Eurofighter Typhoon News and updates

[black-hawk_101]

KSA has made a big mistake. They should have opted for and planned and finalized the deals for:
100 F-15SA
100 EF-2000s - Return Tornadoes
100 Rafaels
100 T-50
100 Hawks

F-5 can easily go to Jordan or any other country and F-15s can be sold to Japan-Korea or may be even to PAF if US allows it.

 

[Nike]

Typhoon must compete against rafale and Grippen NG for the next procurement of fighter in Indonesia, the quantity is at least to fill three squadron

 

[Blue Marlin]

Typhoon must compete against rafale and Grippen NG for the next procurement of fighter in Indonesia, the quantity is at least to fill three squadron

no problems,
the typhoons will run rings around the gripen then the Rafael. and i thought Indonesia chose the su-35 because the typhoon was to expensive.

Why you keep teasing my French brother about that? Not good at all.


Britain's RAF 6 Squadron Eurofighter Typhoons on Exercise Bersama Lima 11 in Malaysia


Royal airforce Typhoons


A Saudi Typhoon over Malta


File:Royal Air Force Typhoon F2 jet fighter is silhouetted against the sky as it


A Royal Air force Typhoon taking off.

sky is the limit.



London 2012 Olympics: RAF launch nine-day Exercise Olympic Guardian security test with Typhoon jets


A female RAF pilot has become the first woman to fly a Typhoon fighter jet on a combat mission after taking part in enforcing the no-fly-zone in place over Libya.

Well done girl.

@Gabriel92 had some weird pink bear as his avatar and i could not take him seriously. and why is he banned? do you know why.

mate keep up the good work on the thread.

 

[Nike]

no problems,
the typhoons will run rings around the gripen then the Rafael. and i thought Indonesia chose the su-35 because the typhoon was to expensive.

no Su-35 programme is running on different procurement programme. Currently Indonesian Air Force is building and upgrading her capability, and we need at least 4 more squadrons of fighter until 2025, with one will be filled with Viper.

 

[Blue Marlin]

no Su-35 programme is running on different procurement programme. Currently Indonesian Air Force is building and upgrading her capability, and we need at least 4 more squadrons of fighter until 2025, with one will be filled with Viper.

why have two air superiority platforms. that don't make sense.
Indonesia is made of a many islands and jets need the range to travel to these islands. the su-35 meets your requirements. we offered you exclusivity on cft's on them. this means if another country want cft's on the typhoon they will have to go to Indonesia and no where else. Indonesia needs the best, and therefore it needs the typhoon.

 

[Nike]

why have two air superiority platforms. that don't make sense.
Indonesia is made of a many islands and jets need the range to travel to these islands. the su-35 meets your requirements. we offered you exclusivity on cft's on them. this means if another country want cft's on the typhoon they will have to go to Indonesia and no where else. Indonesia needs the best, and therefore it needs the typhoon.

the reason is will be more like KSA who operated F-15 and Typhoon at the same time

 

[silo]

Very interesting documentary.

 

[Blue Marlin]

the reason is will be more like KSA who operated F-15 and Typhoon at the same time

no. the saudis purchased the f15 for completely different reasons. reasons which you don't want to know.
that aside. it may be used for layered defense. the su35 will be further out of Indonesia due to its greater range,whilst the typhoon will be closer inland. this defensive strategy is used quiet often on modern air forces.

Very interesting documentary.

i have seen it like 5 times, amazing documentary. nice addition to the thread, thanks
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AN UPDATE ON EUROFIGHTER MODERNIZATION: THE PERSPECTIVE OF A FORMER ITALIAN AIR FORCE PILOT

During my visit to Europe in the early Fall of 2015, one of the subjects of interest was the cross cutting modernization of the Eurofighter with the introduction of the F-35.

Clearly, the Royal Air Force and the Italian Air Force are key players in this process, but I was also able to visit Munich to talk with some key Eurofighter personnel as well.

Raffaele Beltrame with Lars Jorgensen in cockpit simulation and development center in Munich Germany. Credit: Second Line of Defense

One of those personnel was Raffaele Beltrame who is the Eurofighter Project Test Pilot for Airbus Defence and Space, Germany.

Previously, he was a Tornado pilot in the Italian Air Force and clearly understands a key element of the Eurofighter transition, namely, the subsuming of Tornado missions within the Eurofighter for the RAF and the IAF.

He has been involved with Eurofighter since the introduction of the plane to the Italian Air Force in 2004.

He highlighted that with the Tornado they could load 2 Paveway GBUs but with Eurofighter they can load 6, and clearly from this standpoint, the aircraft represents an upgrade.

We discussed the upgrade process and the evolution of the Eurofighter as well as Beltrame providing demonstration of developments in the cockpit simulator which is tied in with the situation room at the Eurofighter facility in Munich, where scenarios are worked through for the pilot to work through.

Beltrame provided a number of key takeaways from our discussion.

First, the inclusion of the air to ground mission sets in the Eurofighter are progressing well.

This was not part of the original 1990s design but modifications of the Eurofighter are allowing for this evolution.

The program has implemented a number of aerodynamic improvements to the aircraft which allow for a better execution of both the air to air and air to ground mission sets.

Second, given the ability to hold six air to air missiles along with the air to ground missiles, the pilot can be focused on the air to ground but have available systems to protect himself in the air against intruders.

