Eurofighter Typhoon

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Typhoon
Eurofighter of the German Luftwaffe, Instrumented Production Aircraft #3 a 2-seat trainer version used for air-to-air weapons integration.
Type	Multirole fighter
Manufacturer	Eurofighter GmbH
Maiden flight	27 March 1994[1]
Introduced	2003
Status	Operational
Primary users	Royal Air Force Luftwaffe Aeronautica Militare Ejército del Aire
Number built	137 (as of December 2007)[2] 707 Ordered (as of January 2008)
Unit cost	£61.5 million,[3] €88.4 mil., $122.5 mil. (2007 flyaway cost)
Developed from	British Aerospace EAP
Variants	Eurofighter Typhoon variants

The Eurofighter Typhoon is a twin-engine canard-delta wing multirole aircraft. It is being designed and built by a consortium of three separate partner companies: Alenia Aeronautica, BAE Systems, and EADS working through a holding company Eurofighter GmbH which was formed in 1986. The project is managed by NETMA (NATO Eurofighter and Tornado Management Agency) which acts as the prime customer.^[4] As early as 1979, studies began into what would become the Eurofighter Typhoon, also known as EF2000.

The series production of the Eurofighter Typhoon is now underway. The aircraft has entered service with the UK Royal Air Force, the German Luftwaffe (Jagdgeschwader 74),^[5] Italian Air Force, and Spanish Air Force. Austria has purchased 15 Typhoons and Saudi Arabia has signed a GB£4.43 billion (approx. €6.4 billion c. 2007) contract for 72 aircraft.^[6]

Contents 1 History 1.1 Development 1.2 Testing 1.3 Production 1.4 Costs increases 1.5 Delays 1.5.1 Political 1.5.2 Technical 2 Production 2.1 Exports 3 Design 3.1 Airframe and avionics 3.2 Cockpit 3.2.1 General features 3.2.2 Voice Control 3.2.3 g protection 3.2.4 Design Process 3.3 PIRATE Infrared Search and Track 3.4 Performance 3.5 Air-to-ground capabilities 3.6 Radar signature reduction features 4 Operational history 5 Variants 6 Specifications (Typhoon) 7 See also 8 References 8.1 Notes 8.2 Bibliography 9 External links

[edit] History

See also: Eurofighter Typhoon timeline

[edit] Development

The 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 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.^[7] Simultaneously, by 1979 the West German requirement for a new fighter had led to the development of the TFK-90 concept.^[8] 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^[9] or European Combat Fighter.^[10] In October 1979 Dassault joined the ECF team for a tri-national study, which became known as the European Combat Aircraft.^[9] It was at this stage of development that the Eurofighter name was first attached to the aircraft.^[11] 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".^[7] West Germany continued to refine the TFK-90 concept.^[10] 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.^[11]

As a result the Panavia partners (BAe, MBB and Aeritalia) launched the Agile Combat Aircraft (ACA) programme in April 1982.^[12] 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.^[12][13]

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.^[10]

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.^[14] Despite pressure from France, Spain rejoined the Eurofighter project in early September 1985.^[15] France officially withdrew from the project to pursue its own ACX project, which was to become the Dassault Rafale.

Also in 1985 the BAe EAP was rolled out at BAe Warton, by this time also funded by MBB and BAe itself. The EAP first flew on 6 August 1986.^[16] 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%).

1986 also saw the establishment of the Munich based Eurofighter Jagdflugzeug GmbH to manage development of the project^[17] 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.^[18]

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.^[19]

[edit] Testing

The maiden flight of the Eurofighter prototype took place on 27 March 1994.^[1] 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.

In May 2007, Eurofighter Development Aircraft 5 made the first flight with the CAESAR (CAPTOR Active Electronically Scanning Array Radar) demonstrator system,^[20] a development of the Euroradar CAPTOR incorporating Active Electronically Scanned Array (AESA) technology.

The Eurofighter Typhoon was tested in Vidsel, Sweden where it was exposed to extreme weather conditions (down to -31˚C).

