Changes for Receiving the A380
existing 150-foot-wide runways and 75-foot-wide taxiways for the A380. In 

addition, FAA has been using a Modification of Standards process to 

review and approve A380-related infrastructure changes with some 

airports. As of March 1, 2006, 11 airports had submitted 68 requests for 

Modifications of Standards to FAA, of which 47 were approved, 10 

disapproved, and 11 were under consideration. Appendix IV contains 

further information on the requested Modifications of Standards. We also 

found that some airports are making changes to accommodate the A380 

based on the market they serve and their future plans for the airport. For 

example, Los Angeles, Miami, New York, and San Francisco are major 

gateway airports that had little choice but to make changes to receive the 

A380 if they were to maintain their competitive status as international 

hubs. A number of other airports have been approached by air carriers 

with plans for future A380 passenger or freight service. These airports 

have considered the costs of making the necessary infrastructure changes

against the potential impact on their business of receiving (or not 

receiving) A380 flights. Some other airports that have not been

approached for A380 service are also making changes to accommodate it. 

Some of these airports want to market their availability for this aircraft in 

hopes of increasing their presence in the international market.

We provided a draft of this report to the Department of Transportation 

(DOT) and Airbus North America Holdings, Inc. (Airbus) for their review 

and comment. FAA (which is part of DOT) and Airbus provided technical 

comments which we incorporated into the report as appropriate. 

Agency Comments 

and Our Evaluation 

The Programs Director of Safety and Technical Affairs – Airbus, also 

provided written comments that are included in appendix V. Airbus 

commended us for our efforts in providing a comprehensive assessment of 

the infrastructure changes the U.S. airports have undertaken, or may 

undertake, to accommodate the A380. The Airbus response also included 

comments on each of the 18 airports in this report. It provided a total cost 

estimate for A380 modifications at these airports of $720 million, 

compared to the $927 million we are reporting. 

We recognize that it was difficult for airports to estimate the cost of 

infrastructure changes being made to accommodate the A380. For 

example, airports had to decide which projects were being done for the 

A380, while recognizing that some changes would also benefit other 

aircraft. In developing our $927 million estimate, we sent a survey to the 18 

airports, which completed the document and returned it. After analyzing 

the responses, we visited each airport to discuss the basis for their 

Page 7 GAO-06-571 Airport Changes for Receiving the A380
responses and to ensure that the appropriate costs were included. We 

again contacted each airport to confirm the information as of March 1, 

2006. We also recognize that the estimates contained in this report could 

change over time. As the report notes, should FAA allow the aircraft to 

operate on existing 150-foot-wide runways under certain conditions, costs 

could be reduced at most airports. However, if FAA should decide during 

the certification process, or later, that Design Group VI standards should 

apply, at least half of the airports could face costs in excess of those 

reported. Based on the information that we originally received from the 

airports and subsequent reconfirmation efforts, we have not changed the 

costs estimates provided to GAO by the airports. 

The Airbus comments can be found in appendix V. 

As agreed with your office, unless you publicly announce the contents of

this report earlier, we plan no further distribution until 10 days from the 

report date. At that time, we will send copies of this report to appropriate 

congressional committees, the Secretary of Transportation, and 

representatives of Airbus. We also will make copies available to others 

upon request. In addition, this report will be available at no charge on the 

GAO Web site at http://www.gao.gov. 

If you have any questions about this report, please contact me at (202) 512-

2834 or by e-mail at dillinghamg@gao.gov. Contact points for our Offices of 

Congressional Relations and Public Affairs may be found on the last page 

of this report. Contributors to this report are listed in appendix VI. 

Sincerely yours, 

Gerald Dillingham, Ph.D. 

 

Gerald Dillingham, Ph.D. 

Director, Physical Infrastructure Issues

Page 8 GAO-06-571 Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Appendix I: Infrastructure Changes at U.S. Airports to Accommodate the A380 Aircraft 

Airports to Accommodate the A380 Aircraft 

1

Infrastructure Changes at U.S. Airports to 

Accommodate the A380

Briefing for House Committee on Transportation and Infrastructure

March 16, 2006

Page 9 GAO-06-571 Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 10 GAO-06-571

2

Research Questions

1. What are the costs and nature of changes that U.S. airports are

making to their infrastructure to accommodate the A380 aircraft?

2. What funding sources are being used to finance the 

infrastructure changes at U.S. airports?

3. What major factors influence the changes being made by 

airports to accommodate the A380 aircraft?

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 11 GAO-06-571

3

Methods 

• Identified a universe of potential A380 airports by calling selected airports to determine if 

they were making changes to infrastructure in anticipation of receiving the A380. 

Eighteen airports indicated that they had made or were planning to make such

infrastructure changes.

• Surveyed the 18 U.S. airports that were making or planning to make infrastructure

changes to obtain information on nature and costs of the changes.

• Visited and interviewed airport management at 18 airports and met with Federal Aviation

Administration (FAA) officials to identify the infrastructure changes and funding to

accommodate the A380.

• Reviewed the design standards (Airplane Design Group VI standards and those contained 

in Engineering Briefs 63 and 65) that FAA applies to the airports receiving the A380 and

results of FAA’s process for reviewing and approving Modifications of Standards, while

maintaining safety at those airports.

• Interviewed FAA airport and certification officials; aviation experts; and representatives

from Airbus, Boeing, and various trade associations.

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 12 GAO-06-571

4

Background

•A380 passenger aircraft 

characteristics

• Maximum takeoff weight: 

1.235 million pounds

• Range: 8,000 nautical miles

• Estimated in-service date: 

End of 2006

•A380F freighter aircraft 

characteristics

• Payload: 331,000 pounds

• Maximum takeoff weight: 1.3

million pounds

• Range: 5,600 nautical miles

• Estimated in-service date: 

2nd half of 2008

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 13 GAO-06-571

5

239.3 feet

261.7 feet

211.4 feet

231.8 feet

AIR B US A38 0 BOEING 747

Background

Airbus A380:

Wingspan: 261.7 feet

Length: 239.3 feet

Height: 79.6 feet

Max Takeoff Weight: 

1.235 million pounds

Seats: 555-8531

Max Fuel Capacity: 

81,890 gallons

Boeing 747-400:

Wingspan: 211.4 feet

Length: 231.8 feet

Height: 63.7 feet

Max Takeoff Weight: 

875,000 pounds

Seats: 416-6602

Max Fuel Capacity: 

57,285 gallons

Figure 1: Comparison of the Airbus A380 and the Boeing 747-400

Source: GAO.

1 The A380 is designed to seat 555 passengers in a 3-class cabin configuration. Airbus plans to certify the A380 to seat a maximum of 853 passengers. The actual number of

seats on the aircraft will vary depending on the desires of the airline owners.

2 The 747-400 typically seats 416 passengers in a 3-class cabin configuration. The 747-400 is certified to seat a maximum of 660 passengers.

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 14 GAO-06-571

6

Background

• Sixteen air carriers

worldwide have ordered 

the passenger and 

freight versions of the 

A380.

• No U.S. carriers have

ordered the passenger 

version of the A380.

• Two U.S. carriers,

Federal Express and 

UPS, have each 

ordered 10 of the freight 

(A380F) aircraft.

Figure 2: A380 passenger and freight version orders, as of

January 27, 2006

Source: Airbus.

Air France

China Southern Airlines Group

Emirates

Etihad Airways

Federal Express

International Lease Finance Corporation

Kingfisher Airlines

Korean Air

Lufthansa

Malaysia Airlines

Qatar Airways

Qantas Airways

Singapore Airlines

Thai Airways

UPS

Virgin Atlantic

10

5 

41

4 

5 

5 

5 

15 

6 

2 

12 

10 

6 

6 

Customer A380 A380F

2

10

5

10

132 A380 27 A380F

16 customers 159 orders

Orders

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 15 GAO-06-571

7

Background

• Advantages of the A380 cited by Airbus, include:

• More cost-effective (lower cost per seat and more 

fuel efficient)

• Increased airport capacity (more passengers per flight)

• Half the noise of existing large

aircraft and lower emissions

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 16 GAO-06-571

8

Background

• The introduction of the A380 is expected to generate benefits to airports and nearby

communities in increased revenue from concessions and parking fees from the additional

passengers that the A380 is expected to carry. However, airport authorities will incur costs to

alter their runways, taxiways, and gates to accommodate the aircraft.

• The Port Authority of New York and New Jersey contracted for an assessment of the A380’s 

impact on New York’s Kennedy airport.

3 The study, which included a primary analysis and two

sensitivity analyses to test the effect of alternative assumptions, found that:

• The project would generate positive net benefits (benefits minus costs) of about $55

million (in present value terms). For example, the study estimated that the additional

revenue generated by the project would equal about $163 million while the costs

associated with airfield improvements would be about $108 million.

• The study also found that the magnitude of the estimated net benefits are sensitive to the 

planned schedule of the project. In one sensitivity analysis, delays of 2 years in the stateof-good-repair and new-large-aircraft projects would result in estimated costs outweighing benefits by $4.5 million. In the second sensitivity analysis, a delay in only the new-large- aircraft portion of the project would result in estimated benefits outweighing costs by about $6.3 million.

• The Florida Department of Transportation has authorized an assessment of the A380’s impact

on state and local economies. It would focus on measuring the impact of the project on 

construction jobs and revenue, aircraft operations, and visitors. 

3Economic Assessment of the Airfield Improvements Necessary to Accommodate the New Large Aircraft at John F. Kennedy International Airport

(Ricondo and Associates, February. 2004).

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 17 GAO-06-571

9

Background

• The size of the A380 makes U.S. airports that receive it subject to FAA’s Airplane Design Group VI

standards, which require, among other things, greater separation between taxiways, taxiways and

runways, and in terms of infrastructure, 200-foot-wide runways and 100-foot-wide taxiways. Many of

the U.S. airports that anticipate receiving the A380 do not meet FAA’s Design Group VI standards, 

although half of the A380 airports we surveyed have at least one 200-foot-wide runway.

• FAA developed guidance (called Engineering Briefs) for airports that allow a reduced-cost means of

creating a 200-foot-wide runway by adding 25 feet to each side of existing 150-foot-wide runways at a 

reduced strength, widening shoulders, and moving existing runway edge lighting and edge markings 

outward. Existing 75-foot-wide taxiways can be used under specified conditions, such as widening shoulders and installing additional centerline lighting. The Engineering Brief regarding taxiways indicates that the guidance is good for 5 years.

• Officials at the FAA have been examining aspects of the standards that could impact the A380 

requirements. For example,

• In February, FAA decided to remove the 15-mile-per-hour taxiing speed restriction for the A380 

that it had imposed under the Engineering Brief. The FAA took this step based on field research

conducted at JFK, ANC, and other international airports expected to serve the A380. 

• FAA reduced the Design Group VI distance between runway and taxiway centerlines from 600 to

500 feet in good weather and from 600 to 550 feet for operations in more restricted weather 

conditions. FAA took these steps because simulated tests indicated that the 747 and the A340

aircraft, which are similar to the A380, generally do not deviate significantly from the runway

centerline.

• During the airplane certification process, FAA will determine operating requirements that may 

apply to the A380 on runways less than 200 feet wide. A decision is expected in late 2006.

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 18 GAO-06-571

10

Nature and Cost of U.S. Airports’ Changes to

Accommodate the A380

• We identified 18

U.S. airports that are 

making or planning 

to make

infrastructure

changes to 

accommodate the 

A380.

• Costs reported by

the airports for these 

changes total about 

$927 million.

