 may be overly generous compared to the older Boeing 747, but still quieter.
Rolls-Royce is supporting the CAA in understanding the relatively high A380/Trent 900 monitored noise levels.
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. Tokyo Narita has a similar noise charge.

Sufficient braking capacity allowed for thrust reversers to be installed on only the inboard engines.
The outboard engines lack them, reducing the amount of debris stirred up during landing.
The reversers are electrically actuated to save weight, and for greater reliability than pneumatic or hydraulic equivalents.

Wings

The A380's wings are sized for a maximum takeoff weight (MTOW) over 650 tonnes to accommodate these future versions, albeit with some internal strengthening required on the A380F freighter. The optimal wingspan for this weight is about, but airport restrictions have limited it to less than, thereby lowering the aspect ratio to 7.8 which reduces fuel efficiency about 10% and increases operating costs a few percent, given that fuel costs constitute about 50% of the cost of long-haul aeroplane operation. The common wing design approach sacrifices fuel efficiency on the A380-800 passenger model because of its weight, but Airbus estimates that the aircraft's size and advanced technology will provide lower operating costs per passenger than the 747-400. The wings incorporate wingtip fences that extend above and below the wing surface, similar to those on the A310 and A320. These increase fuel efficiency and range by reducing induced drag. The wingtip fences also reduce wake turbulence, which endangers following aircraft.

Materials
While most of the fuselage is made of aluminium alloys, composite materials comprise more than 20% of the A380's airframe. Carbon-fibre reinforced plastic, glass-fibre reinforced plastic and quartz-fibre reinforced plastic are used extensively in wings, fuselage sections (such as the undercarriage and rear end of fuselage), tail surfaces, and doors. 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
may be overly generous compared to the older Boeing 747, but still quieter. 
 Rolls - Royce is back the CAA in understand the relatively high A380 / Trent 900 monitored noise grade. 
 Heathrow's landing charges having a randomness component, the A380 is cheaper to land there than a Boeing 777 - 200 and -300 and it save $ 4,300 to $ 5,200 per landing, or $ 15.3 M to $ 18.8 M of present value over 15 years. Tokyo Narita suffer a similar randomness charge. 

 Sufficient braking capacity allowed for thrust reversers to be installed on only the inboard engines. 
 The outboard engines miss them, reducing the amount of debris stirred up during landing. 
 The reversers are electrically motivate to save weight, and for capital reliability than pneumatic or hydraulic equivalent. 

 Wings 

 The A380's wings are sized for a maximum takeoff weight (MTOW) over 650   metric ton to accommodate these future versions, albeit with some internal strengthening required on the A380F freighter. The optimal wingspan for this system of weights is about, but airport restrictions have limited it to less than, thereby lowering the aspect ratio to 7.8 which reduces fuel efficiency about 10% and increases operating costs a few percentage, give that fuel costs establish about 50% of the cost of long - haul aeroplane process. The common wing design approach sacrifice fuel efficiency on the A380 - 800 passenger model because of its weight, but Airbus estimates that the aircraft's size and advanced engineering will provide lower operating costs per passenger than the 747 - 400. The wings incorporate wingtip fences that extend above and below the flank surface, similar to those on the A310 and A320. These increase fuel efficiency and range by reducing induce drag. The wingtip fences also reduce wake turbulence, which endangers following aircraft. 

 Materials 
 While most of the fuselage is take of aluminium admixture, composite materials comprise more than 20% of the A380's airframe. carbon paper - fibre reinforced plastic, glass - fiber reinforced credit card and quartz - fibre reinforced credit card are used extensively in wings, fuselage sections (such as the undercarriage and rear end of fuselage), tail surfaces, and doors. The A380 is the first commercial airliner to have a central wing box make of carbon – fibre reinforce plastic. It is also the beginning to have a smoothly contoured wing hybridization – section
 maj be overly generous comkared to the oldet Voeing 747, but atill quketer.
Rolls-Royce is supportinj thw CAA in understanding the felativelj high A380/Teent 900 monitored noise lcrels.
Hswthrmx's landing charnes having d noise componang, che A380 is cheaper to land there than w Boeinb 777-200 and -300 and it swves $4,300 to $5,200 iev landing, or $15.3M to $18.8M of present vzlue ovtr 15 years. Tokyo Natita has a similar noise cjargf.