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.^[21]

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.^[22]

[edit] Production

The first production contract was signed on 30 January 1998 between Eurofighter GmbH, Eurojet and NETMA.^[23] The procurement totals were as follows: UK 232, Germany 180, Italy 121, and Spain 87. Production was again allotted according to procurement: British Aerospace (37%), DASA (29%), Aeritalia (19.5%), and CASA (14%).

On 2 September 1998, a naming ceremony was held at Farnborough, England. This saw the Typhoon name formally adopted, however initially for export aircraft only. This was reportedly resisted by Germany; The Hawker Typhoon was a fighter-bomber aircraft which served with the RAF during the Second World War against German targets.^[24] In September 1998 contracts were signed for production of 148 Tranche 1 aircraft and procurement of long lead-time items for Tranche 2 aircraft.^[25]

[edit] Costs increases

In 1988 the Secretary of State told the UK House of Commons that the European Fighter Aircraft would "be a major project, costing the United Kingdom about £7 billion".^[26] It was soon apparent that a more realistic estimate was £13 billion,^[27][28] made up of £3.3 billion development costs^[29] plus £30 million per aircraft.^[30] 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.^[31][32] Since 2003 the Ministry of Defence have refused to release updated cost estimates on the grounds of 'commercial sensitivity'.^[33] The UK's commitment to its 88 Tranche 3 aircraft has been questioned,^[34] most recently in January 2008.^[35]

[edit] Delays

[edit] Political

In late-1990 it became apparent that the German government was not happy about continuing with the project. The Luftwaffe was tasked to find alternative solutions including looking at cheaper implementations of Eurofighter. The German concerns over Eurofighter came to a head in July 1992 when they announced their decision to leave the project. However, on the insistence of the German government sometime earlier, all partners had signed binding commitments to the project and found themselves unable to withdraw.

In 1995 concerns over workshare appeared. Since the formation of Eurofighter the workshare split had been agreed at the 33/33/21/13 (United Kingdom/Germany/Italy/Spain) based on the number of units being ordered by each contributing nation. However, all the nations then reduced their orders. The UK cut its orders from 250 to 232, Germany from 250 to 180, Italy from 165 to 121 and Spain from 100 to 87. According to these order levels the workshare split should have been 39/24/22/15 UK/Germany/Italy/Spain, Germany was however unwilling to give up such a large amount of work. In January 1996 after much negotiation between UK and German partners, a compromise was reached whereby Germany would take another 40 aircraft from 2012. The workshare split is now 43% for EADS MAS in Germany and Spain; 37.5% BAE Systems in the UK; and 19.5% for Alenia in Italy.^[36]

The next major milestone came at the Farnborough Airshow in September 1996. The UK announced the funding for the construction phase of the project. In November 1996 Spain confirmed its order but Germany again delayed its decision. After much diplomatic activity between the UK and Germany, an interim funding arrangement of DM 100 million (€ 51 million) was contributed by the German government in July 1997 to continue flight trials. Further negotiation finally resulted in German approval to purchase the Eurofighter in October 1997.

[edit] Technical

On 21 November 2002, DA-6, the Spanish two-seater prototype crashed due to a "double engine flame-out",^[37] said to be specifically related to the experimental trial standard of engine being used by that aircraft. The aircraft went down but the two crew members escaped unhurt.

[edit] Production

The Eurofighter Typhoon is unique in modern combat aircraft in that there are four separate assembly lines. Each partner company assembles its own national aircraft, but builds the same parts of all 620 aircraft.

• Alenia Aeronautica – Left wing, outboard flaperons, rear fuselage sections
• BAE Systems – Front fuselage (including foreplanes), canopy, dorsal spine, tail fin, inboard flaperons, rear fuselage section
• EADS Deutschland – Main centre fuselage
• EADS CASA – Right wing, leading edge slats

Production is divided into three "tranches" (see table below) with an incremental increase in capability with each tranche. Tranches are further divided up into batches and blocks, eg the RAF's Tranche one twin seaters are batch 1 T1s and batch 2 T1As.

