Eurofighter World 2012-1 by avia lduo

PROGRAMME NEWS & FEATURES 1/2012

 SUCCESS IN OPERATION UNIFIED PROTECTOR  STEALTH DESIGNS: A REAL HISTORY OF SUCCESS?

TOTAL AIR POWER

1/2012 EUROFIGHTER WORLD

CONTENTS 08 SUCCESS IN OPERATION UNIFIED PROTECTOR

14 STEALTH DESIGNS – IS IT REALLY A HISTORY OF SUCCESS?

EDITORIAL FROM ENZO CASOLINI, CEO EUROFIGHTER GMBH

EUROFIGHTER NEWS

ITALIAN AIR FORCE SUCCESS IN OPERATION UNIFIED PROTECTOR

EXERCISE BERSAMA: TYPHOONS RECEIVE EXCELLENT FEEDBACK IN MALAYSIA

STEALTH DESIGNS – IS IT REALLY A HISTORY OF SUCCESS?

TYPHOON DYNAMIC DUO

EUROJET’S EJ200 – BENCHMARK FOR TECHNOLOGY AND IN-SERVICE SUPPORT

THE PRAETORIAN: WORLD CLASS DEFENCE TODAY LIKE… CENTURIES AGO

EUROFIGHTER AMATEUR PHOTO COMPETITION 2012 LAUNCHED

Eurofighter World is published by Eurofighter GmbH, PR & Communications Am Söldnermoos 17, 85399 Hallbergmoos Tel: +49 (0) 811-80 1587 communications@eurofighter.com Editorial Team Marco Valerio Bonelli Kathryn Holm Martina Schmidmeir Contributers Oreste Fabbro BAE Systems EURO DASS Royal Air Force Laurie Hilditch, Eurofighter Photography Eurofighter GmbH Eurofighter Partner Companies Geoffrey Lee, Planefocus Kasuhiko Tokunaga Anthony Jeuland, Armée de l'air Mark Wright, BAE Systems Dr. Andreas Zeitler Italian Air Force German Air Force Royal Air Force EUROJET Turbo GmbH Design & Production images.art.design. Werbeagentur GmbH www.iad-design.de Printed by ESTA Druck GmbH www.esta-druck.de Eurofighter World on the Internet www.eurofighter.com Follow us on:

If you would like to request additional copies of Eurofighter World, please contact the PR & Communications Department at Eurofighter GmbH communications@eurofighter.com April 2012

Title: BAE Systems Typhoon in Multi-Role Configuration, on the runway, prior to an early evening test flight in the moody skies of northern England. Photography: Mark Wright, BAE Systems

EDITORIAL

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This editorial comes at a challenging time for the Eurofighter programme, but in 2012 we are focusing ever harder on the service we are delivering to our six customer air forces who now have more than 320 aircraft in operational service. This will be increasingly important as exercises and operations by our customer air forces increase - news of which you will find throughout the new issue of Eurofighter World. Also in this issue, we take a look at the evolution of stealth aircraft and as usual, focus on some of the key technologies on the aircraft. More coverage is given to the capabilities of the Typhoon during operations in Libya when the aircraft proved to the world that it is delivering exactly what it was designed for – to be an incredibly mature, capable and adaptable aircraft; combat proven, and with the capacity to continue developing over the coming years. Maybe not as overt as some of our competitors, Eurofighter continues receiving positive reviews from our customers, providing invaluable feedback for those working hard to deliver to them a world class aircraft. These messages give us the confidence that the work we are doing is right and that the planned development path of the aircraft will make Typhoon the most advanced multirole aircraft available on the market. We are fully aware that many of our capabilities are currently in development, and that we have not yet reached the full potential Typhoon has to offer. We continue to work hard to deliver on our promises to our customers, as well as looking to the export market in order to expand the Typhoon family. Soon we will be able to talk about this plan in detail within this magazine and we will highlight the benefit of still being at an early stage of growth with the programme. For a fighter that will be in service for the next 30 years at least and with an ever changing

geo-political scenario, being fully mature and fully developed now is not necessarily the ideal position. What Libya operations demonstrated is that the air force’s combat assets must be adaptable and deployable in an efficient way. We have seen some of our competitors struggling to become operational and others having technical problems but still they claim to be the best “omni-role” aircraft in the world. Nothing of the sort happened to Typhoon, as reinforced by the exercises that again took the aircraft far from their home bases over the past few months, including Malaysia, Oman and the UAE. Typhoon has answered in the best way possible for a modern fighting machine: nearly 100% operational availability, almost 100% precision targeting and more or less 100% air superiority at any time. This is exactly what the air forces want, and what taxpayer money has been used for: an effective defence asset that does sterling work, when it’s called on duty. It makes me very proud to see the passion and determination of the highly skilled staff in Eurofighter and our Partner Nations who work hard to deliver the best possible solutions to our core and export customers and who work together sharing their experience and in-depth knowledge to make this programme the most successful collaboration in Europe. This team work would be difficult for any rival. Working alongside our customers to ensure we meet their requirement is mandatory and is what we are committed to. This year will, no doubt, be an interesting one. The export market will continue to generate more news and our current customer air forces will benefit from a sort of “new” Typhoon with more and more capabilities. I would like to thank everyone for their continued support of Typhoon and look forward to another exciting few months on the programme.

EDITORIAL

Enzo Casolini CEO Eurofighter GmbH

Enjoy the issue

Enzo Casolini CEO Eurofighter GmbH

NEWS

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EUROFIGHTER NEWS

TYPHOON AND RAFALE PARTNER UP  The RAF's No. 3(F) Squadron deployed two of its Eurofighter Typhoons from their base in Coningsby to France recently in order to visit the Armee de l’Air’s Rafale 1/7 Squadron at their Saint-Dizier air base.

A formation of two Dassault Rafales (front) and two Eurofighter Typhoons partner up during a training flight. © A.JEULAND/Armée de l'air

The visit, which took place between the 2nd and 5th March 2012, was part of a long-term strategic partnership agreed recently by the two countries and marks a new approach in the relations between the two air forces.

A pilot exchange programme between the two aircraft types is also planned this year. It has until now, been uncommon to see Eurofighter Typhoon and Rafale working together in a ‘friendly’ way.

The two aircraft have met several times during Dissimilar Air Combat Training and in almost all the encounters, Typhoon emerged with significantly better performances. As stated to Eurofighter World by an Italian Air Force pilot who recently had a chance to enter into ‘combat’ against Rafale over the Tyrrenian sea: “It was an interesting duel. They are still trying to find where we were as we were flying and shooting at them well above the maximum flying envelope allowed to the Rafale”!

TYPHOON STATIC TESTS HITS NEW MILESTONE  Typhoon hit yet another new milestone in spring 2012 by 'flying' further than any aircraft of its type has done before. And all of this was done without a wheel ever leaving the ground.

