Eurofighter TyphoonRole: Multirole fighter
Manufacturer: Eurofighter GmbH
First flight: 27 March 1994
Introduced: 4 August 2003
Status: Operational
Primary users: Royal Air Force
Luftwaffe
Italian Air Force
Spanish Air Force
More will be listed later
Number built: >200 as of December 2009
471 ordered (as of January 2009)
Unit cost: €63 million (flyaway cost, estimated),
GB£69.3 million
DevelopmentThe UK had identified a requirement for a new fighter as early as 1971. A specification, AST 403, issued by the Air Staff in 1972, resulted in a conventional "tailed" design known as P.96, which was presented in the late 1970s. While the design would have met the Air Staff's requirements, the UK air industry had reservations as it appeared to be very similar to the McDonnell Douglas F/A-18 Hornet, which was then well advanced in its development. The design had little potential for future growth, and when it entered production it would secure few exports in a market in which the Hornet would be well established.Simultaneously, by 1979 the West German requirement for a new fighter had led to the development of the TKF-90 concept. This was a cranked delta wing design with forward canard controls and artificial stability. Although the British Aerospace designers rejected some of its advanced features such as vectoring engine nozzles and vented trailing-edge controls, they agreed with the overall configuration.
In 1979 British Aerospace and Messerschmitt-Bölkow-Blohm presented a formal proposal to their respective governments for the ECF, the European Collaborative Fighter or European Combat Fighter. In October 1979 Dassault joined the ECF team for a tri-national study, which became known as the European Combat Aircraft. It was at this stage of development that the Eurofighter name was first attached to the aircraft. The development of different national prototypes continued. France produced the ACX. The UK produced two designs; the P.106 was a single-engined "lightweight" fighter, superficially resembling the JAS 39 Gripen, the P.110 was a twin-engined fighter. The P.106 concept was rejected by the RAF, on the grounds that it had "half the effectiveness of the two-engined aircraft at two thirds of the cost". West Germany continued to refine the TFK-90 concept. The ECA project collapsed in 1981 for several reasons including differing requirements, Dassault's insistence on "design leadership" and the British preference for a new version of the RB199 to power the aircraft versus the French preference for the new SNECMA M88.
As a result the Panavia partners (BAe, MBB and Aeritalia) launched the Agile Combat Aircraft (ACA) programme in April 1982. The ACA was very similar to the BAe P.110, having a cranked delta wing, canards and a twin tail. One major external difference was the replacement of the side mounted engine intakes with a chin intake. The ACA was to be powered by a modified version of the RB199. The German and Italian governments withdrew funding, however the UK Ministry of Defence agreed to fund 50% of the cost with the remaining 50% to be provided by industry. MBB and Aeritalia signed up with the aim of producing two aircraft, one at Warton and one by MBB. In May 1983 BAe announced a contract with the MoD for the development and production of an ACA demonstrator, the Experimental Aircraft Programme.
In 1983 the UK, France, Germany, Italy and Spain launched the Future European Fighter Aircraft (FEFA) programme. The aircraft was to have Short Take Off and Landing (STOL) and Beyond Visual Range (BVR) capabilities. In 1984 France reiterated its requirement for a carrier-capable version and demanded a leading role. The UK, West Germany and Italy opted out and established a new EFA programme.
In Turin on 2 August 1985 Italy, West Germany and the UK agreed to go ahead with the Eurofighter. The announcement of this agreement confirmed that France, along with Spain, had chosen not to proceed as a member of the project. Despite pressure from France, Spain rejoined the Eurofighter project in early September 1985. France officially withdrew from the project to pursue its own ACX project, which was to become the Dassault Rafale.
Close up view of an RAF Typhoon F2, showing the deflected canard control surface immediately below the pilot
By 1986, the cost of the program had reached 180 million British Pounds. When the EAP program had started, the cost was supposed to be equally shared by both government and industry, but the West German and Italian government wavered on the agreement and the three main industrial partners had to provide 100 million British Pounds to keep the program from ending. In April 1986 the BAe EAP was rolled out at BAe Warton, by this time also partially funded by MBB, BAe and Aeritalia. The EAP first flew on 6 August 1986. The Eurofighter bears a strong resemblance to the EAP. Design work continued over the next five years using data from the EAP. Initial requirements were: UK: 250 aircraft, Germany: 250, Italy: 165 and Spain: 100. The share of the production work was divided among the countries in proportion to their projected procurement - British Aerospace (33%), DASA (33%), Aeritalia (21%), and Construcciones Aeronáuticas SA (CASA) (13%).