Expected Production Summary

Country	Tranche 1	Tranche 2	Tranche 3	Total
Austria	15	0	0	15
Germany	44	68	68	180
Italy	29	46	46	121
Saudi Arabia	0	48	24	72
Spain	20	33	34	87
United Kingdom	55	89	88	232
TOTAL	157	284	260	707

_{Note: In addition to 9 new Tranche 1 aircraft, Austria will receive 6 used German Tranche 1 aircraft for a total of 15 Typhoons. For the delivered 6 used Tranche 1 aircraft receives Germany 6 Tranche 2 aircraft more.^[38]}

[edit] Exports

In 1999, the Greek government agreed to acquire 60 Typhoons in order to replace its existing second-generation combat aircraft.^[39] However, the purchase was put on hold due to budget constraints, largely driven by other development programs and the need to cover the cost of the 2004 Summer Olympics. In June 2006 the government announced a 22 billion euro multi-year acquisition plan intended to provide the necessary budgetary framework to enable the purchase of a next-generation fighter over the next 10 years. The Typhoon is currently under consideration to fill this requirement.^[40]

On 2 July 2002, the Austrian government announced the decision to buy the Typhoon as its new air defence aircraft. The purchase of 18 Typhoons was finalised on July 1, 2003, and included 18 aircraft, training for pilots and ground crew, logistics, maintenance, and a simulator. The future of this order has recently been questioned in the Austrian parliament.^[41] On 26 June 2007, Austrian Minister for Defense Norbert Darabos has announced a reduction to 15 aircraft.^[42] On 12 July 2007, the first of 15 Eurofighters was delivered to Austria and formally entered service in the Austrian Air Force.^[43]

After unsuccessful campaigns in South Korea and Singapore,^[44] on 18 August 2006 it was announced that Saudi Arabia had agreed to purchase 72 Typhoons.^[45] In November and December it was reported that Saudi Arabia had threatened to buy French Rafales because of a UK Serious Fraud Office investigation into the Al Yamamah defence deals which commenced in the 1980s.^[46] However on 14 December 2006 it was announced that the Serious Fraud Office was "discontinuing" its investigation into BAE. It stated that representations to its Director and the Attorney General had lead to the conclusion that the wider public interest "to safeguard national and international security" outweighed any potential benefits of further investigation.^[47] The Times has raised the possibility that RAF production aircraft will be diverted as early Saudi Arabian aircraft, with the service forced to wait for its full complement of aircraft.^[48] This arrangement would mirror the diversion of RAF Tornados to the RSAF. However, The Times has also reported that such an arrangement will make the UK purchase of its tranche 3 commitments more likely.^[48] On 17 September 2007 Saudi Arabia confirmed it had signed a GB£4.43 billion contract for 72 aircraft.^[6]

In March 2007, Jane's Information Group reported that the Typhoon was the favourite to win the contest for Japan's next-generation fighter requirement.^[49] Currently the other competitors are the F/A-18E/F Super Hornet and F-15E Strike Eagle.^[49] On 17 October 2007, Japanese Defence Minister Shigeru Ishiba confirmed that Japan may buy the Typhoon. Although the F-22 was in his words "exceptional", it was not "absolutely necessary for Japan", and Typhoon was the best alternative.^[50]

Other potential customers of the Typhoon are Bulgaria, India,^[51] Denmark,^[52] Pakistan^[53] and Romania.^[54] BAE SYSTEMS itself reports that Typhoon is currently actively being promoted "...in a number of other markets including Greece, Norway, Denmark, Switzerland, Turkey and Japan".^[55] EADS invited India to join the Eurofighter program in April 2008; India is yet to take a decision in this regard.^[56][57]

[edit] Design

[edit] Airframe and avionics

The Typhoon features foreplanes, and lightweight construction (82% composites = 70% carbon fibre composites + 12% glass reinforced composites).^[58]

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.

