Editing Airbus A380 (section)

==Design==
[[File:Airbus A380 on MAKS 2011.jpg|thumb|The characteristic [[ovoid]] fuselage]]

===Overview===
The A380 was initially offered in two models: the ''A380-800'' and the ''A380F''.

The A380-800's original configuration carried 555 passengers in a [[travel class|three-class]] configuration<ref>{{cite web|url=http://www.airbus.com/en/aircraftfamilies/passenger_comfort.html|archive-url=https://web.archive.org/web/20090825115419/http://www.airbus.com/en/aircraftfamilies/passenger_comfort.html|archive-date=25 August 2009|title=Airbus A380 Cabin|publisher=Airbus |access-date=30 December 2011}}</ref> or 853 passengers (538 on the main deck and 315 on the upper deck) in a single-class economy configuration. In May 2007, Airbus began marketing a configuration with 30 fewer passengers (525 total in three classes)—traded for {{convert|370|km|nmi mi|abbr=on|order=flip}} more range—to better reflect trends in premium-class accommodation.<ref name="555_to_525">{{Cite news|last=Martin|first=Mike|title=Honey, I shrunk the A380!|work=Flight International|date=18 June 2007|url=http://www.flightglobal.com/articles/2007/06/18/214759/honey-i-shrunk-the-a380.html|access-date=17 September 2007 |archive-url= https://web.archive.org/web/20071012155645/http://www.flightglobal.com/articles/2007/06/18/214759/honey-i-shrunk-the-a380.html |archive-date= 12 October 2007 |url-status=live}}</ref> The design range for the A380−800 model is {{convert|15700|km|nmi|abbr=on|order=flip}};<ref name="a380_specs">{{cite web|title=A380 Specifications|publisher=Airbus|url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/a380-800/specifications/|access-date=18 June 2009|archive-date=8 July 2012|archive-url=https://web.archive.org/web/20120708071501/http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/a380-800/specifications/|url-status=dead}}</ref> capable of flying from Hong Kong to New York or from Sydney to [[Istanbul]] non-stop. The A380 is designed for 19,000 cycles.<ref>{{cite web |last1=Thomas |first1=Geoffrey |title=Emirates' Tim Clark threatens cancellation of 777-9 |url=https://www.airlineratings.com/news/emirates-tim-clark-threatens-cancellation-of-777-9/ |website=Airline Ratings |access-date=4 April 2022 |language=en-AU |date=23 February 2022}}</ref>

The second model, the ''A380F'' freighter, would have carried {{cvt|150|t|lb}} of cargo over a range of {{cvt|5600|nmi}}.<ref name="a380_freighter">{{cite web|title=The triple-deck cargo hauler|publisher=Airbus|url=http://www.airbus.com/en/aircraftfamilies/a380/freight.html |archive-url=https://web.archive.org/web/20050603010238/http://www.airbus.com/en/aircraftfamilies/a380/freight.html|archive-date=2005-06-03}}</ref> Freighter development was put on hold as Airbus prioritised the passenger version, and all orders for freighters were cancelled.

Other proposed variants included an ''A380-900'' stretch{{snd}}seating about 656 passengers (or up to 960 passengers in an all-economy configuration){{snd}}and an extended-range version with the same passenger capacity as the A380-800.<ref name="norris_wagner_book"/>

===Engines===
[[File:Airbus Lagardère - GP7200 engine MSN108 (1).JPG|thumb|An [[Engine Alliance GP7000|Engine Alliance GP7200]] engine waiting to be installed]]

<!-- engine offer -->
The A380 is offered with the [[Rolls-Royce Trent 900]] (A380-841/-842) or the [[Engine Alliance GP7000]] (A380-861) [[turbofan]] engines.<ref name="TCDS">{{cite web |date=27 September 2017 |title=Type Certificate Data Sheet |url=https://www.easa.europa.eu/sites/default/files/dfu/TCDS_EASA%20A%20110_A380_Iss_12.pdf |url-status=dead |archive-url=https://web.archive.org/web/20180219151308/https://www.easa.europa.eu/sites/default/files/dfu/TCDS_EASA%20A%20110_A380_Iss_12.pdf |archive-date=19 February 2018 |access-date=20 December 2018 |publisher=EASA |df=dmy-all}}</ref>
The Trent 900 is a combination of the {{cvt|3|m|in|0}} fan and scaled {{abbr|IP|intermediate pressure}} compressor of the 777-200X/300X [[Trent 8104]] technology demonstrator derived from the Boeing 777's [[Rolls-Royce Trent 800|Trent 800]], and the Airbus A340-500/600's [[Rolls-Royce Trent 500|Trent 500]] core.<!--<ref name=Flight20may2003>-->
The GP7200 {{abbr|HP|high-pressure}} core technology is derived from GE's [[General Electric GE90|GE90]] and its {{abbr|LP|low-pressure}} sections are based on the [[Pratt & Whitney PW4000|PW4000]] expertise.<ref name=Flight20may2003>{{cite news |url= https://www.flightglobal.com/news/articles/thrust-advance-165711/ |title= Thrust advance |date= 20 May 2003 |work= Flightglobal}}</ref>
At its launch in 2000, engine makers assured Airbus it was getting the best level of technology and they would be state-of-the-art for the next decade, but three years later Boeing launched the [[Boeing 787 Dreamliner|787 Dreamliner]] with game-changing technology and 10% lower fuel burn than the previous generation, to the dismay of John Leahy.<ref>{{cite news |url= https://leehamnews.com/2018/02/16/leahy-remains-steadfast-a380-future/ |title= Leahy remains steadfast in A380 future |date= 16 February 2018 |work= Leeham}}</ref>

<!--Noise-->
Due to its modern engines and aerodynamic improvements, Lufthansa's A380s produce half the noise of the Boeing 747-200 while carrying 160 more passengers.<ref>{{cite web |title= Environment |publisher= Lufthansa A380 |url= http://a380.lufthansa.com/en/html/technik/umwelt/index.php |archive-url= https://web.archive.org/web/20080703093623/http://a380.lufthansa.com/en/html/technik/umwelt/index.php |archive-date= 3 July 2008}}</ref> In 2012, the A380 received an award from the [[Noise Abatement Society]].<ref>{{cite news |title= JC 2012 WINNERS FINAL 14 Nov 2012 |url= http://noiseabatementsociety.com/jc-2012-winners-final-14-nov-2012/ |publisher= [[Noise Abatement Society]] |date= 15 November 2012}}</ref>

<!--Heathrow noise-->
[[Heathrow Airport|London Heathrow]] is a key destination for the A380.<ref name="norris_wagner_book"/> The aircraft is below the QC/2 departure and QC/0.5 arrival noise limits under the [[Quota Count system]] set by the airport.<ref>{{Cite web |author=National Air Traffic Services |author-link=NATS Holdings |date=February 2003 |title=Review of the Quota Count (QC) System used for Administering the Night Noise Quotaa at Heathrow, Gatwick and Stansted Airports |url=http://www.dft.gov.uk/pgr/aviation/environmentalissues/coll_nightnoisequotasatheathrowg/nightnoisequotasprintversion |url-status=dead |archive-url=https://web.archive.org/web/20070717034806/http://www.dft.gov.uk/pgr/aviation/environmentalissues/coll_nightnoisequotasatheathrowg/nightnoisequotasprintversion |archive-date=17 July 2007 |df=dmy-all}}</ref> Field measurements suggest the approach quota allocation for the A380 may be excessively generous compared to the older Boeing 747, but still quieter.<ref>{{cite web |author=Rhodes |first=D. P. |date=10 February 2012 |title=Noise Data for the First Three Years of Scheduled Airbus A380 Operations at London Heathrow Airport ERCD REPORT 1106 |url=http://www.heathrowairport.com/static/Heathrow_Noise/Downloads/PDF/20120411-Final_ERCD_A380_Report_1106_2.pdf |url-status=dead|archive-url=https://web.archive.org/web/20141217012844/http://www.heathrowairport.com/static/Heathrow_Noise/Downloads/PDF/20120411-Final_ERCD_A380_Report_1106_2.pdf |archive-date=17 December 2014 |work=[[Civil Aviation Authority (United Kingdom)|CAA]] |df=dmy-all |quote=Arrival noise levels are also lower than for the Boeing 747-400, although by less than expected in the case of the Rolls-Royce powered A380 variant}}</ref><ref>{{cite web |title= Airbus A380 |publisher= [[Civil Aviation Authority (United Kingdom)|CAA]] |date= 14 May 2012 |url= http://www.caa.co.uk/docs/1357/E0001321ReplyLetter.pdf |url-status=dead |archive-url= https://web.archive.org/web/20140424093538/http://www.caa.co.uk/docs/1357/E0001321ReplyLetter.pdf |archive-date= 24 April 2014 |df= dmy-all}}</ref> Rolls-Royce is supporting the CAA in understanding the relatively high A380/Trent 900 monitored noise levels.<ref>{{cite web |url= https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/66837/consultation-document.pdf |title= Night Flying Restrictions at Heathrow, Gatwick and Stansted Stage 1 Consultation |page=28 |work= [[UK Department for Transport]] |date= January 2013 |quote= Some of these new aircraft types appear slightly noisier in operation than their QC classification (A380 with Rolls-Royce Trent 900 engines) .. Rolls-Royce is supporting CAA in understanding the relatively high A380/Trent 900 monitored noise levels}}</ref> Due to Heathrow's landing charges having a noise component, the A380 is cheaper to land there than a Boeing 777-200 and -300 and it saves $4,300 to $5,200 per landing, or $15.3M to $18.8M of [[present value]] over 15 years. [[Narita International Airport|Tokyo Narita]] has a similar noise charge.<ref>{{Cite news |author=Arvai |first=Ernest S. |date=24 November 2017 |title=Emirates and the A380 |url=https://www.airinsight.com/emirates-and-the-a380-2/ |work=AirInsight}}</ref>