The Munich based Eurofighter Jagdflugzeug GmbH was established in 1986 to manage development of the project[19] and EuroJet Turbo GmbH, the alliance of Rolls-Royce, MTU Aero Engines, FiatAvio (now Avio) and ITP for development of the EJ200. The aircraft was known as Eurofighter EFA from the late 1980s until it was renamed EF 2000 in 1992.
By 1990, the selection of the aircraft's radar had become a major stumbling block. The UK, Italy and Spain supported the Ferranti Defence Systems-led ECR-90, while Germany preferred the APG-65 based MSD2000 (a collaboration between Hughes (of the USA), AEG and GEC-Marconi). An agreement was reached after UK Defence Secretary Tom King assured his West German counterpart Gerhard Stoltenberg that the British government would underwrite the project and allow GEC to acquire Ferranti Defence Systems from its troubled parent. GEC thus withdrew its support for the MSD2000.
TestingThe maiden flight of the Eurofighter prototype took place on 27 March 1994. Dasa chief test pilot Peter Weger took the prototype on a test flight around Bavaria. The 1990s saw significant arguments over work share, the specification of the aircraft and even participation in the project.
On 9 December 2004, Eurofighter Typhoon IPA4 began three months of Cold Environmental Trials (CET) at the Vidsel Air Base in Sweden, the purpose of which was to verify the operational behaviour of the aircraft and its systems in temperatures between -25 and -31°C.
In May 2007, Eurofighter Development Aircraft 5 made the first flight with the CAESAR demonstrator system, a development of the Euroradar CAPTOR incorporating Active Electronically Scanned Array (AESA) technology.
The maiden flight of Instrumented Production Aircraft 7 (IPA7), the first fully equipped Tranche 2 aircraft, took place from EADS' Manching airfield on 16 January 2008.
When developed, the production version of the CAPTOR-E radar is being proposed as part of Tranche 3 of the Typhoon from 2012. Tranche 2 aircraft use the non AESA, mechanically scanned Captor-M which incorporates weight and space provisions for possible upgrade to CAESAR (AESA) standard in the future. However Italian Air Force doubts that the AESA radar will be ready in time for Tranche 3 production.
CostsIn 1988 the Parliamentary Under-Secretary of State for the Armed Forces told the UK House of Commons that the European Fighter Aircraft would "be a major project, costing the United Kingdom about £7 billion". It was soon apparent that a more realistic estimate was £13 billion, made up of £3.3 billion development costs plus £30 million per aircraft. By 1997 the estimated cost was £17 billion; by 2003, £20 billion, and the in-service date (2003; defined as the date of delivery of the first aircraft to the RAF) was 54 months late. Since 2003 the Ministry of Defence have refused to release updated cost estimates on the grounds of 'commercial sensitivity'.
DesignAirframe and avionicsThe Typhoon features lightweight construction (82% composites consisting of 70% carbon fibre composites and 12% glass reinforced composites) with an estimated lifespan of 6000 flying hours.
The fighter achieves high agility at both supersonic and low speeds by having a relaxed stability design. It has a quadruplex digital fly-by-wire control system providing artificial stability, as manual operation alone could not compensate for the inherent instability. The fly-by-wire system is described as "carefree" by preventing the pilot from exceeding the permitted manoeuvre envelope.
Royal Air Force Typhoon taking off.
Roll control is primarily achieved by use of the wing flaperons. Pitch control is by operation of the foreplanes and flaperons, the yaw control is by rudder. Control surfaces are moved through two independent hydraulic systems that are incorporated in the aircraft, which also supply various other items, such as the canopy, brakes and undercarriage. Each hydraulic system is powered by a 4000 psi engine-driven gearbox.
Navigation is via both GPS and an inertial navigation system. The Typhoon can use Instrument Landing System (ILS) for landing in poor weather.
The aircraft employs a sophisticated and highly integrated Defensive Aids Sub-System named Praetorian[89] (formerly called EuroDASS). Threat detection is provided by a Radar Warning Receiver (RWR), a Missile Approach Warning (MAW) and a Laser Warning Receiver (LWR, only for UK Typhoons). Protection is provided by Chaff, Jaff and Flares, Electronic Counter Measures (ECM) and a Towed Radar Decoy (TRD).
Praetorian monitors and responds automatically to the outside world. It provides the pilot with an all-round prioritised assessment of Air-to-Air and Air-to-Surface threats. It can respond to single or multiple threats.
