EUROFIGHTER TYPHOON Storm over EaweiolpmEurofighter Typhoon BARB “EP” Storm over Europe WL BHA Hugh Harkins Copyright © 2014 Hugh Harkins All rights reserved. FCAT A 2014 TRIGA SAR ARAL ISBN-13: 978-1-903630-15-0 ISBN-13: 978-1-903630-15-0 Eurofighter Typhoon - Storm over Europe WHE 2s HAR ST BL B RR Cl Hugh Harkins 2014 e**ebook converter DEMOCK + WA de IF 2014 Published by Centurion Publishing, United Kingdom ISBN 13: 978-1-903630-15-0 FH DE ACHE, ISBN 13: 978-1- 903630-15-0 Kindle Edition Kindle fi This edition first published 2014 AIRF 2014 4E UCHR Cover design Centurion Publishing and Createspace Page layout, concept and design (] Centurion Publishing HM Wit Centurion Publishing Jf M22¢ A] ih Ai Jj, MESATELI-O Centurion Publishing All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, transmitted in any form, or by any means, electronic, mechanical or photocopied, recorded or otherwise without the written permission of the publisher RTA BA. REMIT, ANAESL I, HERR ARSED TE Gi. DETER OGRE a RF. PUREED. Set RTT BR) FER AS HD ASE TB The publisher would like to thank the following for their assistance and contributions in the preparation of this publication: Alenia, BAE Systems, EE FST PEG RN EB 2S Da FASS Sih SIE EH FB A TR Ba Je, BAR ARAT, e**ebook converter DEMODassault, EADS, Eurofighter GmbH, Eurojet GmbH, ITP/Sener, LFK, Matra BAe Dynamics Alenia and Rolls Royce PLC TARR. EADS. MOMMA PLT ERA]. WONT EBL IRA F. ITP/SSA. LEK, AF Bie 3 Ay ZF BH a WAIT TEI ORR Anal e**ebook converter DEMOEurofighter Typhoon KABA “BR” TABLE OF CONTENTS Ax INTRODUCTION TA CHAPTER ONE: Defining the Requirement BH EGR CHAPTER TWO: Experimental Aircraft Program a SCH KALLE CHAPTER THREE: Eurofighter is Born SA AMMAR ALE CHAPTER FOUR: Eurofighter Typhoon Described SP UG 8S: WOME ADL RA CHAPTER FIVE: Advanced Weapons Platform PEM: UST A e**ebook converter DEMOCHAPTER SIX: Development Aircraft Program BNE BIE Ait CHAPTER SEVEN: Instrumented Production Aircraft BCR REP AL CHAPTER EIGHT: Series Production, Service and Export PGE: RAVET”. IRS AL CHAPTER NINE: Future Development FIRE: AH ANE APPENDICES CHRONOLOGY GLOSSARY WESC INTRODUCTION SH Not since the legendary R.J Mitchell’s Supermarine Spitfire of the 1930’s or the ill fated BAC TSR-2 of the 1960’s, has a military aircraft been so much in the Spotlight as has the Eurofighter Typhoon been under its many guises over the last three-decades. Designed primarily as a multi-role fighter to replace a number of combat aircraft types in the air forces of e**ebook converter DEMOGermany, Italy, Spain and the United Kingdom, the Eurofighter Typhoon has metamorphosed into a world-leading combat aircraft capable of meeting and defeating any current or near term adversary. A series of upgrades to mission systems and the introduction of new weapons will keep the aircraft competitive against emerging threats over the next few decades. FMA 1930 SEAR AFI Re J. RAE EE URL LER 1960 FER H73B ZEA BAC TSR-2 WK, FEAT CAUSA MRL Ds 30 HY 3s we AD BK PHAR SL BL Ft UDB ESE ba ok BD BONER EBL Ft LAS BERT whoo EBL, DABACAEER. ACA. PGE AP AUER 72 1-H PARE, CORAM A AMAIA HL, HEMT IEE Hae OMHE, LESAN — BNA BAU RE AY S| ARE KBE A) UTE AY REET TS HITE FH While the initial production batches were delivered with an air combat capability, the aircraft was cleared as multi-role capable by the RAF in 2008. Full operational capability scheduled for introduction with Tranche 3 over the next few years will enable Typhoon to perform the full-spectrum of air to air and air to surface mission. pg SNE PKA LA IRAEA, (Ze CHE 2008 AE BRIN HR 28 HME & AGE GPL. WCE ACK UAE AES =P RS) A HeARRE eS 1 AU REAS UT ATT LAI 28 Rt 28 AI ZE HT ES 6 Conceived in the 1980’s, Eurofighter was designed to Cold War requirements, but emerged into a completely different military political PARA 20 HELE 80 AFAR ATI AR SE LAE aM US 9 9 RG IR TTB HF FY, (ARIE TAREE ARE e**ebook converter DEMOenvironment, which followed the collapse of the Soviet Union in 1992. The flexibility of the Eurofighter concept has allowed the aircraft to absorb the changing military requirements resulting in an aircraft ideally suited to the missions for which it is being procured. 1992 SEAR IPAPE ARIE SSIS «IHR SY LABS TY RH TE BE AG S95 3B ISAS WTR ACB FE SE RR, ATI ASE ALE FE 5A IT RE B The Eurofighter program has been dogged with many problems, both political and technical. Political indecision and the complexities of a four- nation consortium saw the program threatened with reductions and even cancellation. Much blame was laid at Germany’s door with suggestions that the program would have benefited from a German withdrawal. However, this is far too simplistic a view. Germany’s technological and financial contribution to the program has been considerable. With the fall of the Berlin wall and the subsequent unification of East and West Germany, the German government was handed the burden of financing the re-unification of the two-Germany's. This was an unexpected expense that none of the other three partner nations had to contend with. NARA AU CARES BOR AEA UT ADE. BOR EAA ‘Sa AAU FL 5 a AE Ase et TH IL ZEB YE AGS TEASER, VAY ET IE IH 2 (TI I SAE. i, Ke—DT PCO. ERMA LAR A BK. BAL FSS ABE ZR PERE, PETUNIA SAP I TE HG REM ME. RAB RIMNAK, KALAMA ERAN AT. The program survival was assured when the Eurofighter Consortium and the four-partner governments in 1998 signed an umbrella contract for 620 aircraft. 1998 fF, 4 HHA SP NUR HE AOS A EK EBUA EBT — Ot 620 38 LARS, eT UAE The Eurofighter Typhoon production phase has been underway for more than a decade, with the first two-seat instrumented production aircraft flying for the first time in April 2002. The first two-seat series production aircraft conducted its first flight in February 2003; with first deliveries to air forces of the four partner nations commencing in the second half of that year, following four-nation type acceptance in June 2003. All four countries had taken delivery of their initial two-seat Tranche 1 Typhoons by the end of 2003, and the first instrumented production single-seat Typhoon conducted e**ebook converter DEMOits maiden flight on 27 February 2004. By late 2011, 300 Typhoons had been delivered to six different customers. NRA LG EPROM Tete, AML AGE Fe QPL 2002 46 4 AK. PALER AE AY RPL 2008 4 2 5 iE TE: 16 2003 4F 6 FDU AWC, SHEE TAT ak CF EE WW22%. #8) 2003 4EIR, PAIS BARN TER Ete BER, BRA ADE AF 2004 4 2 27 AEA PK K4y. B)2011 AFR, 300 RAMBARABATAANAA Austria had become the first export customer when it took delivery of the first of 15 aircraft in 2007. Saudi Arabia ordered 72 Typhoons to replace its fleet of Panavia Tornados’, with the first two Typhoons being delivered in June 2009. 2007 4F, IAI Ba Tt 153k EPL, AAP WORE MTD TT IS S72 38 “RU” RAC ACSE Panavia “EAS” BLBA, MHBIAR “AR” F 2009 4 6 AEH. e**ebook converter DEMODEFINING THE REQUIREMENT FER In June 2003, the Eurofighter partner nations began accepting the Typhoon into service. German Air Force Typhoon, GT003, gets air under its wheels at Manching in southern Germany. Eurofighter GmblT 2003 4F 6 5, WON ARS]HOLIK PEEP RRS A LUE AIRS. WSL ATL, GTO03, (EASE TBI DAE HAR LATS Tn the early to mid-1970's, a number of Western European governments were pondering their options to obtain next generation tactical combat aircraft for their respective air forces. Nations like Denmark; Holland; Norway and The Netherlands appeared content to buy off the shelf American designs, with licence production being the best that their aircraft manufacturing industries could expect. However, other European nations such as France, Sweden, West Germany, Italy and the United Kingdom weer ebook converter DEMOremained steadfast in their determination to design develop and build their next generation fighters, either indigenously or as part of a European collaborative venture. During the 1970’s France was developing the Mirage 2000 family of combat aircraft, while West Germany, Italy and the United Kingdom were developing the Panavia Tornado strike aircraft and an Air Defence Variant for the UK (United Kingdom). ZE 20 iHh2d 70 EAR EB TH, Ve % DURA BUA AE % 18 ASH nye BE BARAT BL iat aie fs BRA te Be via EL Ane we T MiMORe 2000 MR ABL if vite SORA ECE RGB ‘fi Panavia He ABCA — MBE EBL e**ebook converter DEMOBritain's search for a fourth generation fighter for the Royal Air Force (RAF) can be traced back to the early 1970's, when Air Staff Target (AST).396 was issued. This called for a ground attack aircraft with good range-payload combined with Short Take-Off and Vertical Landing (STOVL) capability to replace the RAF's SEPECAT (Societe, Europeene de, Production dei, Avion de Ecole de Combat et de’ Appuie Tactique) Jaguar and BAC (British Aircraft Corporation) Harrier ground attack aircraft. At this time the RAF was absorbing the impact of the outstanding agility and multi-role capability of the American General Dynamics F-16 Fighting Falcon and Northrop YF-17 Cobra (later developed into the McDonnell Douglas F/A-18 Hornet). Both aircraft were competing for the lucrative contract to supply the USAF with its new lightweight fighter aircraft. Of course, the baseline F-16A/B had no BVR (Beyond Visual Range) air to air capability limiting its ability to become a true multi-role fighter. This shortfall in capability was overcome with later F-16C/D models armed with the AIM-120 AMRAAM (Advanced Medium Range Air to Air Missile). The RAF began revising its fighter requirement to combine the air superiority/interception role with that of ground attack/strike. AST.396 was, therefore, abandoned and a new specification, AST.403 was drawn up around a multi-role combat aircraft. BE Ay EAE (RAF) FHI TURK BL AT LAGE BI 20 {140 70 EAR H), SI RAG T 287 SUL A by (AST). 