<!--thrust reversers-->
The A380 has [[Thrust reversal|thrust reversers]] on the inboard engines only. The outboard engines lack them, reducing the amount of debris stirred up during landing.<ref name=HuberStop>{{cite news|author=Mark Huber |url=http://www.airspacemag.com/flight-today/how-things-work-stopping-the-a380-27549065/?no-ist |title=How Things Work: Stopping the A380 |work=Air & Space magazine |publisher=Smithsonian |date=August 2011 |url-status=dead |archive-url=https://web.archive.org/web/20140621141726/http://www.airspacemag.com/flight-today/how-things-work-stopping-the-a380-27549065/?no-ist |archive-date=21 June 2014}}</ref><ref>{{cite news |last1= |date=June 17, 2009 |title=Flying the Airbus A380 |url=https://www.ainonline.com/aviation-news/air-transport/2009-06-17/flying-airbus-a380 |access-date=3 January 2024 |publisher=Aviation International News}}</ref> The combination of wheel braking and large spoilers and flaps reduces the aircraft's reliance on thrust reversal.<ref name=HuberStop/> The reversers are electrically actuated to save weight, and for greater reliability than pneumatic or hydraulic equivalents.<ref>{{Cite news |title= Innovative Honeywell helps to curb A380 weight|work=Flight International |date= 15 June 2005 |url= https://www.flightglobal.com/news/articles/innovative-honeywell-helps-to-curb-a380-weight-199552/ |quote= Some systems, like the electromagnetic thrust reversers are a first for a commercial aircraft}}</ref> Having reversers on only two engines also saves a great deal of maintenance expense for operators as well as avoiding unnecessary weight to the outboard engines.<ref name=HuberStop/>

===Wings===
[[File:A380 01.jpg|thumb|Planform view showing moderate wing aspect ratio and the undercarriage]]
[[File:IABG Test Setup A380 Dresden bent wing.jpg|thumb|Composite photo of a structural loading test on the left wing box]]

The A380's wings are built for a [[maximum takeoff weight]] (MTOW) over 600&nbsp;tonnes to accommodate larger variants—the A380F freighter would require added internal strengthening.<ref name="norris_wagner_book" /><ref>{{Cite journal|url=http://www.ingenia.org.uk/ingenia/articles.aspx?Index=436|title=Supersize Wings|first=Rob|last=Bray|publisher=Ingenia|date=June 2007|issue=31|access-date=8 December 2018|archive-url=https://web.archive.org/web/20120520141547/http://www.ingenia.org.uk/ingenia/articles.aspx?Index=436|archive-date=20 May 2012|url-status=dead|journal= Ingenia Online}}</ref> The optimal wingspan for such an MTOW is about {{convert|90|m|abbr=on}} but airport restrictions of {{convert|80|m|abbr=on}} force the A380 to compensate with a longer [[Chord (aeronautics)|chord]] for an [[Aspect ratio (aerodynamics)|aspect ratio]] of 7.8.<ref name="leeUp" /><!--depends on method--> This suboptimal aspect ratio reduces [[fuel efficiency]]<ref name=leeUp>Hamilton, Scott. "[http://leehamnews.com/2014/02/03/updating-the-a380-the-prospect-of-a-neo-version-and-whats-involved/ Updating the A380: the prospect of a neo version and what's involved]" Leehamnews.com, 3 February 2014. Retrieved 21 June 2014. [https://web.archive.org/web/20140408075935/http://leehamnews.com/2014/02/03/updating-the-a380-the-prospect-of-a-neo-version-and-whats-involved/ Archived] on 8 April 2014.</ref> by about 10% and increases [[operating cost]]s several percent,<ref>Peter M. Burns & Marina Novelli. "[https://books.google.com/books?id=2z-qvBYAqoMC Tourism and Mobilities: Local-Global Connections]", p. 192. {{ISBN|978-1-84593-404-0}} <!--search words: a380 optimum wingspan--></ref> considering fuel costs constitute about 50% of the cost of long-haul aeroplane operation.<ref>Updating the A380: the prospect of a neo version and what's involved. Online: {{cite web|url=https://leehamnews.com/2014/02/03/updating-the-a380-the-prospect-of-a-neo-version-and-whats-involved/ |title=Updating the A380: The prospect of a neo version and what's involved |date=3 February 2014 |access-date=23 June 2016 |url-status=live |archive-url=https://web.archive.org/web/20160828203924/https://leehamnews.com/2014/02/03/updating-the-a380-the-prospect-of-a-neo-version-and-whats-involved/ |archive-date=28 August 2016}}</ref> The common wing design approach sacrifices fuel efficiency on the A380-800 passenger model in particular because its lower MTOW allows for a higher aspect ratio with a shorter chord or thinner wing.

Still, Airbus estimated that the A380's size and advanced technology would provide lower operating costs per passenger than the 747-400. The wings incorporate [[wingtip device|wingtip fences]] that extend above and below the wing surface, similar to those on the [[Airbus A310|A310]] and [[Airbus A320 family|A320]]. These increase fuel efficiency and range by reducing [[Lift-induced drag|induced drag]].<ref>{{cite web|url=http://www.thestandard.com.hk/news_detail.asp?pp_cat=11&art_id=52746&sid=15211541&con_type=3 |title=A380 superjumbo gives thrilling morning air show |first=Damon |last=Pang |work=The Standard |location=Hong Kong |date=4 September 2007 |url-status=dead |archive-url=https://web.archive.org/web/20110629182915/http://www.thestandard.com.hk/news_detail.asp?pp_cat=11&art_id=52746&sid=15211541&con_type=3 |archive-date=29 June 2011}}</ref> The wingtip fences also reduce [[wake turbulence]], which endangers following aircraft.<ref>"A380 Superjumbo", A Documentary broadcast on the Smithsonian Channel in the series ''Planes that changed the world''</ref> The wings of the A380 were designed in Filton and manufactured in Broughton in the United Kingdom. The wings were then transported to the harbour of Mostyn, where they were transported by barge to Toulouse, France, for integration and final assembly with the rest of the aircraft and its components.<ref>{{Cite book |last=Lamiroux |first=F |title=Trailer truck trajectory optimization: the transportation of components for the Airbus A380 |publisher=IEEE Robotics and Automation Magazine |year=2005 |pages=14–21}}</ref>

Singapore Airlines describes the A380's landing speed of {{convert|130|-|135|kn|km/h|abbr=on|sigfig=2}} as "impressively slow".<ref name=fgPilotRep>"[http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Report-Pilots-perspective/ Pilot's perspective]" ''[[Flightglobal]]'', undated. Retrieved 20 June 2014. [https://web.archive.org/web/20130318054931/http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Report-Pilots-perspective/ Archived] on 18 March 2014.</ref>

