Editing Airbus A380 (section)

===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>