Third, the organic capabilities of the aircraft are expanding, and with the expansion of capabilities, the effort is to improve the capability of the pilot to manage those expanded tasks.

This is being done by enhanced automation, the use of voice commands, and an improved helmet and pilot interface to manage the information more effectively for the targeting task.

Fourth, the Eurofighter is designed to work in a network.

The further evolution of the Eurofighter is focused on improving its ability to work in a network,, notably one being reshaped by the introduction of the F-35.

For Beltrame, a major change in air combat was underway, whereby the classical C2 structure makes no sense with the coming of the F-35 and the expanded capability of the Eurofighter to execute tasks.

As he put it: “A hierarchy certainly remains; but he who has the best situational awareness should be directing the execution of the missions.”

He also saw a clear trend to enhance the ability of the ability to leverage automated systems to can better domain knowledge to make better decisions, and this was clearly part of the evolving air combat capabilities of 21st century forces, which in turn drove demand for a different kind of C2 system as well.

He focuses as well on the challenge for air power leaders to command a fleet of F-35s and Eurofighters, which would be capable of mixed mission operations over the spectrum of warfare.

The shift from limited and sequential targeting to dynamic targeting of an interactive fleet would be a major challenge moving forward.

In other words, shaping an effective C2 system for a dynamic fleet operating in a fluid battlespace has little in common with the slow motion war which we have experienced over the past 20 years.

An Update on Eurofighter Modernization: The Perspective of a Former Italian Air Force Pilot | SLDInfo

 

[mike2000 is back]

no problems,
the typhoons will run rings around the gripen then the Rafael. and i thought Indonesia chose the su-35 because the typhoon was to expensive.


@Gabriel92 had some weird pink bear as his avatar and i could not take him seriously. and why is he banned? do you know why.

mate keep up the good work on the thread.

They banned Gabriel?

 

[mike2000 is back]

Royal Air Force and -French Air Force Double First.....@Gabriel92 where are you my brother??

French Air Force Captain Marc-Antoine Gerard

RAF-FAF Double First
05 February 2015
News articles by date

Double First For French And British Fast Jet Pilots

Two pilots, one from the RAF and one from the French Air Force, have achieved a ‘double first,’ by qualifying to fly each other’s current fast jet aircraft.
Typhoon pilot Flight Lieutenant Matt ‘Johno’ Johnstone became the first RAF pilot to go solo on the French Rafale at St Dizier in the north east of France.

RAF Typhoon pilot Flight Lieutenant Matt ‘Johno’ Johnstone after his solo flight in a French Air Force Rafale aircraft.

While Rafale ace CaptainMarc-Antoine Gerardhas become the first l'Armée de l'Air officer to fly the Eurofighter Typhoon at RAF Coningsby in Lincolnshire.
The achievement marks the ever closer relationship between the two countries’ military and builds on an alliance that is currently operating together in Mali and saw both nation’s air forces fight side-by-side in Libya.

Flt Lt Johnstone was posted to St Dizier last September to start conversion training on the Rafale after a tour on XI Sqn at RAF Coningsby, flying the Typhoon.

He said: “As the first foreign exchange pilot on Rafale it is a great privilege as well as a great challenge. I have been made to feel very welcome by l'Armée de l'Air and I look forward to the challenges that the next few years hold, whilst hopefully playing an important role in Franco-British relations.

“I was lucky enough to fly my first solo flight on Rafale on my birthday, which was very special and I can't wait to do it again.”

French and British pilots pose together.

Flight Lieutenant Johnstone graduated in French and German from Durham University before joining the RAF. He has served as a Typhoon pilot with XI Squadron at RAF Coningsby since 2010 including a tour as part of the operational deployment in support of UN Security Council Resolution 1973, enforcing the no-fly zone over Libya. He currently has 350 hours on Typhoon and 1600 hours total flying.

Following the signature of the Lancaster House treaty in November 2010, the Armée de l’Air and the Royal Air Force intensified their bilateral cooperation. Among the emblematic measures being taken both countries’ ministers of defence announced an exchange of Rafale and Typhoon pilots.

The pilot ‘swap,’ is designed to facilitate and speed up the collaboration of both air forces.
Flt Lt Johnstone began his exchange in September with an integration week before joining 2/2 Cote d’Or Squadron, Dijon, to carry out familiarisation flights on the back seat of an Alpha-Jet.

Having completed this phase, he joined the French Air Force (FAF) station at Mont-de-Marsan to start ground school which finished in November. He then moved to an Operational Conversion Unit at FAF Saint-Dizier before being posted to fly the Rafale 2/30 Normandie Niemen Squadron, Mont-de-Marsan.

French Air Force Rafale pilot CaptainMarc-Antoine Gerardafter hissolo flight in an RAF Eurofighter Typhoon.

Meanwhile, at RAF Coningsby French Air Force CaptainMarc-Antoine Gerard has flown solo in a Eurofighter Typhoon.
He said: “I have received a very warm welcome in the Royal Air Force and I am proud and glad to have the opportunity to serve in this prestigious Air Force for the next three years. Going solo in the Typhoon was a great moment for me and I look forward to further playing my part in improving the interoperability between the French and the Royal Air Force.”

MOD International Policy (France) desk officer Wing Commander Andre Adamson said,that while both countries had exchanged aircrew before,for each to allow the other nation’s pilots to fly their latest state-of-the-art fighter bombers showed a remarkable degree of trust.