===Materials===
While most of the fuselage is made of aluminium alloys, [[composite materials]] comprise more than 20% of the A380's [[airframe]].<ref>{{cite web|last=Marks|first=Paul|title=Aviation&nbsp;– The shape of wings to come|work=[[New Scientist]]|date=29 June 2005|url=https://www.newscientist.com/article/dn7552-aviation--the-shape-of-wings-to-come.html?full=true|quote=More than 20% of the A380 is made of lightweight-but-strong composite materials, mainly carbon-fibre-reinforced plastic}}</ref> [[Carbon fibre reinforced plastic|Carbon-fibre reinforced plastic]], [[Glass-reinforced plastic|glass-fibre reinforced plastic]] and [[quartz-fibre|quartz-fibre reinforced plastic]] are used extensively in wings, fuselage sections (such as the undercarriage and rear end of fuselage), tail surfaces, and doors.<ref>{{cite web|title=Rapid growth forecast for carbon fibre market|first=Tony|last=Roberts|publisher=Reinforced Plastics|date=1 February 2007|url=http://www.reinforcedplastics.com/view/1110/rapid-growth-forecast-for-carbon-fibre-market/|access-date=27 October 2009|archive-date=31 August 2010|archive-url=https://web.archive.org/web/20100831063503/http://www.reinforcedplastics.com/view/1110/rapid-growth-forecast-for-carbon-fibre-market/|url-status=dead}}</ref><ref>{{cite journal|title=Composites strengthen aerospace hold|journal=Reinforced Plastics|volume=46|issue=7–8|pages=40–43|first=George|last=Marsh|year=2002|doi=10.1016/S0034-3617(02)80149-7}}</ref><ref>{{cite web|title=How to make an elephant fly |publisher=Scenta |date=31 July 2007 |url=http://www.scenta.co.uk/travel/technology/cit/1700616/how-to-make-an-elephant-fly.htm |url-status=dead |archive-url=https://web.archive.org/web/20110720062209/http://www.scenta.co.uk/travel/technology/cit/1700616/how-to-make-an-elephant-fly.htm |archive-date=20 July 2011}}</ref> The A380 is the first commercial airliner to have a central wing box made of carbon–fibre reinforced plastic. It is also the first to have a smoothly contoured wing cross–section. The wings of other commercial airliners are partitioned span-wise into sections. This flowing continuous cross section reduces aerodynamic drag. [[Thermoplastics]] are used in the leading edges of the [[Leading edge slats|slats]].<ref>{{cite web|title=Thermoplastic composites gain leading edge on the A380|publisher=Composites World|date=3 January 2006|url=http://www.compositesworld.com/articles/thermoplastic-composites-gain-leading-edge-on-the-a380|access-date=6 March 2012}}</ref>

The hybrid fibre metal laminate material [[GLARE]] (glass laminate aluminium reinforced epoxy) is used in the upper fuselage and on the stabilisers' leading edges.<ref>{{Cite news|title=Coming Soon: The Innovative Airbus A380|publisher=Aviation Today|date=1 April 2006|url=http://www.aviationtoday.com/am/categories/bga/Coming-Soon-The-Innovative-Airbus-A380_206.html|url-status=dead|archive-url=https://web.archive.org/web/20120614110458/http://www.aviationtoday.com/am/categories/bga/Coming-Soon-The-Innovative-Airbus-A380_206.html|archive-date=14 June 2012}}</ref> This aluminium-[[fibreglass|glass-fibre]] [[laminate]] is lighter and has better corrosion and impact resistance than conventional aluminium [[alloys]] used in aviation.<ref>{{cite news|title=Airbus' 'big baby' is too big|work=Seattle Post-Intelligencer|first=Andrea|last=Rothman|date=17 July 2004|url=http://www.seattlepi.com/default/article/Airbus-big-baby-is-too-big-1149552.php|access-date=2 July 2011|archive-date=18 October 2012|archive-url=https://web.archive.org/web/20121018035804/http://www.seattlepi.com/default/article/Airbus-big-baby-is-too-big-1149552.php|url-status=dead}}</ref> Unlike earlier composite materials, GLARE can be repaired using conventional aluminium repair techniques.{{citation needed|date=May 2021}}

Newer [[welding|weldable]] aluminium alloys are used in the A380's airframe. This enabled the widespread use of [[laser beam welding]] manufacturing techniques, eliminating rows of [[rivet]]s and resulting in a lighter, stronger structure.<ref>{{cite web|last=Rötzer|first=Isolde|title=Laser Beam Welding|publisher=[[Fraunhofer Society]] Material and Beam Technology&nbsp;– IWS, [[Dresden]], Germany |date=1 January 2005 |url=http://www.fraunhofer.de/fhg/Images/magazine1-2005-36f_tcm6-14041.pdf |access-date=14 May 2007 |archive-url= https://web.archive.org/web/20060223050545/http://www.fraunhofer.de/fhg/Images/magazine1-2005-36f_tcm6-14041.pdf |archive-date=23 February 2006}}</ref> High-strength aluminium (type 7449)<ref>[http://www.keytometals.com/page.aspx?ID=CheckArticle&site=ktn&NM=227 Aluminum Alloy Development for the Airbus A380] {{webarchive |url=https://web.archive.org/web/20150317123838/http://www.keytometals.com/page.aspx?ID=CheckArticle&site=ktn&NM=227 |date=17 March 2015}}. ''Key to metals''</ref> reinforced with carbon fibre was used in the wing brackets of the first 120 A380s to reduce weight, but cracks were discovered and newer sets of the more critical brackets are made of standard [[Aluminium alloy#Wrought alloys|aluminium 7010]], increasing weight by 90&nbsp;kg (198&nbsp;lb).<ref>[http://www.tu.no/motor/2012/05/31/vingefeil-koster-to-milliarder Wing error costs 2B kroner] {{webarchive |url=https://web.archive.org/web/20130527115916/http://www.tu.no/motor/2012/05/31/vingefeil-koster-to-milliarder |date=27 May 2013}} (in Norwegian) ''[[Teknisk Ukeblad]]'' 31 May 2012. Retrieved 1 June 2012</ref> Repair costs for earlier aircraft were expected to be around €500&nbsp;million (US$629&nbsp;million).<ref>[http://news.airwise.com/story/view/1337912488.html Airbus A380 Wing Flaws May Cost USD$629 Mln] {{webarchive |url=https://web.archive.org/web/20160104221313/http://news.airwise.com/story/view/1337912488.html |date=4 January 2016}} [[Reuters]] 24 May 2012. Retrieved 1 June 2012</ref>

It takes {{convert|3600|L|USgal|abbr=on}} of paint to cover the {{convert|3100|m2|sqft|abbr=on}} exterior of an A380.<ref name="A380 Paint">{{Cite news|title=Airbus starts painting first A380|publisher=Airbus|date=11 April 2007|url=http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_04_11_A380_first_paint.html|archive-url= https://web.archive.org/web/20080610030512/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_04_11_A380_first_paint.html |archive-date= 10 June 2008 |access-date=30 December 2011}}</ref> The paint is five layers thick and weighs about 650&nbsp;kg (1,433&nbsp;lb) when dry.<ref>{{cite web|title=The Aviation Writer|url=http://www.theaviationwriter.com/2013/04/british-airways-airbus-a380-paint-job.html|access-date=15 June 2015|archive-url=https://web.archive.org/web/20150624013407/http://www.theaviationwriter.com/2013/04/british-airways-airbus-a380-paint-job.html|archive-date=24 June 2015|url-status=usurped}}</ref>