396. aE AA RE AOR it. LBB A FUSE LAG bas (STOVL) BE 77 AU SHEET LI ARE EL ‘a 3 28 % WY SEPECAT (Societe , Europeene de, Production del, Avion de Ecole de Combat ct de’ Appuie Tactique) SINK AN BAC (HM CPLA) MY Harrier MHWL. HEI, SEER AAR ae HE JE TE BU Bi Ay A] (1) F-16 “BRE” RSE LAA ae + YE LT TRBERE” ARAL OK BFR IVE GEES «HER BUST ZS) AY BA 18 “KOBE” ) 7S EL RABE ME A FB RE TO. PS CAL ABE TES AIR BE EEE A A UAE. PR, SEER L6A/B Be44 ADLER 225 22 HEI, CORB FE TEA FSP BL WU BE 20. JIRA T ATM-120_ AMRAAM (3 iE HH BE 28 Xf 2 Se BL) FP 16C/D FEHR TAPE AI LPOAS AL SEER SEES EHP HE RE BLE HER / aE SG a / TES AAO. A sk, ae BUG, BMI AST. 403 2S AHS HI EA RAL Tal A 6 e**ebook converter DEMOa i ee ‘The Royal Air Force search for a fourth generation fighter originally centred-around finding a replacement for its fleet of BAC Harrier and SEPECAT Jaguar tactical fighter bombers. The Jaguar (above) was upgraded in the 1990's to bridge the gap before the new fighter would enter service in the early part of the 21 Century. BAE Systems PRS Ue RR ER BAC Harrier #l SEPECAT Jaguar BR-ARARS}SESE PUM LE. SAGE ERR) 4 20 HES 90 AERA, DSR ANRTARSLALAE 21 HAE BUR LR SE JE. BAB ROA Unlike the Tri-nation Panavia Tornado then in flight testing, the new combat aircraft would be multi-role in practice as well as in name, The Tornado, which was originally labelled the Multi-Role Combat Aircraft (MRCA), has been produced in mission specific variants including strike and Air Defence Variants. The new aircraft, however, would combine all mission capabilities in a common airframe with common avionics, ASA) 4 eT 8 AT RH A = BH Panavia Tornado, iX#PR HITE A RPLES MEAS EAB DREN. WB MAS AIH BL (MCA) £8) “Tie SR” ChE Be EF NR EH Babi A BY 8 ZEA UB a CE HR tb. ARTI, OMT RAL IE TA BYES BE oe ASSIA ADDU 4, RASM Ma Tee, The issuing of the new Air Staff Target retained the requirement for a STOVL capability to find a replacement for the RAF Harrier GR.3/T.4 STOVL ground attack aircraft. Although the program was in its infancy, it was becoming increasingly clear that the huge costs involved would probably see the future fighter built as an international collaborative project e**ebook converter DEMOwith other European nations, in a similar fashion to the Anglo-French SEPECAT Jaguar and tri-nation Panavia Tornado. BN ES HG A BRIN L7H AR J STOVL AE AMUSE, LAGER RAP Harrier GR.3/T. 4 STOVL TASC BLO HEAR EL RUE Fs DUT BL, {BR i, MBRWBKMAA BRIERE Bik AS Ah Rte DLA, FAT 98iz SEPECAT JUNE A= Panavia Tornado. None of the other potential European partner nations, France and West Germany, required a STOVL capability for their future fighter, resulting in the RAF being urged to drop the STOVL capability from its requirement. With the STOVL capability gone, AST.409 was issued for a Harrier replacement. This was eventually satisfied by adoption of the McDonnell BO PSU HOC APL, ISEBVAUDN A, BE AAT ARIS FRAP & STOVL BEI, XS BCT SER STOVL f& Fie BEAM STOVL HEAT, AST. 409 WHALER BL. RL ASIA UGE TAL e**ebook converter DEMODouglas/British Aerospace (now Boeing and BAE Systems) Harrier II, known as the Harrier GR.5/7/9T.10/T.12 in RAF service. AST.403 was retained to find a Jaguar replacement with replacement of the RAF’s McDonnell Douglas Phantom FGR.2 fighters now included. TE LT / EE AA a] (AUK TS A BAE BEA A] ) (HSN IL, TEBE BASE ALIN BAK ATHBSK GR. 5/7/97. 10/7. 12. AST. 403 BEER BK GAR Jaguar AAR, PECL LE LSE PY I SET Mt C28 EE JEAIWE PGR. 2 ARP BLS P.103 BAE Systems 103 Hi BAE RAAF ebook converter DEMO.weer ebook converter DEMOP.106 BAB Systems 38 106 Tl BAE RBA] seek] P.110 BAE Systems 3110 Bi BAE ABET)TKF 90 EADS Germany TKF 90 EADS e**ebook converter DEMOACA BAE System ACA BAE 338% P.158 BAE System 8 158 HH BAB ABE seh ebook converter DEMO‘There were a number of 1970’s studies and designs which were put forward as a future combat aircraft for European air forces. The multitude of designs that appeared on the various desiga- team drawing boards was driven by differing requirements from different operators. In the AUS 1970 EAR Re Pe ER BLES RT AR ERYARS Bev AE a Ps Be HER. HE e**ebook converter DEMOearly-1970's, Britain was looking for a ground attack aircraft with good range, payload and STOVL capability as replacements for the RAF’s SEPECAT Jaguar and BAC Harrier GR.3/T.4 under AST.396. The P.103 was a proposal for a Harrier and Jaguar replacement. The aircraft featured a swivel wing and semi-recessed fuselage carriage for Skyflash BVR (Beyond Visual Range) air to air missiles. The P.106 was a 1980 design. The P.110 was a twin-engine study of the P.106, which emerged in 1981. Bearing a close resemblance to the Typhoon, the ‘West German TKF 90 included many design features seen on today’s Typhoon, including the chin mounted intake. The TKF 90 featured twin vertical fins and semi-recessed carriage for BYR air to air missiles. An artist rendering of the ACA design appeared in 1982. The HS1207 known as the P.158 had design features, such as the intakes, reminiscent of the Northrop YF-17 Cobra. 204856 704EAR), SERIE SRR MAA RINE. ARORA MS MERE OE CL, DUAR AST. 396 “FMVSS SAE SEPECAT Jaguar MIBAC Harrier GR. 3/T.4- A COLE ARERALURNSER, AT ACME L ESM. P. 106 & 1980 EMIT. P. 110 1981 SFHHBRAY P. 106 S| SER. SEAR AIL, FiseAY TKF 90 IT SRE MESS WS RUE, WISE PE LAE O. TKR 90 Re SMES TE RA EMRE. 1982 42H RT ACARI NWERRRAL. BK P. 158 AYHS1207 MA, oo BEAU, ULAR BE + YEH17 BRE With the STOVL requirement gone, Britain concentrated on combining its future fighter program with those of France and West Germany under Air Staff Requirement 414 (ASR.414). In France, the Arm’ee de I' Air hada requirement for a SEPECAT Jaguar, Dassault Mirage IITE and Mirage F1 replacement to fill its emerging Avion de Combat Tactique (ACT) 88 requirements and the Aeronavalle had a requirement for a Vought F-8 Crusader replacement. Britain and France were primarily focused on replacements for their receptive ground attack aircraft fleets, although the RAF had now added replacement of its remaining Phantom fighters to the program. In West Germany, the Luftwaffe was primarily concerned with fielding a replacement for its large fleet of McDonnell Douglas F-4F/RF-4F interceptor and reconnaissance aircraft. SAF STOVL BERTI, PRUE ES VE AO SESR 414 (ASR. 414) SR PURE FT HS HEAR AB SE LTT el 5 195 FB A PU A hd A RK ET » BORER. TERA IIE AAD PL, bhi ALC RES TE BBA (A 88K, MER EHP TEE. KE AU BEB) TPE AAT AT ELBA, JS PER 8 FEE CARS RMR MWA SUIMA BI RIE. PEPE, META ee KUNE AEA NY HE PAB /RPAP EARL ASE BLA PEAR 0 By the late 1970’s, it was becoming clear a collaborative program to field a new European fighter would be the best way forward. This would allow the combined research and development funding from all partner nations to develop the best technologies available. Furthermore, this would e**ebook converter DEMOresult in a larger production run for a single-fighter type, which would have the knock on effect of lower production costs. There were of course some hurdles to overcome. Britain and France were looking to develop a ground attack fighter, while West Germany wanted an air superiority fighter with high-agility. There were also problems with program time-scale. Britain wanted its new fighter in service around 1987, while France was looking at a 1991 service entry. Despite the many differences, the British, French and West German governments were satisfied that enough common ground existed for the three nations to embark upon a tri-national study under the name ECA (European Combat Aircraft). BY 