He said: “There have previously been exchanges when our pilots have flown other nation’s aircraft but this is the first time that British and French pilots have been allowed to fly their allies’ current generation aircraft.
“That makes these flights, in a Rafale and a Typhoon, highly symbolic events and a significant display of the goodwill and trust that exists between our two Air Forces and the countries they defend.”
Editor:Simon Mander

RAF-FAF Double First

 

[mike2000 is back]

Home Kent Business County News Article
BAE Systems: How to get on the supply chain of the Rochester base
01 November 2015
byChris Price


When it comes to getting on a big company’s supply chain, they do not come much bigger than BAE Systems.
The defence giant, the maker of Typhoon and Tornado fighter jets, spends more than £10 billion a year with 25,000 suppliers around the world.

The Striker II helmet-mounted display used on Typhoon fighters is made at BAE Systems in Rochester

In the UK, it works with about 7,500 companies, of which approximately 2,200 are small and medium-sized enterprises.

The Striker II helmet-mounted display is made at BAE Systems in Rochester
Its base near Rochester Airport, which employs about 1,500 people, produces helmet-mounted displays and major parts for aircraft.

Bosses at the site have about 500 active and approved suppliers, of which 50 are strategic or preferred.
Supply chain director Lee Penfold made it clear there are opportunities for small businesses to join the party when he attended the Manufacturing and Electronics Expo at Kent Event Centre earlier this month.
“The majority of our future spend is still planned to be in the UK and Europe,” he told hopefuls.
However, getting a slice of the action is one of the toughest gigs in Kent.
BAE Systems supply chain director Lee Penfold

Striker II also includes a cutting-edge tracking system that ensures the pilot's exact head position and the aircraft computer system are continuously in sync, reducing problems common to other HMD's. The tracking system in Striker II eliminates any delay in determining where the pilot is looking

“We need to be very demanding of our supply base,” said Mr Penfold. “There are several reasons our expectations are high.
“The engineering challenge we take on means many of our products are on the cutting edge of technology. It is often both safety- and mission-critical.
“We need to be able to prove we can keep an aircraft in the air way beyond its typical stress level..." - Lee Penfold, BAE Systems
“We need to be able to prove we can keep an aircraft in the air way beyond its typical stress level.
“Many of our products operate in a climate range between -40C and 80C. They are manufactured to incredibly high tolerances.
“We often test products far beyond reasonable expectations of its use. We throw everything at a product in an attempt to make it fail.
“After all, there are no lay-bys at 30,000 feet.”
Dealing with suppliers which do not meet these high standards can be hugely costly for BAE.
“The most minor changes can have very serious implications,” said Mr Penfold.
BAE Systems' base in Rochester
“We have had cases where a slight change to the length of a cable has cost £60,000 to the business in lost production to find the fault.”

BAE system base in Rochester

Mr Penfold has considered a factory next door and even a sewage facility half a mile away as possible sources of contamination in faulty products.
In one case, it eventually turned out the problem had come from a silver compound which weighed no more than seven-thousandths of a gram.
“We have had cases where a slight change to the length of a cable has cost £60,000 to the business in lost production to find the fault...” - Lee Penfold, BAE Systems
It meant an entire product range had to be reworked and some units had to be recalled from US airbases.
“A tiny bit of silver we didn’t want or ask for cost a huge amount of money.”
BAE’s requirements are so exact it can border on the ridiculous – rejections have included the wrong colour black paint and glue that was too sticky – but suppliers have to live with such high standards if they want to win such lucrative contracts.

There are other pressures which mean suppliers have to be at their best to work with BAE. These days the defence firm has access to a global supply chain and changing economics have put more risk on its shoulders.
The requirements could not be higher. While it demands 100% quality and on-time delivery, it also wants organisations to have the right culture, a focus on removing waste and a drive to deliver products more quickly.
Mr Penfold said: “If your organisation can buy into that, we can work with you.”

BAE Systems: How to get on the supply chain of the Rochester base

 

[silo]

BAE Systems: How to get on the supply chain of the Rochester base
01 November 2015
byChris Price


When it comes to getting on a big company’s supply chain, they do not come much bigger than BAE Systems.
The defence giant, the maker of Typhoon and Tornado fighter jets, spends more than £10 billion a year with 25,000 suppliers around the world.

The Striker II helmet-mounted display used on Typhoon fighters is made at BAE Systems in Rochester

In the UK, it works with about 7,500 companies, of which approximately 2,200 are small and medium-sized enterprises.

The Striker II helmet-mounted display is made at BAE Systems in Rochester
Its base near Rochester Airport, which employs about 1,500 people, produces helmet-mounted displays and major parts for aircraft.