The aircraft also features an advanced Ground Proximity Warning System (GPWS) based on the TERPROM Terrain Referenced Navigation (TRN) system used by Tornado but further enhanced and fully integrated into the cockpit displays and controls.
The Multifunctional Information Distribution System (MIDS) provides the Link 16 data link.
CockpitThe Eurofighter Typhoon features a "glass cockpit" without any conventional instruments. It includes: three full colour Multi-function Head Down Displays (MHDDs) (the formats on which are manipulated by means of softkeys, XY cursor and voice (DVI) command), a wide angle Head Up Display (HUD) with Forward Looking Infra Red (FLIR), Voice & Hands On Throttle And Stick (Voice+HOTAS), Helmet Mounted Symbology System (HMSS), Multifunction Information Distribution System (MIDS), a Manual Data Entry Facility (MDEF) located on the left glareshield and a fully integrated aircraft warning system with a Dedicated Warnings Panel (DWP). Reversionary flying instruments, lit by LEDs, are located under a hinged right glareshield.
The pilot flies the aircraft by means of a centre stick and left hand throttles. Emergency escape is provided by a Martin-Baker Mk.16A ejection seat, with the canopy being jettisoned by two rocket motors.
g protectionIn the standard aircraft, g protection is provided by the full-cover anti-g trousers (FCAGTs). This specially developed g suit provides sustained protection up to 9 g. The Typhoon pilots of the German Air Force and Austrian Air Force wear a hydrostatic g-suit called Libelle (dragonfly) Multi G Plus instead, which also provides protection to the arms, theoretically allowing for more complete g tolerance.
Design processThe design of the cockpit had involved the inputs from both test and operational pilots from each of the four partner nations from the feasibility and concept stage and throughout the design process. This has necessitated the use of specially commissioned lighting and display modelling simulation facilities and the extensive employment of rapid prototyping techniques.
PerformanceA Royal Air Force Eurofighter Typhoon T1
In July 2007, the Indian Air Force fielded the SU 30 MKI during the Indra-Dhanush exercise with Royal Air Force's Eurofighter Typhoon. This was the first time that the two jets had taken part in such a exercise. The IAF did not allow their pilots to use the radar of the MKIs during the exercise so as to protect the highly-classified N011M Bars. During the exercise, the RAF pilots candidly admitted that the Su-30MKI displayed maneuvering superior to that of the Typhoon but they had studied, prepared and anticipated this. The IAF pilots on their part were also visibly impressed by the Typhoon's agility in the air.
The Typhoon is capable of supersonic cruise without using afterburners. This is referred to as supercruise. According to the official German Luftwaffe and Austrian Eurofighter website, the maximum speed possible without reheat is between Mach 1.2 and Mach 1.5. Air Forces Monthly gives a maximum supercruise speed of Mach 1.1 for the RAF FGR4 multirole version. However the Eurofighter can only supercruise in a clean configuration without external missiles and fuel tanks.
The Eurofighter consortium claims their fighter has a larger sustained subsonic turn rate, sustained supersonic turn rate, and faster acceleration at Mach 0.9 at 20,000 feet (6,100 m) than the F-14 Tomcat, F-15 Eagle, F-16 Fighting Falcon, F/A-18 Hornet, Dassault Mirage 2000, Dassault Rafale, the Sukhoi Su-27, and the Mikoyan MiG-29.
In 2005, a trainer Eurofighter T1 was reported to have had a chance encounter the previous year with two U.S. Air Force F-15Es over the Lake District in the north of England. The encounter became a mock dogfight with the Eurofighter allegedly emerging victorious.
In the 2005 Singapore evaluation, the Typhoon won all three combat tests, including one in which a single Typhoon defeated three RSAF F-16s, and reliably completed all planned flight tests. Singapore still went on to buy the F-15 due to uncertainty over Typhoon tranche 2 delivery dates.
During the exercise "Typhoon Meet" held in 2008, Eurofighters flew against F/A-18 Hornets, Mirage F1s, Harriers and F-16s in a mock combat exercise. It is claimed that the Eurofighters won all engagements (even outnumbered 8 vs 27) without suffering losses.
The aviation magazine "Flug Revue" reports that in 2008 German Typhoon were pitted against French Rafales. The results are said to be "extremely gratifying", the main difference being the "much greater thrust of the EJ200 engine".
In July 2009, Former Chief of Air Staff for the Royal Air Force Air Chief Marshal Sir Glenn Torpy said that "The Eurofighter Typhoon is an excellent aircraft. It will be the backbone of the Royal Air Force along with the JSF".