20 (ZC 70 ARAL, RRMA LAKE, ASAE A BTR ARS MLAS ATR A FRET TA ROKER UPOK TAKE SOEUR AIRE eT BLT IER JESh, ROG BBR ARAL BUDA TART, AMI BEIR AEP RAS. RRA — PRS it BE TER GEER) al EES RRB BL, Tape se Fre BERG HOSA AL. LAI Te ti al Se Fer RAP AL e 1987 ARAL, bts ABATE | 1991 SEAR. IR PFPEVES Dk, 1A SRE, RAPES & NAL FLAG AISETAL TLL FFLA— TLR, Jy BCA CWC ARS LDN fin HF. In 1979, a joint proposal by British Aerospace and Messerschmitt- Bolkow-Blohm (MBB), for a fighter design known as the ECF (European 1979 42, SEMANA ZA] All MBB HE SEHK TY AR BL RAG ES RHE T TIL ECR HI e**ebook converter DEMOCombat Fighter) was put to the British and West German governments. Indecision in both governments stemmed from the desire for more partner nations to be brought on-board. In 1980 BAe and MBB combined their efforts with Dassault-Breguet of France with the goal of defining a future fighter aircraft that would be acceptable to all three nations. The combined design efforts eventually settled on a single-crew, twin-engine, canard-delta concept. This design, known as the ECA (European Combat Aircraft) was still far from settled and the inability of the air staffs of the three nations to agree on a common operational requirement for the new fighter left many design issues unresolved. The three nations continued to argue out the technical and political problems during 1980 and into 1981, The various problems combined with France’s determination that the program focus on a smaller, lighter aircraft which would be capable of operating from its aircraft carriers finally led to the cancellation of the ECA in 1981. BRST HL) BSE BEA DE A DG EB PETRY RRA BUR TA 9 HSA RRS SUK. 19804, RASH R BAT) Al MBB ATG BAR RIAALABA, Abeta —A IAA BAAR BL. RABAT BS ALA GET AL. UR. HN PRT R. RE 9 BCA (GOMER SL AL) RAR, SBE A AR RE RE WARS OLAI SE PEAR SERIA “BL, BE TS ARV HH KES HE 1980 4EAN 1981 {EARL ARABS A. A RE ABM ERR, Bites PS — AE), ERITREA MUZE REAL LPR EAS CHL, FREE GBC ECA ZE 1981 SE RELIB . All three nations had continued design work on their respective national fighter programs. In the UK, BAe was working on the P.110, revealed in 1981, which was an evolution from the BAe P.106, which was the result of a study conducted in 1980 for an agile fighter ground attack aircraft. The = RADE Hk BE HEAL ACR SS BLL Be Te. AE SE I, Be 27) Ze 1981 IER 7 P.110, IE Ble P. 106 M1 —Al HE, BAe p . 106 4 1980 4EX}—- Abi SENS HEAT A AINER. 1X P.106 was also known as the LCA (Light Combat Aircraft. This single-seat design featured a cranked-canard-delta configuration with a single-engine, single-tail fin and lateral air intakes. The P.110 adopted the same basic configuration of the P.106, but featured twin-engines and twin vertical tails. BAe also released artist renderings of a P.110 design featuring a single- vertical tail fin like that of the P.106. P. 106 tH BERRA LCA CELL. RARE BE TT EE aE e**ebook converter DEMO gsARR, 85), BARA MRO. P.110 RA TSP. 106 A AMSEAACEL, (RAY MS MEAL FER. Ble WRAY P. 110 RHIWERATER, SURE ER P. 106 FRA SE ELE In West Germany, MBB was working on a highly agile design known as the Taktisches Kampfflugeuz 1990 (TKF-90). This design featured a canard- delta layout, twin-engines, twin vertical tails and incorporated a large ventral air intake reminiscent of that later adopted for Eurofighter Typhoon. A mock-up of the TKF-90 was displayed at the ILA-80 air trade show in Hanover, Germany. This model featured thrust-vectoring engine nozzles. Around this time, a Dornier/Northrop proposal designated ND-102 also emerged. This design featured a trapezoidal wing, no horizontal stabilator and thrust-vectoring control for its non-afterburning engines. This design got no further than the drawing board and a model of the aircraft, which was displayed at ILA-80. fEFUE, MBB IE CEXEAT we eee weit, BER gene RAP BEET RE ETS Lief PAAR, i TH Sec RET F1. TKF-90 (1 A879 ZE et [IL BRE TLA~80 AL the 34S BRN EEN RE ROUT “AeaTEIE Pat, SERENE EAT HET ND-102 FSU. ART ATER IE BLE, Fo 7K em, AE DDI DPR AA HEIR RLPETE . XAPLTE AAR RLALZE ILA-80 ERR WR RA OUR e**ebook converter DEMOIn France, Dassault-Breguet was working on its Avion de Combat Experimental (ACX), which would eventually lead to the Dassault Rafale A technology demonstrator. Aeritalia of Italy was also continuing its own studies into new fighter designs at this time. fi » i& B- ae HLA zl IE EWE iil EAN Avion de Combat Experimental (ACX ), 2-ApiL2s FBUA RATA) Rafale ARATE Ble WERT, RA AMT Ae) te CEE TAR SE LRAT BAe, MBB and Aeritalia, the three Panavia partners, which had developed and built the tri-national Panavia Tornado, combined their design studies for a new fighter in April 1982. This led to the ACA (Agile Combat Aircraft), which was unveiled at the Farnborough air trade show in September 1982. BAe. MBB ANBAR Aa), = /NZ USES, BAH RAB HZ WESTER AL, 4E 1982 FE 4 RAT TE IAI A AMR ADL. BT 1982 4 9 5 ERY Mia FL GAEAY ACA (BERR SE AD The ACA was to be a single-seat fighter powered by a pair of Turbo Union RB.199 afterburning turbofan engines. The design featured an advanced compound sweep wing, which in concert with all moving canard foreplanes would provide exceptional manoeuvrability and efficiency throughout the entire flight envelop. Much of the aircraft structure was to be of carbon-fibre composite construction, which would provide high strength and low weight. The use of lightweight materials, high performance engines, advanced aerodynamic configuration and a fully active FBW (Fly By Wire) flight control system would have resulted in a highly agile aircraft which was being designed to out perform all other aircraft produced in the same time period. The ACA was designed to have exceptional climb, acceleration and turn performance in order to out perform other fighters in close in combat. The configuration was optimised for low supersonic drag and high manoeuvrability in the subsonic and transonic flight regimes. The canard foreplane/compound sweep wing combination, combined with the artificially maintained longitudinal stability would allow a usable maximum lift up to 35 percent more than that for a conventional wing/tail configuration. The flaperons and all-moving canard foreplanes would have been operated symmetrically for pitch, with asymmetric deflection of the flaperons for roll. All of the aircraft control surfaces and aircraft response would be co-ordinated through a 4-channel digital FBW flight control ebook converter DEMO.system providing the most appropriate aerodynamic configuration during the entire flight. ACA 2 — AE PEAR} BL, HA — FCI RB. 199 DJs AS RB PUE aH BRU RAT RENLARAR, SATA BAIR iH » FED KT FLL A HF MLR AVAL SD HERO. ALM ABA eft ee HES ab EHD, BORE OL TE AURA. ASO BL RPEAGACOIPL, FoiENI ae ah 7A RC A ee Eo A PB CER YW) RAT PEG RS ree — Ae BEI CAL, Tene RH I ALPE ES PATCH EAL. ACA BEBE ATH CE UME: HR ALPE TS He GE, CAMERA BE SL HBL. CR A ed ED as Sy SAE AT ARAS FA (0 PF RBH Dy ATE LEELA TRA ASR BR / 52 eGR, MEAT RRR NIA ARLE HE, REET FAIA TL Ay eS PUL / ERIS 35%. PALA TR RM, BE BURA RAR DEH TATA CPLR TELAT CLM EHS 4S 0 a ane FRW CAT EEH RGRON, CED CTE PR BE A BAL Try Originally, a twin vertical tail and rudder layout was adopted to ensure good directional stability and turn co-ordination up to extreme angles of incidence, which could be encountered during combat. The ACA’s engine SE), RFT STEER BIT ICAL ah, GR LI IT Ua Bak EAS SUE, ECSU Hy BEB AY PTAA. ACA HS SE + e**ebook converter DEMOair intakes were located below the front fuselage ensuring good air-feed to the engines throughout the incidence range. BACHE THULE P75 THR ACB) BL CE SEP Fy 9G LA AY 9 The aircraft systems and equipment were to be based on developments of the early 1980’s and on already funded research programs, which were being conducted. The aircraft was to have an advanced threat detection and weapon control system. The active control system would ensure the aircraft remained a stable weapon platform at low altitude, with good handling characteristics in all flight configurations. Incorporation of self-contained start-up and system checks combined with a take-off and landing capability in under 500-m would have enabled operations from remote airstrips. RPA BA HEAT 1980 448 GLI AS Ae AR A BBY TE ZEB ATV FCIA A» SC BUEE IDA DEE RR AAS ABE. FE BPE RGR COLTER RARE AE a, ZETA CATR 1A BU PR OUTER UIT MIA BHAA BA ATG 500 KLE Hite CRAB E LSS. RE ALERZ TH A DUH AT BA AT BE. ebook converter DEMO.