===Avionics===
The A380 employs an [[integrated modular avionics]] (IMA) architecture, first used in advanced military aircraft, such as the [[Lockheed Martin F-22 Raptor]], [[Lockheed Martin F-35 Lightning II]],<ref name="lessismore">{{cite web|url=http://www.aviationtoday.com/av/categories/commercial/8420.html|title=Integrated Modular Avionics: Less is More|quote=Some believe the IMA concept originated in the United States with the new F-22 and F-35 fighters and then migrated to the commercial jetliner arena. Others say the modular avionics concept, with less integration, has been used in business jets and regional airliners since the late 1980s or early 90s|publisher=Aviation Today|date=1 February 2007|access-date=26 October 2009|archive-date=24 November 2011|archive-url=https://web.archive.org/web/20111124083249/http://www.aviationtoday.com/av/categories/commercial/8420.html|url-status=dead}}</ref> and [[Dassault Rafale]].<ref>{{cite web|url=http://www.dassault-aviation.com/fileadmin/user_upload/redacteur/presse/Backgrounders/RAFALE_EN.doc|archive-url=https://web.archive.org/web/20090304035106/http://www.dassault-aviation.com/fileadmin/user_upload/redacteur/presse/Backgrounders/RAFALE_EN.doc|archive-date=4 March 2009|title=Rafale|publisher=Dassault Aviation|date=12 June 2005}}</ref> The main IMA systems on the A380 were developed by the [[Thales Group]].<ref name=Thales_tech_onboard/> Designed and developed by Airbus, [[Thales Group|Thales]] and [[Diehl Aerospace]], the IMA suite was first used on the A380. The suite is a technological innovation, with networked computing modules to support different applications.<ref name=Thales_tech_onboard>{{cite web|url=http://www.thalesgroup.com/Pages/PressRelease.aspx?id=10607|title=Thales technologies onboard the A380|quote=The A380 is the first aircraft ever to be fitted with the Integrated Modular Avionics (IMA) suite, a major technical evolution of global importance for airlines and operators. Designed by Airbus and co-developed with Thales and Diehl Aerospace, the IMA is a leap-ahead technological innovation, with all onboard computing modules networked and able to support different applications. The result is a substantial improvement in computing power, reliability, maintainability, volume, weight and scalability.|publisher=Thales Group|date=30 October 2009|url-status=dead|archive-url=https://web.archive.org/web/20120308162125/http://www.thalesgroup.com/Pages/PressRelease.aspx?id=10607|archive-date=8 March 2012}}</ref> The data networks use [[Avionics Full-Duplex Switched Ethernet]], an implementation of ARINC 664. These are switched, [[full-duplex]], [[Star network|star-topology]] and based on [[Ethernet over twisted pair|100baseTX]] [[Fast Ethernet|fast-Ethernet]].<ref>{{cite web|title=Networking|publisher=Lufthansa|url=http://a380.lufthansa.com/en/html/technik/rechenzentrum/index.php |access-date=25 October 2009 |archive-url= https://web.archive.org/web/20080612223003/http://a380.lufthansa.com/en/html/technik/rechenzentrum/index.php|archive-date=12 June 2008}}</ref> This reduces the amount of wiring required and minimises [[Latency (engineering)|latency]].<ref name="avionics_magazine">{{Cite news|last=Adams|first=Charlotte|title=Test cards for the Airbus A380|publisher=Aviation Today|date=1 July 2002|url=http://www.aviationtoday.com/av/categories/commercial/12760.html|access-date=16 October 2007 |archive-url= https://web.archive.org/web/20071017163646/http://aviationtoday.com/av/categories/commercial/12760.html |archive-date= 17 October 2007 |url-status=live}}</ref>

[[File:Airbus A380 cockpit.jpg|thumb|A380 flight deck]]
Airbus used similar cockpit layout, procedures and handling characteristics to other Airbus aircraft, reducing crew training costs. The A380 has an improved [[glass cockpit]], using [[fly-by-wire]] flight controls linked to [[joystick|side-sticks]].<ref>{{cite web|title=Cockpit |publisher=Lufthansa|url= http://a380.lufthansa.com/en/html/technik/piloten/index.php|access-date=25 October 2009|archive-url=https://web.archive.org/web/20080612232128/http://a380.lufthansa.com/en/html/technik/piloten/index.php|archive-date=12 June 2008}}</ref><ref name="Timesindepth">{{Cite news|title=Flying the Airbus giant of the skies|work=The Times|location=UK|first=Dominic|last=O'Connell|url=http://business.timesonline.co.uk/tol/business/industry_sectors/engineering/article696340.ece|archive-url=https://web.archive.org/web/20110611225606/http://business.timesonline.co.uk/tol/business/industry_sectors/engineering/article696340.ece|url-status=dead|archive-date=11 June 2011|access-date=26 March 2006|date=26 March 2006}}</ref> The cockpit has eight {{convert|15|by|20|cm|in|abbr=on|adj=on}} [[liquid crystal display]]s, all physically identical and interchangeable; comprising two [[primary flight display]]s, two navigation displays, one engine parameter display, one system display and two [[multi-function display]]s. The MFDs were introduced on the A380 to provide an easy-to-use interface to the [[flight management system]]—replacing three multifunction control and display units.<ref>{{cite web|title=Barco extends its success in the civil avionics market with new Airbus deal |publisher=Barco |url=http://www.barco.com/en/pressrelease/1509/ |access-date=25 October 2009 |url-status=dead |archive-url=https://web.archive.org/web/20110716212733/http://www.barco.com/en/pressrelease/1509/ |archive-date=16 July 2011}}</ref> They include [[QWERTY]] keyboards and trackballs, interfacing with a [[graphical user interface|graphical]] "[[point-and-click]]" display system.<ref name="a380_flight_deck">{{cite web|title=A380 flight deck|publisher=Airbus|url=http://www.airbus.com/en/aircraftfamilies/a380/flight_deck.html|access-date=16 September 2006|archive-url=https://web.archive.org/web/20060825173400/http://www.airbus.com/en/aircraftfamilies/a380/flight_deck.html|archive-date=25 August 2006}}</ref><ref>{{cite web|title=Flash-based view of A380s cockpit|publisher=gillesvidal.com|url=http://www.gillesvidal.com/blogpano/cockpit1.htm|access-date=25 October 2009 |archive-url= https://web.archive.org/web/20091103040246/http://www.gillesvidal.com/blogpano/cockpit1.htm |archive-date= 3 November 2009 |url-status=live}}</ref>

The Network Systems Server (NSS) is the heart of A380s paperless cockpit; it eliminates bulky manuals and traditional charts.<ref>{{Cite news|title=A350 cockpit borrows A380 innovations|publisher=Air Transport Briefing|date=6 March 2006|url=http://www.alacrastore.com/storecontent/Business-and-Industry/144565420}}</ref><ref>{{Cite news|title=Lufthansa Systems database plots route to the paperless cockpit|work=Flight International|date=5 October 2004|url=http://www.flightglobal.com/news/articles/lufthansa-systems-database-plots-route-to-the-paperless-cockpit-188307/}}</ref> The NSS has enough inbuilt robustness to eliminate onboard backup paper documents. The A380s network and server system stores data and offers electronic documentation, providing a required equipment list, navigation charts, performance calculations, and an aircraft logbook. This is accessed through the MFDs and controlled via the keyboard interface.<ref name="avionics_magazine"/>

===Systems===
[[File:Airbus A380 Fahrwerk.jpg|thumb|A380 20-wheel main [[landing gear]]]]

[[Fly-by-wire#Power-by-wire|Power-by-wire]] flight control actuators have been used for the first time in civil aviation to back up primary [[hydraulic]] actuators. Also, during certain manoeuvres they augment the primary actuators.<ref>{{Cite journal|title=Advances in more-electric aircraft technologies|journal=Aircraft Engineering and Aerospace Technology|year=2001|volume=73|issue=3|publisher=Emerald Group}}</ref> They have self-contained hydraulic and electrical power supplies. [[Electro-hydrostatic actuator]]s (EHA) are used in the [[aileron]] and [[elevator (aircraft)|elevator]], electric and hydraulic motors to drive the slats as well as electrical backup hydrostatic actuators (EBHA) for the rudder and some spoilers.<ref name="avionics_magazine2">{{Cite news|last=Adams |first=Charlotte|title= A380: 'more electric' aircraft|publisher=Aviation Today|date=1 October 2001|url=http://www.aviationtoday.com/cgi/av/show_mag.cgi?pub=av&mon=1001&file=1001a380.htm|archive-url=https://web.archive.org/web/20060317013602/http://www.aviationtoday.com/cgi/av/show_mag.cgi?pub=av&mon=1001&file=1001a380.htm|archive-date=17 March 2006|access-date=26 September 2006}}</ref>