Figure 3: Cost Reported by Airports for Infrastructure Changes 

Needed to Accommodate the A380, as of March 1, 2006

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 19 GAO-06-571

11

Nature and Cost of U.S. Airports’ Changes to

Accommodate the A380

• About 83 percent of the 

costs reported by airports

were for runway and

taxiway projects.

• Remaining cost, reported 

for changes to terminals, 

support services, and 

gates, were 4, 6, and 7 

percent of the total cost, respectively.

Figure 4: Airport Costs by Type of Infrastructure Change

Reported

Source: GAO analysis of costs reported by the airports.

48%

35% Runways, $325.0

7%

6%

4%

Terminals, $35.6

Taxiway, $449.1

Dollars in millions

Gates, $63.8

Support, $53.6

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 20 GAO-06-571

12

Nature and Cost of U.S. Airports’ Changes to

Accommodate the A380

• Airports in New York, Anchorage, Atlanta, 

Miami, and Los Angeles reported the highest costs

for A380-related projects.

• To accommodate the 

A380, 17 airports reported 

runway projects and 16 

reported taxiway projects.

Figure 5: Infrastructure Cost by Airport and Type of Project

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 21 GAO-06-571

13

Nature and Cost of U.S. Airports’ Changes to

Accommodate the A380

• Of the costs reported by 

airports for runway 

projects, about 63 percent 

were for changes to

shoulders and pavement. 

Figure 6: Runway Infrastructure Changes Identified by

Airports for Accommodating the A380

Note: The figure shows details on about $295 million of the $325

million in runway changes reported by airports.

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 22 GAO-06-571

14

Nature and Cost of U.S. Airports’ Changes to

Accommodate the A380

• Of the costs reported by 

airports for taxiway

projects, about 77 percent 

were for changes to

pavement, shoulders, and 

fillets (the additional paved 

areas at runway or taxiway

intersections that ensure

that the aircraft have 

adequate pavement for

turning).

Figure 7: Taxiway Changes Reported by Airports 

for Accommodating the A380

Note: The figure shows details on about $368 million of the 

$449 million in taxiway changes reported by airports.

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

15

Nature and Cost of U.S. Airports’ Changes to

Accommodate the A380

• Most of the costs reported 

by airports for

accommodating the A380 

were for projects that 

have not yet been 

undertaken. 

Figure 8: Status of Infrastructure Changes 

Reported by Airports for Accommodating the A380 

Note: The completed projects total includes $12.5 million of completed costs from

airports’ ongoing projects. The ongoing projects total represents only the cost of

unfinished work for airports’ ongoing projects.

Page 23 GAO-06-571 Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 24 GAO-06-571

16

Funding Sources Used by Airports to Make 

Infrastructure Changes to Accommodate the A380

• Airport Improvement 

Program funds were

identified as the largest 

funding source for airport 

changes, followed by

passenger facility

charges, airport 

revenues, and bonds.

Figure 9: Sources of Funding Reported by Airports for 

Changes to Accommodate the A380 

Note: The figure shows sources of funding for about $813 million of the $927 

million in infrastructure changes reported by airports.

Source: GAO analysis of costs reported by the airports.

0

50

100

150

200

250

300

350

400

Airport Bonds Other

revenue

Passenger

facility

charges

Airport

improvement

program

Dollars in millions

Completed projects

Ongoing projects

Planned projects

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 25 GAO-06-571

17

Major Factors Influencing the Changes Being Made

at Airports

The runway and taxiway standards that airports must meet to receive the A380 will 

significantly affect the proposed changes and costs at airports. Airports have three basic

options:

• Comply with FAA Design Group VI standards. This requires, among other things, greater separations between parallel taxiways, taxiways and objects, and 

runways/to parallel taxiways and, in terms of infrastructure, 200-foot-wide runways

and 100-foot-wide taxiways. This is the most expensive option for airports.

• Comply with FAA guidelines (Engineering Briefs 65 and 63). This would allow 

airports receiving the A380 to (1) convert existing 150-foot-wide runways to 200 feet 

by adding 25 feet of asphalt to each side of the runway, widening shoulders, and

moving existing runway edge lighting and edge markings outward, and (2) use 

existing 75-foot-wide taxiways by widening shoulders, adding centerline lighting and 

restricting operations. This approach would reduce airports’ costs by their not 

having to build runways and taxiways to meet all Design Group VI standards.

• Wait for FAA’s decision on the adequacy of 150-foot-wide runways that is expected 

later this year. Should FAA allow the aircraft to operate on 150-foot-wide runways under certain conditions, this would be the lowest-cost option for those airports that

lack a 200-foot-wide runway. However, if FAA decided during the certification

process, or later, that Design Group VI standards should apply, half of the airports

could face costs in excess of those reported.

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 26 GAO-06-571

18

Major Factors Influencing the Changes Being Made

at Airports

The A380’s anticipated arrival time influences when airports need to decide

on the changes to infrastructure needed to accommodate the aircraft.

• Some airports that are expected to receive the A380 the earliest have

had to decide on what changes they are going to make in order to be 

ready in time. Chicago (O’Hare), Los Angeles, Memphis, Miami, New 

York, San Francisco, and Washington D.C. (Washington-Dulles) are 

anticipating the arrival of the A380 as early as 2007 or 2008. 

• The Anchorage, Atlanta, Louisville, and Ontario airports anticipate that 

they may receive the A380 in 2009 or 2010. They have reviewed their 

needs and planned for the changes they will be making. However,

these airports have some time to alter their plans if FAA makes

decisions that affect airport requirements for the A380.

• Other airports that will be receiving the A380 after 2010 have time to 

wait for FAA’s decisions on airport standards before making major

changes specifically for the A380.

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 27 GAO-06-571

19

Major Factors Influencing the Changes Being Made

at Airports

FAA’s process for approving exceptions to airport design 

standards (Modification of Standards process) affects what

airports must do to safely receive the A380. Airports that cannot

or do not plan to meet the design criteria required to

accommodate the A380 must obtain approval through this 

process. 

• As of March 1, 2006, 11 airports had requested 68

Modifications of Standards from FAA, of which 47 had 

been approved, 10 had been disapproved, and 11 were 

under consideration by FAA.4

• Many of the approved Modifications of Standards follow 

the Engineering Briefs’ guidance for runways and taxiways

or establish operating restrictions on the ground.

4 Miami International Airport submitted 32 individual requests for Modifications of Standards. The remaining 10

airports submitted a total of 36 requests.

Airport Changes for Receiving the A380
Appendix I: Infrastructure Changes at U.S.

Airports to Accommodate the A380 Aircraft 

Page 28 GAO-06-571

20

Major Factors Influencing the Changes Being Made

at Airports

Airports’ decisions on what changes to make to accommodate the A380 are affected by the market they serve and their future plans.

• Los Angeles, Miami, New York, and San Francisco are major international

gateway airports and had little choice but to make changes to be ready for the

A380 if they were to maintain their status. Major freight airports like those in

Anchorage, Memphis, and Louisville have to be ready to receive the A380 

since Federal Express and UPS each have contracted for 10 of the freight

version of the aircraft.

• Other airports have been approached by air carriers planning to begin A380 

passenger and/or cargo service in the future. These airports weigh the cost of

making changes to accommodate the A380 and the potential impact on their

business of receiving or not receiving A380 flights. Airports that are not ready 

or turn down the A380 could lose flights and carriers to competing airports.

• Some airports that have not been approached for A380 service are also making 

changes to accommodate it. These airports want to market their availability for 

this aircraft, hoping to increase their presence in the international market and 

benefit from the resulting increase in connecting domestic flights. For example, the Dallas/Fort Worth and Orlando airports hope to attract A380 passenger

service while the Ontario and Fort Worth Alliance airports plan to be ready for

the freight version of the A380 should Federal Express or UPS decide to use 

them.

Airport Changes for Receiving the A380
Appendix II: Objectives, Scope, and Appendix II: Objectives, Scope, and Methodology 

Methodology 

You asked us to review and identify the impact of the Airbus A380 on U.S.

airports. In examining this issue, we addressed the following questions: (1) 

What are the costs and nature of changes that U.S. airports are making to

their infrastructure to accommodate the A380 aircraft? (2) What funding 

sources are being used to finance the infrastructure changes at U.S. 

airports? (3) What major factors influence the changes being made by 

airports to accommodate the A380 aircraft? 

To determine the costs and nature of changes that U.S. airports are making 

to their infrastructure to accommodate the A380 aircraft, we developed 

and administered a survey to 18 U.S. airports that are making or planning 

to make changes to accommodate the A380 aircraft. We then visited each 

of the airports to discuss their responses. We interviewed FAA, Airbus, 

and U.S. airport officials; trade associations; and aviation experts to 

identify the regulations governing aircraft certification and airport 

operations. 

In creating the survey of airports, we developed questions to obtain 

information on the changes that have been made, are ongoing, or are 

planned to accommodate the A380 and the costs of the component parts of 

each project. We segmented the survey into five airport areas: runways, 

taxiways, terminals, gates, and support facilities such as hangars or fire 

and rescue equipment. We developed the airport survey document in 

consultation with FAA, airport officials, and aviation experts. Because 

these were not sample surveys, there are no sampling errors. However, the 

practical difficulties of conducting any survey may introduce errors, 

commonly referred to as nonsampling errors. For example, differences in 

how a particular question is interpreted, in the sources of information that 

are available to respondents, or how the data are entered into a database 

can introduce unwanted variability into the survey results. We took steps 

in the development of the survey, the data collection, and data analysis to 

minimize these nonsampling errors. For example, prior to administering 

the survey, we pretested the content and format with FAA officials, airport 

officials, and several aviation experts to determine whether (1) the survey

questions were clear, (2) the terms used were precise, (3) respondents 

were able to provide the information we were seeking, and (4) the 

questions were unbiased. Based on these results, we made changes to the 

content and format of the final survey instrument. 

Page 29 GAO-06-571 Airport Changes for Receiving the A380
Appendix II: Objectives, Scope, and

Methodology 

To determine which U.S. airports to survey, we identified 29 airports that 

had received regular 747 service, were included in our prior review as 

potentially receiving the A380,1

 or had been identified by Airbus or in 

literature as potentially receiving the aircraft for regularly-scheduled 

service. We called officials at these 29 airports and identified 18 that were

making or planned to make changes to their infrastructure to 

accommodate the A380 by 2015. 

We administered the survey to 18 airports in August 2005 via the internet.

All airports responded to the survey. However, after we had sent the 

surveys, St. Louis International Airport officials informed us that they were

no longer planning to make changes for the A380; therefore we dropped 

St. Louis from our survey list. During the course of our work, we were 

informed that Tampa International and San Bernadio International 

Airports were also making changes to accommodate the A380. After 

Tampa officials confirmed that they were making some A380-related 

changes, we invited them to complete our survey. But while Tampa 

completed the survey, San Bernadino officials told us that the changes 

they were making were not A380-specific and that they would be making

these changes even if the A380 did not exist. As a result, we did not 

include them in the survey. 

After reviewing the airport responses, we visited each airport and 

interviewed officials regarding the projects and costs they had identified. 

We wanted to understand the necessity for the construction and its 

relationship to other airport capital-improvement projects. We also met 

with FAA regional and local officials regarding the infrastructure changes, 

and any Modification of Standards requested by airports that did not plan 

to meet Design Group VI standards. We did not verify the accuracy of the 

cost estimates airports provided. 