Bosses at the site have about 500 active and approved suppliers, of which 50 are strategic or preferred.
Supply chain director Lee Penfold made it clear there are opportunities for small businesses to join the party when he attended the Manufacturing and Electronics Expo at Kent Event Centre earlier this month.
“The majority of our future spend is still planned to be in the UK and Europe,” he told hopefuls.
However, getting a slice of the action is one of the toughest gigs in Kent.
BAE Systems supply chain director Lee Penfold

Striker II also includes a cutting-edge tracking system that ensures the pilot's exact head position and the aircraft computer system are continuously in sync, reducing problems common to other HMD's. The tracking system in Striker II eliminates any delay in determining where the pilot is looking

“We need to be very demanding of our supply base,” said Mr Penfold. “There are several reasons our expectations are high.
“The engineering challenge we take on means many of our products are on the cutting edge of technology. It is often both safety- and mission-critical.
“We need to be able to prove we can keep an aircraft in the air way beyond its typical stress level..." - Lee Penfold, BAE Systems
“We need to be able to prove we can keep an aircraft in the air way beyond its typical stress level.
“Many of our products operate in a climate range between -40C and 80C. They are manufactured to incredibly high tolerances.
“We often test products far beyond reasonable expectations of its use. We throw everything at a product in an attempt to make it fail.
“After all, there are no lay-bys at 30,000 feet.”
Dealing with suppliers which do not meet these high standards can be hugely costly for BAE.
“The most minor changes can have very serious implications,” said Mr Penfold.
BAE Systems' base in Rochester
“We have had cases where a slight change to the length of a cable has cost £60,000 to the business in lost production to find the fault.”

BAE system base in Rochester

Mr Penfold has considered a factory next door and even a sewage facility half a mile away as possible sources of contamination in faulty products.
In one case, it eventually turned out the problem had come from a silver compound which weighed no more than seven-thousandths of a gram.
“We have had cases where a slight change to the length of a cable has cost £60,000 to the business in lost production to find the fault...” - Lee Penfold, BAE Systems
It meant an entire product range had to be reworked and some units had to be recalled from US airbases.
“A tiny bit of silver we didn’t want or ask for cost a huge amount of money.”
BAE’s requirements are so exact it can border on the ridiculous – rejections have included the wrong colour black paint and glue that was too sticky – but suppliers have to live with such high standards if they want to win such lucrative contracts.

There are other pressures which mean suppliers have to be at their best to work with BAE. These days the defence firm has access to a global supply chain and changing economics have put more risk on its shoulders.
The requirements could not be higher. While it demands 100% quality and on-time delivery, it also wants organisations to have the right culture, a focus on removing waste and a drive to deliver products more quickly.
Mr Penfold said: “If your organisation can buy into that, we can work with you.”

Thank you for sharing,very interesting.

British typhoon in Battle of Britain colors. Pictures coming from dutchaviationphoto.

Eurofighter team at Turku airshow 2015.

A Eurofighter Typhoon pilot will brief delegates at the Turku Air Show this Saturday (June 6th) and Sunday (June 7th) on the latest developments behind the success story of the world’s most powerful and reliable swing-role fighter.

Eurofighter Typhoon is an option for the Finnish Air Force as it looks to replace its fast-jet fighter fleet with flexible and reliable equipment offering new levels of capability for decades to come.

Former UK RAF Typhoon front line pilot, Paul Smith, now a Capability Manager for Eurofighter Jagdflugzeug GmbH, will be in Finland as part of a series of initiatives to brief interested parties for the first time on a range of enhancements to the Eurofighter Typhoon which bring new levels of capability to a platform already proven as the backbone of European air power.

Smith, a UK ‘Top Gun’ graduate with more than 3000 hours experience flying some of the most powerful and capable military fast jets in the world, said: “Most people are aware that the Eurofighter Typhoon plays a key role in Quick Reaction Alert duties across Europe. What they are unlikely to be aware of are the full range of capabilities that this aircraft now has. I am in Turku at the Show to explain exactly what these are, and what they could mean for Finland.”

Seven nations have already ordered, the Eurofighter Typhoon and the 431 aircraft delivered so far have accumulated close to 300,000 flying hours with levels of reliability unmatched by any other operator. “It’s this sort of track record, married to further growth potential, that we know really matters,” said Smith.

The aircraft has proven interoperability with other assets, and its kinematic performance with a full load weapon and cutting‑edge sensors, make it a real contender for any nation wanting assured sovereign protection.

Smith said: “This combination of kinematic performance, and unique range of sensors and intelligent weapons allows Eurofighter to detect and outmatch any threats. Another distinguishing feature of the Eurofighter Typhoon is the ability to simultaneously deal with air-to-air and air-to-surface challenges, which would allow it to give great support to land and maritime forces. Our visit here in Turku will help showcase an effective, proven and trusted solution for Finland.”

 

[mike2000 is back]

Talking about BAE obssession for precision/excellence..................

The £2.5 million fighter jet system that’s so precise it's affected by the MOON'S gravity

• To counteract shifts in gravitational pull, engineers build Typhoon on 'floating' concrete rafts with laser trackers and computer-automated jacks
• This £2.5 million system means the jet is accurately aligned
• Elsewhere, the jet fighter can reach supersonic speeds in 30 seconds
• And the Typhoon helmet lets pilots 'see' through the bottom of the jet

By VICTORIA WOOLLASTON FOR MAILONLINE

PUBLISHED: 10:16, 9 April 2015 | UPDATED: 12:14, 29 September 2015

Aside from making a fighter jet lightweight, agile and astonishingly fast, engineers of one the world's most advanced aircraft have another, more surprising issue to contend with: the moon.

BAE System's Typhoon is so accurate that even the movements of the tide can disrupt the jet fighter's positioning and accuracy.

To counteract even the slightest shifts in gravitational pull, experts must build the jet on 'floating' concrete rafts that move in sync with the moon.

