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1L and 2L as shown in the Figure 7, different
combinations of upper and lower decks doors were
reviewed in terms of the total time required for
boarding/disembarking and the scale of modification
and construction. Flexible combinations of bridge
operations serving M1L, M2L and U1L doors were
eventually considered to be feasible and economical
implementable. The possible operation modes of the
loading bridges are listed in Table 5 for reference:
Figure 7 - Aircraft loading bridge arrangement
Leung, Little, and Li 12
Table 5
Different Bridge Operation Modes serving A380
Passenger Door
M1L M2L U1L
Mode 1 Bridge 1L - -
Mode 2 Bridge 1L Bridge 2L -
Mode 3 Bridge 1L - Bridge 2L
Mode 4 - Bridge 1L Bridge 2L
Major modifications involved
In view of the operation modes above, the major scope of modification works on the
aircraft loading bridges were identified.
• Lifting Column
Loading bridge 2L serving upper deck
door U1L was considered to be one of most
effective operation modes for A380. As
specified in the A380 Airplane Characteristics
(AC) Manual issued by Airbus [1], the door
sill level of U1L door is 8.03 meters measured
from the respective ground level (under the
configuration of 300 tonnes aft the centre of
gravity of the aircraft). The loading bridges at
the gates before any modification could serve
up to 5.5 meters, capable of reaching B747-
400’s front passenger door with maximum
door sill level of 5.2 meters
Figure 8 - Modified Bridge
With such a level difference between the reachable height of 5.5 meters and the
required height of 8.03 meters, the existing single-paired lifting column at bridge 2L was
replaced with a double-paired column structure with each pair of columns operated one after
another to reach the upper deck of A380 as shown in Figure 8.
• Relocation of service stair
With the use of computer software to simulate the bridge layout on the apron, the
clearance between the two loading bridges was estimated to be around 900mm when doors
M2L and U1L are being served (Mode 4). In order to increase this clearance, the service stair
originally located at left side of bridge 2L was relocated to the right side for greater safety
during docking and parking conditions.
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• Anti-collision system
The aircraft loading bridges were fitted with additional sets of limit switches and
infrared sensors to trigger alarms and stop aircraft loading bridge movement when limits had
been reached to prevent a collision to the A380 aircraft engine or wing and also bridge-tobridge
collisions, as shown in Figure 9.
Figure 9 - Anti-Collision Sensors
Challenges faced during the design and modification stage
• Compatibility to both A380 and all existing aircrafts.
• All the settings for existing aircrafts had to be maintained and verified after any
modifications were done to the bridges.
• Service stairs had to be modified with infrared protection sensors to maintain a
critical distance between bridges 1 and 2, and the bridge 2 and aircraft.
• Tight construction schedule under the airport’s operating environment.
3.4 Modification of Fixed Ground Power System for the A380
The Fixed Ground Power (FGP) system at the HKIA for the frontal and remote stands
around the Passenger Terminal Building (PTB) is a centralized system that converts 380V,
50Hz input to 960V, 400Hz output for electrical distribution.
Each frontal stand is fitted with a 90kVA gatebox, with a plug at Bridge 2L and
120kVA gatebox with two plugs at Bridge 1L. Both gateboxes convert the 960V, 400Hz
input to 200V, 400Hz for feeding power to individual aircraft.
Infrared
sensors
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According to the A380 Airplane Characteristics (AC) Design Manual [1], the ground
electrical power requirements are:
(a) 3 phase power supply, 115V, 400Hz.
(b) 4 x 90kVA standard ISO R461 receptacles.
As recommended by Airbus, the minimum electrical power requirements for the basic
aircraft systems is 180kVA but, depending on ground operations, additional ground power
will be required.
Figure 10 - Standalone FGP Unit
In view of the capacity of the centralized system and complexity of the modifications,
two additional 90kVA standalone converter units were installed at apron level for each stand.
Hence, each stand has 300kVA ground power supply by using the standalone units, as shown
in Figure 10, in addition to the existing bridge-mounted FGP system.
To minimize the impact to different ground operations, such as fuelling, catering,
fresh water supply and cargo handling when the aircraft is being serviced, a pop-up system
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