In addition to the survey, to obtain information on the cost and nature of

changes, we reviewed and discussed with FAA officials Airport Design 

Group VI and V standards and their application at U.S. airports. We 

interviewed FAA, Airbus, trade association officials, and aviation experts 

to identify the regulations governing aircraft certification and airport 

operations. We also obtained and analyzed any requests for Modifications 

of Standards requested by the 18 airports and summarized FAA decisions 

 1

GAO, Airport Infrastructure: Unresolved Issues Make It Difficult to Determine the Cost 

to Service New Large Aircraft, GAO-02-251 (Washington, D.C.: Feb. 2002). 

Page 30 GAO-06-571 Airport Changes for Receiving the A380
Appendix II: Objectives, Scope, and

Methodology 

regarding the infrastructure and operational impacts to the airports. We 

also discussed—with FAA and airport officials—the effect that

Modifications of Standards would have on airports’ infrastructure. 

To identify the funding sources used to finance the A380-related 

infrastructure changes at U.S. airports, we also used the internet survey 

discussed above. We included questions regarding the source of funds for 

the various segments of projects such as shoulders and lighting for 

runways and taxiways. Specifically, we asked airports to identify funding 

from the Airport Improvement Program, passenger facility charges, airport 

revenue, airport revenue bonds, or other sources such as local government 

funds. We asked airports to provide funding information for projects that 

were completed, ongoing, and planned. We also discussed airport project 

funding with FAA program, regional, and local officials. 

To identify the major factors that influenced the changes being made by 

airports to accommodate the A380 aircraft, we interviewed FAA officials 

and officials at each of the 18 survey airports. We obtained the views of 

trade association officials and aviation experts to identify the reasons for 

making the infrastructure changes. We also reviewed literature and 

assessments of the impact of airport construction and expansion on 

airport revenues and regional economic benefits. 

During the review, the following aviation experts reviewed our methods 

and a draft of the report for accuracy and balance: Ms. Rose Agnew, 

Aviation Innovation, LLC; Mr. Cedric Curtis, Carter-Burgess, Inc.; Dr. John 

Kasarda, University of North Carolina at Chapel Hill; and Mr. Richard 

Marchi, Airports Council International-North America. 

We performed our work from May 2005 through April 2006 in accordance 

with generally accepted government auditing standards. 

Page 31 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by Appendix III: Summary Costs Reported by Airports to Accommodate the A380 

Airports to Accommodate the A380 

Table 1: Ted Stevens Anchorage International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $30,000.0 $30,000.0

Total runway projects $30,000.0

Completed taxiway projects $36,237.0 $36,237.0

Ongoing taxiway projects $0.0 $35,899.0 $35,899.0

Planned taxiway projects $0.0 $0.0

Total taxiway projects $72,136.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $0.0 $0.0

Total gate projects $0.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $16,974.0 $16,974.0

Planned support projects $1,498.0 $1,498.0

Total support projects $18,472.0

Total airport $36,237.0 $52,873.0 $31,498.0 $120,608.0

Source: GAO analysis of costs reported by the airport. 

Anchorage airport officials provided the following information regarding 

A380-related infrastructure project costs: 

• Airport officials expect the airport to serve as a flight destination for the 

freight version of the A380. Federal Express and UPS have both 

contracted for 10 A380F aircraft. Anchorage expects to begin receiving the 

Federal Express flights in 2009 with two daily A380 flights initially and a 

maximum of five A380 daily flights by 2020. 

• The airport’s estimate assumed that it would reconstruct an existing 

runway to meet Design Group VI standards for runway pavement width, 

object-free area, and safety area. They anticipate that construction will 

Page 32 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by

Airports to Accommodate the A380 

begin in 2007. The estimate also included the construction of a taxiway 

that was completed in 2004 to accommodate A380 traffic flow. Airport 

officials also included the costs of reconstructing two other taxiways to 

Design Group VI width. Airport officials noted that if FAA were to approve 

lesser standards for the A380 they may alter their plans, which could 

reduce costs. In estimating the support costs, airport officials said they 

included plans to purchase two new Aircraft Rescue and Fire Fighting 

vehicles and the cost associated with building two new remote parking 

positions for A380 cargo aircraft. 

• Airport officials have requested—and been approved for—two 

Modifications of Standards from FAA. 

• Airport officials estimated that projects would be funded with about 93 

percent from Airport Improvement Program funds, 1 percent through 

airport revenue, and 6 percent through airport bonds. 

Page 33 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by

Airports to Accommodate the A380 

Table 2: Fort Worth Alliance Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $18,392.1 $18,392.1

Total runway projects $18,392.1

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $3,985.9 $3,985.9

Total taxiway projects $3,985.9

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $0.0 $0.0

Total gate projects $0.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $0.0 $0.0 $22,378.0 $22,378.0

Source: GAO analysis of costs reported by the airport. 

Fort Worth airport officials provided the following information regarding 

A380-related infrastructure project costs: 

• As of March 1, 2006, no air carriers had identified Alliance Fort Worth for 

A380 service. However, the airport is a freight center for Federal Express, 

which purchased 10 aircraft. The airport wants to be ready to receive

flights after 2008 when the freight aircraft is expected to be certified. In 

addition, airport officials expect that Alliance Fort Worth could be an 

alternate airport if an A380 were unable to land at Dallas/Fort Worth. 

• The airport estimate assumed that planned runway construction would 

widen one existing 150-foot runway to 200 feet and add shoulders to meet 

Page 34 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by

Airports to Accommodate the A380 

Design Group VI standards. In addition, it assumed that construction 

would widen the shoulders on the 75-foot taxiways to comply with 

Engineering Brief 63 requirements. The airport also plans to lengthen the 

200-foot-wide runway from 9,600 feet to 13,000 feet to allow a fully loaded 

A380 freighter to take off during hot weather. The runway extension 

requires moving a railroad line and road at a substantial cost that is not 

included in the estimate. Airport officials said the project was conceived 

long before the A380 was being planned, and that the runway extension is 

not exclusive to the A380 because other aircraft would also benefit. 

Airport officials noted that construction will not begin before A380 

certification so they can modify projects to comply with whatever runway 

and taxiway standards FAA applies to the A380. 

• If necessary, the airport will request a Modification of Standards for FAA 

approval to construct taxiways that meet Engineering Brief 63

requirements. 

• All construction would be paid for by Airport Improvement Program 

funds. 

Page 35 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by

Airports to Accommodate the A380 

Table 3: Hartsfield-Jackson Atlanta International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $52,337.0 $52,337.0

Total runway projects $52,337.0

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $44,622.0 $44,622.0

Total taxiway projects $44,622.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $730.0 $730.0

Total gate projects $730.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $611.0 $611.0

Total terminal projects $611.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $0.0 $0.0 $98,300.0 $98,300.0

Source: GAO analysis of costs reported by the airport. 

Atlanta airport officials provided the following information regarding 

A380-related infrastructure project costs: 

• As of March 1, 2006, no air carriers have identified Atlanta’s airport for 

A380 service. Airport officials do not expect A380 service until after 2010.

• Atlanta’s cost estimates include planned runway construction to widen 

shoulders and blast pads, and relocation of lighting and signage to comply

with Engineering Brief 65 guidance. Existing runways are 150 feet wide. 

Construction is not expected to begin before A380 certification later this 

year. As a result, airport officials noted that they may change projects to 

comply with whatever standards FAA applies to the A380. Atlanta’s cost 

Page 36 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by

Airports to Accommodate the A380 

estimate for taxiways includes construction to widening shoulders on their 

75-foot-wide taxiways and change taxiway lighting, signage, and markings 

to meet Engineering Brief 63 guidance. The cost estimated for gate 

projects assumed that gate and terminal modifications would be 

undertaken to add passenger boarding bridges at two gates. 

• Atlanta has not submitted any requests for Modifications of Standards, as 

of March 1, 2006. 

• Airport officials estimated that projects would be funded from Airport 

Improvement Program funds (about 75 percent), passenger facility 

charges (about 5 percent), and general airport revenue bonds based on the 

projected revenues of airlines (about 20 percent). Airport officials noted 

that these A380-related projects must compete with other higher priority 

airport projects. 

Page 37 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by

Airports to Accommodate the A380 

Table 4: Chicago O’Hare International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $9,056.0 $9,056.0

Planned runway projects $25,612.0 $25,612.0

Total runway projects $34,668.0

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $11,258.0 $11,258.0

Planned taxiway projects $18,511.0 $18,511.0

Total taxiway projects $29,769.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $500.0 $500.0

Total gate projects $500.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $0.0 $20,314.0 $44,623.0 $64,937.0

Source: GAO analysis of costs reported by the airport. 

Chicago airport officials provided the following information regarding 

A380-related infrastructure project costs: 

• As of March 1, 2006, one air carrier has identified O’Hare for A380 service

which is expected to begin in the summer of 2008. FAA recently approved

O’Hare’s major modernization program with 200-foot-wide runways and 

some 100-foot-wide taxiways to meet Design Group VI standards by 2013.

• O’Hare’s estimate includes both short term and long term costs. In the 

short term, through 2008, O’Hare estimated the cost of making changes to

two existing runways and one taxiway that would meet either Design 

Group VI or Engineering Briefs 65 and 63 standards. However, airport 

Page 38 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by

Airports to Accommodate the A380 

officials said that, should FAA approve the use of these existing runways 

and taxiways without any changes, their estimated costs could be reduced 

by about $31 million. In estimating the longer-term costs associated with 

their modernization plan through 2013, O’Hare officials calculated the 

incremental cost of building two new 200-foot-wide runways and two new 

100-foot-wide taxiways to Design Group VI standards and the lesser cost 

of building them to Design Group V requirements. The gate cost includes 

the expense of converting an unused gate in the international terminal to 

allow it to provide a second jetway access to an A380. Only lower-deck 

access is anticipated at this time. 

• Airport officials said they will apply for Modifications of Standards to 

allow use of existing infrastructure in the short term, with only minimal 

changes being made to runways and taxiways. They would take mitigating 

operational actions to provide an equivalent level of safety for the A380 

and other aircraft. 

• Airport officials identified 51 percent of costs as being financed through 

airport bonds, 34 percent through Airport Improvement Program funds, 

and 13 percent through passenger facility charges. 

Page 39 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by

Airports to Accommodate the A380 

Table 5: Dallas/Fort Worth International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $4,525.0 $4,525.0

Total runway projects $4,525.0

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $1,600.0 $1,600.0

Total taxiway projects $1,600.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $1,745.0 $1,745.0

Total gate projects $1,745.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $0.0 $0.0 $7,870.0 $7,870.0

Source: GAO analysis of costs reported by the airport. 

Dallas/Fort Worth airport officials provided the following information 

regarding A380-related infrastructure project costs: 

• As of March 1, 2006, no air carriers had identified Dallas/Fort Worth for 

A380 service. However, airport officials told us that they expect A380 

service in the future. In addition, they said that to remain competitive with

other airports and attract air carriers, they need to be ready for the A380.

• Airport estimates assumed that runway construction will be needed to 

widen shoulders and blast pads to comply with Design Group VI 

standards. Existing runways are 200 feet wide. In addition, they estimated 

costs associated with construction that would widen the taxiway 

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Airports to Accommodate the A380 

shoulders 15 feet to comply with Design Group VI requirements. Existing 

taxiways are 100 feet wide. The costs of three gates that will accommodate 

the A380 in the new international terminal were not included in the airport 

estimates. In addition, the estimates did not include the cost of additional

aircraft rescue and fire-fighting equipment that the airport may need to

purchase to better respond to incidents involving the A380. Airport 

officials noted that construction will not begin on these projects before 

A380 certification in late 2006. As a result, the airport may change projects

to comply with whatever runway and taxiway standards FAA applies to 

the A380. 