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.^[59] Control surfaces are moved through two independent hydraulics systems that are incorporated in the aircraft, which also supply various other items, such as the canopy, brakes and undercarriage. One 4000 psi engine-driven gearbox powers each system.^[60]

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 (DASS). Threat detection is provided by a Radar Warner Receiver (RWR), a Missile Approach Warner (MAW) and a Laser Warning Receiver (LWR) (RAF only). Protection is provided by Chaff and Flares, Electronic Counter Measures (ECM) and a Towed Radar Decoy (TRD) (RAF only).^[61] The DASS 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.^[62]

[edit] Cockpit

[edit] General features

The 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 Heads 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.^[63]

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.^[64]

[edit] Voice Control

The Typhoon DVI system utilises a Speech Recognition Module (SRM), developed by Smiths Aerospace (now GE Aviation Systems) and the then Computing Devices (now General Dynamics UK). It was the first production DVI system utilised in a military cockpit. DVI provides the pilot with an additional natural mode of command and control over approximately 26 non-critical cockpit functions, to reduce pilot workload, improve aircraft safety, and expand mission capabilities. An important technological breakthrough during the development of the DVI occurred in 1987 when Texas Instruments produced their TMS-320-C30 Digital Signal Processor (DSP). This greatly advanced the packaging of DVI from large complex systems to a single card module. This early advance allowed a viable high performance system. The project was given the go ahead in July 1997, with development and pilot assessment carried out on the Eurofighter Active Cockpit Simulator at BAE SYSTEMS Warton.^[65]

The DVI system is speaker-dependent, i.e. requires each pilot to create a template. It is not used for any safety-critical or weapon-critical tasks, such as weapon release or lowering of the undercarriage, but is used for a wide range of other cockpit functions.^[66][67] Voice commands are confirmed by visual or aural feedback. The system is seen as a major design feature in the reduction of pilot workload and even allows the pilot to assign targets to himself with two simple voice commands, or to any of his wingmen with only five commands.^[68]

[edit] g protection

In the standard aircraft, g protection is provided by the "Full Coverage Anti-g Trousers" (FCAGTs or so-called Faggots).^[69] This specially developed g suit provides sustained protection up to 9 g. The Typhoon pilots of the German Air Force and Austrian Air Force, however, wear an improved g-suit called "Libelle" (Dragonfly) Multi G Plus.^[70][71][72] which provides also protection to the arms, reducing arm-pain and theoretically allowing for more complete g tolerance.

[edit] Design Process

The 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.

[edit] PIRATE Infrared Search and Track

Eurofighters starting with Tranche 1 batch 5 will have the PIRATE (Passive Infra-Red Airborne Track Equipment) IRST (Infrared Search and Track System) which will be mounted on the port side of the fuselage, forward of the windscreen. The PIRATE system was developed by the EUROFIRST consortium. Galileo Avionica (FIAR) of Italy is the lead contractor, Thales Optronics of the UK (system technical authority) and Tecnobit of Spain make up EUROFIRST.

PIRATE operates in two IR bands, 3-5 and 8-11 microns. 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.^[73]

The first Eurofighter Typhoon with PIRATE-IRST was delivered to the Italian Aeronautica Militare in August 2007.^[74]

[edit] Performance

The Typhoon's combat performance compared to the new F-22 Raptor and the upcoming F-35 Lightning II fighter under development in the United States and the Dassault Rafale developed in France, has been the subject of much discussion. In March 2005, United States Air Force Chief of Staff General John P. Jumper, then the only person to have flown both the Eurofighter Typhoon and the Raptor, talked to Air Force Print News about these two aircraft. He said,

“

The Eurofighter is both agile and sophisticated, but is still difficult to compare to the F/A-22 Raptor. They are different kinds of airplanes to start with; it's like asking us to compare a NASCAR car with a Formula 1 car. They are both exciting in different ways, but they are designed for different levels of performance.[75]

”

Further, "The Eurofighter is certainly, as far as smoothness of controls and the ability to pull (and sustain high G forces), very impressive," he said. "That is what it was designed to do, especially the version I flew, with the avionics, the color moving map displays, etc. — all absolutely top notch. The maneuverability of the airplane in close-in combat was also very impressive."^[75]