‘The ACA incorporated many of the design features later found on the BAe EAP such as the cranked delta canard layout and the chin mounted air intakes. BAE Systems ACA RAAT T Ja ICHE BAe EAP _LRERINVES BRM, Aire =f GIR Ap MIRAE FEE AE AUD. BAB ARAA) The ACA planned avionics suite consisted of a number of sub-systems, navigation, weapon delivery, communications, defensive aids, display and control and stores management, which would be integrated through MIL STD 1553B data buses. These systems were integrated as necessary with the aircraft flight controls system. ACA} Sg) SATE HT BL EE LIES FAB. SHU. HRI. Hi, HAM DRA. Ba As] RH, CAPR MIL STD 1553B Ai MAREE — iE. RE YET TEA RL RTP RRR BE iB. e**ebook converter DEMOThe primary airborne sensor was to be a variant of the Marconi A1.24 Foxhunter multi-mode pulse-Doppler radar then being developed for the Panavia Tornado Air Defence Variant. As well as the air to air modes being developed for the Tornado, the Foxhunter for the ACA would have incorporated a number of air to surface modes. A LRF (Laser Range Finder) was to be fitted for air to surface ranging and a FLIR (Forward Looking InfraRed) sensor was planned. APLAR Ee SE Sy APE AL. 24 Foxhunter MIS He TENE, “SES IEZED Panavia Tornado Sie BAIR. BTW “He eH" FE RAY Sears PACAFE RAY “HI” tele T ve ae PHB ARSC. LRF W BE 1M) Ap AK Be ee A 8 NS, LAL (FLIR) f& ambet He The single-crew cockpit was designed for good all-round visibility and was dominated by a wide-angle HUD (Heads-Up Display) and colour multi-function head down displays, which would provide the pilot with all necessary flight and systems information. A separate moving map and radar display was incorporated, and HOTAS controls would ease pilot workload during high intensity operations. UNC TT T RaFIN e PE, be fy HUD CP BL Sas ®) ABEL URE MEARE, NTA ADE TMA Beli oN ABLE ES 2 Sth PAN TUK SN BRB FE, HOTAS PHBA IR He AT ATES EPR EM TPP BAe Dynamics Skyflash and later AIM-120 AMRAAM MRAAM (Medium Range Air to Air Missiles) were to be carried in low drag recesses under the fuselage, with a pair of SRAAM (Short Range Air to Air Missiles) carried on the wingtips. Additional MRAAM and SRAAM’s could be carried on the wing stations. Air to surface stores would be carried on the fuselage and wing stations. As an alternative to fuselage weapon stations, the ACA could be configured with a fuel pallet equipped with integral stores hard points. An internal cannon was planned; with a variant of the 27-mm cannon fitted in the Panavia Tornado being favoured. BAe Dynamics Skyflash #0 JS 9% (9 ATM-120 AMRAAM MRAAM ( +} #225 Se PL) RTE LSP AEE 0 TH, eh SRAAM (Fai BEE Rh a Sal PEPPER LBS MRAM AT SRAAM TT DARARCE TOM E22) Sh ek EE 4 HHL SY ABLE I IEF 7 AEE I ER FR ACA HY LARC B/N REA bs FOR. ARMA MORRO: Ze Panavia Tornado F224 (19 27 SEK MIACRI I —AR FUSE THK. e**ebook converter DEMO‘An artist rendering of the EAP (Experimental Aircraft Program) demonstrator, which emerged from the ACA study. BAE Systems JA ACA TARP BA SRAY EAP (SHO CHL He) MOUEBLAEARRGR AD. BAE RGA] The British government used the 1982 Farnborough air trade show as the venue for its announcement that it would provide funds to support a technology demonstrator program called the EAP (Experimental Aircraft Program). The EAP program goal was to demonstrate technologies applicable to a future European fighter aircraft, with a projected first flight in April 1986. The British government contribution was initially £70 million later increased to £80 million. The remaining program costs were to be met by BAe, Aeritalia, MBB and some 60 component suppliers from the three Panavia partner nations. EER BCI AA) 198.2 442395 RH By Al 2 BS JAE A es A He #2 Jy EAP (Se CALET Sa) MBAR SUT. EAP TPS pe RAGA AKIRA PLLA, Flt 1986 4 EE. SEEK Jeg ASU) LN VE 7000 TFG, PSA INE) 8000 HR. AIAG A Be AHH Bac. REA AINE. MBB AIRE = 4NZ WAKE ALY 60 RE RE FARIA AE ebook converter DEMO.While remaining in talks with its prospective partners, France lost no haste in continuation of its indigenous future fighter design and in June 1982, the Dassault-Breguet president announced to the National Assembly that studies for a fighter beyond the Mirage 2000 were underway. Like Britain, France used the 1982 Farnborough show as the launch platform for the ACX technology demonstrator program, which like the EAP, was TEE TEIN BEAK ESET BIN TRIS, TRIPE RIE ARE ARR POL RA ARIAT WH, 1982 426, R-AK FURR, 20 2000 ZS ARAL EC IEFE RET !. BIDET ye TAFE AG 1982 SEER EAS EEN ACK BR SoHE BLT) Best Va e**ebook converter DEMOscheduled to make its first flight in 1986. Dassault-Breguet estimated the cost of the ACX program at 1,800 francs ($125 million). TT 1986 ERK. GAR -REIL AA Th ACK SL HY RAS Ay 1800 HEB (1. 25 (23870) » While presenting an ACX progress report to the National Assembly in December 1982, the French Defence Minister invited the ACA partners to participate in the experimental phase of the ACX program. As expected, Britain, West Germany and Italy declined to join the ACX, instead concentrating on their own ACA. France always seemed to be one step ahead of the ACA partners, and a contract was signed for the construction of two ACX demonstrators on 13 April 1983. This was well over a month before a similar contract was signed, on May 26, by the British MoD authorising construction of the single-EAP demonstrator. At the same time, French engine manufacturer SNECMA was given the go-ahead to develop the M88 turbofan engine to power the new French fighter. TE 1982 42 12 Fy fi RIM Se HRE ACK WERE TIS, TTR OH BS a WF ACA rH EAK ESS ACK TRIAS RUB. ANT, SEER. Pe AAWEAOMA ACK, AE GET ACI ACA. EEF EEE ACA TY SIE ae, 1983464 13 A, ERAT RG PE ACK aR SHIT. LE 5] 26 FP ABH eae BAP BOERS RAT —+*+2A. Sit, wa Rab MAR SEIS A FEE RMB8 AFC RUS RAIL, A BLA PEN I 6 During the 1970’s, West Germany was conducting development work into technologies, which would be applicable for its planned future fighter. A five year program was conducted to develop and flight-test CCV (Control Configured Vehicle) and FBW technologies involving electronic stabilisation. In December 1974, MBB began installing digital triple- redundant electrically signalled controls and quadruplexed flight computers on a Fokker built Lockheed F-104G Starfighter. The aircraft, with the serial 98+36 (formerly 23+91 of JG 71), was designated the F-104CCV. The modifications to the aircraft included installation of a long instrument nose probe fitted with vaned accelerometers to provide highly accurate measurements in all three axes. The CCV concept involved replacing an aircraft’s natural stability with a computer controlled FBW system. This would allow the aircraft to become naturally unstable and unable to be flown by manual control. The computer controlled natural instability allowed the aircraft to become far more agile than would be possible with weeeebook converter DEMOmanual control. TE 20 122 70 4F AR, Wa TT BOAR AL. BET SAAT RAT AT C4 RHE CCV (47-28) ALE BaP Rae. 1974 42 12 4, MBB Zi aE IHS GEA AE F-10046 Jet Bas TNL tee ese inl ALDOR RE CATT EBL. AR GALEN RAS 98+36 (DY 23491), Berry P-104C0) Fe. CCV Whar CIE tt PLES Hh AY FBW RBS COLE A BORE RBLE RARE Rae» FC Fae CT. tHE ERA aE PEE LAR Fade) EI I e**ebook converter DEMOIn 1977, Britain embarked upon the Jaguar ACT (Active Control Technology) program using a SEPECAT Jaguar GR.1 as a research aircraft. The ACT program was aimed primarily at developing ACT, which could be applicable to a future European Fighter. BAE Systems 1977 4E, SEBUFERA T SOW BRAT A) (ERM EER) 13), GEA SEPECAT SSPE GR. 1 HERES Ble ACT HARV EAE RIB ACT, CATANIA FAAOMARSTDL. BA REA) The F-104CCV made its first flight after modification at Manching in southern Germany in December 1977. The aircraft’s flight-testing included being flown at progressively increasing rearward centre of gravity positions. This was initially conducted by means of ballast positioned under the rear fuselage in order to decrease longitudinal stability, which by late 1979 had become virtually neutral. Following the initial flight testing, the F-104CCV was fitted with a canard surface (actually an F-104G stabilator), which was mounted on the aircraft spine immediately aft of the cockpit. And the aircraft conducted its first flight in this guise on 20 November 1980. The aircraft then embarked upon a further series of flight testing during which increased aft ballast was added until 20% negative stability was achieved within the specified limits of Mach 1.3 and 650 Kt (1204.58 km/h). The F-104CCV conducted 120 test flights before the program was successfully concluded and the aircraft transferred to the Wehrtechisches Museum in Koblenz Germany. The information gathered by the research e**ebook converter DEMOprogram was used not only in the design and development of Eurofighter, but also incorporated into the Rockwell/MBB (now Boeing/EADS F-104CCV F 1977 42 12 A 468 [Pa AI) Manching ik 4T J C28 Ja EW BK. BLAS KTR TE TN A RT. BE HES CE ELF AY FS HOOK EAA BJ 1979 4F ik, BAL Si LORS HE. FERMI CITRIZ ia, F-LOACCV eH Tf fl (Se oR LF 4S F-104G FR), Bee eS MN TAS OBL te. RPL 1980 4F 11 5 20 KARE TT TU RT. fe BL ae T— Ao Ais erikae, fetta se nT eas 650 if 8 ///Iby (1204. 