• The airport does not plan to apply for any Modification of Standards for 

A380 operations. 

• All construction would be funded by passenger facility charges. 

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Table 6: Denver International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $18,207.0 $18,207.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $0.0 $0.0

Total runway projects $18,207.0

Completed taxiway projects $18,318.0 $18,318.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $9,000.0 $9,000.0

Total taxiway projects $27,318.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $4,800.0 $4,800.0

Total gate projects $4,800.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $4,100.0 $4,100.0

Total terminal projects $4,100.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $36,525.0 $0.0 $17,900.0 $54,425.0

Source: GAO analysis of costs reported by the airport. 

Denver airport officials provided the following information regarding 

A380-related infrastructure project costs: 

• One air carrier has indicated that it may begin A380 service at some time in 

the future. Airport officials said they believed that other carriers would 

eventually bring Design Group VI aircraft to this airport in its role as a 

major U.S. hub, especially if other large airports were only able to provide 

limited facilities to accommodate them. 

• In estimating costs, airport officials included some of the costs of 

constructing one 200-foot-wide runway and two taxiways to meet Design 

Group VI standards. These projects were completed in 2003. The airport 

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Airports to Accommodate the A380 

included the incremental cost to upgrade the new runway from Design 

Group V standards to Design Group VI standards. Planned construction 

includes bringing one taxiway into compliance with Engineering Brief 63

requirements and modifying two gates to receive the A380. Airport 

officials also plan to expand the customs and immigration areas. Costs do 

not include additional aircraft rescue and fire-fighting equipment that the 

airport may need to purchase to better respond to incidents involving the 

A380. 

• The airport has submitted a Modification of Standards to FAA to operate 

the A380 on taxiways that comply with Engineering Brief 63. 

• Runway and taxiway construction have been (and will be) paid for from 

Airport Improvement Program funds and airport bonds. Customs and 

Immigration facility expansion will be funded from airport bonds. 

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Table 7: Indianapolis International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Costs of planned 

projects

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $13,434.3 $13,434.3

Total runway projects $13,434.3

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $16,409.6 $16,409.6

Total taxiway projects $16,409.6

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $0.0 $0.0

Total gate projects $0.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $0.0 $0.0 $29,844.0 $29,844.0

Source: GAO analysis of costs reported by the airport. 

Indianapolis airport officials provided the following information regarding

A380-related infrastructure projects: 

• As of March 1, 2006, no air carriers have identified this airport for A380 

service. However, airport officials indicated that Federal Express plans to 

begin A380 flights after 2010. The airport could also serve as an alternate 

airport for A380s carrying either passengers or freight. 

• Airport estimates assumed that because existing runways are 150 feet 

wide, one runway would be widened to 200 feet to comply with 

Engineering Brief 65—adding 40-foot erosion control shoulders, and 

moving the runway edge lighting to the edge of the new shoulders. 

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Similarly, the airport assumed that they would widen taxiway shoulders 

for one designated taxiway route to the new Midfield Terminal and 

Federal Express apron to comply with Engineering Brief 63 requirements. 

The new Midfield Terminal will include one gate that can serve an A380, 

but is designed for regular use by other aircraft; there are no terminal 

costs directly attributable to accommodating the A380. Airport officials 

said that construction timing is not definite, but will occur after A380 

certification in 2006. As a result, the airport may change projects to 

comply with whatever runway and taxiway standards FAA applies to the 

A380, which could affect the cost of the projects.

• The airport has requested a Modification of Standards, to allow the A380

to operate on a runway width of 150 feet. 

• Airport officials did not identify funding sources for these projects but 

indicated that funding would not come from the Airport Improvement 

Program or passenger facility charges. 

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Table 8: Los Angeles International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $3,120.0 $3,120.0

Total runway projects $3,120.0

Completed taxiway projects $9,099.0 $9,099.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $34,999.0 $34,999.0

Total taxiway projects $44,098.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $383.0 $3,351.0 $3,734.0

Planned gate projects $7,474.0 $7,474.0

Total gate projects $11,208.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $290.0 $6,900.0 $7,190.0

Planned terminal projects $20,200.0 $20,200.0

Total terminal projects $27,390.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $9,772.0 $10,251.0 $65,793.0 $85,816.0

Source: GAO analysis of costs reported by the airport. 

Los Angeles airport officials provided the following information regarding 

A380-related infrastructure project costs: 

• As of March 1, 2006, several air carriers identified this airport for A380 

service beginning in early 2007. Airport officials said that this airport 

would be the first in the U.S. to begin A380 service, and that it had to be

ready to maintain its competitive position with other airports. 

• Airport estimates assumed that construction was needed to strengthen 

and widen taxiway intersections, bridges and tunnels to comply with 

Engineering Brief 63 requirements. Taxiway construction began in 2005 to

widen and strengthen intersections where the A380 could turn. Additional 

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taxiway and runway work to strengthen bridges and tunnels was also 

planned. Airport estimates also included construction on four terminal 

gates and four remote gates. Terminal construction for the gate areas is 

expected to be complete in 2006. The costs do not include the relocation 

of a 200-foot-wide runway 55 feet further away from another runway that 

officials said was to reduce runway incursions rather than to 

accommodate the A380.

• FAA approved Modifications of Standards that would allow the airport to

operate the A380 on taxiways that met Engineering Brief 63. An existing 

runway is 200 feet wide and will be moved and built to comply with Design 

Group VI standards. 

• About half of the construction would be paid for with Airport 

Improvement Program funds, passenger facility charges, and airport 

revenue. Funding for about 46 percent of costs was not identified. 

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Table 9: Louisville International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $11,000.0 $11,000.0

Total runway projects $11,000.0

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $15,000.0 $15,000.0

Total taxiway projects $15,000.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $0.0 $0.0

Total gate projects $0.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $0.0 $0.0 $26,000.0 $26,000.0

Source: GAO analysis of costs reported by the airport. 

Louisville airport officials provided the following information regarding 

A380-related infrastructure project costs: 

• Airport officials expect A380 freight service sometime in 2009. UPS, which 

has contracted for 10 A380s, has announced plans to use Louisville for 

their A380 operations. No passenger carriers have identified this airport 

for A380 service, as of March 1, 2006.

• Airport officials’ cost estimate assumed that runway construction will be 

needed to widen the pavement on one runway to 200 feet and expand 

shoulders to comply with Design Group VI standards. In addition, the 

estimate assumes that the airport builds a new taxiway parallel to the A380

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runway. This taxiway would be 100 feet wide and have 550 feet of 

separation from the A380 runway. Airport officials noted that these plans 

and estimates could change based on pending results of an operational 

planning study of the airfield. Construction of the parallel taxiway could 

be underway as early as the fall of 2006; however, the proposed runway 

widening project would come after A380 certification (expected in late

2006), providing the airport with the opportunity to change projects’ 

priority to comply with whatever runway and taxiway standards FAA 

applies to the A380. 

• Louisville has not requested any Modifications of Standards for A380 

operations, as of March 1, 2006. 

• Airport officials said that construction would be funded by Airport 

Improvement Program funds (95 percent) and airport revenues (5 

percent). It should be noted that Louisville was identified as a medium-hub

airport for federal fiscal year 2005, and was downgraded to a small-hub 

airport for federal fiscal year 2006. Current plans anticipate a 95/5 share on

Airport Improvement Program funds, but it is possible for Louisville to 

return to a 75/25 rate in future years.

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Table 10: Memphis International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $24,000.0 $24,000.0

Total runway projects $24,000.0

Completed taxiway projects $9,965.0 $9,965.0

Ongoing taxiway projects $8,180.0 $0.0 $8,180.0

Planned taxiway projects $6,000.0 $6,000.0

Total taxiway projects $24,145.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $0.0 $0.0

Total gate projects $0.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $18,145.0 $0.0 $30,000.0 $48,145.0

Source: GAO analysis of costs reported by the airport. 

Memphis airport officials provided the following information regarding 

A380-related infrastructure projects: 

• Airport officials expect the airport to serve as a cargo A380 flight 

destination for Federal Express beginning in 2008. Federal Express, which 

is headquartered in Memphis, has purchased 10 A380F freight aircraft and 

expects to use the Memphis airport for A380 service. 

• Memphis plans to widen runway shoulders and modify lighting and 

markers on two runways for A380 service to meet Engineering Brief 65 

requirements. Construction is expected to be accomplished in 2007. 

Taxiway improvements include widening certain taxiway shoulders to 

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Airports to Accommodate the A380 

meet Engineering Brief 63 requirements. Other costs cited by Memphis 

airport officials include the difference between what it would have cost to 

build a 75-foot-wide taxiway and the 100-foot-wide taxiways that were 

built. Construction began in 2000 and will be competed in 2007. These 

costs do not include Federal Express costs for construction of cargo areas 

and aprons.

• Airport officials requested five Modifications of Standards and FAA 

approved four. The modification that was not approved requested 

approval to operate the A380 on their existing 150-foot-wide runways. As a 

result, their estimate includes costs associated with meeting the 

Engineering Brief 65 requirements. 

• The airport plans to fund about 75 percent of its construction projects 

through Airport Improvement Program funds and 25 percent through 

airport bonds. 

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Table 11: Miami International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $33,511.0 $33,511.0

Total runway projects $33,511.0

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $13,812.0 $13,812.0

Total taxiway projects $13,812.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $11,502.0 $11,502.0

Planned gate projects $4,000.0 $4,000.0

Total gate projects $15,502.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $34,641.0 $34,641.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $34,641.0

Total airport $34,641.0 $11,502.0 $51,323.0 $97,466.0

Source: GAO analysis of costs reported by the airport. 

Miami airport officials provided the following information regarding A380-

related infrastructure projects: 

• Airport officials expect to receive A380 passenger flights initially from 

three air carriers from 2008 through 2010. 

• Miami airport officials’ estimate included plans to widen runway pavement 

and shoulders and modify lighting, signage, and markers on two runways 

to meet Engineering Brief 65 requirements for the A380. Officials assumed 

that they would need to make taxiway improvements by adding shoulder 

pavement, and modifying signage, lighting, and markings. The estimate 

also assumed modifications would be made for A380 parking at three

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Airports to Accommodate the A380 

terminal gates and two hard-stand parking positions. Construction is 

expected to begin after A380 certification later this year and, as a result, 

airport officials noted that the airport may change projects to comply with 

whatever runway and taxiway standards FAA applies to the A380. 

According to airport officials, Engineering Brief 63 and 65 have been 

approved by the FAA on an interim 5-year (evaluation) basis. However, 

they said that implementing Engineering Brief 65 and Engineering Brief 63 

(and their associated high costs) is an unwarranted risk due to the interim 

nature of the approval and the low level of expected A380 operations at 

the airport. 

• Airport officials have requested 32 Modifications of Standards of which 

FAA has approved 26. Those projects not approved involved runway 

pavement and shoulder width, runway blast-pad width, and taxiway-tovehicle service road separation. 

• The airport estimated that it would pay about 75 percent of its 

construction projects from Airport Improvement Program funds, 12.5 

percent from airport revenue, and 12.5 percent from Florida Department 

of Transportation matching funds. 