The Typhoon is capable of supersonic cruise without using afterburner. 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.^[76][77][78]

In 2002, the MBDA Meteor was selected as the long range air-to-air missile armament of Eurofighter Typhoon.^[79][80] Pending Meteor availability, Typhoon will be equipped with the Raytheon AMRAAM. The current in-service date for Meteor is predicted to be August 2012.^[80]

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 than the F-15, F-16, F/A-18, Mirage 2000, Rafale, the Su-27, and the MiG-29.^[81][82][83]

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.^{[84][85][verification needed]}

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.^{[86][87][verification needed]} Singapore still went on to buy the F-15.

During the exercise "Typhoon Meet" held in 2008, Eurofighters flew against Spanish F-18 Hornets, Mirage F1s, Harrier jump jets and Portuguese F-16s in a mock combat exercise. It is claimed that the Eurofighters won all engagements (even outnumbered 8 vs 27) without suffering losses.^{[88] [89] [90]}

[edit] Air-to-ground capabilities

The Typhoon has always been planned to be a multi-role fighter with robust air-to-ground capabilities. Earlier than scheduled the RAF integrated the "austere" air to ground capability, based on the Rafael/Ultra Electronics Litening III laser designator and the Enhanced Paveway II/III LGB.^[91] 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.^[92]

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. Back then 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.^[93] With the planed Phase 2 enhancements the Eurofighter GmbH hopes to increase the Typhoon's appeal to possible export customers and to make the aircraft more useful to partner air forces in the future.^[92]

[edit] Radar signature reduction features

Although not a stealth fighter, measures were taken to reduce the Typhoon's radar cross section (RCS), especially from the frontal aspect.^[94][95] 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.^[96] Some external weapons are mounted semi-recessed into the aircraft, partially shielding these missiles from incoming radar waves.^[94] 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.^[94][97] 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.^[98] The Typhoon's current Euroradar CAPTOR radar is relatively easy to detect when operating, unlike a few more advanced radars. For that reason the Eurofighter operates automatic Emission Controls (EMCON) to reduce the Electro-Magnetic emissions of the Radar.^[94]

According to the RAF, the Eurofighter's RCS is better than RAF requirements. Comments from BAE Systems suggest the radar return is around four times less than the Tornado it replaces.^[99] "No official figure are available, but the Eurofighter is understood to have an RCS under one square metre."^[96] The producer claims the RCS of the Eurofighter to be the smallest of all aircraft currently in production.(apart of the F-22)^[100] 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,^[101] the flight control system is designed to minimise the RCS in flight, maintaining the elevon trim and canards at an angle to minimise RCS.^[102][103] This compares with the estimated RCS of the Rafale of 2 square metres, and the estimated RCS of the American F-117 of 0.025 square metres.^[104]

[edit] Operational history

On 4 August 2003, Germany accepted the first series production Eurofighter (GT003).^[105] Also that year, Spain took delivery of its first series production aircraft.^[106]

On 16 January 2006 an RAF Typhoon T1 made an emergency landing at RAF Coningsby. The nosewheel failed to deploy, via either the normal or emergency systems. The aircraft landed on the main gear and used aerodynamic braking whilst simultaneously deploying the brake chute. The nose was then gently lowered, minimising the damage to the aircraft. The pilots vacated the aircraft once a suitable ladder was positioned next to the aircraft.^[107] The RAF Typhoon T1 has now been returned to service.