The A380's 350&nbsp;bar (35&nbsp;MPa or 5,000&nbsp;psi) hydraulic system is a significant difference from the typical 210&nbsp;bar (21&nbsp;MPa or 3,000&nbsp;psi) hydraulics used on most commercial aircraft since the 1940s.<ref>{{Cite news|title=A380 pushes 5000 psi into realm of the common man|first=P.J.|last=Henry|publisher=Hydraulics & Pneumatics|access-date=1 November 2012|url=http://hydraulicspneumatics.com/200/TechZone/HydraulicPumpsM/Article/False/6497/TechZone-HydraulicPumpsM}}</ref><ref name="Highlowpress">{{Cite news|title=High pressure, low weight |publisher=Design News |first=Bruce |last=Wiebusch |date=8 September 2002 |url=http://www.designnews.com/article/65-High_pressure_low_weight.php |url-status=dead |archive-url=https://web.archive.org/web/20100714021856/http://www.designnews.com/article/65-High_pressure_low_weight.php |archive-date=14 July 2010}}</ref> First used in military aircraft, high-pressure hydraulics reduce the weight and size of pipelines, actuators and related components. The 350&nbsp;bar pressure is generated by eight de-clutchable hydraulic pumps.<ref name="Highlowpress"/><ref>{{Cite news|title=Eaton wins hydraulic system contract for A380, $200&nbsp;million potential for U.S. company|publisher=Business Wire|date=10 October 2001|url=http://www.defense-aerospace.com/articles-view/release/3/6918/eaton-hydraulic-power-systems-for-a380-%28oct.-12%29.html}}</ref> The hydraulic lines are typically made from [[titanium]]; the system features both fuel- and air-cooled [[heat exchanger]]s. Self-contained electrically powered hydraulic power packs serve as backups for the primary systems, instead of a secondary hydraulic system, saving weight and reducing maintenance.<ref>{{Cite journal|title=Hydraulic services contract for Airbus A380 wing jigs|journal=Aircraft Engineering and Aerospace Technology |year=2004|volume=76|issue=2|publisher=Emerald Group}}</ref>

The A380 uses four 150&nbsp;[[Kilovolt-ampere|kVA]] variable-frequency electrical generators,<ref>{{Cite news|title=Innovative Variable Frequency Power |publisher=Goodrich |access-date=27 October 2009 |url=http://www.goodrich.com/portal/site/grcom?GUID=19187d816707b110VgnVCM10000068f57eaaRCRD}} {{Dead link|date=June 2016|bot=medic}}{{cbignore|bot=medic}}</ref> eliminating constant-speed drives and improving reliability.<ref>{{Cite news|title=A380: 'More Electric' Aircraft|first=Charlotte|last=Adams|work=Avionics Magazine|date=1 October 2001|url=http://www.aviationtoday.com/av/issue/feature/A380-More-Electric-Aircraft_12874.html|access-date=27 October 2009|archive-date=13 May 2009|archive-url=https://web.archive.org/web/20090513102313/http://www.aviationtoday.com/av/issue/feature/A380-More-Electric-Aircraft_12874.html|url-status=dead}}</ref> The A380 uses aluminium power cables instead of copper for weight reduction. The electrical power system is fully computerised and many [[Relay#Types|contactors]] and breakers have been replaced by solid-state devices for better performance and increased reliability.<ref name="avionics_magazine2"/>

<!--APU-->
The auxiliary power comprises the [[Auxiliary Power Unit]] (APU), the electronic control box (ECB), and mounting hardware. The APU in use on the A380 is the {{cvt|1800|hp|disp=out}} PW 980A APU. The APU primarily provides air to power the Analysis Ground Station (AGS) on the ground and to start the engines. The AGS is a semi-automatic analysis system of flight data that helps to optimise management of maintenance and reduce costs. The APU also powers two 120&nbsp;kVA electric generators that provide auxiliary electric power to the aircraft. There is also a [[ram air turbine]] (RAT) with a 70&nbsp;kVA generator.<ref>{{cite web|work=Hamilton and Sundstrand |title=Airbus A380 Fact sheet |url=http://www.hamiltonsundstrand.com/StaticFiles/HS/Communications/General/Documents/A380%20Fact%20Sheet_June%202011.pdf |access-date=24 April 2016 |url-status=dead |archive-url=https://web.archive.org/web/20130302205101/http://www.hamiltonsundstrand.com/StaticFiles/HS/Communications/General/Documents/A380%20Fact%20Sheet_June%202011.pdf |archive-date=2 March 2013}}</ref>

===Passenger provisions===
{{main|Seat configurations of Airbus A380}}
[[File:Airbus A380-861, Emirates AN1721793.jpg|thumb|Ten-abreast old [[economy class]] seating on the main deck on an Emirates A380]]

The A380-800's [[Aircraft cabin|cabin]] has {{convert|550|m2|sqft|0}} of usable floor space,<ref>{{cite web |title= Airbus A380 Facts & Figures |date= June 2018 |publisher= Airbus |url= https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Backgrounder-Airbus-Commercial-Aircraft-A380-Facts-and-Figures-EN.pdf |access-date= 25 June 2018 |archive-date= 25 June 2018 |archive-url= https://web.archive.org/web/20180625161050/https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/Backgrounder-Airbus-Commercial-Aircraft-A380-Facts-and-Figures-EN.pdf |url-status= dead}}</ref> 40% more than the next largest airliner, the [[Boeing 747-8]].<ref>{{cite web|url= http://www.flightglobal.com/news/articles/boeings-747-8-vs-a380-a-titanic-tussle-205137/|title=Boeing's 747-8 vs. A380: A titanic tussle|first=Max|last=Kingsley-Jones|work=Flight International|date=17 February 2006|access-date=25 September 2013}}</ref>

The cabin has features to reduce traveller fatigue such as a quieter interior and higher [[Cabin pressurization|pressurisation]] than previous generations of aircraft; the A380 is pressurised to the equivalent altitude of {{convert|1520|m|ft|abbr=on|sigfig=2}} up to {{convert|12000|m|ft|abbr=on}}.<ref>{{cite web|title=Airbus A380 Brief|url=http://a380airbus.com/airbus-a380-cabins/|access-date=19 September 2013|archive-url=https://web.archive.org/web/20130422021427/http://a380airbus.com/airbus-a380-cabins/|archive-date=22 April 2013|url-status=usurped}}</ref><ref name="norris_wagner_book"/>{{rp|129}} It has 50% less cabin noise, 50% more cabin area and volume, larger windows, bigger overhead bins, and {{convert|60|cm|ft|abbr=on}} more headroom than the 747-400.<ref>{{cite web|title=Global Aircraft – Airbus A380|url=http://www.globalaircraft.org/planes/airbus_a380.pl |access-date=19 June 2009}}</ref><ref name="a380_figures">{{cite web|title=Fascinating figures about the A380 |publisher=Airbus |url=http://events.airbus.com/a380/seeing/learnandplay/figures1.asp |access-date=1 August 2008 |archive-url=https://web.archive.org/web/20080704190610/http://events.airbus.com/a380/seeing/learnandplay/figures1.asp |archive-date=4 July 2008 |url-status=dead}}</ref> Seating options range from 3-room {{convert|12|m2|sqft|abbr=on}} "residence" in first class to 11-across in economy.<ref>{{cite web|url=http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/own-the-sky/cabin/|title=Cabin of Airbus A380|work=airbus|access-date=24 April 2016|url-status=dead|archive-url=https://web.archive.org/web/20161231132208/http://www.airbus.com/aircraftfamilies/passengeraircraft/a380family/own-the-sky/cabin/|archive-date=31 December 2016}}</ref> A380 economy seats are up to {{convert|48|cm|in|abbr=on}} wide in a 10-abreast configuration,<ref>{{cite web|title=Onboard the Airbus A380|publisher=[[Fodors]]|url=http://fodors.com/news/story_2432.html|archive-url=https://web.archive.org/web/20071020004918/http://fodors.com/news/story_2432.html|archive-date=20 October 2007 |access-date=6 March 2012}}</ref> compared with the 10-abreast configuration on the 747-400 that typically has seats {{convert|44.5|cm|in|abbr=on}} wide.<ref>{{cite web|title=747-400 Cross Sections|publisher=Boeing|url=http://www.boeing.com/commercial/747family/pf/pf_cross_section.html|access-date=19 June 2008 |archive-url= https://web.archive.org/web/20080611225956/http://www.boeing.com/commercial/747family/pf/pf_cross_section.html |archive-date= 11 June 2008 |url-status=live}}</ref> On other aircraft, economy seats range from {{convert|41.5|to|52.3|cm|in|abbr=on}} in width.<ref>{{cite web|url=http://www.smarttravelasia.com/economy.htm|title=A survey of the best airline economy seats|last=Verghese|first=Vijay|year=2011|publisher=Smarttravelasia.com|archive-url=https://web.archive.org/web/20110520010120/http://smarttravelasia.com/economy.htm|archive-date=20 May 2011|url-status=live|access-date=17 May 2011}}</ref>