To be more specific, Typhoon has now completed 11,000 hours in a special BAE Systems test-rig which was tailor-made for the aircraft and located in a remote corner of North East England. The rig can simulate

the most demanding conditions Typhoon is ever likely to encounter during a flight. Using the test facility is a vital part of securing flight-clearances for the aircraft as it notches up thousands of hours in service in the air. The vital ground-testing ensures the airframe is safe and retains its full performance capability even though it has many missions behind it. Scientists and engineers at BAE Systems developed the test-rig to monitor the stresses and strains put on the aircraft – largely made in composite material, as special hydraulic rams apply loads to the Typhoon structure across more than 100 pressurepoints. The reactions to these stresses are then measured over thousands of special monitoring channels to assess exactly how the plane is reacting over time. Testing is expected to run for a further three year period by which time the static Typhoon will have 'flown' for 18,000 hours, clearing the way for hundreds of Typhoon aircraft around the world to be fully certified for 6,000 hours of flying. With the simulation hours already achieved, Typhoon has proven its excellent stress resistance and once again showed its robust technical capacities.

EUROFIGHTER NEWS

UK ARMED FORCES TRAIN FOR OLYMPICS AIR SECURITY

 UK Armed Forces aircraft and personnel are this week taking part in the latest of a series of exercises training for their vital role providing air security for the Olympic Games. Exercise Taurus Mountain 3 is putting airmen, soldiers and sailors through their paces in the skies over North Yorkshire. The exercise takes place from 20–22 March and, over the three days, the forces will practice detecting and intercepting an aircraft that intrudes into restricted airspace. The Air Security Plan for the Olympic Games builds on the Royal Air Force’s existing defence of UK airspace, which includes round-the-clock radar surveillance and Typhoon fighters held at high readiness every day of the year.

The exercise integrates the additional forces being used to ensure the safety of the Olympics, as part of the Ministry of Defence’s role to ensure a safe and secure Games this summer. These include RAF Puma aircraft together with Royal Navy and Army Lynx helicopters - carrying teams of RAF Regiment snipers to intercept aircraft in restricted airspace, and airborne surveillance aircraft including Royal Navy Sea King ASACS (Airborne Surveillance and Control System) and RAF E-3D Sentry aircraft. Air Commodore Gary Waterfall, the Deputy Air Component Commander, said: “Whilst there is no specific threat to the Games, we have to be ready for whatever occurs and play our part in what will be a safe and secure Olympics for all to enjoy. “Our multi-layered security plan means that we have a range of responses available to us, ensuring we can deal appropriately with anything from redirecting an aircraft that may have strayed into restricted airspace, to preventing an attack.”

FIVE YEAR SUPPORT CONTRACT SIGNED

 Eurofighter Jagdflugzeug GmbH has today signed a major contract with NATO Eurofighter and Tornado Management Agency (NETMA) to support the fleet of Typhoon jets across the four Eurofighter core nations: Germany, Italy, Spain and the UK. The five-year support contract is part of a new contract suite agreed with the nations which includes integrated mechanisms for continuing development work on the aircraft and will replace a number of legacy contracts whilst extending the terms for a longer period. The agreement demonstrates a commitment by all parties in achieving continued efficiencies on the programme; long-term support for the sustainability of aircraft covering all three production tranches and future enhancements and upgrades of the platform.

The new contract will focus on performance and affordability and will ensure a range of support services to the Typhoon users. The contract will also help to sustain European aerospace engineering, capability and jobs. As part of the contract, Eurofighter’s partner companies: AleniaAermacchi in Italy, BAE Systems in the UK and Cassidian in Germany and Spain will work closely with the local MOD’s and Air Forces to improve the way it delivers a range of support services. This work will provide a strong basis for future support requirements including potential export opportunities. The contract will help to sustain the thousands of jobs that are supported by the Eurofighter programme across a range of disciplines such as engineering, supply chain and project management and is further confirmation of the role of the Eurofighter programme as catalyst of high-tech aerospace European manufacturing, engineering and technological capabilities. Today, around 100,000 jobs are supported by the programme in the four core nations and the economic impact generated largely off-sets the investments made to develop and manufacture the aircraft.

Image, front row from left: Enzo Casolini, Eurofighter CEO and Jesus Prieto Pinillos, NETMA General Manager Back row from left: Air Marshal Kevin J Leeson, UK MoD, Deputy National Armaments Director; Peter Schmidt, Chairman of the NETMA BoD; Maj Gen Juan Manuel Garcia Montaño, Deputy Director General de Armamento y Material, Ministry of Defence, Spain; Brig. Gen. Alberto Rosso, ItAF, NETMA BoD

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EUROFIGHTER AT GDA 2011, KUWAIT  At the end of 2011 Eurofighter participated in the first International Defence Exhibition Gulf Defence and Aerospace in Kuwait, with a stand displaying a range of the latest technologies under development such as the Captor-E AESA radar and the new Helmet Mounted Symbology System (already under delivery with the four partner nation air forces). There were more than 100 exhibitors from 23 countries in attendance including Bulgaria, Canada, China, Croatia, Pakistan, Romania and the United Arab Emirates to name a few. Kuwait is an important potential market for fighter aircraft. According to defence market intelligence survey “Forecast international”, the GCC countries (Kuwait, Saudi Arabia, UAE, Qatar, Oman and Bahrain) invested $63 billion in defence and security spending in 2010 and with an increase in 2011 up to $65 billion. It is predicted that the GCC states will spend in excess of $105 billion in the next two years.

AUSTRIAN EUROFIGHTER ON DUTY DURING WORLD ECONOMIC FORUM IN DAVOS  From the 24th to the 29th January 2012, Austrian Eurofighter Typhoons protected the skies over the World Economic Forum in Davos, Switzerland. The operation known as “Daedalus 12” involved four Austrian Eurofighters deployed to protect the area in a temporary no-fly zone over Western Austria and Davos in particular. The Eurofighter aircraft based in Zeltweg worked

alongside Austrian Air Force turboprop PC-7 trainers and OH-58 Kiowa helicopters protecting the skies against potential ‘slow moving aerial threats’ for the duration of the Forum. This task, in full coordination with the Swiss authorities, demonstrated the perfect interoperability of the Alpine Air defence system and builds on the successful experience gained from previous operations including the Euro 2008 football championships in Austria and Switzerland as well as the World Economic Forum meetings in Davos in 2011.

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NEWS

EUROFIGHTER AIR-TO-AIR PHOTO SHOOT  Clear blue skies, an RAF Typhoon, a Spartan C-27J, the world’s most famous aviation photographer and a team of enthusiastic pilots and crew – independently, they are all incredible assets at an air show, but in combination, they meant the possibility of an epic photo shoot over Dubai and Abu Dhabi’s most iconic landmarks. The question is, how was it all made possible? The answer is an easy one; team work, flexibility, opportunity and a shared passion for one of the world’s most advanced multi-role combat aircraft. One of the benefits of being a consortium comprising of four of Europe’s leading aerospace manufacturers is that at an event such as the Dubai air show last November, you have a wealth of capabilities under one proverbial roof. As a result, Italian partner company Alenia Aermacchi provided a military transport aircraft in the form of a Spartan C-27J as photo and film platform, German partner company EADS provided an expert film crew, world-renown photographer Katsuhiko Tokunaga brought his selection of cameras and the Royal Air Force, straight

EUROFIGHTER NEWS

from exercises at Al Dhafra air base in Abu Dhabi, brought a Eurofighter Typhoon. Whilst we had all the ingredients and a fantastic opportunity for some great photos and video, it would not have been possible without the approval from Dubai and Abu Dhabi air traffic control, the UAE authorities and the UK Government. Even when both aircraft were airborne, there was still uncertainty as to whether the aircraft had clearance in the air space entering Abu Dhabi. This was quickly resolved thanks to the good relationships the pilots of both the Spartan and the RAF crew have with air traffic control.