PIRATE IRSTThe Passive Infra-Red Airborne Track Equipment (PIRATE) system is an Infrared Search and Track System (IRST) mounted on the port side of the fuselage, forward of the windscreen. SELEX Galileo is the lead contractor which, along with Thales Optronics (system technical authority) and Tecnobit of Spain, make up the EUROFIRST consortium responsible for the system's design and development.
PIRATE operates in two IR bands, 3-5 and 8-11 micrometres. When used with the radar in an air-to-air role, it functions as an Infrared Search and Track system (IRST), providing passive target detection and tracking. In an air-to-surface role, it performs target identification and acquisition. It also provides a navigation and landing aid. PIRATE is linked to the pilot’s helmet mounted display.
Eurofighters starting with Tranche 1 Block 5 have the PIRATE. The first Eurofighter Typhoon with PIRATE-IRST was delivered to the Italian Aeronautica Militare in August 2007 More advanced targeting capabilities can be provided with the addition of a targeting pod such as the LITENING pod.
Air-to-ground capabilities
A Royal Air Force Eurofighter Typhoon FGR4 at Nellis AFB in Nevada, USA
The Typhoon is a multi-role fighter with maturing air-to-ground capabilities. Earlier than scheduled, the RAF integrated the air to ground capability, based on the Rafael/Ultra Electronics Litening III laser designator and the Enhanced Paveway II/III laser guided bomb[134] under the "Austere" programme. A more comprehensive air-to-ground attack capability including Paveway IV, EGBU-16 bombs and a higher degree of automation will be achieved for all partner nations with the Phase 1 Enhancements currently in development.
The absence of such a capability is believed to have been a factor in the type's rejection from Singapore's fighter competition in 2005. At the time it was claimed that Singapore was concerned about the delivery timescale and the ability of the Eurofighter partner nations to fund the current capability packages. With the planned Phase 2 Enhancements Eurofighter GmbH hopes to increase the appeal of Typhoon to possible export customers and to make the aircraft more useful to partner air forces.
Radar signature reduction featuresAlthough not designated a stealth fighter, measures were taken to reduce the Typhoon's radar cross section (RCS), especially from the frontal aspect An example of these measures is that the Typhoon has jet inlets that conceal the front of the jet engine (a strong radar target) from radar. Many important potential radar targets, such as the wing, canard and fin leading edges, are highly swept, so will reflect radar energy well away from the front sector. Some external weapons are mounted semi-recessed into the aircraft, partially shielding these missiles from incoming radar waves.[138] In addition radar absorbent materials (RAM) developed primarily by EADS/DASA coat many of the most significant reflectors, e.g. the wing leading edges, the intake edges and interior, the rudder surrounds, strakes, etc.[138][141] The Typhoon does not use internal storage of weapons. External mounting points are used instead, which increases its radar cross section but allows for more and larger stores. The Eurofighter operates automatic Emission Controls (EMCON) to reduce the Electro-Magnetic emissions of the current mechanically scanned Radar. The Captor-M was the first NATO-Radar with three rather than two working channels, one intended for classification of jammer and for jamming suppression. The German BW-Plan 2009 indicates that Germany will equip/retrofit the Luftwaffe's Eurofighters with the AESA Captor-E from 2012. The conversion to AESA will give the Eurofighter a Low Probability of Intercept Radar with much better jam resistance. These include an innovative design with a gimbal to meet RAF requirements for a wider scan field than a fixed AESA. The coverage of an fixed AESA is limited to 120 degree in azimuth and elevation.
According to the RAF, the Eurofighter's RCS is better than RAF requirements. Comments from BAE Systems suggest the radar return is around one quarter of that of the Tornado it replaces. The Eurofighter is thought to have an RCS of less than one square metre in a clean configuration by author Doug Richardson, although no official value is available. This compares with the estimated RCS of the Rafale of 2 square metres,[150] the 20 square metres of the Su-30MKI, the 1 square metre of the Su-35BM and the American F-117 of 0.025 square metres. The manufacturers have carried out tests on the early prototypes to optimize the low observability characteristics of the aircraft from the early 1990s. Testing at BAe's Warton facility on the DA4 prototype measured the RCS of the aircraft and investigated the effects of a variety of RAM coatings. Another measure to reduce the likelihood of discovery is the use of passive sensors, which minimises the radiation of treacherous electronic emissions. While canards generally have poor stealth characteristics, the flight control system is designed to minimise the RCS in flight, maintaining the elevon trim and canards at an angle to minimise RCS.
Poll