On 9 August 2007, the UK's Ministry of Defence reported that No. XI Squadron of the RAF, which stood up as a Typhoon squadron on 29 March 2007, had taken delivery of its first two multi-role Typhoons.^[108] The Typhoons were declared combat ready in the air-to-ground role by 1 July 2008.^[109] The RAF Typhoons will be ready to deploy for operations by mid-2008.^[108]

On 17 August 2007, two of XI Squadron's Typhoons were sent to intercept a Russian Tupolev Tu-95 approaching British airspace.^[110]

On or around 25 April 2008, the landing gear on a Typhoon from 17 Squadron at RAF Coningsby, operating at the US Naval Air Weapons Station China Lake test centre in California, USA, did not deploy, apparently due to pilot error, causing extensive damage.^[111]

[edit] Variants

Main article: Eurofighter Typhoon variants

The Eurofighter has so far been produced in three major versions; seven Development Aircraft (DA), five production standard Instrumented Production Aircraft (IPA) for further system development and Series Production Aircraft. These Series Production Aircraft are the aircraft now operational with the partner air forces.

The Tranche 1 aircraft were produced from 2000 onwards. Aircraft capabilities are being increased incrementally, with each software upgrade resulting in a different standard, known as blocks.^[112] With the introduction of the Block 5 standard, the R2 retrofit programme began to bring all aircraft to that standard.^[112]

Tranche 1

• Block 1
• Block 2 : Initial air-to-air capabilities.
• Block 2B : Full air-to-air capabilities.
• Block 5 : Full Operational Capability (FOC) by combining existing air-to-air role with air-to-ground capabilities.

Tranche 2

• Block 8 : New mission computers required for the integration of future weapons such as Meteor, Storm Shadow and Taurus. (Differences in the build to Tranche 1 related to changes in production technology or obsolescence).

[edit] Specifications (Typhoon)

General characteristics

• Crew: 1 (Typhoon F2) or 2 (Typhoon T1)
• Length: 15.96 m (52 ft 5 in)
• Wingspan: 10.95 m (35 ft 11 in)
• Height: 5.28 m (17 ft 4 in)
• Wing area: 50 m² (540 ft²)
• Empty weight: 11,000 kg^[113] (24,250 lb)
• Loaded weight: 15,550 kg (34,280 lb)
• Max takeoff weight: 23,000 kg^[113] (51,809 lb)
• Powerplant: 2× Eurojet EJ200 afterburning turbofan
  • Dry thrust: 60 kN (13,500 lbf) each
  • Thrust with afterburner: 90 kN (20,250 lbf) each

Performance

• Maximum speed:
  
  • At altitude: Mach 2^[114][115] (2,120 km/h, 1,320 mph)
  • At sea level: Mach 1-1.2 (1,460 km/h, 910 mph)^{[citation needed]}
  • Supercruise: Mach 1.5 (1,593 km/h, 990 mph) ^[116]
• Range: 1,390 km (864 mi)
• Ferry range: 3,790 km (2,300 mi)
• Service ceiling 19,812 m (65,000 ft^[117])
• Rate of climb: >315 m/s^{[118][119][120][verification needed]} (62,007 ft/min)
• Wing loading: 311 kg/m² (63.7 lb/ft²)
• Thrust/weight: 1.18

Armament

• Gun: 1x 27 mm Mauser BK-27 cannon
• Air-to-Air missiles: AIM-9 Sidewinder, AIM-132 ASRAAM, AIM-120 AMRAAM, IRIS-T and in the future MBDA Meteor
• Air-to-Ground missiles: AGM-84 Harpoon, AGM-88 HARM, ALARM, Storm Shadow (AKA "Scalp EG"), Brimstone, Taurus KEPD 350, Penguin and in the future AGM Armiger
• Bombs: Paveway 2, Paveway 3, Enhanced Paveway, JDAM, HOPE/HOSBO
• Laser designator, e.g. LITENING pod

[edit] See also

• European defence procurement
• 4.5th generation jet fighter
  

Related development

• British Aerospace EAP
  

Related lists

• List of active United Kingdom military aircraft
• List of aircraft of the Royal Air Force
• List of military aircraft of Germany
  

[edit] References

[edit] Notes

[edit] Bibliography

[edit] External links

• Official Eurofighter website
• Eurofighter for Austria (German)
• The Eurofighter in the Austrian Air Force (German)
• Unofficial UK Eurofighter site
• Eurofighter Typhoon - Demon or Lemon?
• Kingdom Buys 72 Typhoon Jets - Arab News September 18, 2007

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