From the ramp of the C-27J, photographer and filmcrew in action over the Dubai “World Islands”

The flight passed along the coast of Dubai, over the Atlantic Palm, the World islands and then on to Abu Dhabi where both aircraft circled over the bold red of Ferrari World Building, the Emirates Palace and the spectacular Sheikh Zayed Grand Mosque. With some incredible images and video footage captured, the aircraft made the return trip to Dubai International airport, passing alongside the world’s tallest building, the Burj Khalifa which measures 2,723ft in height. The two aircraft flew up to 210 knots and their heights varied from 2000ft to 5000ft. The RAF Typhoon, piloted by Squadron Leader James Bolton was directed throughout the flight by photographer Katsuhiko Tokunaga whose expert eye saw him reposition the aircraft with simple hand gestures to the pilot in order to achieve the best possible shots. The results were stunning. The video can be found in our video library: www.eurofighter.com/media/videolibrary.html and images in our media library.  The RAF Typhoon flies over Abu Dhabi’s Ferrari World

EUROFIGHTER STARS IN COBRA 11, GERMANY’S TOP TV ACTION SERIES

 Eurofighter Typhoon was the star of the first episode of the new season of “Alarm für Cobra 11 - Die Autobahnpolizei” the popular German television series. Produced by Action Concept and broadcast in Germany on channel RTL, the series has been successfully running for over 15 years and is shown in over 140 countries worldwide. The programme draws audiences from China to Mexico and Turkey to Czech Republic to name a few. In Germany, over five million viewers watch a single episode. Cobra 11 has been the most successful action series on German television since its launch in 1996. In total, over 230 episodes have been shown so far and the show has always been known for tough stunts, dramatic car chases, action loaded combat scenes as well as breathtaking stories. The unique Eurofighter episode called “Überschall” (“Supersonic”) launched the 20th season of the show and had its world premiere during the Berlin Film Festival “Berlinale 2012” on February 12th. German TV broadcast the episode with huge success on March 8th 2012. For the episode, the film crew went to the Luftwaffe base of Jagdgeschwader 73 in Rostock–Laage, Northern Germany to get footage of the aircraft. The plot centres around a fictional female Luftwaffe pilot who has to perform a spectacular emergency landing of the Eurofighter (actually a 1:1 model) on a German highway just in front of the noses of Ben and Semir - the two action heroes of Cobra 11 police team. The show included the usual mix of stunts and special effects thanks to Action Concept, the Luftwaffe and footage provided by Eurofighter.

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This momentous Eurofighter episode was produced with extensive efforts and will go down in action history as one of the most impressive “Cobra 11” episodes ever made - it may just become the most popular one yet. The Eurofighter slogan perfectly applies to this Cobra 11 episode: Nothing Comes Close! For those of you who want watch the show online - RTL provides the following download link: http://rtl-now.rtl.de/alarm-fuer-cobra11/ueberschall.php?film_id=62025& productdetail=1&season=20

NEWS

EUROFIGHTER NEWS

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IN-SERVICE

FOCUS ON LIBYA

ITALIAN AIR FORCE SUCCESS IN OPERATION UNIFIED PROTECTOR S

ince t he beginning of NATO operations over Libya on March 23rd 2011, more than 200 days of operations have been completed and over 26,500 sorties conducted by the allied air forces, including more than 9,700 strike sorties. These figures do not take into account the first part of the war, from March 19th until the transfer of authority to NATO, when assets flew a significant number of missions under their respective national commands within the U.S. led Operation Odyssey Dawn. Much has been said about the Libyan “war” and much about the operations accomplished by the Typhoon that had its combat debut during the conflict.

An Italian Air Force Typhoon taxies at Trapani Air Base longside the Canadian F-18 contingent

We have previously covered the RAF Typhoon activity extensively during the “Unified Protector” mission in Libya last summer in Eurofighter World (Issue 3/2011), but the RAF was not the only air force to have used the Eurofighter Typhoon with great effectiveness during the operations. For the Italian Air Force too, NATO’s activities in Libya represented the combat debut of their Typhoon aircraft and saw positive feedback of the aircraft’s capabilities. Regularly operating in Libya’s Defensive Counter Air (DCA) and Offensive Counter Air (OCA – escort to Air to Ground Assets) missions, continuously confirms what is

readily acknowledged by the RAF during their operations from Gioia Del Colle: the Typhoon is an efficient and reliable weapon platform, capable of long hours of patrol and fully meeting the mission requirements it is designed for. The average Italians’ mission time was of about 3 hours in length with some lasting up to 8 hours, including up to three in-flight refuellings. The Italian aircraft operated at considerable distances from their bases, up to 200nm south of Tripoli (approx. 950 km from their deployment base from Trapani-Birgi), and over Bengasi and Sirte (approx. 980 km from Trapani).

The normal Typhoon configuration was with three external fuel tanks each with 800 kg-fuel, four AMRAAM under the fuselage and four IRIS-T infrared missiles on the external wing pylons. In addition to the missile systems, the aircraft also had the internal 27mm Mauser cannon with 150 shots. The use of the DASS self-defence system and chaff and flares was excellent for both the RAF and Italian Air Forces.

IN-SERVICE

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The green light for operations was given to the Typhoons of the Italian Air Force on March 17th at 23.00 hrs, and on Sunday March 20th at 13.00 hrs six aircraft from the two Italian Typhoon Wings were already deployed to Trapani in Sicily. Just two hours later, the aircraft were ready for action. On average during the operations, seven aircraft were deployed to Trapani from Grosseto and Gioia del Colle respectively, the bases of the 4th and the 36th Wings of the Italian Air Force. Each day four aircraft were ready for operation. In total, the Italian Air Force carried out 201 completed missions with the Typhoons over 203 tasked (99%) and flew 1294 Flying Hours from Trapani between March and July

2011. To be added to these figures, an additional 1732 flying hours more were flown at Grosseto and Gioia del Colle in the same period to maintain the normal training activity. The Typhoon efficiency at Trapani has been, on average, 95% while the efficiency at the Main Operational Bases was, on average 75%, confirming the low footprint and easy maintenance of the aircraft under combat deployment status. These are facts already recorded by Eurofighter air forces in exercises and deployments all around the world (Laage; Bangalore and Kalaikunda, India; Israel; Malaysia; UAE; Oman; the US; the Baltic; Iceland and the Falklands Islands) and will continue to prove the true worth of this incredible aircraft.

ď&#x201A;&#x201A; A Grosseto based Eurofighter lands at Trapani Air Base fully armed with four AMRAAM and four IRIS-T air-to-air missiles

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EXERCISE

TYPHOONS RECEIVE EXCELLENT FEEDBACK IN MALAYSIA

EXERCISE BERSAMA:

At the beginning of November 2011, four RAF Typhoon aircraft from Number 6 Squadron flew from their base in Scotland to the Royal Malaysian Air Force (RMAF) airbase in Butterworth, Malaysia to take part in Exercise BERSAMA LIMA 11. The deployment marked the 40th Anniversary of the Five Powers Defence Agreement (FPDA) and required a 7000 mile trip from RAF Leuchars in Fife to the RMAF Base in Butterworth. The journey took the Typhoon pilots four days with stops in Jordan, Oman and Sri Lanka, supported throughout by engineers and ground crew as well as a VC-10 aircraft of 101 Squadron based at RAF Brize Norton. The Typhoons co-located at Butterworth with Royal Australian Air Force (RAAF) 75 Sqn F18 A+ with Helmet Mounted System (HMS) and short range air-to-air missiles.