58 ZS E/7)sitf) ROMER F-LOACCY ZETA RIA TRE T F120 Ye HA Wehrtechisches (WH. AMI PRINS ALATA AL, EB E B oe i pian e**ebook converter DEMOGermany) X-31 EFM (Enhanced Fighter Manoeuvrability) research aircraft program. 61H) X-31 EFM MSHA HULSE) BEF GALT RL. ‘The Jaguar ACT paved the way for the later BAe EAP, which would demonstrate technology for the forthcoming European Fighter Aircraft. BAE Systems ARS Ble EAP OF TIER, “CHEDDAR PURER. BAE RRA In the United Kingdom, BAe studies into the benefits of active-control- technology were pushed up a gear in 1977, when the Jaguar ACT (Active Control Technology) program was funded by the British Ministry of Defence (MoD). The aircraft chosen for the program was a RAF SEPECAT Jaguar GR.1A, XX765, which was loaned to BAe for the program. The Jaguar was converted to the Jaguar ACT configuration by BAe in collaboration with Marconi Avionics and Dowty Boulton Paul. The aircraft was equipped with an advanced digital-quadruplex Fly-By-Wire (FBW) flight control system, becoming the first aircraft in the world to have no reversionary control, relying completely on the on-board computers to fly the highly unstable aircraft. TERIA, Ble WRAP ALL A SOT ILE 1977 AG) THE, i 15} 3 FE FR PB RT NR oh CPB) hk. i UE A e**ebook converter DEMOIE REBAR SEPECAT Jaguar GR. 1A, XX765, 1% KHUH4S Ble AW GUM ARE TAT) A + BRD « Re sikh ACT HY. RAUL F SEMEN BL yume HRA (PBN) KATHE ABE, MAL FL — FRR A HY INS GDL, FER ARSEALARTT SOMA CAT PSEA RAT EL The aircraft conducted its first flight as the Jaguar ACT on 20 September 1981. Following an initial series of test-flights the aircraft was equipped with a quarter of a ton of ballast in the rear fuselage in order to destabilise the aircraft to -4% in the pitch axis. Following further flight testing the aircraft was grounded and in 1984 was fitted with wing leading edge strakes, flying as a control configured vehicle for the first time on 15 March PLT 1981 4F 9 20 APE ASE ACT BEAT IK RAT. HERR i PVR CZ Ia ADT BE LCE AR FASB %, GLEE i BT WAZA. ZERE— AAT CTI, CBU Kk, FFF 1984 PR TPR AWA, T3415 A He A WT UT e**ebook converter DEMO1984. The Jaguar ACT was later fitted with 300-kg of ballast and a pair of inboard under wing external fuel tanks, bestowing instability of —10%, paving the way for the later EAP. The Jaguar ACT was heavily involved in demonstrating technologies, which would be used to develop the control system for the EAP and later Eurofighter Typhoon. 1984, FEV E ACT JH TF 300 ZIT A EEN YD A XT LE A ABBA, REEVE A-10%, Aya KIN EAP HEF SIRE. FUN PRIE RA FEES TARA, REREAD FFAS EAP Alea RAS RST BL RNP ABE With its flight test program at an end, the Jaguar ACT was withdrawn from service and placed in storage at BAe Warton. In 1992, the aircraft was transferred to the Loughborough University where it was used as an instructional airframe before being transferred to the RAF Coltishall museum in 1996. The EAP replaced it at the Loughborough University. BAT KAT YS ih A ER, Se ACT HB TRG, 4F BE BAe Warton. 19924F, XR CMRRBMREKS, TEMBER EA FALE, Pate 1996 EFC BIR RAE ERA ROT. RFR BAGH EAP BRTUARZ The Chiefs of Staff of the United Kingdom, West Germany, France, Italy and Spain signed an agreement for an Outline European Staff Requirement for a new European fighter program in December 1983. Around this time the aircraft received the designation FEFA (Future European Fighter Aircraft), but was later re-named EFA (European Fighter Aircraft). The basic design of EFA was to be a highly agile fighter optimised for BVR (Beyond Visual Range) air to air combat and short-range air superiority, e**ebook converter DEMOwhile having a considerable air to surface capability and a STOL (Short Take-Off and Landing) capability. The defence ministers of the five counties met in Madrid (Spain) in July 1984, agreeing to proceed with a feasibility study scheduled for completion by the next ministerial meeting in March 1985. The definitive European Staff Requirement (ESR) was agreed at a Chief's of Air Staff meeting in Rome in October 1984. SEL. WR. RAE. MAA ADEE T IN BUC T 1983 46 12 A ee TH, Dye BLit Rt E- -PSORMBRAM. KALE BESET, CUBE ARH A PEPA ARK HH BL)» (Ee ke LST a 47K) EFA (IRM AR VBL) © EPA BS SEAS BET Ae we A — By IE AEE A Sh Bl, PRAGA LBL St 8 ERE POA, RD A A 2S xy HAG APE. NR BT 1984 46 7 Ey EL OGIEA) STAM, RUT WERT E MEI, ETE 1985 4 3 AMF -KBKRBRAMZ TEM. 19844 10 NEP BST HEES VRRAMWA, WHT SKM UAB BER (ESR) » At the Madrid meeting, the need to develop a new engine for the EFA was put forward. The EFA forebears, the ACA and ECF were planned to have been powered the RB.199-67, which was a variant of the Turbo Union RB.199 afterburning turbofan engine used in the Panavia Tornado. This would have been capable of producing a planned thrust of 9525-kg (21,000- Ib). French engine manufacturer SNECMA was pushing forward with CE DBBSWL, HARMHBNSRA AIR — Pri Sl SE. EPA Ai 4. ACA All ECF tt RU 9€ AB RB. 199-67 AHL, KE Panavia Tornado #&}HfJ Turbo Union RB. 199 Ji 13 53 2 Zh WL AY FL. OK RENE P Ae 9525 28/7 (21000 BF) MH WHE TI. IAB i ide WG MAR EFA Pe EE e**ebook converter DEMOdevelopment of its M88 afterburning turbofan and looked upon this as a natural choice for any collaborative fighter program involving France. M88 JNA BA ASN PLAN ACI, FRA A Fe LR TL EW AE Al Bf BUG AN ARERR. ah The feasibility study agreed at the Madrid meeting encountered many problems, among which was the French requirement for a smaller, lighter fighter capable of replacing its elderly Vought F-8E(FN) Crusader fighters and Dassault-Breguet Super Etandard strike fighters. France wanted an aircraft with an empty weight of 8500-kg (18,745-Ib), while Britain was looking at an empty weight of 11000-kg (24,255-Ib). A compromise appeared to be reached, when in late 1984, EFA's empty weight was put at 9500-kg (20,950-Ib). ERE BAW Li RB TET CEI TUES A, He eI TA BER PE. YAR AL HL, HEH ALES IA AY Vought F- BE (PN) PER LAI #22 Etandard BilA+ HL. WAR EYRE LAE REY 8500 Fe (18745 5) AY WB, TERIAL FRA HERA 11000 F 5 (24255 BF) HY CHL. 1984 4E AR, “APRA EY ERR ACRE Wy 9500 28 Jr (20950 WH) IM, PA SP All of the partner nations, with the acceptation of France, seemed prepared to compromise in order to reach agreement, but the rocky road to divorce got no smoother going into 1985. France had demanded design leadership of the program with 46 to 50% of total work share and control of the new joint industrial company, which it demanded, would be based in France. It also demanded control over all export sales of the fighter, angering other partner nations. PRAT EMKAE IA, LARA, WEAR LIAR, (LE PS US FUR Z PRE 1985 EAR A TEAEIA. UAE EER ATLA AT SE FHL TATE 46428 50%, FRSA TULA], Ae] ve TAP. CREAR PHAR PLAS OT, CRT Ht : Fa These demands proved totally unacceptable to the other partner nations, and following negotiations, France reduced its required work share to 31%, which was still substantial in comparison to the other main players, Britain and West Germany. Furthermore, France still demanded design leadership, which along with the revised work share proved unacceptable to the remaining partners, in particular Britain and West Germany. At a meeting in Turin, Italy in August 1985, the three Panavia partners, Britain, West “ebook converter DEMO.Germany and Italy officially withdrew from the negotiations with France, announcing their intention to proceed with a tri-national EFA project. The other two nations, France and Spain were invited to rejoin the program on condition that EFA’s basic configuration was accepted. By this time the EFA specification had a projected empty weight increased to 9750-kg (21,500-1b) which proved unacceptable to the French. Spain rejoined the program in September 1995, but France declined the offer to rejoin and proceeded with its unilateral ACX, which at that time had an empty weight of 8-tonnes (17,637-Ib). SHEE BEE HH J SA KE cai ee SeMN, Ne ees Jaf AER YT A ai > BI thee Li, IVR AI. LES, vitae Je RSL AE Bi — A aN ANGE. 198548 A, EMAAR -Y TRE. WEAR AAIESUB IE T SK opts Ae ASN BA, hinmae He MA BAERL, RASERL 4S RACH INA ALI VERO TALL 2 CH ANB) 9750 Zr (21500 HF) , SUED) SEN. PEAT 1995 4F 9 J IMA TTT ROTEL, FF Hk Se ET FET MA ACK,“ Ye 8 (17, 637%) « e**ebook converter DEMOEXPERIMENTAL AIRCRAFT PROGRAM Sea Lit Originally three EAP demonstrators were to have been built; one in each of the three Panavia partner nations. However, the West German and Italian aircraft were cancelled as neither the West German or Italian governments would fund the aircraft. This restricted the program to a single demonstrator built in Britain effectively making the EAP a British rather than a European program, although support was provided by the aerospace industry in West Germany and Italy. In May 1983, a contract was signed for the construction of the single EAP, which was to be built at BAe's Warton plant in Lancashire. Total cost was around £190 million. e745 EG = BR EAP aRVE CPL; IZWIEB SMART. To, PUA A ACA BI. a8 A A AA BU BAI KHUR e. RE PEEK AU LEA LGR GET SH, (AK (844 EAP RAK TA EWM — « 198345 A, —priiti AS EAP VATA» AA ADAGE Bae Lie FFF ABM RT AS. EABOARLIY 1. 