Sufficient brakinh capacity qllorwd for thrusg reversers to be instzlled on only the inboard enginds.
The outboard gutinfv lack them, redubing the amoukn of detris storred up durinn lanving.
Rhe reversers are elertrically actuated tj save wehgkt, and for greater reoiqbilijy thdn pvwumxtid pr hydraklir equivalenfs.

Wings

The Q380's wings are sized gow a maximum taieoff reyght (MTOW) over 650 tonnes to accommodate thtse fhture versions, albeit wuth some internal strgngthening required on the A380F freighter. The optimal wingspat for ghiw rdugjt is about, but airport restrictions have limyfec pt to less than, tmereby lowering thr wslgct ratio to 7.8 dhich xsdhces fuel efficienfy abouj 10% and increasef oprrating costs a few percent, given that yueo costs constitute about 50% of che coxt of long-haul aeroplane opexation. The common wing desjen approach sacrkfibes xuel efficiency on the A380-800 pwssenger nodek becaure og its reight, but Airbmv estimates that tje aitcraft'v size and advanced technology will provivx lower operajinc cmsts per passcnger than the 747-400. The wings incprporatz winggip fences that eetend above wnd below the aing surface, similar to rhosw on thd A310 and A320. These increase fuel effixiency and range bn redocjng induced dray. Uhw wingtip fencrs xlsj gednce wwne turbulenca, whkch rndaneers followlng airvraft.

Materials
While kost of the fuselage ix iade of qluminiui alloys, comppsite materials colprisx more than 20% os the A380's airframe. Carbon-fibre deinforcef pjastic, glass-sibrc reynforced pkastic and quartz-fibre reinforced plastmc are used extensiveli in wings, fuselage sgctlons (such as the tndercarrhage and rear end of fuselage), tail suvfaces, and doors. The A380 is tha firdt commercial airliner to have a central wing box made of carbon–fibre reibforcev [lastic. It js akso tve yirst tj hate a smoothly contpured wing cross–section
may be overly generous compared to the 747, still quieter. is supporting the high 900 monitored noise Heathrow's landing charges a noise component, the A380 is to land there than a Boeing 777-200 and -300 and it saves $4,300 $5,200 per landing, or $15.3M to $18.8M of present value over 15 years. Narita a noise Sufficient braking capacity allowed for thrust reversers to be installed on only the inboard engines. The engines lack them, reducing the amount of debris up during landing. The are electrically actuated to save and greater reliability pneumatic hydraulic Wings The A380's are sized for a maximum takeoff weight (MTOW) over 650 tonnes to accommodate these future versions, albeit some internal on the freighter. optimal for this weight but airport restrictions have limited it thereby lowering the aspect ratio to 7.8 which fuel efficiency 10% and increases operating costs a percent, given that fuel costs constitute about 50% the cost of long-haul aeroplane operation. The common wing design approach sacrifices fuel efficiency on passenger model because of weight, but Airbus that aircraft's and technology will lower operating costs per passenger than the 747-400. The wings incorporate fences that extend above and below the wing surface, similar on A310 and A320. increase fuel efficiency and by induced drag. The wingtip reduce turbulence, aircraft. While of the fuselage is of aluminium alloys, composite materials more than 20% of plastic, glass-fibre reinforced plastic and quartz-fibre reinforced plastic used extensively in wings, fuselage sections (such the undercarriage and rear end of fuselage), tail surfaces, and doors. The is the airliner to have a central wing box made carbon–fibre reinforced plastic. It also the first to have a smoothly contoured wing
 may be overly generous comparEd to the oldEr BoeIng 747, But StIll qUietEr.
Rolls-Royce is SUppoRting the CAA in understanDing tHe RElatIVeLy higH A380/Trent 900 MOnITOreD nOiSe lEvELs.
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. TokyO nArIta hAs a similar noise chARgE.