Typhoon taxing at Butterworth, Malaysia

Participating in the FPDA exercise provided Typhoon personnel with valuable expeditionary training in a tropical environment and a fantastic opportunity to show the superiority of the Typhoon against a range of fighter types deployed for the exercise. Typhoon proved to be the real winner in the exercise despite aircraft performance being reduced for security purposes. The squadron pilots were full of praise for the new capability and "at no time did a Typhoon pilot feel threatened". Typhoons were always on top in air combat. HUD weapon solution was actioned quickly (even from a disadvantaged position) against the underpowered Australian F-18s, the endurance limited Malaysian MiG-29 and the aggressively flown F-16. A little more work was needed against the Singaporean F-15E.

EXERCISE

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hours. Moreover, the squadron delivered 100% of the sorties it planned during the exercise itself. The overall performance of the four RAF Tranche 2 aircraft (three single seat and one twin seat) deployed from Leuchars half way around the world with limited spares and support was almost faultless and much better than anybody had anticipated. There were no significant problems with the aircraft with 100% exercise sorties flown and no issues were attributed to the extreme

humidity and local environment. The twin seat aircraft was used for passenger flying during the exercise period. The aircraft deployed with a small logistics footprint and supported the exercise requirements adequately. Two single seat aircraft remained in Malaysia for the Langkawi Airshow at the beginning of December.

RAF Typhoons air-to-air refuelling from a VC.10 with Australian F-18s

This was also the first RAF operational deployment with the Helmet Mounted Symbology System (HMSS) which was considered a significant capability enhancement and proved reliable throughout. RMAF pilots were "blown away" by airframe performance and a notable comment from the Australian exchange pilot on 6 Squadron was that he would rather go to war in Typhoon than in an F-18! 6 Sqn successfully completed more than 70 sorties during the detachment totalling 164 flying

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A Eurofighter Typhoon of Jagdgeschwader JG74 with special colours for the 50th anniversary of the Wing, takes off from Neuburg Air Base in Bavaria. Picture by: Dr. Andreas Zeitler

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DEVELOPMENT

STEALTH DESIGNS IS IT REALLY A HISTORY OF BY ORESTE FABBRO If one had to draw a balance sheet on the overall effectiveness and success of stealthy aircraft designs in the real world, one might conclude that the great expectations surrounding those machines have been exaggerated and that there exists serious concerns about the true value for money of such solutions.

he B-2 bomber was designed to penetrate deep into the Soviet Union, but since 1990 has been an aircraft looking for a mission and so far has not found anything really worthy of its supposed capabilities. It has been used in some air campaigns against poorly equipped opponents, but had to fly all the way from Kansas City to Belgrade and Baghdad, because its mission preparation can be accomplished safely only from its home base and a couple of islands in the middle of nowhere. Not exactly a flexible option! And its employment was anyhow akin to using a big hammer to crack an egg shell. It can be done, but there are smarter ways. The aircraft proved so expensive to buy, and even more to operate, that the original procurement was drastically reduced from 135 to 21. Quite a sizable haircut and almost an admission of failure. The F-117 was the world’s first operational stealthy combat aircraft and was employed alongside the B-2 both in the Iraq and Serbian air campaigns. It participated in the opening phases of the conflict, in the so-called “first day of war”, together with other assets such as cruise missiles, standoff jammers, commando attacks on radar networks and a panoply of ISR assets. And of The Northrop-Grumman B-2 bomber

course the rest of the tactical air force assets operating in parallel with the stealthy force, against their own target sets. The media and the PR machinery has obviously indulged on the super-natural qualities of the F-117, but the reality is different. These air campaigns have resulted in remarkably low aircraft losses simply because of the overwhelming superiority of the attacking side. One F-117 was shot down and another hit by the Serbian ground-based air defence. In both cases the stealthy plane was without standoff jamming cover. The F-117 was eventually retired from service because of obsolescence and no longer being operationally suitable. An interesting aspect in an air force that still flies fifty-year old B-52s, and forty-year old F-15s and F-16s. A design which placed all the emphasis on stealth and very little on the rest of the attributes needed to make a great fighter could not endure the test of time, in contrast to more conventional types. The F-22 Raptor, in analogy to its strategic companion the B-2, has been designed to achieve air dominance deep into hostile territory. Stealth with speed and maneuverability plus a superb sensors suite were the defining elements of the project. The initial

ambition of making the F-22 the backbone of the USAF tactical force with 750 aircraft at a flyaway price of $35 million was not achieved, as the aircraft development slipped and the costs rose dramatically. Procurement quantities were reduced to compensate for the increased unit price and the programme entered that dangerous and well-known vicious spiral which hit the B-2, the V-22 and killed the Comanche stealth helicopter. In the end, after intense Washington Beltway fightings, the USAF had to settle for about 185 aircraft, which cannot deliver the total operational capability required by their doctrinal force posture. In the meantime the procurement costs have increased at least five times over the initial figure and the operating costs of stealth have proven to be extremely high. Late, much over budget, decimated in procured numbers and with low mission availability due to heavy LO maintenance downtime, the F-22 programme has failed to deliver the Air Force what they needed. There is a gap of at least 150 aircraft to the USAF’s minimum stated requirement of about 330 F-22’s. The reason for such a shortfall boils down mainly to the huge cost to procure and operate the F-22. It is a great fighter, almost a silver bullet, but even the F-22 cannot be in two different places at the same time, reminding us of the old quote that “quantity has a quality of its own”! Given the end result, one cannot define the F-22 as a successful programme. Albeit less sensitive to deployments than the B-2,

The Northrop-Grumman X-47B UCAV, Unmanned Combat Air Vehicle is a proposed strike fighter for the US-Navy

DEVELOPMENT

SUCCESS? the Raptor rarely deploys because of its strict stealth maintenance requirements. It did not take part in the Libyan air campaign last year and has not yet seen combat operations. To complete this quick overview of the US stealthy combat aircraft designs, one should not forget the failure of the US Navy A-12 Avenger bomber. The airplane never went beyond the design stage, which was plagued, by among many other things, severe weight problems and was eventually terminated by the DoD. The deep survivable attack requirement will probably be fulfilled a few decades later by an X-47B UCAV derivative, as the current Super Hornet is neither deep nor survivable and the future F-35C is definitely lacking in range for the Chinese stress scenario. An interesting aspect of the A-12 cancellation story is the response of the US Navy towards the true value of stealth in real world operations. Having had a glimpse into the procurement and operating costs of the stealthy A-12, they probably realised that in terms of cost effectiveness, stealth was still far away from delivering what was required and that the survivability equation could be solved through a more balanced approach. So on one side there is the USAF, stating that without stealth there is no survivability and on the other one the Navy, renouncing unaffordable stealth designs and remaining quite relaxed in launching, as a viable alternative to stealth, the development of their legacy Hornet into the Super Hornet. And if that is not enough food for thought,