9 (LIB o Like all of its paper forebears, the P.106, P110, TKF-90, ACA and ECE, the EAP had a cranked delta wing with canard foreplanes. Like the TKF-90, it featured a low-set wing. To allow a high structural strength able to withstand +9 and -3g, with extensive use made of carbon-fibre reinforced plastic, which comprised 25% of the structural weight and, 40% of the EAP’s surface area. EAP was originally planned to have a plastic formed and diffusion bonded rear fuselage and twin vertical tails, but this was altered after the West German withdrawal from the program in 1983. To cut program costs BAe replaced the German rear fuselage with a modified Tornado rear fuselage, which was of conventional aluminium alloy construction, together with a single Tornado tail fin, which was curved at the top, slightly disguising its Tornado lineage. (STAT (SMIRK A P. 106, P110, TKF-90. ACA Ai ECF FE, EAP 4¥ *eeebook converter DEMOANTS HT ADS fs AMG NHR. AR TKE-90 FE, EAR EAR LBL Fhe PUPAE WAR SL 49 FS g AY HE PY SIE, 9 A A 2k BL, HSA RICHEOY 25%41 EAP 22 (00 PANY 40%. EAP JoeB) HE SOAR EBL ae FLAY HORE GPL AME, (APE PUES 1983 IR ibe, 1K WT HIT ARAS, BAe ALUHERY “WER” FAL ape, CRARBINAA BAM, BASS Ih IN Wen” ER, ARGEMTT EIN “eK” Be. The complete EAP wing primary structure was made of carbon fibre reinforced plastic (CFRP). Using revolutionary production techniques, advanced materials and technology were employed throughout, while the whole wing torsion box was made of CFC (carbon Fibre composite) and ‘was aero-elastically tailored to ensure optimum twist distribution under load. CFC was also used for the foreplane torsion box, the cockpit floor and some of the fuselage side panels. It was originally planned to use CFC materials for much more of the surface area, including the MBB built centre and rear fuselage sections. However, following the German Governments ee ee aL Rte SH 8} (CRRP) dil) AEF SE ae TERIA BAR, SEER AB £, iti EBL IRHTURE CPC BRET HES ATED) thle, 9 SNTEEL, DAR HAR FI dee TEHLR AP AG. CPC ULF USE HHA. BRAG A A HEL AR Hewat RICE HACHEM DCR CRC MDE, FE MBB ALLA P TORT PLATA. RTT, PERE TEIBON Jet e**ebook converter DEMOwithdrawal BAe decided to fabricate the sections in aluminium in order to achieve the contracted first flight schedule. Bae ARE RIE, CLEP TA MMe HTT CMT Another advanced material, Super-Plastic-Formed/Diffusion-Bonded (SPF/DB) titanium was extensively used in the construction of EAP. SPF/DB titanium allows the relatively simple moulding of components that would previously have been fabricated in a number of separate operations, offering weight savings of around 40%. Principal areas covered in the EAP were between the engines, although the Typhoon makes more extensive use of this material. The flaperon skins were made of aluminium-lithium alloys, with a 10% weight saving over conventional alloys. Aeritalia built a complete wing for static tests. APSR, RUE ME RTE / 4 BEE (SPF/DB) th IZ EAP #938. SPF/DB titanium SVP HDA fi SWNT, EERE TE DL ASE SSE ie, Be TH) 40%, EAP Wii Ay a: Be KRERAMZI, LES ZMRA T ROR. PARR Bee HAGEL seit, HELE eH 10%. MEA A ATE A AT — AS SEMEHIT BET BAST ‘The aircraft was designed with the minimum weight and drag possible. The 4dummy BAe Dynamics Skyflash air to air missiles were carried in staggered recesses on the belly, in a similar fashion to the Panavia Tornado KARR BLE WS Oy 8 ly HY HE AB BLT. 4 BC EAL Ble Dynamics Skyflash 22%} 22 $5#UAZS (Ll Panavia Tornado A) 77 ABA PEALE HE A EH F.3 fighter, while a pair of dummy ASRAAM (Advanced Short Range Air to Air Missiles) missiles was carried just inboard of the wingtips. A pair of Tornado F.3 Turbo Union RB199 MK104D afterburning turbofans, each rated at 17,000-Ib with afterburner, powered EAP. The D in the designation represented the deletion of the thrust reverser's. A large ventral inlet with a variable-geometry lower lip and a perforated upper wall forming a forward extension of the wing roots fed air to the engines. Approximately 10,000-Ib of fuel was housed in fourteen fuselage tanks plus the integral wing tank. The fuselage tanks are located above, between and alongside the engine ducts. F. 3 AREAL, TE XP ARED ASRAAM (SE iE BBE 28 xe Se SMH) SE LRN THF LE RAW. —%f Tornado f . 3 Turbo Union Rb 199 MK 104d JN /I3% ARBIWL, REG WE 17000 HF, AFI AIKRBE, BIA EMP. BPH FY DAR ZEHE TI DAR ATA © SALE E UE, RA ANB TER FRM TEIN LEE, TERRAIN ATE, ARLE e**ebook converter DEMOHE. KY 10, 000 RRM ETE 14 HLS AS ALR TAB BL FNM ROSE LI. ZA. The high thrust to weight ratio provided by the combination of powerful engines and low structural weight allowed EAP to achieve a commendable STOL (Short Take-Off and Landing) capability, which was aided further by the large high lift wing and powered canard foreplanes. KD RAMEE FS HE BEATA Fo JTBE EMS es HE HEL REAP SR J {ELAS RR LN ai BB RIK (STOL) HEAD, RUE —WAEIT AMAT DVLA By AWS AIF. The wing leading edge has compound sweep and its leading edge surfaces; trailing edge flaperons and the foreplane control surfaces, together with the rudder in the all aspect vertical tail surfaces were computer controlled by active control technology. The EAP featured relaxed negative stability and a quadruplex digital FBW flight control system, which was developed from the GEC Avionics (now BAE Systems) system installed in the Jaguar Active-Control Technology (ACT) test-bed operated by BAe. Both the Jaguar ACT and the West German F-104CCV (Control Configured MRWRAB LA RRM ARE, eal RA RRA SE Ty Wh He PR HT 07a 1 AB A a Se AAT oh GE Ahi) 8 6 BAP FA TORS HRY Sie ae HE A SE PB TH RB, HK FGI ETE Bhe STE HIIOH REE ARES AR (ACT) BUG A |: BY GEC WET AB DLE MY BAE ASE) RA MDK AY. HES ACT ANG LOACCY (Fei) AC e**ebook converter DEMOVehicle) contributed invaluable data to the development of the EAP flight control system. Vehicle) Ay EAP C4 2th] BBY ATER SE Si. EAP had 15% more instability than that achieved by the Jaguar ACT demonstrator. The 4 flight control computers, each containing software for artificial stability control, failure recognition and management built in test routines and reversion logic controlled thirteen moving surfaces; therefore, they had to operate at three times the speed of the computers installed in the Jaguar ACT. The flight control computers installed in EAP also processed standby attitude and heading references in the event of a failure in the main inertial navigation system. EAP HY AS Face PELE Jaguar ACT BL, BAW HALA AAT AL FE, A Titre Adee) 13 Size 2e TY SS, PE, ANT WB AGERE P eee HITT SENAY = AG BEI AT 2 BBE TE cee Th SEB EE A ESAS AUT DHE, VAS SETAE STA BEL HBR 6 From the outset of the program, it was clear that EAP was a technology demonstrator and not a prototype, which would lead to a production fighter. The aircraft was not equipped with any mission systems such as radar and had no provision for the carriage of weapons other than the dummy Skyflash and ASRAAM missiles, which were carried from the outset of flight-testing. AMG —FER, (LBLSE EAP JERS TEDL ARE RL, KS SSID AT. EE CHR ARAL AB, MUTA, RT IK RAT RAE — FF as RAG TF 8) Sky flash #1 ASRAAM SBRSh, BEAT AT SHINE The EAP set new standards in avionics in a British built aircraft at that time. EAP’s advanced avionics suite was made up of three main groups. The first group covered navigation, IFF and communications. The second group covered the utility services management system and the third group covered the flight-control-system. The aircraft’s avionics and flight-control computers were integrated by two MIL-STD-1553B digital databuses. SAI, EAP Jy 3 Felt igi AS CLAIMS AF AR eT Hh POACHED TLE = SEE ER. OP SE WA. BOMARANRA SRA, BANAT CT eet FBG CHL AL AE LF AG AF HH OP LGB HK MIL-STD- 1553B BUF BE SR ME 1s Three Smiths Industries colour multi-function display screens dominated weeeebook converter