[[File:Airbus A380 seatmap.svg|thumb|upright=0.8|Layout of A380-800, 519 seat configuration (331 lower, 188 upper)]]
The A380's upper and lower decks are connected by two stairways, one [[Bow (ship)|fore]] and one [[aft]], both wide enough to accommodate two passengers side by side; this cabin arrangement allows multiple seat configurations. The maximum certified carrying capacity is 853 passengers in an all-economy-class layout,<ref name="evacuation_test" /> Airbus lists the "typical" three-class layout as accommodating 525 passengers, with 10 first, 76 business, and 439 economy class seats.<ref name="555_to_525" /> Airline configurations range from [[Korean Air]]'s 407 passengers to [[Emirates (airline)|Emirates]]' two-class 615 seats<ref name="cpA380">{{cite web |url=http://cphpost.dk/news/worlds-largest-passenger-plane-lands-at-copenhagen-airport.html |title=World's largest passenger plane lands at Copenhagen Airport |work=[[The Copenhagen Post]] |date=1 December 2015 |access-date=2 December 2015 |archive-date=2 December 2015 |archive-url=https://web.archive.org/web/20151202155422/http://cphpost.dk/news/worlds-largest-passenger-plane-lands-at-copenhagen-airport.html |url-status=dead}}</ref> and average around 480–490 seats.<ref>{{cite news |url=http://www.space.com/businesstechnology//070608_recordseatsa380.html |title=Emirates A380s to Establish New Airliner Seat Record |work=Aviation |date=8 June 2008 |access-date=13 September 2010 |archive-date=27 December 2010 |archive-url=https://web.archive.org/web/20101227044154/http://www.space.com/businesstechnology/070608_recordseatsa380.html |url-status=dead }}</ref><ref>{{cite news |title=Recession causes turbulence for Airbus A380 sales |work=Bristol 24-7 |url= http://www.bristol247.com/2009/10/23/recession-causes-turbulence-for-airbus-a380-sales/ |first=Rob |last=Buckland |date=23 October 2009 |archive-url= https://web.archive.org/web/20131211122201/http://www.bristol247.com/2009/10/23/recession-causes-turbulence-for-airbus-a380-sales/ |archive-date=11 December 2013}}</ref> [[Air Austral]]'s proposed 840 passenger layout has not come to fruition. The A380's interior illumination system uses bulbless [[light-emitting diode|LEDs]] in the cabin, cockpit, and cargo decks. The LEDs in the cabin can be altered to create an ambience simulating daylight, night, or intermediate levels.<ref>{{cite web |title=Cabin Interior, Mood Lighting|publisher=[[Diehl Aerospace]], Germany|url=http://www.diehl-aerospace.de/index.php?id=1402&L=1|access-date=14 May 2007|archive-url=https://web.archive.org/web/20070927225931/http://www.diehl-aerospace.de/index.php?id=1402&L=1|archive-date=27 September 2007}}</ref> On the outside of the aircraft, [[High-intensity discharge lamp|HID]] lighting is used for brighter illumination.

Airbus's publicity has stressed the comfort and space of the A380 cabin,<ref>{{cite web|title=Airbus Cabin Showroom |publisher=Airbus |url=http://www.airbus.com/cabin-showroom/preview/index.jsp?article=0 |access-date=14 May 2007 |archive-url=https://web.archive.org/web/20070526122254/http://www.airbus.com/cabin-showroom/preview/index.jsp?article=0 |archive-date=26 May 2007 |url-status=dead}}</ref> and advertised onboard relaxation areas such as bars, beauty salons, [[duty-free shop]]s, and restaurants.<ref>{{cite news|url=http://www.seattlepi.com/default/article/Aerospace-Notebook-It-s-no-cruise-ship-of-the-1253995.php|title=Aerospace Notebook: It's no cruise ship of the sky, but A380 is raising the bar for comfort|work=Seattle Post-Intelligencer|access-date=17 May 2011|first1=James|last1=Wallace|date=30 October 2007}}</ref><ref name="wp" /> Proposed amenities resembled those installed on earlier airliners, particularly 1970s wide-body jets,<ref name="fancy">{{cite news|url= https://www.usatoday.com/travel/flights/2005-02-02-spa-380-usat_x.htm|title=Flights of fancy|work=USA Today|access-date=17 May 2011|first1=Gary|last1=Stoller|date=3 February 2005}}</ref> which largely gave way to regular seats for greater passenger capacity.<ref name="fancy" /> Airbus has acknowledged that some cabin proposals were unlikely to be installed,<ref name="wp">{{cite news|url= https://www.washingtonpost.com/wp-dyn/content/article/2007/02/07/AR2007020701386.html|title=Airbus Flight Shows Off Troubled A380|newspaper=The Washington Post|access-date=17 May 2011 |first=Laurence |last=Frost|date=7 February 2007}}</ref> and that it was ultimately the airlines' decision how to configure the interior.<ref name="fancy" /> Industry analysts suggested that implementing customisation has slowed the production speeds, and raised costs.<ref>{{cite news|url=https://www.bloomberg.com/apps/news?pid=newsarchive&sid=aSbA8LrQ5ndU |archive-url=https://web.archive.org/web/20120306023657/http://www.bloomberg.com/apps/news?pid=newsarchive&sid=aSbA8LrQ5ndU |archive-date=6 March 2012 |url-status=dead |title=Airbus A380's bar, flatbeds, showers irk Engineers |first=Andrea |last=Rothman |publisher=Bloomberg L.P. |date=30 October 2009}}</ref> Due to delivery delays, Singapore Airlines and Air France debuted their seat designs on different aircraft prior to the A380.<ref name="sqcabin">{{cite web |url= http://www.flightglobal.com/articles/2007/10/15/218492/sia-is-ready-at-last-to-start-flying-the-a380.html|archive-url= https://web.archive.org/web/20071017043933/http://www.flightglobal.com/articles/2007/10/15/218492/sia-is-ready-at-last-to-start-flying-the-a380.html |archive-date=17 October 2007|title=SIA is ready at last to start flying the A380 |work=Flight International |access-date=17 May 2011}}</ref><ref name="prem">{{cite web |url= http://www.flightglobal.com/articles/2010/09/22/347697/air-france-picks-business-seat-eyeing-premium-economy-for.html|archive-url= https://web.archive.org/web/20151228093941/https://www.flightglobal.com/news/articles/air-france-picks-business-seat-eyeing-premium-economy-for-347697/ |archive-date=28 December 2015 |title=Air France picks business seat; eyeing premium economy for A380|work=Flight International |access-date=17 May 2011}}</ref>

Initial operators typically configured their A380s for three-class service, while adding extra features for passengers in premium cabins. Launch customer Singapore Airlines introduced partly enclosed first-class suites on its A380s in 2007, each featuring a leather seat with a separate bed; center suites could be joined to create a double bed.<ref>{{cite web |title=Seat Map Singapore Airlines Airbus A380 |publisher=Seat Guru |url= http://www.seatguru.com/airlines/Singapore_Air/Singapore_Air_Airbus_A380.php |access-date=19 February 2009 |archive-url= https://web.archive.org/web/20090225000825/http://www.seatguru.com/airlines/Singapore_Air/Singapore_Air_Airbus_A380.php |archive-date= 25 February 2009 |url-status=live}}</ref><ref>{{cite web |title=Singapore Airlines A380 |publisher=Singapore Airlines |url= http://www.a380.singaporeair.com/content/news/newsrelease/20071015_suite/index.html |archive-url=https://web.archive.org/web/20071017050628/http://a380.singaporeair.com/content/news/newsrelease/20071015_suite/index.html |archive-date=17 October 2007 |access-date=28 October 2007}}</ref><ref name="SQsuite">"[http://www.singaporeair.com/en_UK/flying-with-us/suites/ Singapore Airlines Suites] {{webarchive |url=https://web.archive.org/web/20160204201735/http://www.singaporeair.com/en_UK/flying-with-us/suites/ |date=4 February 2016}}" ''[[Singapore Airlines]]''. Retrieved 29 September 2012.</ref> A year later, Qantas debuted a new first-class [[Airline seat#Lie flat/flat bed seating|seat-bed]] and a sofa lounge at the front of the upper deck on its A380s,<ref>{{cite web|title= Qantas and the A380 |publisher=Qantas |url= http://www.qantas.com.au/info/about/company/A380 |access-date=15 December 2007 |archive-url= https://web.archive.org/web/20071214005727/http://www.qantas.com.au/info/about/company/A380 |archive-date= 14 December 2007}}</ref><ref>{{Cite web|url=https://www.seatguru.com/airlines/Qantas_Airways/information.php|title=Qantas Flight Information|website= seatguru.com}}</ref> and in 2009, Air France unveiled an upper deck electronic art gallery.<ref name="comp">{{Cite news|url=https://latimes.com/travel/la-tr-a380-pg,0,4538781.photogallery |title=Comparing Airlines' Airbus A380s |work=Los Angeles Times |access-date=30 November 2009 |archive-url=https://web.archive.org/web/20091123171514/http://www.latimes.com/travel/la-tr-a380-pg%2C0%2C4538781.photogallery |archive-date=23 November 2009 |url-status=live}}</ref> In late 2008, Emirates introduced "shower spas" in first class on its A380s allowing each first class passenger five minutes of hot water,<ref>{{cite web|title=First class flight perks we envy slideshow|url=http://travel.yahoo.com/photos/first-class-flight-perks-we-envy-1392314234-slideshow/first-class-perks-showers-photo-1392314738052.html|archive-url=https://web.archive.org/web/20140318173906/http://travel.yahoo.com/photos/first-class-flight-perks-we-envy-1392314234-slideshow/first-class-perks-showers-photo-1392314738052.html|url-status=dead|archive-date=18 March 2014|publisher=Yahoo!}}</ref><ref name="timesonline_firstlook_emirates_a380">{{Cite news |url= https://www.thetimes.com/article/a-first-look-inside-emirates-a380s-gz3jdjlzgw8 |title= A first look inside Emirates' A380s |work=The Times |location= London |first= Simon |last= Warburton |date= 30 July 2009}}</ref> drawing on 2.5 tonnes of water, although only 60% of it was used.<ref name="fgLook" />