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Table 12: New York John F. Kennedy International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects

Total estimated

costs

Completed runway projects $19,600.0 $19,600.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $28,340.0 $28,340.0

Total runway projects $47,940.0

Completed taxiway projects $3,800.0 $3,800.0

Ongoing taxiway projects $0.0 $72,200.0 $72,200.0

Planned taxiway projects $16,800.0 $16,800.0

Total taxiway projects $92,800.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $10,300.0 $10,300.0

Planned gate projects $0.0 $0.0

Total gate projects $10,300.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $23,400.0 $82,500.0 $45,140.0 $151,040.0

Source: GAO analysis of costs reported by the airport. 

New York airport officials provided the following information regarding 

A380-related infrastructure project costs: 

• Airport officials expect A380 service to begin in early 2007 because this 

airport has more foreign-carrier traffic than domestic. To maintain their 

market position, officials said that they had to prepare for the A380 and 

other large aircraft. Six carriers that purchased the A380 could begin 

service at the airport. 

• The cost estimates were based on the assumption that major 

reconstruction was necessary for runways, taxiways, and some gate 

projects. Some of the runway projects were completed in 2002, but other 

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work is scheduled to continue until 2013. One of the ongoing projects is 

widening a 150-foot runway to 200 feet. It is scheduled for completion in 

2008. One of the planned projects is to widen another 150-foot runway to 

200 feet. This project is part of a 2012 rehabilitation project. Another major 

ongoing project is to increase separation on a heavily used taxiway that 

circles the terminals. In the gate area, changes include an apron extension, 

jetways, and fuel hydrant projects. 

• FAA approved a Modification of Standards for taxiways meeting 

Engineering Brief 63 requirements. 

• Most of the construction funds (86 percent) came from passenger facility 

charges. The remainder, about 13 percent, came from Airport 

Improvement Program grants. 

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Table 13: Ontario International Airport’s (Ontario, California) Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $3,600 $3,816.6 $7,416.6

Planned runway projects $0.0 $0.0

Total runway projects $7,416.6

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $0.0 $0.0

Total taxiway projects $0.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $0.0 $0.0

Total gate projects $0.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $3,600.0 $3,816.6 $0.0 $7,416.6

Source: GAO analysis of costs reported by the airport. 

Ontario airport officials provided the following information regarding 

A380-related infrastructure projects: 

• Airport officials expect A380 freight service to begin in 2009 or later. UPS, 

which has contracted for 10 A380F aircraft, uses this airport for many of 

its flights to Asia. In addition, officials expect that there may be an A380 

alternate for the Los Angeles Airport, if an A380 were unable to land there. 

• In estimating costs, airport officials assumed that the A380 flights would 

use a runway that is currently being reconstructed. When construction is 

complete later in 2006, this runway will be 150 feet wide with 65-foot-wide 

structural shoulders that will comply with Engineering Brief 65. However, 

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Airports to Accommodate the A380 

because the runway reconstruction was necessary to continue using it for 

any flights, the estimated costs include only the incremental costs of 

runway construction specifically for the A380. For example, construction 

of fillets and a fast-exit taxiway are included in the runway costs. The 

airport did not include the cost of additional aircraft rescue and firefighting equipment that the airport may need to purchase to better respond 

to incidents involving the A380. The estimate also does not include the

costs that UPS will incur for a taxiway extension and apron for a new UPS 

facility. 

• The airport requested Modifications of Standards from Design Group VI 

standards for runways and taxiways, seeking FAA approval to use a 

runway built to Engineering Brief 65 and use of existing taxiways. 

• Airport officials identified funding sources as 75 percent from the Airport 

Improvement Program with the matching 25 percent from sources other 

than passenger facility charges, airport revenue, or bonds. 

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Table 14: Orlando International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

 projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $15,832.0 $15,832.0

Total runway projects $15,832.0

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $6,700.0 $6,700.0

Planned taxiway projects $40,600.0 $40,600.0

Total taxiway projects $47,300.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $3,000.0 $3,000.0

Total gate projects $3,000.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $0.0 $6,700.0 $59,432.0 $66,132.0

Source: GAO analysis of costs reported by the airport. 

Orlando airport officials provided the following information regarding 

A380-related infrastructure projects: 

• Virgin Atlantic Airlines has indicated they plan to introduce service at 

Orlando in 2009; however, no firm date has been set. Airport officials plan 

to be ready to accommodate the A380 by completing work that will 

accommodate the A380 on the West Airfield by 2008. They noted that 

because the airport is the fourth busiest origin and destination hub in the 

U.S.—and one of only four airports on the East Coast designated to 

receive the A380—it is an attractive destination for international A380

traffic. 

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• Orlando’s total estimate is based on long-term facilities needed to 

accommodate the A380. However, only first-phase work will be done to 

the West Airfield because runways and some taxiways already meet FAA 

Design Group VI standards. The cost of phase one development is about 

$35.3 million. Phase Two work to the East Airfield will be developed as 

demand increases and after FAA makes a final decision on interim 

standards included in Engineering Briefs 63 and 65. The estimated cost of 

Phase Two is $30.6 million. West Airfield development includes widening 

runway and taxiway shoulders; adding fillets; and modifying lighting, 

signage, and markers. The cost estimate also included A380 parking at two 

terminal gates. They estimated that Phase One would be completed in the

2007 time period, and the Phase Two projects are expected to be 

underway by 2015. 

• FAA has approved the two Modifications of Standards requested by the 

Orlando airport. 

• Airport officials did not provide specific funding sources for construction 

projects but these would include Airport Improvement Program grants, 

passenger facility charges, and state grants. 

Page 59 GAO-06-571 Airport Changes for Receiving the A380
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Table 15: Philadelphia International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of 

completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $2,991.2 $2,991.2

Total runway projects $2,991.2

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $4,859.9 $4,859.9

Total taxiway projects $4,859.9

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $770.5 $770.5

Total gate projects $770.5

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $3,529.4 $3,529.4

Total terminal projects $3,529.4

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $0.0 $0.0 $12,150.9 $12,150.9

Source: GAO analysis of costs reported by the airport. 

Philadelphia airport officials provided the following information regarding

A380-related infrastructure project costs: 

• As of March 1, 2006, no air carriers had identified Philadelphia 

International Airport for A380 service. However, airport officials are 

planning for potential future cargo demand. In addition, the airport may 

serve as an alternate airport for A380 passenger aircraft and could have

the potential to serve international passenger traffic. 

• The estimate assumes that the airport would widen shoulders and blast 

pads on one existing 200-foot-wide runway to comply with Design Group 

VI standards. In addition, the estimate provides for construction to 

Page 60 GAO-06-571 Airport Changes for Receiving the A380
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Airports to Accommodate the A380 

taxiways that the A380 would use to comply with Design Group VI 

requirements. Airport officials also assumed that they would improve two 

existing gates and add boarding bridges to service the A380’s upper deck 

and improve passenger hold areas, baggage processing, and ticketing to

handle two A380s at once. Airport officials noted that the timing of these 

projects is currently uncertain. The airport is now focused on expanding

airfield capacity for smaller planes. The A380 projects would not begin 

until the current building program is complete. For example, the planned 

taxiway projects are estimated to begin in 2011. 

• Philadelphia has not requested a Modification of Standards for its A380 

plans, as of March 1, 2006. 

• Airport officials said that construction would be funded by a combination 

of Airport Improvement Program funds (48.5 percent), passenger facility 

charges (35.4 percent), bonds (8.1 percent), and other grants (8.1 percent). 

Page 61 GAO-06-571 Airport Changes for Receiving the A380
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Table 16: San Francisco International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $3,500.0 $3,500.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $2,000.0 $2,000.0

Total runway projects $5,500.0

Completed taxiway projects $850.0 $850.0

Ongoing taxiway projects $0.0 $3,200.0 $3,200.0

Planned taxiway projects $4,000.0 $4,000.0

Total taxiway projects $8,050.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $6,250.0 $6,250.0

Planned gate projects $1,100.0 $1,100.0

Total gate projects $7,350.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $500.00 $500.00

Planned support projects $0.0 $0.0

Total support projects $500.0

Total airport $4,350.0 $9,950.0 $7,100.0 $21,400.0

Source: GAO analysis of costs reported by the airport. 

San Francisco airport officials provided the following information 

regarding A380-related infrastructure project costs: 

• San Francisco airport officials expect A380 service in early 2007. As of 

March 1, 2006, airport officials had identified six air carriers that might 

operate A380 aircraft at this airport. The airport has four runways that are 

200 feet wide but only two can be used for A380 departures. The third can 

be used for landings. Airport officials said they had to make changes to 

accept the A380 or they would have lost traffic to other airports. 

• The airport assumed A380 service would begin soon after the aircraft was 

certified and has modified the shoulders, lighting, and markings on two of 

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Airports to Accommodate the A380 

its four 200-foot-wide runways to Design Group VI for A380 service, 

completing construction on the first runway in 2003 and the second in 

2004. Changes in shoulders, lighting, and markings are also planned for a 

third Design Group VI runway, which is planned to be completed in 2008. 

Taxiway construction, consisting of widening shoulders and moving lights, 

was completed in 2004 and 2005 in compliance with Engineering Brief 63. 

Ongoing taxiway projects will be completed in 2006 and 2007. Two gates

will be modified in 2006 to provide one upper and one lower jet bridge. A 

third jet bridge for one of the gates could be added. 

• FAA approved a Modification of Standards for the A380 to operate on 

taxiways that comply with Engineering Brief 63 requirements. 

• Runway, taxiway, and gate construction has been—and is planned to be—

paid for from Airport Improvement Program funds with airport revenue

used for the matching share. 

Page 63 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by

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Table 17: Tampa International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $0.0 $0.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $0.0 $0.0

Total runway projects $0.0

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $0.0 $0.0

Total taxiway projects $0.0

Completed gate projects $100.0 $100.0

Ongoing gate projects $0.0 $0.0 $0.0

Planned gate projects $2,200.0 $2,200.0

Total gate projects $2,300.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $100.0 $0.0 $2,200.0 $2,300.0

Source: GAO analysis of costs reported by the airport. 

Tampa airport officials provided the following information regarding A380-

related infrastructure project costs: 

• Airport officials do not expect scheduled A380 service in the near term at 

Tampa, but expect their airport will serve as an alternate airport for A380s 

flying to Miami and Orlando. 

• Tampa’s estimate assumed that construction will not be necessary on the 

existing 150-foot-wide runways or 75-foot-wide taxiways. The cost for 

serving A380s consists of special fuel pits required for the aircraft and two 

upper-deck boarding bridges planned for a potential future North 

Terminal. In addition, at the current terminal, the airport plans to use three 

Page 64 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by

Airports to Accommodate the A380 

existing gates that can now serve A380s with dual lower-deck boarding 

bridges. 

• Airport officials expect to apply for a Modification of Standards to serve as 

an alternate A380 airport.

• Airport officials said the recently-built A380 fuel pit at Airside C Terminal 

was funded by passenger facility charges. Airport officials did not provide 

data on how A380 projects would be funded at the potential future North 

Terminal. 