The Typhoon (pictured) is powered by two Eurojet EJ200 engines. It is 49ft (15 metres) long from tip to tip and the material is 'no more than the thickness of a match stick.' This helps its ‘fly by wire’ computer system to accurately control the aircraft, designed to be unstable but hugely agile

These rafts measure 59ft (18 metres) long and 9.8ft (3 metres) thick and are used to house the measuring equipment.

Two laser trackers and nine jacks are positioned on a single surface, to make sure all movement is relative, and they control the alignment of the barges by cancelling out the subtle effects of the moon and the tides it creates.


This means the jet will be in 'near perfect alignment whatever the moon may be doing,' said Martin Topping, Head of Typhoon Maintenance and Upgrade.

'Every time the moon pulls the tide in and out, the ground under our feet actually moves by between one and two millimetres, he continued.

EUROFIGHTER TYPHOON FACTS
The Typhoon is powered by two Eurojet EJ200 engines.

It is 49ft (15 metres) long from tip to tip and the material is 'no more than the thickness of a match stick.'

This helps its ‘fly by wire’ computer system to accurately control the aircraft, designed to be unstable but hugely agile, and this build accuracy can save enough fuel to fill up an average family car, or around 60 litres.

The Typhoon can take off in less than 8 seconds, achieve supersonic speeds in under 30 seconds and reach altitudes of 36,000 feet Mach 1.6 in under two and a half minutes.


It is able to pull up to 9G, which creates a pressure equivalent to 30 African elephants.

To counteract even the slightest shifts in gravitational pull, engineers build the jet on 'floating' concrete rafts.

These rafts measure 59ft (18 metres) long and 9.8ft (3 metres) thick and are used to house the measuring equipment.

Two laser trackers and nine jacks are positioned on a single surface, to make sure all movement is relative, and they control the alignment of the barges by cancelling out the subtle effects of the moon and tide.

'That might not sound a lot, but given the tolerances we are working to on Typhoon, two millimetres is two millimetres too much.'

Lancashire-based BAE Systems paid £2.5 million ($3.7 million) for this setup and said the 'result is one of the most perfectly aligned fast jet airframes in the world.'

The Typhoon itself is 49ft (15 metres) long from tip to tip and the material is 'no more than the thickness of a match stick.'

This helps its ‘fly by wire’ computer system to accurately control the aircraft, designed to be unstable but hugely agile, and this build accuracy can save enough fuel to fill up an average family car, or 60 litres.

Elsewhere, the Typhoon can take off in less than 8 seconds, achieve supersonic speeds in under 30 seconds and reach altitudes of 36,000 feet Mach 1.6 in under two and a half minutes.



It takes light from the Sun eight minutes to reach Earth and the firm said the Typhoon can travel from London to Paris in the same time.

And it can fly from Lands End to John ‘O Groats - a total of 603 miles (970km) - in under 30 mins.

It is able to pull up to 9G, which creates a pressure on the wings equivalent to 30 African elephants.

And pilots fly with the Typhoon Striker helmet.

Facing directly into the sun, or even when it's dark, their location as well as potential threats are shown on this helmet's visor, and pilots can see thermal images through the use of Night Vision Goggles.

To counteract even the slightest shifts in gravitational pull, engineers build the jet on 'floating' concrete rafts (pictured). Two laser trackers and nine jacks are positioned on a single surface, to make sure all movement is relative, and they control the alignment of the barges by cancelling out subtle effects of the moon and tide

This means the jet (pictured) will be in 'near perfect alignment whatever the moon may be doing,' said Martin Topping, Head of Typhoon Maintenance and Upgrade

Pilots fly with the Typhoon Striker helmet wired to the plane to let pilots lock onto targets with 'just a look' and a voice command. It also lets pilots 'see' enemy aircraft through the body of the plane. A radar in the nose detects enemy aircraft and projects its image to the pilot's visor

The helmet is wired to the plane to let pilots lock onto targets with 'just a look' and a voice command. It also lets pilots 'see' enemy aircraft through the body of the plane.

For example, a radar in the nose of the Typhoon detects enemy aircraft hidden from the pilot's view. As the pilot looks towards the position of the enemy aircraft, its image is projected on the visor.

They can then lock-on to the aircraft by voice command, which means the enemy is also tracked by the aircraft's weapons systems.

Sensors on the helmet 'talk' to the fixed sensors on the aircraft so the Typhoon always knows exactly where the pilot is looking.

Weapons sensors on the Typhoon track enemy aircraft and missile information and feed it back to the plane, which is directly wired to the helmet.

Lancashire-based BAE Systems paid £2.5 million ($3.7 million) for this setup (pictured) and said the 'result is one of the most perfectly aligned fast jet airframes in the world'

Sensors on the helmet (pictured) 'talk' to the fixed sensors on the aircraft so the Typhoon always knows exactly where the pilot is looking. Weapons sensors on the Typhoon track enemy aircraft and missile information and feed it back to the plane

Inside the cockpit, BAE Systems has designed lighting that is clear and legible at all times.

The company's Ambient Light Facility in Warton is specifically designed to replicate the full range of lighting conditions of each journey.

This specialised facility has been used by firms that make displays for bank ATM machines as part of a group called Sunshine Club.

The cockpit is made of glass and includes a wide-angle Head Up Display (HUD), full-colour Multifunctional Head Down Displays (MHDDs) and Helmet Mounted Symbology System (HMSS).