Etihad Airways and [[Qatar Airways]] also have a bar lounge and seating area on the upper deck, while Etihad has enclosed areas for two people each.<ref>{{cite news |first=Nicholas |last= Painter-Bosworth |url= http://www.flightglobal.com/news/articles/interiors-middle-eastern-carriers-show-their-gulf-in-410195/ |title=Middle Eastern carriers show their Gulf in class |work=[[Flightglobal]] |date=7 April 2015 |access-date=8 April 2015}}</ref> In addition to lounge areas, some A380 operators have installed amenities consistent with other aircraft in their respective fleets, including self-serve snack bars,<ref>{{cite web|url=http://www.adelaidenow.com.au/news/national/qantas-unveils-self-serve-bar/story-e6frea8c-1111114027421|title=Qantas unveils self-serve bar|work=Adelaide Now|access-date=17 May 2011|archive-date=22 October 2013|archive-url=https://web.archive.org/web/20131022015400/http://www.adelaidenow.com.au/news/national/qantas-unveils-self-serve-bar/story-e6frea8c-1111114027421|url-status=dead}}</ref> [[premium economy]] sections,<ref name="prem" /> and redesigned business-class seating.<ref name="sqcabin" />

The Hamburg Aircraft Interiors Expo in April 2015 saw the presentation of an 11-seat row economy cabin for the A380. Airbus is reacting to a changing economy; the recession which began in 2008 saw a drop in market percentage of first class and business seats to six percent and an increase in budget economy travellers. Among other causes is the reluctance of employers to pay for executives to travel in First or Business Class. Airbus' chief of cabin marketing, Ingo Wuggestzer, told ''Aviation Week and Space Technology'' that the standard three-class cabin no longer reflected market conditions. The 11-seat row on the A380 is accompanied by similar options on other widebodies: nine across on the [[Airbus A330]] and ten across on the [[Airbus A350|A350]].<ref>{{cite news |last=Flottau |first=Jens |title=In a squeeze |work= Aviation Week & Space Technology |date=27 April – 10 May 2015 |page=64}}</ref>

<gallery mode="packed" heights="140">
File:Airbus A380-861, Emirates AN1385446.jpg|Emirates A380's old [[business class]]
File:Etihad Airways aircraft interiors demo ITB 2017 (08).JPG|[[Etihad Airways]] A380's The Residence suite
File:Emirates Airbus A380-861 onboard bar Iwelumo.jpg|Emirates A380's onboard lounge and bar
File:Emirates A380 Shower SPA ITB2014.jpg|Emirates A380's shower and spa
</gallery>

===Integration with infrastructure and regulations===

====Ground operations====
[[File:Qatar Airways Airbus A380-800 at Heathrow Airport Terminal 4 before Flying to Doha, 6 Jan 2015.jpg|thumb|[[Aircraft ground handling]] with separate [[jetway]]s for the main and upper decks, and [[ground support equipment]] on a [[Qatar Airways]] A380]]

In the 1990s, aircraft manufacturers were planning to introduce larger planes than the [[Boeing 747]]. In a common effort of the [[International Civil Aviation Organization]] (ICAO) with manufacturers, airports and its member agencies, the "80-metre box" was created, the [[Gate (airport)|airport gates]] allowing planes up to {{convert|80|m|ft|abbr=on}} wingspan and length to be accommodated.<ref>{{cite web |last= Milstein |first= Michael |title= Superduperjumbo Double the size of an Airbus A380? No problem, aerodynamicists say. |publisher=Air & Space Magazine |url= http://www.airspacemag.com/flight-today/Superduperjumbo.html?c=y&page=2 |access-date=25 October 2008}}</ref> Airbus designed the A380 according to these guidelines,<ref name=ACAP>{{cite web |url= https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/techdata/aircraft_characteristics/Airbus-Commercial-Aircraft-AC-A380-Dec-2016.pdf |title= A380 aircraft characteristics airport and maintenance planning |date= 1 December 2016 |publisher= Airbus |access-date= 11 July 2018 |archive-url= https://web.archive.org/web/20180711235126/https://www.airbus.com/content/dam/corporate-topics/publications/backgrounders/techdata/aircraft_characteristics/Airbus-Commercial-Aircraft-AC-A380-Dec-2016.pdf |archive-date= 11 July 2018 |url-status=dead |df= dmy-all}}</ref><ref>{{Cite news |title= Airbus opens its books for the world's biggest jumbo. But is it a plane too far? |first= Michael |last= Harrison |work=The Independent |location=UK |date= 24 June 2000 |url= http://www.independent.ie/business/airbus-opens-its-books-for-the-worlds-biggest-jumbo-but-is-it-a-plane-too-far-375339.html}}</ref> and to operate safely on Group V runways and taxiways with a {{convert|60|m}} loadbearing width.<ref name="ecac">"[https://web.archive.org/web/20050529102206/http://www.ecac-ceac.org/nla-forum/IMG/pdf/AACG_Common_Agreement_Document_V2.1.pdf Common Agreement Document of the A380 Airport Compatibility Group Version 2.1]" page 8, ''[[European Civil Aviation Conference]]'', December 2002. Retrieved 29 September 2012.</ref> The US FAA initially opposed this,<ref name="faa_eb65">{{cite web |title= Minimum Requirements to Widen Existing 150-Foot Wide Runways for Airbus A380 Operations |publisher=FAA |date= 13 February 2004 |url= http://www.faa.gov/airports/engineering/engineering_briefs/media/EB_65a.pdf |archive-url= https://web.archive.org/web/20091229081603/http://www.faa.gov/airports/engineering/engineering_briefs/media/EB_65a.pdf |archive-date= 29 December 2009 |access-date=18 September 2009}}</ref><ref name="faa_eb63a">{{cite web |title=Use of non-standard 75-foot-wide straight taxiway sections for Airbus 380 taxiing operations |publisher=FAA |date=April 2006 |url=http://www.faa.gov/airports/engineering/engineering_briefs/media/EB_63a.pdf |archive-url=https://www.webcitation.org/5l7zrmByy?url=http://www.faa.gov/airports/engineering/engineering_briefs/media/EB_63a.pdf |archive-date=8 November 2009 |access-date=24 September 2006 |url-status=dead}}</ref> then in July 2007, the FAA and EASA agreed to let the A380 operate on {{convert|45|m|abbr=on}} runways without restrictions.<ref>{{cite web |title=Operational Evaluation Board Report Airbus A380-800 Report of the FCL/OPS Subgroup Report, Revision 1 18 July 2011 |date=18 July 2011 |url=http://www.easa.europa.eu/certification/flight-standards/doc/oeb-final-report/airbus/Airbus-A380-FCL-OPS-OEB-Report-Rev_1-20110718.pdf |access-date=1 November 2012 |archive-url=https://web.archive.org/web/20131017231207/http://www.easa.europa.eu/certification/flight-standards/doc/oeb-final-report/airbus/Airbus-A380-FCL-OPS-OEB-Report-Rev_1-20110718.pdf |archive-date=17 October 2013 |url-status=live}}</ref> The A380-800 is approximately 30% larger in overall size than the 747-400.<ref name="usdebut">{{cite news|url=http://seattletimes.nwsource.com/html/boeingaerospace/2003624136_a380debut18.html|title=Airbus set for U.S. debut of world's largest passenger jet|work=Los Angeles Times|access-date=21 December 2010|last=Oldham|first=Jennifer|date=18 March 2007}}</ref><ref name="awpilot">{{cite web|url=http://aviationweek.com/awin/pilot-report-flying-airbus-a380|title=Pilot Report: Flying the Airbus A380|access-date=21 December 2010|last=North|first=David|date=2 October 2006|work=Aviation Week}}</ref> Runway lighting and signage may need changes to provide clearance to the wings and avoid blast damage from the engines. Runways, runway shoulders and taxiway shoulders may be required to be stabilised to reduce the likelihood of [[foreign object damage]] caused to (or by) the outboard engines, which are more than {{convert|25|m|ft|abbr=on}} from the centre line of the aircraft,<ref name="ACAP" /><ref name="ecac" /><ref name="Airports Prepare for the A380">{{cite web |last= Arnoult |first= Sandra |title= Airports Prepare for the A380 |publisher=Airport Equipment & Technology |url= https://aviationweek.com/airports-prepare-a380 |access-date=25 October 2008}}</ref> compared to {{convert|21|m|ft|abbr=on}} for the [[Boeing 747-400|747-400]],<ref name="747_airport">"[https://web.archive.org/web/20130124191736/http://www.boeing.com/commercial/airports/acaps/7474sec2.pdf 747-400 Airport Compatibility Report]", section 2.2.1. [[Boeing]], December 2002. Retrieved 29 September 2012.</ref> and [[Boeing 747-8|747-8]].<ref name="747-8_airport">"[https://web.archive.org/web/20121014235741/http://www.boeing.com/commercial/airports/acaps/7478sec2.pdf 747-8 Airport Compatibility Report]", section 2.2.1. [[Boeing]], December 2011. Retrieved 29 September 2012.</ref>