Three way view of the Lampyridae, the German secret stealth project of the 1980s.

the USN seems quite comfortable to order additional Super Hornets to cover the continuous slippages in the JSF programme, reducing further their real commitment to the JSF. Especially if the X-47B project moves briskly and starts showing some real progress. Whoever categorically states that stealth was and is the only way to survive should take into account the different approaches taken by the two US Services and should learn that there is more than one way to skin a cat. More food for thought… There is no better way to wrap up this

The Lockheed F-117 has already been retired in 2008 Picture by: Staff Sgt. Aaron D. Allmon II, USAF

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section than by quoting the Air Force Chief of Staff Gen. Norton Schwartz at a recent symposium: “We are going to make our best effort to not over-design the aircraft,” he stated. “We are intent on ordering a capability that is not extravagant.” He was talking about the Long Range Strike-Bomber (LRS-B) programme and it was clear to everybody that the words “overdesign” and “extravagant capabilities” were referring to the USAF’s very expensive experience with previous stealth designs.

Only 189 F-22s were produced at an enormous cost to US tax payers

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AVOIDING OVER-DESIGN AND EXTRAVAGANT CAPABILITIES One should not go so far as stating that this was exactly the mantra and the cardinal rules prevailing in the design team assembled to create the new multirole fighter for the Air Forces of Germany, Italy, Spain and the UK a couple of decades ago. The fiscal situation of those countries was surely better than at present, the threat scenario right on their doorsteps was as menacing as it could possibly be, and therefore cutting corners in producing the next generation fighter was not one of the key design drivers. In the way it has, for example, been for the JSF, where the affordability criteria imposed a sort of common design for three very different operators (and CONOPS) and intervened quite heavily in defining the performance thresholds. The fact that the end product risks of being neither high performing nor affordable is another matter and will not be dealt with in this article. But one can certainly suggest that a fighter which delays detection in the limited frontal cone sector, but offers little capability once detected represents a poor starting base! If budgetary considerations did not artificially curtail those key performance parameters vital to deliver an outstanding fighter, it was nonetheless clear to the Typhoon design team and to the Air Staffs that chasing some requirements to the extreme would cause the aircraft to grow in size, weight and, as a direct consequence, in price. As a result, there was a great reluctance

DEVELOPMENT

to end up on the flat part of the cost-reward curve. The familiarity with the Law of Diminishing Returns—where one gets less and less output when adding successive doses of an input while holding other inputs fixed – avoided costly pushes in some critical areas such as low observability. The great Boeing 747 Chief Designer Joe Sutter captured the dilemma pretty well when he wrote: “Airplane design is the ultimate exercise in compromise. If you increase the fuel load for example, you need a stronger, roomier structure to house it, so airplane weight and drag go up. You also need more powerful engines to lift it all, which means higher fuel consumption. The design team’s job is therefore to define the optimal balance between these elements to yield the best results”. That is exactly where a very stringent stealth design requiring internal weapon carriage would inevitably lead: more volume needed in the fuselage, massive stiffening of the doors and bay structure to withstand opening at maximum speed and more structural weight. Extra volume to be found for extra fuel increases the size of the aircraft; considerable extra weight for the radar absorbent material and RCS-reducing devices; more thrust needed not only to lift it all up and cruise like an airliner, but to manoeuvre in supersonic combat. So even more fuel is required and the vicious spiral starts to hit. These considerations were examined in more detail in previous articles (see Issue 2/2010 and Issue 3/2010 of Eurofighter World). Suffice to say that the size and weight of a VLO fighter with the same kinematic performance, fuel fraction and weapon load characteristics of Typhoon would fit it in the heavy fighter league (20 ton) rather than the medium weight class (12 ton) and would increase its procurement cost considerably. The unaffordable price would cause a reduced procurement number, which in turn would increase its unit price and everybody knows how the story of the B-2 and F-22 has ended (not to mention the A-12 and Comanche expensive flops!). So a low number of combat assets unable to

satisfy the combat force structure envisioned by the USAF’s doctrine and is further reduced by the inherently lower mission availability of a 1980s stealth design. These are the over-design and extravagant capabilities - to borrow the recent expressions of the USAF Chief of Staff - that the Typhoon programme avoided when it consciously took the design decision to address the survivability issues with a balanced approach rather than opting for a costly VLO solution. Those critical design decisions were based on solid know-how foundations of stealth principles and practices. So many of the RCS reduction solutions scattered around the airframe embody those principles and mix them with other measures to increase the mission survivability of Typhoon - the key driver being how much RCS reduction is practical and compatible with the aim of not compromising the overall system’s operational capability and its affordability. Once that trade was completed to identify how much of the remaining signature can be compensated by electronic countermeasures, for example. And how much passive sensors operation in creative tactical formations and standoff jamming could further reduce the susceptibility and how standoff weapons could enable staying out of risk. It is from the combination of the above attributes with accurate mission planning and routing / re-routing, very low level all weather navigation or very high altitude / high speed operations (to exploit the “high-fast sanctuary”) that further gains in survivability can be achieved. Not to mention that a weapon system cannot be considered in isolation, but it is always part of a whole and that, if smartly integrated with other systems, its survivability should be enhanced further. Some observers believe that in the 1970s and 1980s the stealth technology was an exclusive preserve of the Americans and that the rest of the world was far behind. That is not exactly the true story, at least not for what regards Germany. From press articles from the mid-1990, when the German stealth fighter project Lampyridae was acknowledged, a compilation of quotes have been provided to give some perspective: “DASA has revealed details of a previously top-secret stealth aircraft research programme conducted in Germany during the 1980s. The programme, known as Lampyridae, or Medium Range Missile Fighter (MRMF), was run from 1981 to 1987 by what was then Messerschmitt-Bolkow-Blohm (MBB), under a contract from the German Air Force.

DEVELOPMENT

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LAMPYRIDAE: HISTORY OF A LESSER KNOWN PROJECT

The Lampyridae project was run in Germany from 1981 to 1987.

The work led to the eventual development of a three-quarter scale piloted wind tunnel model of a multi-faceted stealth fighter. Former project leader Dr. Gerhard Lobert claims that the design "very probably" had better radar characteristics than the Lockheed F-117 Nighthawk, despite the F-117 having more than twice the number of radar-scattering facets. In 1987, a year before the Reagan administration revealed the existence of the F-117A, a fact-finding group of US Air Force officers was taken to a closed-off section of MBB's plant at Ottobrunn in Bavaria and shown a three-quarter-scale wind-tunnel model of an aircraft that MBB had been developing since 1981

under the tightest security. According to highlevel Luftwaffe sources, the Americans were star tled by what they saw: a stealth aircraft, whose core design principle mirrored the technique employed on the then top secret F -117. Shortly after the visit of the USAF delegation to Ottobrunn, under a d i rective that has never been adequately explained, the German government cancelled Lampyridae, even though all tests showed that the design was highly effective”.