DEMOEAP’s fully electronic cockpit, which could display all vital flight information, such as attitude and engine instrumentation. The cockpit featured a heliographic wide-angle HUD (Heads Up Display), which was supplied by GEC Avionics. The HUD provided the pilot with a 30-degrees horizontal by 18-degrees vertical field of view. SAP 2 HEI TL MRE, & hfe ES EAP HAE BMG, AT ULE AR BI SEI Wart east ne Bue —+ A Jel” FPA SAR 8% CPPLSE AR 2S) » FEL GEC MLE LFA BE BE. LSE TRIAL CAT BEDE T — ARF 30 KE. EEL 18 oer Once complete the EAP was towed from its assembly hall at Warton on 27 October 1985 to undergo a series of ground tests, including complete fuel-system tests. The aircraft, which was allocated the MoD serial ZF534, was Officially rolled-out at Warton on 16 April 1986 and conducted its first flight when BAe Chief Test Pilot Dave Eagles lifted the aircraft into the air for the first time at 3.47pm on 8 August that year. During its 67-minute first-flight, EAP reached Mach 1.1 and attained an altitude of 30,000-ft. In the days after its first flight, BAe conducted a rigorous flight-test schedule to gain enough flying-hours to be able to display the aircraft at the SBAC FL5GRR, EAP F 1985 10 1) 27 FMT RCA NT BEE, HE RW OH TM, ARTE RAMA. ROARS A ZP534 IY CALF 1986 48 4 5 16 AER WUESCHEM, JFFERIE 8 A 8 ATS #47 3} Bae THB BN GA Dave Eagles MUCH NUTT aH Ree TT UR RAT. FES 67 HPI iT, EAP IAB ST 1.1 Bak, FAB TL 30, OOO KEARAVMAE. TEM URMJLAR, Bae HET TRIN CATR Tel, DARHT CITISTAL, BEOYZE SBAC RAIA EL e**ebook converter DEMO(Society of British Aerospace Companies) air show at Farnborough in September. The aircraft was displayed at Farnborough on its 21* flight, just over four weeks after its maiden flight. The French ACX Rafale A, which had conducted its first flight on 4 July 1986, was also displayed at the 1986 Farnborough show. CRAMBAAA A pss) 9 AEE HINER A RHEE QU RT PEED UT SRR, MMRECINE COU Za. 1986 4675 4 APY RAI ACK BERL A CEE 1986 EE UR LIRIK. The EAP was officially retired on 1 May 1991 following 259 flights in 191-hours and 21-minutes. During its flight career the aircraft amassed invaluable data which would feed into the future European fighter. The aircraft investigated or proved around 36 technology areas for the Eurofighter. 44 JH I 191 /bibh 21 S}EhNY 259 tk Kira, EAP T 1991465 A 1A TERR. TEM CTA, OR COUR Te OE BG TH ASFA FARA NAR EDL. AE RL AAR} UIE FB HE T REY 36 MEABUR. The EAP’s initial flight-test program was funded by BAe and lasted three and a half months. This phase covered 50-flights, after which the flight-testing was funded by the UK MoD. The aircraft had attained a maximum speed of Mach 2.0 and angle-of-attack of 33-degrees. As well as being used for flight testing technologies for the Eurofighter, the aircraft conducted a number of ground tests including electromagnetic compatibility tests, validation of flight-control-system and avionics and radar signature investigations at the BAe Warton radar cross section range. Once the EFA (European Fighter Aircraft) had been given the go-ahead, EAP became more involved in flight-tests supporting that program. EAP 2) 09 C47 WANT El i BAe VERA, FEAET =A. XW BE is 50 UR RAT, ZEN CAT RG HH A LB SBE). KHUABIT 2.0 fe eee 33 RERIIB A» BRS FAT WN ARS BLES 47 MURS KR, BH RBLBT S— ALLMAN, ALLEN. CAT HE ele RIM FEL HE LAK BAe Warton FiAAL TIE TH A HY BIS RIEOTIL. — A EPA MARTA) SRHICME, EAP BLES Ss 5 BHF RU RUAT CATR. Following retirement from flight-testing in May 1991, EAP was stored at Warton until it was transferred to Loughborough University on loan from BAe. It replaced the Jaguar ACT that was being used as a ground training platform by the Universities Department of Aeronautical and Automotive Engineering and Transport Studies. werterebook converter DEMO1991 425 AA C1 RO HBR a, EAP — EPI, EBM Bae RBI KEKE. CHART RAZA AAE LE SSO RAE MAY BES and ground attack technology demonstrator iniondRB. 4! SOuNt 404D-kftertuhméng gyri} S605quh. (5hp1).48 ft. 2.7 are 560 sq. ft. (54 In) ; height 18 ft. 1.25 in (5.52 ircraft. fanreriginesyr fan engine in (14. 70 m2). e**ebook converter DEMO|WEIGHTS: Empty 21,500-Ib; (9752 kg); maximum take-off 37,400-Ib ( 1 PERFORMANCE: Maximum speed,; Mach 2 at 36,090 ft., service- ceiliny lg LIMITS: -3 to +9. OPERATORS: UK BAe. One aircraft with MoD serial number ZF534 WEIGHTS: Empty 21,500-1b; (9752 kg); maximum take-off 37, 4004 PERFORMANCE: Maximum speed, ; Mach 2 at 36,090 ft., service- d lg LIMITS: -3 to +9. JOPERATORS: UK BAe. One aircraft with MoD serial number ZF534 }960-kg). 60,000 ft Ib ( 1696 eiling 60 ww] EUROFIGHTER IS BORN BR ALBEE Once France had withdrawn from the EFA program to pursue its own ACX, the four remaining partner nations began the process of thrashing out technical and political issues before forming the Eurofighter consortium in June 1986. The company, Eurofighter Jagdfluugzeuz GmbH, was owned by BAe (UK), MBB/Dornier (later renamed DASA and now EADS-Germany), Aeritalia (now Alenia) of Italy, and CASA (Construcciones Aeronautica SA) of Spain. — FAB S RAC IIR CNY ACK, 3B Ak PE IR E1986 4 6 FY LOMAS DUR ZB a IT ERED A AUB fA. RBA “OPRAH” AZ] SETA] BAc A]. MBB/& JE RAT (et BA DASA AF], BAY EADS-PEE ZF). AAA AEA CYST SEFEW 2 )) AUTGBESE CASA 279 IPA In September 1986, the partner nations formed the Eurojet Turbo GmbH e**ebook converter DEMOconsortium to develop a new engine for the new fighter. The Eurojet Company was owned by Rolls Royce (UK), MTU (Germany), Fiat/Avio (Italy) and ITP (Spain). The Rolls Royce XG-40 experimental engine was selected as the basis for development of the new fighter engine. In December 1986, the first XG-40 demonstrator engine was run for the first time with its maximum design thrust rating being achieved in March 1988. 1986 49 A Oke EB JURY ee IL, eB Sb PI RRA RA . BML PLA HOPS GREE). MTU CE 1B). SEIEAR/Avio (RAD) TPOUSEE) BEA, BIB + PPA ae Xe-40 RRA LEE A SR ALR PLUSH IER. 1986 4 12 FA— Ft XC-40 WE RPL YUE, IFT 1988 4 3 HASTA Rihiel e**ebook converter DEMOA late 1980's artist rendering of the European Fighter Aircraft. BAF Systems. HK 20 HEE 80 ERATOR ERBORA. BAE RVEZ In February 1987, the four partner nations formed the NEFMA (NATO European Fighter Management Agency) and the EFA European Staff Requirement was finalised that September, by which time the RAF had re- thought its requirement under SRA 414. This now called for an advanced, light, twin-turbofan engine powered single-seat fighter which would be optimised for BVR (Beyond Visual Range) and close range air to air combat. The aircraft was to have a secondary air to surface role, a short take-off and landing capability, low radar cross section, high supersonic performance, agility and carefree handling. 1987 4F 2, DOAK AER MIE SF NERMA Ct 20 1M AR S-BUS EBL #4), FASE 9 A EFA RTE A ABER eB mE, HEI, SELB GER AE CARAT SRA 414 SER. RAGE Mei. A. WHE PR ALD AL BO HF RSE AL SO ARE ATLAS A BS 2 ZEAE ABET DR © ALAA ABs TY HE, ERG Ua BE Ay ARTA, HR ECENERE, BEM AITC AGE On 23 November 1988, the main development contracts for the airframe and engine were awarded. At this time, planning was for development to be completed in 1999, later extended to 2002. The £300 million contract for ebook converter DEMO.development of the new radar, designated ECR-90, was awarded on 8 May 1990. Work share for each of the four partner nations was to be allocated in a similar fashion to the tri-national Panavia Tornado program. Each country would receive its work share allocation depending on the number of aircraft it planned to order. In the 1980’s, this stood at 33% (250 aircraft) each for the UK and Germany, 21% (165 aircraft) for Italy and 13% (100 aircraft) for Spain. While components would be manufactured in separate partner 1988 4F 11H 23H, RE TMANROMAE RAR. BAT TP RIFEZE 1999 Ese MIT, JARRE 2002 4. 