Editing Airbus A380 (section)

===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/>