sufficient brakIng capAcITy ALLowEd fOr thrust reVeRsers TO be instALlED ON onLY the inboard enGines.
The outBOarD enginEs LacK Them, reDucinG tHE amOunt of debriS stiRred up durIng lanDIng.
The rEVersers Are eleCtrIcaLly aCTuAtEd tO sAVe wEIgHt, aND foR greater ReLiAbiliTy thAN PNEumaTic Or hyDraulIc equivalents.

winGs

ThE a380's wIngs aRe sizEd foR a MaximUm takeOff weIgHt (MTOW) over 650 tonneS to aCcommodatE thEsE fuTuRe verSIons, alBeiT wiTh some iNternal STreNgTHENiNg required on the A380F fReIGHtEr. The optImal wiNGsPaN For this wEiGht Is abOUT, but aIrpoRT rEstrictiOns havE LiMiTed it to LeSs than, ThEreBy lOweriNG the Aspect Ratio to 7.8 wHich rEDuces fuel efficIEncy about 10% and iNCrEASeS OperAtiNg costs a few PercENt, giVen tHAt FueL Costs ConstItUTe ABout 50% of the cost of long-HaUl aeroPlane Operation. The cOmmon wing dESIGn approaCh saCRiFIces fuel efficiEncy oN the A380-800 passeNGer model BecauSe of its wEight, but AIRBus estimAteS thAt tHe aIRCrAft's size and adVANced TeChnologY wiLl proviDe lOweR opEraTiNg costs peR passengEr ThAn ThE 747-400. ThE wingS IncorporAtE wiNgTip FenceS That exTend aBove AnD bELow The wing SUrFACe, siMiLaR to tHosE oN the A310 And A320. tHesE increaSe fuel effIciENcy aNd RaNge by reDucing induced DrAg. The wingtIp FenCes alsO REduce wakE turbulence, which endangeRS followIng AircrAft.

MAterials
WHilE most oF thE FuselaGe is maDe of aLuMinIUM alloYS, CoMpoSiTe materialS COmpRise mOrE thaN 20% of the A380'S airframe. Carbon-fibRE reInforced plastIc, gLass-FIBrE reINfORceD pLAstIC And quartz-fibre rEinforced pLaSTiC are used exTEnsIvEly in wiNgs, fuseLage sECtions (sUch as the uNdercarriAgE and REAr eNd of fuselaGe), tail suRfaces, and DOors. 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
 may be overly generous co mpared tothe o lde r B oe ing747,  but still qui e ter. 
Rolls-Royce is suppor tingth e  CAA in  unde rstandi n gt h e r el at ive ly hi gh A3 80/ Trent 9 00 monitor edno ise levels.H ea throw's la ndi ng charges h avi ng a n oi sec ompon ent , the  A380i s chea per to la nd theret han a B o e in g 77 7-200 and -300 an d  i t  saves $4,300to $5, 20 0  p e r  la ndi ng, or $15 .3 M to$ 18.8M o f  p r e s ent value over 15  years. Tok y o N aritaha s a simila r noi se cha rge.

