A Tower Controller reported they received a Minimum Safe Altitude Warning for an aircraft on short final and advised the aircraft.

Narrative

This was a [runways] XXL/XXR Right Turns IFR weather; but not protecting the critical areas. I was seeing the aircraft around 1;000 ft with a reported ceiling of 800 ft broken as well as 1;000 ft broken. Visibility was 10 miles and it was night time. The wind was around 240 at 15 gusting 20. A super A380 was taxiing out for departure; and I observed a large enough staggered space between departing Runway XXL; crossing over the super and departing Runway XXR; while having enough spacing between the Left and Right arrivals. On Local Assist was a Local Assist certified; however still in training on Local controller. I asked them to call over to the finals controller to advise all aircraft on approach that an A380 would be traversing the glideslope critical area. They made the call. Aircraft X had not yet checked in inside of the final approach fix. I reached out to see if they were there. They were. I advised Aircraft X of the A380 going to pass through the glideslope critical area and suggested hand flying the approach for the signal disruption. They thanked me for the advisory.When the A380 was clearing the critical area; I received a low altitude MSAW warning. I keyed up and stated; 'Low altitude alert; Aircraft X check your rate of descent; 2 1/2 miles from touchdown and 800 ft' and assigned the current altimeter setting. I received no reply; however the MSAW stopped. The flight landed and was advised to exit the Runway at taxiway 1 or taxiway 2 and contact Ground. They acknowledged and never said a thing about the altitude on approach. This should be taught NAS wide to cover the circumstances when an aircraft will not have the signal integrity protection they expect. I was glad for the opportunity to show a newer controller how to coordinate this type of critical area penetration coordination; when not protecting; hoping that they will do so in the future.