The whole point of this story is that the key decisions taken to shape the design of Typhoon seem to have withstood well the test of time and to have matched more appropriately the evolving threat scenarios of our epoch than the F-22 Raptor. The strategic choice of addressing the vulnerability issues with a balanced mix of measures rather than with the costly stealth route has also proven to be the more cost-effective option. The Typhoon design conserves, still intact, its full growth potential to cope with an uncertain future, as no major modifications to its basic characteristics and architecture has yet taken place. High on the priority list is the latest generation AESA radar antenna mounted on a moveable re-positioner for a best-in-class scan volume. Closely matched to the sensors step improvement is the integration of a new class of long range air-to-air missile with a greatly expanded No Escape Zone. These two high quality enhancements will further close the capability gap with the F-22 and bring Typhoon to the pinnacle of the air dominance fighters. Expansion in the surface attack role started a few years ago and was demonstrated in combat last year. It is now a matter of customer interest on how fast the progress in achieving full multirole capability will turn out to be. Typhoon had a slow start, with many obstacles across its route and many geo-political changes to challenge its suitability in the new world order. It is now embarking into a new phase of growth which will keep it ahead of the game for decades. As the Leitmotiv goes: “The best is yet to come”!

Tests and studies on what has been called Lampyridae (Firefly) started in secrecy in the early 1980s at German aerospace company Messerschmitt-Bölkow-Blohm (MBB), now part of EADS. The designs were very promising, so promising in fact, that MBB was convinced it was poised to receive an order from Bonn to develop Lampyridae into the world's first air-to-air stealth interceptor. When the Lampyridae's existence was finally acknowledged in 1995, a number of German engineers who had worked on the programme began making allegations that the cancellation order had been issued as a direct result of US pressure on the German government to drop the programme. The implication being that the USA was determined to keep the breakthrough science of stealth in US hands. Senior engineers that worked on the programme at that time said about the Lampyridae saga: "Everyone makes a secret of it, but Maxwell's equations have been around for more than a hundred years". The equations of the 19th century physicist James Clerk Maxwell, whose computations on the transmission, absorption and reflection properties of electromagnetic waves are the underpinnings of radar development - and of stealth. It was this same analytical process that led to the development of the F-117A in the USA, demonstrating that the parallel appearance of Lampyridae in Germany was not as coincidental as the US fact-finding mission supposed. "The principles are well known through Maxwell, it's the fine-tuning of those principles that is sensitive" – said an engineer from the programme - "what makes me confident is that in Germany we have had a quarter century of permanent research into stealth." The point is, stealth outside the USA is a reality - and has been for at least 25 years. In Germany, stealth activity continued after the cancellation of the Lampyridae. In the mid-1990s, DaimlerChrysler Aerospace (DASA), MBB's successor company, commenced work on a new stealth programme called the Technology Demonstrator for Enhancement and Future Systems (TDEFS). The TDEFS was proposed as a European stealth technology demonstrator with both manned and unmanned variants. Like Lampyridae, TDEFS was ready for development, but the programme collapsed due to a lack of money and interest from Europe's other main combat aircraft companies, which were engaged in their own stealth activities.

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PROGRAMME

TYPHOON’S

DYNAMIC DUO

RENOWNED TYPHOON TEST PILOTS LAURIE HILDITCH AND CRAIG PENRICE SPEAK TO US ABOUT THEIR EXPERIENCE WITH THE MOST ADVANCED NEW GENERATION FIGHTER AND ABOUT THEIR CURRENT ROLES ON THE TYPHOON PROGRAMME.

atman and Robin they are not, but former RAF Chief Test Pilot Group Captain (Retd) Laurie Hilditch and the first RAF pilot ever to fly the Typhoon, Squadron Leader (Retd) Craig Penrice are crusaders in their own right, now to be found working at the frontline of the Eurofighter programme ensuring today’s pilots get the best possible aircraft to fly in.

Gp. Cpt. Hilditch BSc FRAeS RAF, is a former RAF commander and Chief Test Pilot at MoD Boscombe Down, wit h over 4000 flying hours and some 80 aircraft types under his belt and a wealth of experience to his name. Laurie was first posted to 29 Sqn at RAF Coningsby in 1979 to fly the F-4 Phantom in an Air Defence role. After training as a Qualified Weapons Instructor in 1981, Laurie completed tours on 29 Sqn, No 228 Phantom Conversion Unit, the Strike Command Air-Air Missile Establishment and No 56 Sqn. With a view to the then under development Eurofighter programme, Laurie was chosen to undergo test pilot training in 1991 with the US Navy Test Pilot School at NAS Patuxent River, Maryland and returned to the UK and served as the MOD Eurofighter Project Pilot with Fixed Wing Test Squadron at MOD Boscombe Down until 1995, with involvement in a range of activities from Cockpit design, aircrew equipment development, flight control law assessment and operational analysis with man-in-the loop simulation. Following Advanced Staff training at the Joint Services Defence College, Laurie commanded the Empire Test Pilots’ School until 1998, when he was ‘re-cycled’ back to the Eurofighter Project to serve as the

PROGRAMME

Operational Factors, Flight Test and Qualification/Certification Section Leader in NETMA from 1998 to 2001. He returned to Boscombe Down as the Chief Test Pilot taking up that appointment in Dec 2001. On request of Eurofighter GMbH, Laurie was seconded to EF GmbH as industry re-organised to improve Flight Test performance and programme adherence. He retired from the RAF in 2005, remaining at Eurofighter GmbH, initially as Head of Test and Evaluation and then adding responsibilities for Future Requirements Capture in 2009.

Sqn. Ldr. Penrice BSc (Hons) MRAeS RAF, joined the Royal Air Force in 1980 after a degree in Civil Engineering from Strathclyde University. Following pilot training he was posted to fly the Lightning fighter in the UK Air Defence role. During his time on the Lightning, Craig was severely injured following a high speed ejection as a result of a flight control runaway. After his return to flying he was posted to instruction duties on the Hawk in the Tactical Weapons training role. His next tour of duty combined his fighter experience with his instructional experience when he was posted onto exchange duties with the USAF f lying the F-15 Eagle at Tyndall AFB, Florida. A brief return to the Hawk preceded his selection for Test Pilot school which took him back across the Atlantic once again to the US Navy Test Pilot School at Patuxent River, Maryland. Following completion of the course in 1995, Craig began his long association with the Typhoon. Initially as a military test pilot then latterly as a BAE Systems test pilot, Craig has been involved with the program from its early development flying. Another ejection in 2003 on a privately owned Hunter put an end to Craig’s fast jet flying although he still enjoys aerobatics in his Yak-50. After a secondment to work on F-35 cockpit design, Craig’s involvement with Typhoon continues today where the longevity of his experience is of huge benefit to the continuation of this highly complex and successful project. His Typhoon highlights include: firing the first guided AMRAAM, being shot at (literally) during Missile Approach Warner testing, being involved in the Carefree Handling trials from their inception, and leading the first ever Typhoon 4-ship at Farnborough in 2002.

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Both Penrice and Hilditch are two of the most experienced Typhoon pilots with an extensive knowledge of the system. We took the chance to catch up with Laurie to ask him a few questions: Can you describe your current role within the Eurofighter programme and explain your main responsibilities? Hilditch: I continue to be responsible for the creation and conduct of the overall Typhoon flight test programme to ensure that the aircraft as a weapon system is thoroughly tested and provides the customers with an effective and safe capability. This is a great role for me as, although my cockpit days are over, I feel I am still close to Typhoon . I try to be the link between the engineer and his creation on the rig and the test pilots who provide regular feedback on the aircraft in the air. The exciting development in my responsibilities over the last couple of years has taken me back to my roots as an operational and test pilot, where I take the customers wishes and use my experience of the design to capture detailed requirements such that the design can be realised more accurately and quickly.