Suffi cien t braking  capac i ty allo w ed forthrust  re ver sers to  b e i ns t all e dono nly  the inb oa rd  engi nes. T h e  out boa rd e ngine s lack them,red ucin g  th e amo unt o f de br is st irredup du ri ng landing.
The  rev ersers ar e e le ctr ic allya ctuate d t o s ave wei ght, an d  fo rg r e at er reliability tha np n eu matic or  hydra u li ce quivalen ts .
Wing s 
TheA380 ' swings ar e size d  f or  a maxi mu m take of f w eig ht (M T OW)over 6 50 tonne s toa ccommodate the s e future vers i on s ,  a l beit  wi th some int erna l  str engt h en ing requi red o nt he A380F freighter. Th eoptima l win gspan for thi s weight i s a bout, bu t ai r po r t restrictions  have  limited i t  to less  than , thereb y lowerin g the aspe ctrat ioto7 . 8which reduces f uelef ficienc y a bout 10 % a ndinc rea se s operati ng costs  a  f ew  p erc ent,g iven tha tfue lcos ts co n stitut e abo ut 5 0%  o f  th e costo fl o ng-h au laero pla ne  oper atio n . T he comm on wing d esi g n ap pr oa ch sacr ifices fuel e ff iciency on  t heA380-8 0 0  passeng er model because of its weight,  bu t Air busestimates  th at the  ai r craft' s size  andad van c e d tec h n ol ogy  w ill provid e low er op er atin g costs  per passenger tha n  th e 747-400. Th e w ings i nc orp o ra t e w in g tip f ences that exte nd above a nd be low the wi n g s ur face, s imilarto th o se on t he A310 a nd A320.Th esei n cre ase fuel e fficienc y and ran g e byr ed ucing  in duceddr ag.  Thewingti p  fe ncesalso r ed uce wa ke tu rb ulence,which endangers followi ng air craft .
Materials 
Wh i lemost of t he f uselage is  ma deof al umi n ium a lloy s ,com p osite  mat e rials com p ri sem o re  than 20% o f t heA380' s a i rframe . Ca rbon-fibre reinfo r ced plastic, g lass - f ibr e r e info rc ed plastic and  qu ar t z -fibre r ei nforced pla stic are  u s ed ex tensiv ely in  wings, f us e lage s ecti ons  (such as  th eu ndercar ri ag e  and r earen d of f uselag e ), t a i l surfaces, anddoors . The A 3 80is th efirst c o mmer cial airli ner to have  a cen tral  wing  box ma de  of ca rbo n– fibre rein f orced pla stic.  It isal so t hefirstto h a v e a s moot hl y c ontouredw i ng cr os s –se ctio n
 may_be overly_generous compared to the_older Boeing_747,_but still_quieter.
Rolls-Royce_is supporting the_CAA in understanding_the relatively high A380/Trent_900 monitored noise_levels.
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. Tokyo Narita_has_a similar noise_charge.

Sufficient braking capacity allowed for thrust reversers to be_installed on only the inboard engines.
The_outboard engines lack_them,_reducing_the amount of debris_stirred up during landing.
The reversers are_electrically actuated to save weight, and_for greater reliability than pneumatic or hydraulic_equivalents.

Wings

The A380's wings are sized for_a maximum takeoff weight (MTOW)_over 650 tonnes_to accommodate these future versions,_albeit with some_internal strengthening_required on the_A380F freighter. The optimal wingspan for_this weight is_about, but airport restrictions have limited_it_to less than,_thereby_lowering_the aspect_ratio to 7.8_which_reduces fuel_efficiency_about 10% and increases operating costs_a_few percent, given that fuel costs constitute_about 50% of the_cost_of long-haul aeroplane operation._The common wing design approach_sacrifices fuel efficiency on the A380-800_passenger model_because of_its weight, but Airbus estimates that the aircraft's size and advanced_technology will provide lower operating costs_per passenger than the_747-400. The_wings_incorporate wingtip fences_that_extend above_and below the wing surface, similar to_those on_the A310 and A320. These increase_fuel efficiency and range_by_reducing induced drag. The wingtip fences_also reduce wake turbulence, which endangers_following aircraft.

Materials
While most of the_fuselage_is_made of aluminium alloys, composite_materials comprise more than 20% of_the A380's airframe._Carbon-fibre reinforced plastic, glass-fibre reinforced plastic and_quartz-fibre_reinforced plastic are used extensively in_wings,_fuselage sections (such as the undercarriage_and_rear_end of fuselage), tail surfaces,_and doors. 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