Page 65 GAO-06-571 Airport Changes for Receiving the A380
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Table 18: Washington Dulles International Airport’s Estimated A380-Related Costs as of March 1, 2006 

(Dollars in thousands) 

Project type

Cost of completed

projects

Cost of ongoing 

projects

Cost of planned 

projects 

Total estimated

costs

Completed runway projects $500.0 $500.0

Ongoing runway projects $0.0 $0.0 $0.0

Planned runway projects $1,595.0 $1,595.0

Total runway projects $2,095.0

Completed taxiway projects $0.0 $0.0

Ongoing taxiway projects $0.0 $0.0 $0.0

Planned taxiway projects $3,206.0 $3,206.0

Total taxiway projects $3,206.0

Completed gate projects $0.0 $0.0

Ongoing gate projects $0.0 $5,600.0 $5,600.0

Planned gate projects $0.0 $0.0

Total gate projects $5,600.0

Completed terminal projects $0.0 $0.0

Ongoing terminal projects $0.0 $0.0 $0.0

Planned terminal projects $0.0 $0.0

Total terminal projects $0.0

Completed support projects $0.0 $0.0

Ongoing support projects $0.0 $0.0 $0.0

Planned support projects $0.0 $0.0

Total support projects $0.0

Total airport $500.0 $5,600.0 $4,801.0 $10,901.0

Source: GAO analysis of costs reported by the airport. 

Washington Dulles airport officials provided the following information 

regarding A380-related infrastructure project costs: 

• Washington Dulles airport officials expect to receive A380 passenger 

flights initially from three air carriers from 2007 through 2009. They 

identified a possible fourth passenger airline and potential cargo flights 

that could also service the airport in the future. 

• After contracting an airfield study for the A380, airport officials have 

elected to use one of three scenarios that would involve making some 

changes in runways, taxiways, and gates. The airport’s estimate assumed 

that it would need to modify lighting and signage on one runway. The 

Page 66 GAO-06-571 Airport Changes for Receiving the A380
Appendix III: Summary Costs Reported by

Airports to Accommodate the A380 

estimates do not include all costs necessary to bring the runways to 

Engineering Brief 65 or Design Group VI standards. Airport officials noted 

that if FAA does not approve their approach and requires them to meet the 

standards of Engineering Brief 65, costs could rise. The estimate also 

assumed that the airport would need to make minor modifications to 

taxiways’ shoulders and lighting, which are expected to be completed in 

2006. Further, the estimate assumed that they would make changes for 

A380 parking at two terminal gates.

• Washington Dulles airport has not submitted any requests for Modification 

of Standards for A380 operations as of March 1, 2006. However, airport 

officials plan to submit a request for Modification of Standards to FAA in 

the near future. 

• All construction would be funded through airport bonds. 

Page 67 GAO-06-571 Airport Changes for Receiving the A380
Appendix IV: Status of Modifications of 

Standards Requested by Airports to 

Accommodate the A380

Page 68 GAO-06-571 Airport Changes for Receiving the A380

Table 19: Status of A380-Related Modifications of Standards Requests (as of March 1, 2006) 

Airports Request description FAA decision

Anchorage

1. Requested approval to operate an A380 on

Taxiway R. The taxiway does not meet Design 

Group VI taxiway object-free area of 193 feet 

between taxiway connectors Q and T. The 

current separation equals 174 feet. 

Approved based on the following conditions: 

• FAA recommended future investigation of relocating the 

vehicle service road located in the 174-foot section to a 

193-foot distance. 

• A reconstructed Taxiway R must be built to Design Group 

VI standards. 

• Imposed a maximum height restriction of 14 feet on 

vehicles using the vehicle service road along Taxiway R. 

2. Requested approval for an A380 runway 

operating plan regarding Runway 14/32 

centerline to Parallel Taxiway Y centerline 

separation for A380 taxiing when any aircraft is 

on approach. 

Approved based on the following conditions: 

• Must post taxiway signage to indicate restricted taxiing 

section. 

• The runway and taxiway bridges and culverts on the 

designated A380 route must support A380 weight loads. 

• Construction of new runway or parallel taxiways must be 

built to Design Group VI standards. 

Imposed taxiing restrictions. 

Dallas/Fort 

Worth 

1. Requested approval to operate an A380 on

200-foot-wide Runway 18L/36R. The runway

does not meet Design Group VI shoulder widths 

of 40 feet on each side. Proposed using the 

existing 25-foot shoulders. 

Disapproved: FAA Design Group VI standards require 40-foot 

shoulders on each side of the runway. 

2. Requested approval to operate an A380 on

100-foot-wide Taxiway F. The taxiway does not 

meet Design Group VI shoulder widths of 

40 feet on each side. Proposed using existing 

25-foot shoulders. 

Disapproved: FAA Design Group VI standards require 40-foot 

shoulders on each side of the taxiway. 

3. Requested approval to operate an A380 on

Runway 18L/36R using the existing runway 

blast pads on the runway ends. 

Disapproved: FAA Design Group VI standards require a 400-

foot length and a 280-foot width. 

Denver 

1. Requested approval to operate an A380 on

existing 75-foot-wide Taxiways AN, B4, and F.

The taxiways do not meet Design Group VI 

overall taxiway pavement width of 180 feet. 

Proposed modifying tangent sections of the 35-

foot-wide shoulders according to Engineering

Brief 63. 

Pending 

2. Requested approval to operate an A380 on

Taxiway AN. The taxiway does not meet Design 

Group VI taxiway centerline to fixed or moveable 

object separation distance of 193 feet. Proposed 

using the taxiway with a 167-foot separation.

Pending 

Appendix IV: Status of Modifications of 

Standards Requested by Airports to 

Accommodate the A380 
Appendix IV: Status of Modifications of 

Standards Requested by Airports to 

Accommodate the A380

Airports Request description FAA decision

3. Requested approval to operate an A380 on

Taxiway B4. The taxiway does not meet Design 

Group VI taxiway centerline to fixed or moveable 

object separation distance of 193 feet. Proposed 

using the taxiway with a 165-foot separation.

Pending 

4. Requested approval to operate an A380 on

Taxiway BS. The taxiway does not meet Design 

Group VI taxiway centerline to taxiway centerline 

separation of 324 feet. Proposed using the 

taxiway with a 267-foot separation while under 

temporary operating restrictions. 

Pending 

Indianapolis 

1. Requested approval to operate an A380 on

150-foot-wide Runways 5L/23R and 5R/23L that 

do not meet Design Group VI overall runway and 

shoulder width of 280 feet. 

Pending 

John F. Kennedy

(NY) 

1. Requested approval to operate an A380 on a 

75-foot-wide taxiway. The taxiway does not meet 

Design Group VI overall taxiway pavement width 

of 180 feet. Proposed using the taxiway with

expanded shoulders. 

Approved on interim basis under the condition that 

modifications are made to adhere to guidance of Engineering

Brief 63. 

2. Requested approval to operate an A380 on

Parallel Taxiways A and B, and P and Q. The 

taxiways do not meet Design Group VI taxiway 

centerline to taxiway centerline separation of 

324 feet. Proposed using the parallel taxiways 

with 284-foot separations. 

Approved based on the following conditions: 

• FAA required Taxiway A to be moved 16 feet towards 

parallel Taxiway B. 

• Taxiway edge delineators reduced to 75 feet. 

• Must meet taxiway centerline lighting spacing requirement. 

• Must post signage for hold position for A380 bridge 

crossing and for possible jet blast from A380 on bridges. 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• A380 taxiing prohibited on Taxiways B and Q.

• Simultaneous taxiing operations restricted on parallel 

taxiways with A380 and other aircraft and must maintain a 

47-foot wingtip separation. 

• No simultaneous aircraft operations on bridges when an 

A380 crosses either bridge. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

Page 69 GAO-06-571 Airport Changes for Receiving the A380
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Standards Requested by Airports to 

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Airports Request description FAA decision

3. Requested approval to operate an A380 on

Taxiway A. The taxiway does not meet Design 

Group VI taxiway centerline to fixed or moveable 

object separation distance of 193 feet. Proposed 

using taxiways with 146-foot separations. 

Approved based on the following conditions: 

• FAA recommended investigating the possibility of relocating

the restricted vehicle service road away from Taxiway A. 

• FAA required Taxiway A to be moved 16 feet towards 

parallel Taxiway B. 

• Must meet taxiway centerline lighting spacing requirement. 

• Taxiway edge delineators reduced to 75 feet. 

• Must post signage of possible jet blast from an A380 on 

bridges. 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Taxiway Q closed for all A380 operations. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

• Imposed a maximum height restriction of 14 feet on 

vehicles using the restricted vehicle service road. 

4. Requested approval for an A380 runway 

operating plan regarding the runway centerline 

to parallel taxiway centerline separation for 

A380 taxiing when any aircraft is on approach. 

Approved based on the following conditions: 

• Must post taxiway signage to indicate restricted taxiing 

section. 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Imposed taxiing restrictions. 

5. Requested approval to operate an A380 on

150-foot-wide Runway 4L/22R that does not 

meet Design Group VI overall runway and 

shoulder width of 280 feet. 

Pending 

Page 70 GAO-06-571 Airport Changes for Receiving the A380
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Standards Requested by Airports to 

Accommodate the A380

Airports Request description FAA decision

Los Angeles

1. Requested approval to operate an A380 on a 

taxiway that does not meet Design Group VI 

taxiway centerline to fixed or moveable object 

separation distance of 193 feet. Proposed using 

the taxiway with a 146.5-foot separation. 

Approved based on the following conditions: 

• FAA recommended future investigation of relocating or 

narrowing vehicle service road. 

• Required modification of several taxiways. 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Allowed 146.5-foot separation from vehicle service road. 

• Required a 167-foot minimum separation from buildings on

A380 taxiing routes. 

• Imposed a maximum height restriction of 14 feet on 

vehicles using the vehicle service road. 

• A380 operations prohibited on Taxiway Q and highly 

restricted on Taxilane L. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

• Recommended change in proposed A380 taxiing routes 

that cross active runways to reduce runway incursions. 

• Must ensure hold lines to designated arrival and departure 

runways in place. 

2. Requested approval for an A380 operating

plan regarding the parallel taxiway centerline to 

taxiway centerline separation.

Approved based on the following conditions: 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

• Imposed taxiing restrictions with taxiing A380 and other 

aircraft. 

• A380 taxiing prohibited on Taxiway Q.

3. Requested approval to operate an A380 on a 

75-foot-wide taxiway that does not meet Design 

Group VI overall taxiway pavement width of 180 

feet. 

Approved on interim basis under the condition that 

modifications adhere to guidance of Engineering Brief 63. 

4. Requested approval for an A380 runway 

operating plan regarding the runway centerline 

to parallel taxiway centerline separation for 

A380 taxiing when any aircraft is on approach. 

Approved based on the following conditions: 

• Runways 7L/25R and 6R/24L would not be used for A380 

operations. 

• Must post taxiway signage to indicate restricted taxiing 

section. 

• Runway and taxiway bridges and culverts on designated 

A380 route must support A380 weight loads. 

• Construction of new runway/parallel taxiways must be built 

to Design Group VI standards.

• Imposed taxiing restrictions. 

5. Requested approval to operate an A380 on a 

150-foot-wide runway that does not meet 

Design Group VI runway width of 200 feet. 

Approved on interim basis under the condition that 

modifications adhere to guidance of Engineering Brief 65. 

Page 71 GAO-06-571 Airport Changes for Receiving the A380
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Standards Requested by Airports to 

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Airports Request description FAA decision

Memphis

1. Requested approval to operate an A380 on a 

75-foot-wide taxiway. The taxiway does not meet 

Design Group VI overall taxiway pavement width 

of 180 feet. Proposed expanding the shoulders. 

Approved on interim basis under the condition that 

modifications adhere to guidance of Engineering Brief 63. 

2. Requested approval to operate an A380 on

Taxiway A. The taxiway does not meet Design 

Group VI taxiway object free area of 193 feet 

due to the adjacent vehicle service road located 

163 feet from it. 

Approved based on the following conditions: 

• FAA recommended future investigation of relocating or 

narrowing vehicle service road. 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Allowed 163-foot separation from vehicle service road. 