What would you say are the main challenges you face in your current role? Hilditch: In the flight test environment, the main challenge is to meet the tight deadlines of the Programme Managers, fitting in flight test campaigns between avionic development cycles. Finding the problems and test fixes, whilst dealing with the vagaries of weather, development equipment serviceability and late surfacing problems that need to be fixed are all daily tasks. A flight test programme is not an airline schedule! Requirement capture has its own unique challenges: many capabilities look simple when stated at the highest level but may require many pages of detailed definition to cover exactly how the pilot will interact with the weapon system, how the displays will look and what the design drivers are (as cost is always a factor)

In contrast, what are the highlights of the work you are now doing? Hilditch: Without question it is the requirements capture for future capabilities, and in particular the E-Scan radar and Meteor missile integration. E-Scan especially is an exciting development as it opens up a whole new set of capabilities for the Typhoon as it moves into its second decade of operation. Typhoon’s E-Scan design includes a unique functionality to Typhoon where the AESA scanner can be moved to allow radar operation over a much increased azimuth and elevation coverage than that achieved by current E-Scan radars.

What do you think the future for Typhoon looks like? Hilditch: Historically, great multi role aircraft come from a pedigree air to air fighter. The qualities that make such a fighter e.g. power, agility, the ability to dominate the airspace and no-compromise performance provide the foundation for the addition of other roles while still maintaining core capabilities. I see this as the way forward for Typhoon, where with improvements in the radar with E-Scan, and more intelligent weapons and network centric operations built in, this is an aircraft that I would be proud to have given 15+ years of my working life to!

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EUROJET

EUROJET’s EJ200 – BENCHMARK FOR TECHNOLOGY AND IN-SERVICE SUPPORT With more than 280,000 engine flying hours of in-service operation, EUROJET is proud of its “best in class” EJ200 engine which powers the Eurofighter Typhoon. The EJ200 engine has, without exception, continued to deliver high levels of engine availability and performance during peacekeeping and, as more recently demonstrated, during deployed operations. Interestingly, this level of achievement is not solely the result of the EJ200 engine being a highly developed high technology product; of equal importance is its in-service support solution. From its vast experience gained by working with operators from around the world, EUROJET and its Partner Companies know only too well that an optimised support solution needs to go beyond just ensuring engine availability. Modern optimised solutions need also to consider the continued challenge of shrinking operational budgets whilst also paying due regard to ensuring national security and independence (Figure 1).

Figure 1: Optimised In-Service Support Solution

operator to ‘self-maintain’ the product. Additionally, this approach was heavily reliant on the maintenance of established supply chains to ensure continued national security and independence. An undesirable consequence of this approach is that large levels of inventory must be retained by each of the operators, which in turn drives high levels of cost. Since the mid 1980’s there has been a steady decline in European defence budgets (Figure 2). Significantly, the initial decline coincides with the EJ200 requirements definition phase. This may explain why the EJ200 engine design is focused on ensuring low operational costs, e.g.

EUROJET’S INNOVATIVE PRODUCT, PROCESSES & TOOLS The starting point for an optimised in-service support solution is the product itself. Given that the main drivers for engine availability (Fig. 3) are reliability and maintainability, EUROJET has addressed these issues through the very design of the EJ200, in particular by making use of extended component life and a complete modular engine construction with a corresponding low number of parts. Thus reliability and maintainability are inherent within the engine design and are attributes for which the EJ200 engine is renowned. Having a capable product is an

Figure 2: Defence Spending [Source: The UK Defence Analytical Services & Advice (DASA, 2009)]

Optimised In-Service Support Solution

National Security / Independence Engine Availability

Operational Budget

THE TRADITIONAL APPROACH TO IN-SERVICE SUPPORT On earlier generation engine programmes a far more simplistic approach was taken to in-service support compared with that which is offered for today’s operators of the EJ200. In the past, the basic requirement for an engine supplier was to ensure that adequate materials (training, tools, spares or repair schemes & technical publications) were available. This allowed the

high meantime between overhaul, quick engine turnaround time on and off wing and Engine Health Monitoring (EHM) technology which provides an advanced component lifing capability. This decline in available budgets has challenged industry to reconsider its approach to supporting products in-service. EUROJET has embraced this challenge through defining an innovative product with world-leading technology right down to the processes and systems which support it.

essential foundation for the development of innovative processes and tools. Throughout the course of the engine programme, EUROJET has taken a pragmatic yet lean approach to the development of specialist tooling and supporting systems. The result is a product which requires minimal specialist tooling and at the same time is supported by world class EUROJET proprietary Maintenance Repair and Overhaul (MRO) software systems. These systems are able to manage the full

EUROJET Figure 3: In-Service Support – Product Attributes and Data Management

spectrum of in-service data ranging from in-flight usage through to engine configuration and beyond. An example of such a system is the EUROJET Propulsion Support System (PSS). This enables smart management of EJ200 electronic engine log book data which includes uploaded data from the on-board engine health monitoring system via the Ground Support Station (GSS). By design the EJ200 engine is highly repairable, i.e. it enables components to be repaired instead of being discarded and replaced with new. The ability to offer the operator an engine repair capability not only makes good economic sense but, significantly, enables national autonomy; the nation is no longer reliant on an external source for maintenance to be carried out. Owing to the strong attributes of the EJ200 engine, alongside the innovative MRO systems which have been developed, EUROJET has the capability to individually tailor in-service support solutions to address operator specific requirements.

IN-SERVICE SUPPORT SOLUTIONS FOR TODAY AND THE FUTURE In the experience of EUROJET, when it comes to in-service support, each operator has a unique set of detailed requirements. This variance is thought to be due to diverse local factors, such as employment and funding streams, but also practicalities such as f leet size and in-country infrastructure. The result of differing operator requirements is that the distribution of responsibility for maintenance activities (industry verses operators) is affected (Figure 4). Despite these variances today the general trend (in contrast with the traditional model) is towards industry carrying out the majority of ‘off A/C’ maintenance activities whilst the operators retain ‘on A/C’ maintenance. This trend is significant to both industry and operators as it is now common practice for industrial Figure 5: Operations Centre – Rolls-Royce, Bristol

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Figure 4: In-Service Maintenance Concepts

personnel to work alongside military personnel on base or in some cases during deployment. To further consolidate this bridge between industry and operators within the EUROJET consortium ‘Operational Centres’ have been established where required. Operational Centres act as a hub for industry to manage in-service operational requirements (Figure 5). In parallel to a shift in maintenance responsibilities, a growing number of operators are also working closely with EUROJET to adopt innovative ways to ensure continued engine operations, namely Performance-based Logistics (PbL). PbL is a strategy for in-service support which instead of contracting for goods and services, identifies performance metrics (e.g. engine availability) against which the in-service support solution is measured. Using these metrics industry and operators alike are incentivised to ensure that in-service support solutions are optimised for system readiness, integrated and affordable.

Of course it goes without saying that whilst considering the various in-service support solutions of today, future cost ef fectiveness is always a baseline requirement.