The cockpit is made of glass and includes a wide-angle Head Up Display (HUD), full-colour Multifunctional Head Down Displays (MHDDs) and Helmet Mounted Symbology System (HMSS). These displays and computer systems provide pilots (pictured) with information from sensors and flight instruments

Inside the cockpit, BAE Systems has designed lighting that is clear and legible at all times. The company's Ambient Light Facility in Warton (Chris Gerrard, lighting test engineer is pictured) is specifically designed to replicate the full range of lighting conditions of each journey

These displays and computer systems provide the pilot with information from sensors, flight instruments and aircraft mission computers. A parachute is inside the ejector seat on the aircraft.

And to reduce pilot workload, the Typhoon has a Voice Throttle and Stick (VTAS) system which means the pilot can keep his hand on the throttle and operate the majority of the aircraft’s controls from this position.

Additional commands can be given through voice activation.

It is worn as part of the Typhoon jet fighter pilot's suit.

In this suit there is a single connection to 'feed the pilot' with air, oxygen and radio connection and the suit's trousers inflate to counteract the loss of blood from the head to the feet when the aircraft hits G force.

SHARE PICTURE
This image reveals the various components of a Typhoon jet fighter test pilot's suit. A parachute is inside the ejector seat on the aircraft. There is a single connection to 'feed the pilot' with air, oxygen and radio connection. The suit's trousers inflate to counteract the loss of blood from the head to the feet



Read more: The fighter jet that's so precise it is affected by the MOON | Daily Mail Online


BAE requires only the best of the best. @Blue Marlin,@dadeechi ,@zebra7

 

[Blue Marlin]

Talking about BAE obssession for precision/excellence..................

The £2.5 million fighter jet system that’s so precise it's affected by the MOON'S gravity

• To counteract shifts in gravitational pull, engineers build Typhoon on 'floating' concrete rafts with laser trackers and computer-automated jacks
• This £2.5 million system means the jet is accurately aligned
• Elsewhere, the jet fighter can reach supersonic speeds in 30 seconds
• And the Typhoon helmet lets pilots 'see' through the bottom of the jet

By VICTORIA WOOLLASTON FOR MAILONLINE

PUBLISHED: 10:16, 9 April 2015 | UPDATED: 12:14, 29 September 2015

Aside from making a fighter jet lightweight, agile and astonishingly fast, engineers of one the world's most advanced aircraft have another, more surprising issue to contend with: the moon.

BAE System's Typhoon is so accurate that even the movements of the tide can disrupt the jet fighter's positioning and accuracy.

To counteract even the slightest shifts in gravitational pull, experts must build the jet on 'floating' concrete rafts that move in sync with the moon.

The Typhoon (pictured) is powered by two Eurojet EJ200 engines. It is 49ft (15 metres) long from tip to tip and the material is 'no more than the thickness of a match stick.' This helps its ‘fly by wire’ computer system to accurately control the aircraft, designed to be unstable but hugely agile

These rafts measure 59ft (18 metres) long and 9.8ft (3 metres) thick and are used to house the measuring equipment.

Two laser trackers and nine jacks are positioned on a single surface, to make sure all movement is relative, and they control the alignment of the barges by cancelling out the subtle effects of the moon and the tides it creates.


This means the jet will be in 'near perfect alignment whatever the moon may be doing,' said Martin Topping, Head of Typhoon Maintenance and Upgrade.

'Every time the moon pulls the tide in and out, the ground under our feet actually moves by between one and two millimetres, he continued.

EUROFIGHTER TYPHOON FACTS
The Typhoon is powered by two Eurojet EJ200 engines.

It is 49ft (15 metres) long from tip to tip and the material is 'no more than the thickness of a match stick.'

This helps its ‘fly by wire’ computer system to accurately control the aircraft, designed to be unstable but hugely agile, and this build accuracy can save enough fuel to fill up an average family car, or around 60 litres.

The Typhoon can take off in less than 8 seconds, achieve supersonic speeds in under 30 seconds and reach altitudes of 36,000 feet Mach 1.6 in under two and a half minutes.


It is able to pull up to 9G, which creates a pressure equivalent to 30 African elephants.

To counteract even the slightest shifts in gravitational pull, engineers build the jet on 'floating' concrete rafts.

These rafts measure 59ft (18 metres) long and 9.8ft (3 metres) thick and are used to house the measuring equipment.

Two laser trackers and nine jacks are positioned on a single surface, to make sure all movement is relative, and they control the alignment of the barges by cancelling out the subtle effects of the moon and tide.

'That might not sound a lot, but given the tolerances we are working to on Typhoon, two millimetres is two millimetres too much.'

Lancashire-based BAE Systems paid £2.5 million ($3.7 million) for this setup and said the 'result is one of the most perfectly aligned fast jet airframes in the world.'

The Typhoon itself is 49ft (15 metres) long from tip to tip and the material is 'no more than the thickness of a match stick.'

This helps its ‘fly by wire’ computer system to accurately control the aircraft, designed to be unstable but hugely agile, and this build accuracy can save enough fuel to fill up an average family car, or 60 litres.

Elsewhere, the Typhoon can take off in less than 8 seconds, achieve supersonic speeds in under 30 seconds and reach altitudes of 36,000 feet Mach 1.6 in under two and a half minutes.



It takes light from the Sun eight minutes to reach Earth and the firm said the Typhoon can travel from London to Paris in the same time.

And it can fly from Lands End to John ‘O Groats - a total of 603 miles (970km) - in under 30 mins.