1990485 A 8A, IF BOR BIA ECR-90 HOME 3 (CRIA BET. VAMP AC A LIE UE HR 5 = El Panavia Tornado t+ RIT SEETT AAG. EAS FL ACHE ARG FC tS TT RI OBL IS TE ASP AC. 20 Ik 2c 80 AE AR, FANE 33% (250 28 KHL), REA AL 21% (165 HK PL), PARED A 13% (LOO FE RL) «TZ A RHE CE IRIS ArT RH e**ebook converter DEMOnations, there would be four final assembly lines at Warton (UK), Manching (Germany), Turin (Italy) and Getafe (Spain). FAR, ATO EET CRED , EK CET), ABR CR AKA) A SESE PEBLD) » Political problems associated with the program continued into the 1990’s when a serious threat to the survival of the program emerged. Faced with the financial costs of German unification the German Bundestag ordered the Luftwaffe to study cheaper off the shelf alternatives to the EFA. Possibly the most serious threat to the programs survival emerged on 30 June 1992 when the German Defence Minister announced that Germany intended to withdraw from the EFA program. Germany also requested that the three remaining partner nations join with Germany in a study of a cheaper design, which would be less capable than the 1992 EFA. It was also becoming clear that even if the program survived the pre-production investment contract scheduled for signing in 1993 and the production contract due in 1994 would be delayed. FAT UA AO Bt HL ELSES 20 tHE 90 EAR, MAIR HILL AAT VEE He. TOS — BAS, EU BBE ir EB 28 EOF Fe EL AY EPA Be 2 ay) A, eee CAG LST SB a ACA he, SMT AA RT AE Ae Vii" RS. RETA TERR) FN = Mk FE Se — a ater Bib, RATAN 1992 HSA. IRA, BNE BRA BUT EF 1993 FRB MASA, TW 1994 EBAY “ee le ABH Prior to the June 1992 announcement, Germany had reduced its EFA requirement from its original 250 aircraft to only 140 aircraft. Italy soon followed Germany, reducing its requirement from 165 aircraft to 90-130 aircraft. Spain reduced its requirement from 108 to 72-84 aircraft. Only Britain remained firmly behind its requirement for 250 aircraft. This caused some in parliament to question the need for 250 aircraft as they were intended to replace the RAF’s remaining SEPECAT Jaguar ground attack aircraft and McDonnell Douglas Phantom FGR.2 fighters. The Phantoms were being retired with the last operational aircraft being withdrawn from service by October 1992. It appeared that the RAF wanted additional EFA’s to replace fighters that had already been deemed unnecessary and had been ebook converter DEMO.retired around a decade before the new fighter would begin coming off the production line. #61992 466 ATA ZA, BACAR RE FER Mie WII 250 RK CHL D B05 140 AS KHL. BAAR PPR BO EET A 165 32 CHL AD BI 90-130 32, PURE HG BS CPL I > BI) 2 B4 FH. RAT RM AEE 250 FEC PLIN ER. RBI SY BE 250 2 EPL, AWE MN SERRE ERA Fo UNE RS Me Bae LAN EI AI Se PGR. 2 ASEH. BY eee i _ be Sf — 3200 CHIR GL, ZIHEH BLED. FIER, 1 i FEAR Ys BE HS % FE REAM FPe A ABR SAA NEFMA began looking at ways to try and save the program, calling on industry to look at ways to cut program costs on 16 July 1992. There followed a three-month study period, during which both the Eurofighter and Eurojet consortiums studied various cost reduction proposals with the goal of achieving savings of up to 30%. It appeared, however, that the only way to produce a significant cost saving would be to reduce the capability of the aircraft by purchasing less capable off- -the- shelf equipment. While this would result in some reduction of costs, it would fall short of the planned 1992 4F 7 FJ 16, NBFMA Fran Fees BAI A ATT, RL MEF SAR BN TR A ANY I BERR E SAN ETI, PEL I cave EE ZR CHU BE IES AF EIR RAS EDL SHEA). PAT, ME EL ETA BK. we SES SEAM: BR AE) BB AO PRES ALT PE BE BURR OIEIE, He Tat e**ebook converter DEMO30% reduction. Another option looked at was a reduction of the number of final assembly lines from the planned four — one in each partner country — to three. This would result in an estimated 13% saving in program costs. RLS 30% Aj REIN 5 AI PE ALAS SRR CH MATS BS CRE FARK) BPS. ROGGE LWT A MATTE » In addition to cost reductions for EFA, the study-period was also used to look at the possibility of a new cheaper aircraft program to replace EFA if it was cancelled. NEFMA looked at seven new design studies, which included three single-engine designs. Proposals for powering the single-engine designs ranged from development of a more powerful variant of the EJ200 rated at 130-kN (29,225-Ib) thrust to development of a completely new engine in the 150-kN (33,720-Ib) thrust class. It was concluded that only a single-engine design would be cheaper to develop than EFA taking the costs involved in winding down EFA work into consideration. It was also concluded that the earliest a new design could be expected to enter service would be in the 2005/2006 timeframe. Of course, delays would probably be inevitable, obviously causing service entry of a new design to be much later than that projected for EFA. The biggest opposition to a single-engine design came from the customers, particularly the RAF, which wanted to retain the twin-engine safety afforded by EFA. RT BPA AO MCASBEERZ Sh, HER ERA BESS 5 TCS BFE (SEE ELAS CRLF RAR Hi. NE TAU, Sop as eS] FINS EWI TE RAIL HEI 130 F-4- (29, 225 Y) AE. Woe, BFF BA Hy Sky 150 FA (33, 720 6) (2H BIBL PEASE ICAL, AGRE BILLER A TET RAS, FP BE SPR MERA EE. Hae, WTR RE FA TA] 2005/2006 4, “HAR, WEI B] REAL AR HUH, MRR Se BOM BLT AY ARS BEA HA ER BC AY SUTIN TERA S 2 PA S| BERTH EKER ZEP, REDF RSE, AAAS LOR BFA HEGRE | RAE. The four partner nations continued to argue out the politics of the program before agreeing a compromise solution. On 10 December 1992, the New EFA (NEFA), later re-named EF2000, was given the go-ahead. NEFA was more-or-less the same aircraft as EFA, however, partners nations could decide to opt out of some items of equipment such as the ECR-90 radar under development for the new fighter. Germany looked at replacing the ECR-90 with the much less capable Hughes (later Raytheon) AN/APG- ebook converter DEMO.mee Tyee tk 12 A 10 Ou. i & BF2000, SRAMIGHE. NEFA pha at sb +5 FEL AY A Be PHEW HA HU A, MAMAN RAIS HK A wi] ff) AN-90 {0## ECR-90 65 multimode radar. A delay of two-years for planned first deliveries allowed Germany to achieve further costs reductions. The RAF would still get the aircraft that they had been planning for, equipped with the ECR-90 radar. Eventually all four partner nations including Germany confirmed their selection of the ECR-90 radar. The biggest casualty of the crisis was timing, with the RAF having to accept a further two-year delay to the already long delayed in-service date. oo ERAEZE TT HEIR TPE, i (57 18 (ee BE BR PR 2348 BAA Tet Sa) 1a eT ECR-90 IAI AMAA LAC HBTAA ERE TY ECR-90 i, PERL AE yeni, DEM ARE EAN ESL AHR (AMIR FHS aE Germany announced plans to purchase an additional 40 EF2000’s to replace some Panavia Tornado IDS in the strike role. The German increase was seen as a way of justifying Germany’s still substantial work share in the program. This brought to 180 the total number of fighters Germany planned # TARA ES ZN 7]) Al APG 2 Ati tt 2) TS BH h OW 40 38 E2000, A ane anavia Tornado IDS, HAF EUHES. RA BOL ATTE De ta +a PTT 5 ABE FE Tel AAR SEL BG BY 180 e**ebook converter DEMOto order. Italy settled upon 121 aircraft, slightly down form the requirement for 130, and Spain settled upon 87 aircraft. FR. MAA S121 RAL, WRT 130 RATER, PODER RE T 87 HL. To compensate for the retirement of older Lockheed F-104S Starfighters prior to the availability of EF2000, Italy’s Aeronautica Militare Italiana leased 24 ex RAF Panavia Tornado F.3 air defence fighters to supplement its surviving F-104S Starfighters. The Tornado lease was for a period of ten years. In 2003 Italy began receiving leased ex-USAF F-16A/B’s to replace Tornado’s which were being returned to the UK.. Spain also purchased interim fighters to bridge the gap between phase out of obsolescent types and introduction of Eurofighter, augmenting its Dassault Mirage F.1 fleet by purchasing additional aircraft from France and Qatar. Spain also augmented its McDonnell Douglas (later Boeing) EF-18A/B Homet fleet with the purchase of 24 ex-United States Navy F/A-18A/B’s. WaT BADE S (TES We ASE P1048 Bt BAR S-BLYE EF2000 bah ii (3k Q, BKAMBAWAKRTS 24 RARE 22% Panavia Tornado F. 3 BHAA A-DLIC AA FEH 5 FFI F-1048 BIR AAL. TEAR KUNAL 4B. 2003 42, AAFP RA BEM A OE BY HT Se El a 2 F-16A/B, DAR JRL SE EAD “HER” WESEBL. . DESAI TMNT SEB, DAR AN URLS PLAY AN S| BEC ARS} LZ TE 22 BR, SRL AG PRAT RS SE MUP AT BURY FEHGA RAY PF. 1 LB. PRE A ELIOT 24 BATE sr F/A~18A/B RA FEIE BEI. OF EE EF) EP-18A/B KREME BL he In line with its three partner air forces the RAF reduced its initial requirement for 250 aircraft down to 232 and it was decided to replace the Panavia Tornado F.3 air defence fighters in RAF service in order to keep the numbers of aircraft at 232. In the interim, the RAF put its Tornado F.3’s through a mid-life update, which among other things integrated the MBDA (Matra BAe Dynamics Alenia) ASRAAM (Advanced Short Range Air-to- Air Missile and the Raytheon AIM-120 AMRAAM (Advanced Medium Range Air-to-Air Missile) with the aircraft. In 2003, some RAF Tornado F.3’s emerged with an MBDA ALARM 2 (Air Launched Anti-Radiation Missile) capability. HRP IES PAK PRAISE, DEE ERS AE Ge MIAN 250 BE LIK 2> Bi) 232 AR, Fe Ve see PERSE FR] A 7 FERAL AY Panavia Tornado F.3 BEA RABL, URE RAUBCREZE 23238. (ELEM, HSA EX Fe ASK PS BET TPE Be. He 0K MBDA (Matra BAe Dynamics Alenia)as raam( iE Mi #2 2 Of 23 S gt) Al FR eH AIM-120 ebook converter DEMO