Airbus measured pavement loads using a 540-tonne (595&nbsp;short tons) ballasted test rig, designed to replicate the [[landing gear]] of the A380. The rig was towed over a section of pavement at Airbus's facilities that had been instrumented with embedded load sensors.<ref>{{cite web |last= Dupont |first= Willy-Pierre |title= A380&nbsp;– A solution for airports |publisher=Airbus |url= http://www.content.airbusworld.com/SITES/Customer_services/html/acrobat/fast_33_p7_16solution.pdf |archive-url= https://web.archive.org/web/20080910193055/http://www.content.airbusworld.com/SITES/Customer_services/html/acrobat/fast_33_p7_16solution.pdf |archive-date= 10 September 2008 |access-date=19 May 2007}}</ref> It was determined that the pavement of most runways will not need to be reinforced despite the higher weight,<ref name="Airports Prepare for the A380" /> as it is distributed on more wheels than in other passenger aircraft with a total of 22 wheels (that is, its [[ground pressure]] is lower).<ref name="test" /> The A380 undercarriage consists of four main landing gear legs and one noseleg (a layout similar to that of the 747), with the two inboard landing gear legs each supporting six wheels.<ref name="test">{{cite web|url=http://www.flightglobal.com/articles/2006/09/25/209189/flight-test-airbus-a380.html|archive-url=https://web.archive.org/web/20090412051939/http://www.flightglobal.com/articles/2006/09/25/209189/flight-test-airbus-a380.html|archive-date=12 April 2009|title=FLIGHT TEST: Airbus A380|work=Flight International|access-date=15 December 2010|last=Gerzanics|first=Mike|date=25 September 2006}}</ref><ref>{{cite web|url=http://www.fzt.haw-hamburg.de/pers/Scholz/dglr/hh/text_2008_06_05_LandingGear.pdf|archive-url=https://web.archive.org/web/20170326220823/http://www.fzt.haw-hamburg.de/pers/Scholz/dglr/hh/text_2008_06_05_LandingGear.pdf|archive-date=26 March 2017|title=A380 Landing Gear and Systems|work=Airbus|access-date=26 March 2017|last= Hebborn|first=Andy |date= June 2008}}</ref>

The A380 requires service vehicles with lifts capable of reaching the upper deck,<ref>{{cite web |title= Catering |publisher=Lufthansa |url= http://a380.lufthansa.com/en/html/logistik/catering/index.php |access-date=25 October 2008 |archive-url= https://web.archive.org/web/20080615013420/http://a380.lufthansa.com/en/html/logistik/catering/index.php |archive-date= 15 June 2008}}</ref> as well as [[pushback (aviation)|tractors]] capable of handling the A380's maximum ramp weight.<ref>{{cite web |title= Aircraft movements |publisher=Lufthansa |url= http://a380.lufthansa.com/en/html/logistik/pushback/index.php |access-date= 25 October 2008 |archive-url= https://web.archive.org/web/20080614210748/http://a380.lufthansa.com/en/html/logistik/pushback/index.php |archive-date= 14 June 2008}}</ref> When using two jetway bridges the boarding time is 45 min, and when using an extra jetway to the upper deck it is reduced to 34 min.<ref>{{cite web|last=Helms |first=Ina |title=Boarding please&nbsp;– aber ein bisschen flott! |publisher=Innovate! |url=http://www.thyssenkrupp.com/documents/Publikationen/Sonderveroeffentl/innovate_02_05_Fluggastbruecke.pdf |access-date=25 October 2008 |url-status=dead |archive-url=https://web.archive.org/web/20081120005027/http://www.thyssenkrupp.com/documents/Publikationen/Sonderveroeffentl/innovate_02_05_Fluggastbruecke.pdf |archive-date=20 November 2008}}</ref> The A380 has an airport turnaround time of 90–110 minutes.<ref name="fgLook">"[http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Report-Looking-forward/ Looking forward] {{webarchive |url=https://web.archive.org/web/20141227031733/http://www.flightglobal.com/page/A380-In-Service-Report/Airbus-A380-In-Service-Report-Looking-forward/ |date=27 December 2014}}" ''[[Flightglobal]]'', undated. Retrieved 20 June 2014.</ref> In 2008, the A380 test aircraft were used to trial the modifications made to several airports to accommodate the type.<ref>{{Cite news |title= A380 first touchdown in the United States as part of commercial Route Proving |publisher=Airbus |date= 12 March 2007 |url= http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_03_12_A380_USA_route_proving.html |archive-url= https://web.archive.org/web/20081216110239/http://www.airbus.com/en/presscentre/pressreleases/pressreleases_items/07_03_12_A380_USA_route_proving.html |archive-date= 16 December 2008}}</ref>

====Takeoff and landing separation====
As of 2023, the A380 is the only aircraft in [[wake turbulence category]] Super (J).<ref name="Doc 8643">{{cite web |title=Aircraft Type Designators |url=https://www.icao.int/publications/DOC8643/Pages/Search.aspx |website= icao.int |access-date=10 February 2023}}</ref>

====Maintenance====
As the A380 fleet grows older, [[National Airworthiness Authority|airworthiness authority]] rules require certain scheduled [[Aircraft maintenance|inspections]] from approved [[maintenance, repair, and operations|aircraft tool shops]]. The increasing fleet size (at the time projected to reach 286 aircraft in 2020) cause expected maintenance and modification to cost $6.8&nbsp;billion for 2015–2020, of which $2.1&nbsp;billion are for engines. Emirates performed its first [[3C check|3C-check]]<!--almost a D--> for 55 days in 2014. During lengthy shop stays, some airlines will use the opportunity to install new interiors.<ref name="aw2015-02-02">{{cite news |first=Henry |last=Canaday |url=http://aviationweek.com/mro/major-maintenance-due-airbus-a380s |title=Major Maintenance Due For Airbus A380s |work=[[Aviation Week & Space Technology]] |date=2 February 2015 |access-date=24 April 2015 |archive-url=https://web.archive.org/web/20150424212038/http://aviationweek.com/mro/major-maintenance-due-airbus-a380s |archive-date=24 April 2015 |url-status=live}}</ref>
{{Clear}}