• Required a 167-foot minimum separation from buildings on

A380 taxiing routes. 

• All other A380 taxiing routes must maintain Design Group 

VI separation. 

• Imposed a maximum height restriction of 14 feet on 

vehicles using the vehicle service road. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

3. Requested approval to operate an A380 on

taxiway sections that do not meet Design Group 

VI taxiway edge safety margin. 

Approved based on the following conditions: 

• FAA required implementation of A380 Inspection and 

Maintenance Plan for those taxiway sections.

• Use of dual taxiway centerline markings not approved. 

• Construction of new taxiways for Design Group VI aircraft 

operations must be built to Design Group VI standards. 

4. Requested approval for A380 runway 

operating plan regarding the runway centerline 

to parallel taxiway centerline separation for 

A380 taxiing when any aircraft is on approach. 

Approved based on the following conditions: 

• Parallel Runway 18R/36L would not be used for A380 

operations. 

• Must post taxiway signage to indicate restricted taxiing 

section. 

• Runway and taxiway bridges and culverts on designated 

A380 route must support A380F weight loads. 

• Construction of new runway and parallel taxiways must be 

built to Design Group VI standards. 

• Imposed taxiing restrictions. 

5. Requested approval to operate an A380 on a 

150-foot-wide runway. The runway does not 

meet Design Group VI runway width of 200 

feet. Proposed using the runway with 

adaptations. 

Disapproved: FAA Design Group VI standards require 40-foot 

shoulders on each side of the runway and a 280-foot width.

• Modifications must adhere to guidance under Engineering 

Brief 65. 

Page 72 GAO-06-571 Airport Changes for Receiving the A380
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Standards Requested by Airports to 

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Airports Request description FAA decision

Miami

1. Requested approval to operate an A380 on

150-foot-wide Runway 9/27 that does not meet 

Design Group VI runway width of 200 feet. 

Disapproved: FAA Design Group VI standards require 40-foot 

shoulders on each side of the runway. 

• Modifications must adhere to guidance under Engineering 

Brief 65. 

2. Requested approval to operate an A380 on

200-foot-wide Runway 9/27. The runway does 

not meet Design Group VI shoulder width of 40

feet on each side. Proposed using the existing

25-foot shoulders. 

Disapproved: FAA Design Group VI standards require 40-foot 

shoulders on each side of the runway. 

• Modifications must adhere to guidance under Engineering 

Brief 65. 

3. Requested approval to operate an A380 on

200-foot-wide Runway 8R/26L. The runway does 

not meet Design Group VI shoulder width of 40

feet on each side. Proposed using the existing

35-foot shoulders. 

Disapproved: FAA Design Group VI standards require 40-foot 

shoulders on each side of the runway. 

• Modifications must adhere to guidance under Engineering 

Brief 65. 

4. Requested approval to operate an A380 using 

existing 250-foot-wide Runway 9/27 blast pads 

on one of the runway ends. 

Disapproved: FAA Design Group VI standards require a 400-

foot length and a 280-foot width. 

5. Requested approval to operate an A380 using 

existing 270-foot-wide Runway 8R/26L blast 

pads on one of the runway ends. 

Disapproved: FAA Design Group VI standards require a 400-

foot length and a 280-foot width. 

6. Requested approval to operate an A380 on 

75-foot-wide Taxiway S that does not meet 

Design Group VI overall taxiway pavement 

width of 180 feet. 

Approved on interim basis under the condition to adhere to 

guidance of Engineering Brief 63. 

• Any underground structures and utilities, taxiway culverts, 

and taxiway bridges must support A380 weight loads. 

7. Requested approval to operate an A380 on 

75-foot-wide Taxiway P that does not meet 

Design Group VI overall taxiway pavement 

width of 180 feet. 

Approved on interim basis under the condition to adhere to 

guidance of Engineering Brief 63. 

• Any underground structures and utilities, taxiway culverts, 

and taxiway bridges must support A380 weight loads. 

• The service road tunnel under the taxiway must also 

support A380 weight loads or be rerouted to other taxiways.

8. Requested approval to operate an A380 on 

75-foot-wide Taxiway N that does not meet 

Design Group VI overall taxiway pavement 

 width of 180 feet. 

Approved on interim basis under the condition to adhere to 

guidance of Engineering Brief 63. 

• Any underground structures and utilities, taxiway culverts, 

and taxiway bridges must support A380 weight loads. 

9. Requested approval to operate an A380 on 

75-foot-wide Taxiway Z that does not meet 

Design Group VI overall taxiway pavement 

width of 180 feet. 

Approved on interim basis under the condition to adhere to 

guidance of Engineering Brief 63. 

• Any underground structures and utilities, taxiway culverts, 

and taxiway bridges must support A380 weight loads. 

10. Requested approval to operate an A380 on 

75-foot-wide Taxiway JJ that does not meet 

Design Group VI overall taxiway pavement 

width of 180 feet. 

Approved on interim basis under the condition to adhere to 

guidance of Engineering Brief 63. 

• Any underground structures and utilities, taxiway culverts, 

and taxiway bridges must support A380 weight loads. 

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Standards Requested by Airports to 

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Airports Request description FAA decision

11. Requested approval to operate an A380 on 

75-foot-wide Taxiway K that does not meet 

Design Group VI overall taxiway pavement 

width of 180 feet. 

Approved on interim basis under the condition to adhere to 

guidance of Engineering Brief 63. 

• Any underground structures and utilities, taxiway culverts, 

and taxiway bridges must support A380 weight loads. 

12. Requested approval to operate an A380 on 

existing taxiway connectors and fillets on

Taxiway S that do not meet Design Group VI 

safety margin of 20 feet. 

Approved based on the following conditions: 

• If repeated excursions occur on existing fillets, fillets must 

be retrofitted to Design Group VI standards and any 

damaged taxiway shoulders corrected after each excursion.

• Reconstruction of new taxiway connectors must be built to 

Design Group VI standards. 

• Must inform air traffic control of substandard connectors 

and A380 pilots to apply oversteer. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

13. Requested approval to operate an A380 on 

existing taxiway connectors and fillets on

Taxiways S and T that do not meet Design 

Group VI safety margin of 20 feet. 

Approved based on the following conditions: 

• If repeated excursions occur on existing fillets, fillets must 

be retrofitted to Design Group VI standards and any 

damaged taxiway shoulders corrected. 

• Taxiway safety edge margins must be increased. 

• Reconstruction of new taxiway connectors must be built to 

Design Group VI standards. 

• Must inform air traffic control of substandard connectors 

and A380 pilots to apply oversteer. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

14. Requested approval to operate an A380 on 

existing taxiway connectors and fillets on

Taxiway N that do not meet Design Group VI 

safety margin of 20 feet. 

Approved based on the following conditions: 

• If repeated excursions occur on existing fillets, fillets must 

be retrofitted to Design Group VI standards and any 

damaged taxiway shoulders corrected. 

• Reconstruction of new taxiway connectors must be built to 

Design Group VI standards. 

• Must inform air traffic control of substandard connectors 

and A380 pilots to apply oversteer. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

• Taxiway safety edge margins must be increased. 

15. Requested approval to operate an A380 on 

existing taxiway connectors and fillets on

Taxiways Y and Z that do not meet Design 

Group VI safety margin of 20 feet. 

Approved based on the following conditions: 

• If repeated excursions occur on existing fillets, fillets must 

be retrofitted to Design Group VI standards and any 

damaged taxiway shoulders corrected. 

• Reconstruction of new taxiway connectors must be built to 

Design Group VI standards. 

• Must inform air traffic control of substandard connectors 

and A380 pilots to apply oversteer. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

Page 74 GAO-06-571 Airport Changes for Receiving the A380
Appendix IV: Status of Modifications of 

Standards Requested by Airports to 

Accommodate the A380

Airports Request description FAA decision

16. Requested approval to operate an A380 on 

existing taxiway connectors and fillets on

Taxiway K7 that do not meet Design Group VI 

safety margin of 20 feet. 

Approved based on the following conditions: 

• If repeated excursions occur on existing fillets, fillets must 

be retrofitted to Design Group VI standards and any 

damaged taxiway shoulders corrected. 

• Taxiway safety edge margins must be increased. 

• Reconstruction of new taxiway connectors must be built to 

Design Group VI standards. 

• Must inform air traffic control of substandard connectors 

and A380 pilots to apply oversteer. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

17. Requested approval for an A380 runway 

operating plan regarding Runway 9/27 centerline 

to parallel Taxiway Q centerline separation for 

A380 taxiing when any aircraft is on approach. 

Approved based on the following conditions: 

• Must post taxiway signage to indicate restricted taxiing 

section. 

• Runway and taxiway bridges and culverts on designated 

A380 route must support A380 weight loads. 

• Construction of new runway and parallel taxiways must be 

built to Design Group VI standards. 

• Imposed taxiing restrictions. 

18. Requested approval for an A380 runway 

operating plan regarding Runway 9/27 centerline 

to parallel Taxiway T centerline separation for 

A380 taxiing when any aircraft is on approach. 

Approved based on the following conditions: 

• Must post taxiway signage to indicate restricted taxiing 

section. 

• Runway and taxiway bridges and culverts on designated 

A380 route must support A380 weight loads. 

• Construction of new runway and parallel taxiways must be 

built to Design Group VI standards. 

• Imposed taxiing restrictions. 

• Must implement special hold line procedure for A380. 

• Restricted use on Taxiway T for Design Group V aircraft 

while A380 uses Runway 9/27. 

19. Requested approval for an A380 runway 

operating plan regarding Runway 8R/26L 

centerline to parallel Taxiway M centerline 

separation for A380 taxiing when any aircraft is 

on approach. 

Approved based on the following conditions: 

• Must post taxiway signage to indicate restricted taxiing 

section. 

• Runway and taxiway bridges and culverts on designated 

A380 route must support A380 weight loads. 

• Construction of new runway and parallel taxiways must be 

built to Design Group VI standards. 

• Imposed taxiing restrictions. 

Page 75 GAO-06-571 Airport Changes for Receiving the A380
Appendix IV: Status of Modifications of 

Standards Requested by Airports to 

Accommodate the A380

Airports Request description FAA decision

20. Requested approval for A380 runway 

operating plan regarding Runway 8R/26L 

centerline to parallel Taxiway L centerline 

separation for A380 taxiing when any aircraft is 

on approach. 

Approved based on the following conditions: 

• Must post taxiway signage to indicate restricted taxiing 

section. 

• Runway and taxiway bridges and culverts on designated 

A380 route must support A380 weight loads. 

• Construction of new runway/parallel taxiways must be built 

to Design Group VI standards.

• Imposed taxiing restrictions. 

21. Requested approval for A380 runway 

operating plan regarding Runway 8L/26R 

centerline to parallel Taxiway K centerline 

separation for A380 taxiing when any aircraft is 

on approach. 

Approved based on the following conditions: 

• Must post taxiway signage to indicate restricted taxiing 

section. 

• Runway and taxiway bridges and culverts on designated 

A380 route must support A380 weight loads. 

• Construction of new runway/parallel taxiways must be built 

to Design Group VI standards.

• Imposed taxiing restrictions. 

• Must implement special hold line procedure for A380. 

22. Requested approval for an A380 operating

plan regarding parallel Taxiway Q centerline to

Taxiway P centerline separation. 

Approved based on the following conditions: 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Imposed taxiing restrictions with taxiing A380 and other 

aircraft to maintain existing 237-foot separation. 