It is able to pull up to 9G, which creates a pressure on the wings equivalent to 30 African elephants.

And pilots fly with the Typhoon Striker helmet.

Facing directly into the sun, or even when it's dark, their location as well as potential threats are shown on this helmet's visor, and pilots can see thermal images through the use of Night Vision Goggles.

To counteract even the slightest shifts in gravitational pull, engineers build the jet on 'floating' concrete rafts (pictured). Two laser trackers and nine jacks are positioned on a single surface, to make sure all movement is relative, and they control the alignment of the barges by cancelling out subtle effects of the moon and tide

This means the jet (pictured) will be in 'near perfect alignment whatever the moon may be doing,' said Martin Topping, Head of Typhoon Maintenance and Upgrade

Pilots fly with the Typhoon Striker helmet wired to the plane to let pilots lock onto targets with 'just a look' and a voice command. It also lets pilots 'see' enemy aircraft through the body of the plane. A radar in the nose detects enemy aircraft and projects its image to the pilot's visor

The helmet is wired to the plane to let pilots lock onto targets with 'just a look' and a voice command. It also lets pilots 'see' enemy aircraft through the body of the plane.

For example, a radar in the nose of the Typhoon detects enemy aircraft hidden from the pilot's view. As the pilot looks towards the position of the enemy aircraft, its image is projected on the visor.

They can then lock-on to the aircraft by voice command, which means the enemy is also tracked by the aircraft's weapons systems.

Sensors on the helmet 'talk' to the fixed sensors on the aircraft so the Typhoon always knows exactly where the pilot is looking.

Weapons sensors on the Typhoon track enemy aircraft and missile information and feed it back to the plane, which is directly wired to the helmet.

Lancashire-based BAE Systems paid £2.5 million ($3.7 million) for this setup (pictured) and said the 'result is one of the most perfectly aligned fast jet airframes in the world'

Sensors on the helmet (pictured) 'talk' to the fixed sensors on the aircraft so the Typhoon always knows exactly where the pilot is looking. Weapons sensors on the Typhoon track enemy aircraft and missile information and feed it back to the plane

Inside the cockpit, BAE Systems has designed lighting that is clear and legible at all times.

The company's Ambient Light Facility in Warton is specifically designed to replicate the full range of lighting conditions of each journey.

This specialised facility has been used by firms that make displays for bank ATM machines as part of a group called Sunshine Club.

The cockpit is made of glass and includes a wide-angle Head Up Display (HUD), full-colour Multifunctional Head Down Displays (MHDDs) and Helmet Mounted Symbology System (HMSS).

The cockpit is made of glass and includes a wide-angle Head Up Display (HUD), full-colour Multifunctional Head Down Displays (MHDDs) and Helmet Mounted Symbology System (HMSS). These displays and computer systems provide pilots (pictured) with information from sensors and flight instruments

Inside the cockpit, BAE Systems has designed lighting that is clear and legible at all times. The company's Ambient Light Facility in Warton (Chris Gerrard, lighting test engineer is pictured) is specifically designed to replicate the full range of lighting conditions of each journey

These displays and computer systems provide the pilot with information from sensors, flight instruments and aircraft mission computers. A parachute is inside the ejector seat on the aircraft.

And to reduce pilot workload, the Typhoon has a Voice Throttle and Stick (VTAS) system which means the pilot can keep his hand on the throttle and operate the majority of the aircraft’s controls from this position.

Additional commands can be given through voice activation.

It is worn as part of the Typhoon jet fighter pilot's suit.

In this suit there is a single connection to 'feed the pilot' with air, oxygen and radio connection and the suit's trousers inflate to counteract the loss of blood from the head to the feet when the aircraft hits G force.

SHARE PICTURE
This image reveals the various components of a Typhoon jet fighter test pilot's suit. A parachute is inside the ejector seat on the aircraft. There is a single connection to 'feed the pilot' with air, oxygen and radio connection. The suit's trousers inflate to counteract the loss of blood from the head to the feet



Read more: The fighter jet that's so precise it is affected by the MOON | Daily Mail Online


BAE requires only the best of the best. @Blue Marlin

well said we require the best and we have the best

looks like she fired one of her missiles

Black Typhoons

@waz can you make this thread a sticky please, i dont want it to get lost here as i work on it for a long time

thanks

 

[Blue Marlin]

How bleeding edge tech keeps Eurofighter Typhoon in the air

TechRadar is - clearly - not a military website despite having "radar" in the title. Nevertheless, we jumped when we were given the chance to talk to Mark Bowman.

He's the BAE Systems chief test pilot, which has got to be one of the coolest jobs in the world.

The Eurofighter Typhoon is at the forefront of technology – capable of reaching supersonic speeds in less than 30 seconds. It's got interchangeable parts – the 13 "hardpoints" enable different weapon configurations to be added.

The most recent innovation on the Typhoon is a head-tracking system, which follows the pilot's gaze to lock onto targets and deploy weapons. We grilled Mark on this and the other components that make the Typhoon the cutting-edge piece of kit that it is.

TechRadar: Can you give us some background on the Eurofighter Typhoon?

Mark Bowman: It's a fourth-generation combat aircraft, pretty cutting edge in most areas. It brings together what would have been squadrons of aircraft in the past in an aircraft that is multi-role. It can perform both air-to-air and air-to-ground tasks, and it's got 13 hardpoints.