EUROJET’S KEY TO IN-SERVICE SUCCESS EUROJET and its Partner Companies have a growing mass of information and experience gained from the various operators of its EJ200 engine. The design of the EJ200 engine has the ideal attributes from which an optimised in-service support solution can be executed. To support its world class engine in-service, EUROJET has developed exceptional proprietary Maintenance Repair and Overhaul (MRO) software systems which provide smart data management. EUROJET’s innovative product, tools and processes offer flexibility in the type of solutions specified. This allows a tailored approach to defining in-service solutions which is offered to each of its growing number of operators.

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SUPPLIERS

THE PRAETORIAN: WORLD CLASS DEFENCE TODAY LIKE… CENTURIES AGO By EuroDASS

t was in 27 BC when Emperor Augustus established the Praetorian Guard, a military corps that had sole access to be encamped within Rome’s boundaries. During the period of the Roman Empire, the Praetorians constituted the guard of honour and the elite fighting unit at the service of the imperial institution. Its ranks consisted of carefully select soldiers coming from the legions. Many centuries have passed since then, the threats have evolved and become completely different in nature, but just as then, today a highly skilled team engaged in world defence issues still exists. This ‘modern corp’ combines the competence and the expertise of four renowned European firms (SELEX Galileo UK, Elettronica, Cassidian, Indra), each one a leader in its own field, that have put their know-how together to give life to a unique product whose role, just as for the Praetorians, is to provide reliable defensive assets against the most modern threats. This introduces why the name Praetorian has been selected, in honour of those brave warriors who have passed on into history and mostly to underline the high value of excellence that these four firms have created. The Praetorian is part of Eurofighter’s Defensive Aid Sub-System (DASS) providing threat assessment, aircraft protection and support measures in extremely hostile and severe environments. The system is based on integrated ESM-ECM equipment against RF emitters and an active Missile Approach Warner (MAW) system against missile threats. The passive ESM provides fully spherical coverage, with effective threat identification in extremely high-density environments. The ESM assesses potential threats and then provides appropriate information to the ECM and other aircraft systems to facilitate the automatic initiation of active countermeasures. Special facilities have been incorporated within the ESM receivers to enable effective handling of

simultaneous signals, ensuring that the ESM works effectively in environments with extremely high pulse density. The key elements in the ESM system will provide a pilot with reliable Situation Awareness in any scenario. The ECM produces radio frequency transmissions to defeat the threats by creating masking, deception or confusion in the hostile radars. In order to be effective against any radar threats that Typhoon may face, the ECM is equipped with a rich variety of alternative ‘Jamming’ techniques.

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Front laser warner Front missile warner Flare dispenser Chaff dispenser Wing tip ESM/ECM pods Rear laser warner Rear missile warner Towed decoy

The choice of technique is made in conjunction with the aircraft's Defensive Aids Computer and it is based upon a list of appropriate counter measures integrated by a sophisticated Mission Data set, together with a real time mapping of the system’s resources that are already being employed to jam higher priority threats. The ECM equipment provides both on-board transmission through solid state receiving/transmitting modules and phased array antennas and off-board transmission through advanced supersonic towed decoys based on TWT technology. The MAW gives optimum warning approach time for effective countermeasure deployment, against current and projected future missile threats. The MAW is operational over all aircraft sectors in any environmental conditions providing effective protection against false alarms through the application of cluttering rejection techniques. The EuroDass Technical Director Alessandro Ercolani stated: “The technology is a winning factor in the Praetorian. Elements such as Towed Decoys, System Software, Digital Radio Frequency Memory, Solid State Transmitter and Phased Array Antennas make the product competitive and adequate to produce a cost effective capability for any global Air Force.” In the recent Libya operations the DASS worked perfectly. The pilots faced many challenges during the missions, as NATO forces worked to combat the aggressive actions of Libyan forces. Without being able to go into details as to how these attacks were addressed, Wg. Cdr. Attridge, from XI Squadron, deployed on operations in March 2011, did say: “The Defensive Aids Sub-System on the Typhoon is world-class. Our pilots staked their lives on it every day, with no hesitation”. Centuries ago there were Praetorians to defend us… today there is ‘The Praetorian’.

COMPETITION

EUROFIGHTER AMATEUR PHOTO COMPETITION

2012

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LAUNCHED

WINNER TO BE ANNOUNCED DURING ILA BERLIN AIR SHOW 2012.

ollowing the success of last year’s competition, Eurofighter PR and Communications proudly launched the 2012 edition of the popular Eurofighter Typhoon Amateur Photography Competition in March which runs until the 31st August 2012. A stunning atmospheric photograph taken by Ian Ramsbottom was the clear winner in the 2011 competition and was used on the front cover of the 2012 Eurofighter calendar. His impressive photo of an RAF 17 Sqn Typhoon low level flying was taken in the Mach Loop valleys in Wales, UK. The calendar has been released internationally and received incredible feedback, proving that you don’t have to be a professional photographer to take professional images of Typhoon. Lead judge Geoffrey Lee of Plane Focus said of the competition: “This is a perfect platform to prove that amateur photography can indeed be extraordinary”. This year’s winner will be announced during ILA, Berlin Air Show in September 2012. The judging panel, which will include last year’s winner Ian, will meet at the show to choose the winning photograph. The full panel for the competition will be: Geoffrey Lee from Planefocus Ltd – Eurofighter’s leading Typhoon photographer; Andreas Westphal – Managing Director of images.art.design. Werbeagentur GmbH; the Head of PR and Communications for Eurofighter GmbH and Ian Ramsbottom – amateur aviation photographer and winner of the 2011 competition. Original images of Typhoon will be ac-

cepted from any amateur photographer in accordance with the terms and conditions provided below. If you would like to submit your fantastic picture, please send all entries either via email to communications@eurofighter.com or in the post to: Eurofighter Communications, Am Söldnermoos 17, 85399 Hallbergmoos, Germany. We look forward to another fantastic year for aviation photography.

TERMS AND CONDITIONS  The 2012 Eurof ighter Typhoon Amateur Photography Competition will run from the 9th March 2012 to the 31st August 2012.  The winner must be an amateur photographer which by definition means: “A person who engages in photography as a pastime rather than as a profession”.

 The competition entry is limited to one photograph of Eurofighter Typhoon per person, the image size should be around 30x40 cm and must be at a minimum 300dpi in quality.  The winner will have their image featured in the 2013 Eurofighter Calendar, will receive a 1:48 Lupa Typhoon model and will be invited to sit on the 2013 judging panel.

 In addition, the top three photographs will be published in Eurofighter World magazine, on the www.eurofighter.com website and will all receive a 2013 calendar.  The ‘Panel’s Choice’ prize will again be awarded to the best young Typhoon photographer for entries from those under the age of 16.

www.eurofighter.com

Benchmarking Excellence Typhoon: the worldâ&#x20AC;&#x2122;s most advanced new generation multi-role combat aircraft. Representing the combined strengths of Europeâ&#x20AC;&#x2122;s leading aerospace and defence companies, the Typhoon provides engineering and industrial benefits for all customer nations. Designed with an established technology insertion programme, Eurofighter Typhoon is an open platform offering industrial partnership, shared development and affordable logistics solutions.

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