• A380 taxiing limited to Taxiway P and prohibited on

Taxiway Q. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

23. Requested approval for A380 operating plan 

regarding parallel Taxiway S centerline to 

Taxiway T centerline separation. 

Approved based on the following conditions: 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Imposed taxiing restrictions with taxiing A380 and other 

aircraft to maintain existing 300-foot separation. 

• A380 taxiing limited to Taxiway S and prohibited on

Taxiway T. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

24. Requested approval for an A380 operating

plan regarding parallel Taxiway Q centerline to

Taxiway P centerline separation. 

Approved based on the following conditions: 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Imposed taxiing restrictions with taxiing A380 and other 

aircraft to maintain existing 300-foot separation. 

• A380 taxiing limited to Taxiway P and prohibited on

Taxiway Q. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

Page 76 GAO-06-571 Airport Changes for Receiving the A380
Appendix IV: Status of Modifications of 

Standards Requested by Airports to 

Accommodate the A380

Airports Request description FAA decision

25. Requested approval for an A380 operating

plan regarding parallel Taxiway M centerline to 

Taxiway N centerline separation. 

Approved based on the following conditions: 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Imposed taxiing restrictions with taxiing A380 and other 

aircraft to maintain existing 300-foot separation. 

• A380 taxiing limited to Taxiway N and prohibited on

Taxiway M. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

26. Requested approval for an A380 operating

plan regarding parallel Taxiway N centerline to 

Taxilane MD11 centerline separation. 

Approved based on the following conditions: 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Imposed taxiing restrictions with taxiing A380 and other 

aircraft to maintain existing 245-foot separation. 

• A380 taxiing limited to Taxiway N and prohibited on

Taxiway MD11. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

27. Requested approval for an A380 operating

plan regarding parallel Taxiway Y centerline to 

Taxiway HH centerline separation. 

Approved based on the following conditions: 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Imposed taxiing restrictions with taxiing A380 and other 

aircraft to maintain existing 300-foot separation. 

• A380 taxiing limited to Taxiway Y and prohibited on

Taxiway HH. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

28. Requested approval for an A380 operating

plan regarding parallel Taxiway Y centerline to 

Taxiway W centerline separation. 

Approved based on the following conditions: 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Imposed taxiing restrictions with taxiing A380 and other 

aircraft to maintain existing 300-foot separation. 

• A380 taxiing limited to Taxiway Y and prohibited on

Taxiway W. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

Page 77 GAO-06-571 Airport Changes for Receiving the A380
Appendix IV: Status of Modifications of 

Standards Requested by Airports to 

Accommodate the A380

Airports Request description FAA decision

29. Requested approval for an A380 operating

plan regarding parallel Taxiway JJ centerline to 

Taxiway HH centerline separation. 

Approved based on the following conditions: 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Imposed taxiing restrictions with taxiing A380 and other 

aircraft to maintain existing 300-foot separation. 

• A380 taxiing limited to Taxiway JJ and prohibited on

Taxiway HH. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

• Required a 167-foot minimum separation from building area 

to Taxiway JJ. 

30. Requested approval to operate an A380 on 

Taxiway S. The taxiway does not meet Design 

Group VI taxiway centerline to fixed or moveable 

object separation distance of 193 feet. Proposed 

using the taxiway with a 170-foot separation.

Approved based on the following conditions: 

• FAA recommended future investigation of relocating vehicle

service road. 

• Reconstruction of Taxiway S must be built to Design Group 

VI standards. 

• Allowed 170-foot separation from vehicle service road. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

• Imposed a maximum height restriction of 14 feet on 

vehicles using the vehicle service road. 

31. Requested approval to operate an A380 on 

Taxiway P. The taxiway does not meet Design 

Group VI taxiway centerline to fixed or moveable 

object separation distance of 193 feet. Proposed 

using the taxiway with a 137-foot separation.

Disapproved 

32. Requested approval to operate an A380 on 

Taxiway K. The taxiway does not meet Design 

Group VI taxiway centerline to fixed or moveable 

object separation distance of 193 feet. Proposed 

using the taxiway with a 160-foot separation.

Approved based on the following conditions: 

• FAA recommended future investigation of relocating the 

vehicle service road. 

• Reconstruction of Taxiway K must be built to Design Group 

VI standards. 

• Allowed 160-foot separation from vehicle service road. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

• Imposed a maximum height restriction of 14 feet on 

vehicles using the vehicle service road. 

Ontario 

1. Requested approval to operate an A380 on

Taxiways N and S. The taxiways do not meet 

Design Group VI taxiway centerline to fixed or

moveable object separation distance of 193 feet. 

Proposed using the taxiways with 160-foot 

separation. 

Pending 

Page 78 GAO-06-571 Airport Changes for Receiving the A380
Appendix IV: Status of Modifications of 

Standards Requested by Airports to 

Accommodate the A380

Airports Request description FAA decision

2. Requested approval for an A380 runway 

operating plan regarding Runway 8L/26R 

centerline to Parallel Taxiway N centerline 

separation and Runway 8R/26L centerline to 

Parallel Taxiway S centerline separation. 

Pending 

3. Requested approval to operate an A380 on

150-foot-wide Runway 8L/26R with modified 

65-foot shoulders that would meet Design 

Group VI overall runway pavement width of 280 

feet. 

Pending 

4. Requested approval to operate an A380 on

150-foot-wide Runway 8R/26L with 50-foot 

shoulders that does not meet Design Group VI 

overall runway pavement width of 280 feet. 

Pending 

5. Requested approval to operate an A380 on 

75-foot-wide Taxiways N, S, W, B, U, R, and D 

with 52.5-foot shoulders that would meet 

Design Group VI overall taxiway pavement 

width of 180 feet. 

Pending 

Orlando 

1. Requested approval to operate an A380 on

Parallel Taxiways E and F. The taxiways do 

not meet Design Group VI taxiway centerline 

to taxiway centerline separation of 324 feet. 

Proposed using the taxiways with a 300-foot

separation. 

Approved based on the following conditions: 

• FAA required ramp taxiways and taxilanes at Airside 

Terminal Four and at future South Terminal must be in 

accordance to Design Group VI standards. 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Taxiing speed restricted on A380 when any aircraft smaller

than an A380 is taxiing on a parallel taxiway. 

• A380 taxiing limited to Taxiway F and not on Taxiway E. 

• Air traffic control must implement A380 operational plan to 

limit A380 to those runways and taxiways. 

2. Requested approval to operate an A380 on 

75-foot-wide Taxiways B, B1, B10, and C. The 

taxiways do not meet Design Group VI total 

taxiway pavement widths of 180 feet. Proposed 

expanding the shoulders on the taxiways. 

Approved on interim basis under the condition to adhere to 

guidance of Engineering Brief 63. 

• Taxiway F bridge must support A380 weight loads. 

• Taxiway fillet designs must be in accordance with Design 

Group VI standards. 

• Any underground structures and utilities, taxiway culverts, 

and taxiway bridges must support A380 weight loads. 

• Taxiways E, J, Y, and Z and shoulders must be 

reconstructed to Design Group VI standards.

San Francisco

Page 79 GAO-06-571 Airport Changes for Receiving the A380
Appendix IV: Status of Modifications of 

Standards Requested by Airports to 

Accommodate the A380

Airports Request description FAA decision

1. Requested approval for an A380 runway 

operating plan regarding the runway centerline 

to parallel taxiway centerline separation for 

A380 taxiing when any aircraft is on approach. 

Approved based on the following conditions: 

• Runways 1L/19R and 10R/28L would not be used for A380 

operations. 

• Must post taxiway signage to indicate restricted taxiing 

section. 

• Construction of new runway/parallel taxiways must be built 

to Design Group VI standards.

• Imposed taxiing restrictions. 

2. Requested approval to operate an A380 on 

75-foot-wide taxiways that do not meet Design

Group VI overall taxiway pavement width of 

180 feet. 

Approved on interim basis under the condition that 

modifications adhere to guidance of Engineering Brief 63. 

3. Requested approval for an A380 operating

plan regarding the parallel taxiway centerline 

to taxiway centerline separation. 

Approved based on the following conditions: 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• Required Taxiway A to be moved 13.5 feet and relocate the 

vehicle service road 10 feet towards the boarding area. 

• Required Taxiway M to be moved 42.5 feet and relocate the 

vehicle service road 54.5 feet towards the Remote Aircraft 

Parking area. 

• Imposed taxiing restrictions with taxiing A380 and other 

aircraft. 

• A380 taxiing prohibited on Taxiway A. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

4. Requested approval to operate an A380 on 

 taxiway that does not meet Design Group VI 

taxiway centerline to fixed or moveable object 

separation distance of 193 feet. Proposed 

using the taxiway with a 146.5-foot separation. 

Approved based on the following conditions: 

• Allowed 146.5-foot separation from vehicle service road. 

• FAA recommended future investigation of relocating vehicle

service road. 

• Construction of new taxiways must be built to Design Group 

VI standards. 

• A380 taxiing speed restricted to a maximum of 15 miles per 

hour. 

• Imposed a maximum height restriction of 14 feet on 

vehicles using the vehicle service road. 

• Must ensure hold lines to designated arrival and departure 

runways are in place. 

• Required a section of the vehicle service road next to 

Taxiway C moved 11.5 feet to achieve 146.5-foot 

separation. 

• Imposed a 400-foot clearance on vehicles using vehicle

service road during A380 taxiing. 

• Required vehicle service road to be realigned 60.5 feet to 

maintain the 146.5-foot separation. 

Source: GAO summary of information provided by airports and FAA.

Page 80 GAO-06-571 Airport Changes for Receiving the A380
Appendix IV: Status of Modifications of 

Standards Requested by Airports to 

Accommodate the A380

Note: FAA decided to remove the 15-mile-per-hour taxiing speed restriction for the A380 that was 

imposed under the conditions of Engineering Brief 63. The decision will be effective in May 2006. 

Page 81 GAO-06-571 Airport Changes for Receiving the A380
Appendix V: Comments by Airbus 

Page 82 GAO-06-571 Airport Changes for Receiving the A380

Appendix V: Comments by Airbus 
Appendix V: Comments by Airbus 

Page 83 GAO-06-571 Airport Changes for Receiving the A380
Appendix V: Comments by Airbus 

Page 84 GAO-06-571 Airport Changes for Receiving the A380
Appendix V: Comments by Airbus 

Page 85 GAO-06-571 Airport Changes for Receiving the A380
Appendix V: Comments by Airbus 

Page 86 GAO-06-571 Airport Changes for Receiving the A380
Appendix V: Comments by Airbus 

Page 87 GAO-06-571 Airport Changes for Receiving the A380
Appendix V: Comments by Airbus 

Page 88 GAO-06-571 Airport Changes for Receiving the A380
Appendix V: Comments by Airbus 

Page 89 GAO-06-571 Airport Changes for Receiving the A380
Appendix V: Comments by Airbus 

Page 90 GAO-06-571 Airport Changes for Receiving the A380
Appendix VI: 

A

GAO Contact and Staff 

cknowledgments 

Page 91 GAO-06-571 Airport Changes for Receiving the A380

Appendix VI: GAO Contact and Staff 

Acknowledgments 

Gerald Dillingham, Ph.D., (202) 512-2834 

In addition to the person named above, Glen Trochelman, Assistant 

Director; Carolyn Boyce, Richard Calhoon, Nikki Clowers, Vashun Cole, 

Colin Fallon, and Frank Taliaferro made key contributions to this report. 

GAO Contact 

Staff 

Acknowledgments 

(540103) 
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