It packs in the latest cutting-edge technology – including the helmet-mounted display and very advanced sensors – we're not just talking about weapons here, we're talking about radars, infrared search and track systems and defensive aids. It's absolutely potent, and an aircraft where we can expect to multiply many times the capabilities of early-generation aircraft.

TR: What's the most crucial piece of technology in the Typhoon?

Mark Bowman: All the displays we present to the pilot have to be put in such a way that we can take all that information, process it and present it to him in something he can assimilate quite simply, so he can spend most of his time concentrating on the mission.

Now we're getting the pilot even more involved in the weapons system through things like the helmet-mounted display, which essentially says: "If I know where the pilot's head is at any one time, then I can use that information to steer sensors, to steer weapons, to actually control the aircraft".

We also use voice control, which is another high-end technology. We can talk to the aircraft.

TR: Does the pilot still have a very fixed role in the plane?

Mark Bowman: At the end of the day, you've still got a prop, you've still got a stick, you've still got that interface with the aircraft. But the aircraft is clever enough to say you're approaching a limit – maybe a high-speed limit, maybe a G-limit, maybe a roll limit. It knows those limits, and it provides information to the pilot to do something about it. Ultimately, the pilot is still the arbiter of good taste and judgement, and we have to give him the information he needs to make both tactical and operational decisions.

TR: What happens if all the automation fails?

Mark Bowman: The safety of the pilot is paramount. However, we're looking at a very unstable aircraft here, it's very aerodynamically unstable. That's controlled by four flight computers – it's a quadruplex redundant system in some areas, and in others it's hexaplex redundant, in terms of things like data. As such, if all that failed, the aircraft is aerodynamically unstable, and as such it wouldn't be able to maintain a controlled flight.

TR: How has the Eurofighter Typhoon changed since you started working with it?

Mark Bowman: When the UK tax payer is spending so much money on technology, there's absolutely no point in buying something that lasts a couple of years. These aircraft are going to be around for 30 or 40 years – maybe longer.

You have to future-proof it to enable technology to go in, to put new weapons in as interfaces develop between the aircraft and the weapons that it carries, and constantly being able to upgrade the aircraft in terms of technology.

The aircraft has been in service since 2004, we've gone through its infancy, and now we're in its adolescence. There's so much more to come in this aircraft, and that's a real testament to the way the aircraft's been designed, and the real future-proofing that goes into such a high-end aircraft.

TR: What's coming up next for the Typhoon?

Mark Bowman: We're not standing still here – there are new weapons coming along. The UK has purchased a new, extra long-range air-to-air missile, called Meteor, which is being integrated on the aircraft. We've got new smart multi-seeker bombs going on there, which use GPS as well as laser guidance. As the weapons are upgraded, the aircraft's there to match it.

TR: How do you simulate such a complex piece of kit?

Mark Bowman: We've got two types of simulators. One emulates the flight dynamics of the aircraft. As I mentioned before, the aircraft is unstable, and we need some pretty good confidence that before we fly it we've got the flight dynamics properly modelled, and we've got the control system simulator to do that.

On the cockpit side, the interface the pilot has with the weapons systems is constantly being upgraded, and we use an active cockpit rig which allows us to simulate all the connectivity between the various sensors and the pilot and develop those as well.

TR: A lot of consumer technology – from radio to GPS – has come from a military background. Is there anything you're using at at the moment that you could see coming into civilians' lives?

Mark Bowman: In the future, I think you'll be looking at a human usage aspect, the interface between the human and the technology. Where I'd be looking – and I'm only speaking as the monkey with the stick and the rudders – is the automotive industry. We've already seen where voice is used there, and I think it's going to be exploited an awful lot more.

The helmet I use at the moment, and the ability to track where the pilot's head is, and a displacement surface, so you can put imagery on there – you may want that in the civil aviation industry, or you may want it in the automotive industry, to put images in front of the pilot, or the driver.

TR: We're seeing more and more reports of "drones" carrying out military operations. Do you think there's always going to be a role for the pilot in combat?

Mark Bowman: I think there is going to be a growth of unmanned aircraft in the future, and I think the piloting side is going to be complementary to that, in terms of the roles conducted. Those roles where you need persistence – being in the battle area for a long time, doing repetitive surveillance type work – are going to lend themselves more and more to pilotless aircraft, where human fatigue is an issue.

Instances where it's a highly dynamic situation, where ultimately a lot of tactical information is being sifted through, are going to be better suited to manned aircraft. It may be supported in terms of firepower and what-have-you by unmanned aircraft, but ultimately there's going to be manned aircraft in there.

The thing not to forget here is the ethics side of it – if you're conducting wars there needs to be a human face behind it, and I think it's quite important that manned aircraft are seen as the arbiter of whether stores are released, or whether they're not. Being there, and having eyes on the target, is massively important.

I can never foresee that we're going to be in a position to say, "sorry, that's the end of manned aircraft." I think we tried it in the 1950s and failed miserably – I don't really see that the situation's changed.

TR: You obviously don't want civilians being injured or killed during war – is this something you consider when you're building the plane?

Mark Bowman: It's not particular to Typhoon or anything – the ability to limit collateral damage is very much at the forefront of how aircraft weapons systems are developed, and Typhoon is concerned not only with the safety of the pilot who's flying it, but the safety in which ordinance is delivered and targeted