How's classified is this Eurofighter ?

[Eddie]

That’s more or less what i wrote above.

 

 

Yep, we posted at the same time... ;)

[Kev2go]

semantics?

Edited March 31, 2020 by Kev2go

[Wizard_03]

Yep, supposedly the only NATO fighter able to hold its own against the F-22 post merge. (Although the Rafale has managed to beat it too)

 

Pilot on aircrew interview said it can sustain 9Gs without loosing speed or energy. And the one on fighter pilot podcast claims it can accelerate to Mach 1 from 200 knots in less then 5 seconds down low.

[VirusAM]

How's classified is this Eurofighter ?

 

Restricted is just an English generic term for non public data...that could refer nation secrets or private company confidential data.

But i repeat NATO restricted is a proper classification and it is the first level above unclass.

Now of course there is no commercial license that will allow the building company of an aircraft (which has access to classified data and the clearence to handle it) to give classified data to another company. But they are free to give under license their intellectual property, which is not (all) classified but for sure it is not in the public domain...

Thats what I intended

Edited March 31, 2020 by VirusAM

[Blaze1]

Restricted is a classification.....

In the nato world the only public information is the one released with this classification: “Nato unclassified releasable to public “

Also nato unclassified is not meant for the public, but it means that the operator can see/use the information on unclassified instruments (pc for example)

I agree. In terms of classification, NATO restricted is a level of classification (the minimum level barely above unclassified). In terms of security they are also similar, i.e I don't believe a security clearance is necessary to access NATO restricted data. When comparing data e.g aircraft technical data, NATO restricted is the equivalent of US unclassified, distribution statement B through E, export controlled information.

 

Also to clarify 'public information', this means available to the public through official sources. I very much doubt that a high fidelity, DCS aircraft model, of 4th gen+, in service aircraft could be developed with information accessible to the general public. I know of a case where an individual requested Typhoon checklists via FOI and much of that was redacted!

[VirusAM]

I agree. In terms of classification, NATO restricted is a level of classification (the minimum level barely above unclassified). In terms of security they are also similar, i.e I don't believe a security clearance is necessary to access NATO restricted data. When comparing data e.g aircraft technical data, NATO restricted is the equivalent of US unclassified, distribution statement B through E, export controlled information.

 

 

 

Also to clarify 'public information', this means available to the public through official sources. I very much doubt that a high fidelity, DCS aircraft model, of 4th gen+, in service aircraft could be developed with information accessible to the general public. I know of a case where an individual requested Typhoon checklists via FOI and much of that was redacted!

 

 

 

Well probably that depends from every country law....

In my country non classificato controllato ( controlled unclass) is the equivalent of nato unclassified while riservato (reserved) is the same level as nato restricted.

Military do not need clearance to access restricted data as it is implicit in their military status, while to access to higher levels they need a specific clearance for that level.

But civilian people needs the clearance to access the restricted data (we have also clearances for industries and civilians with equivalent levels). So it is not the same

[Hummingbird]

I just hope they can get their hands on the EM diagrams for this bird so that we get realistic performance out of it.

[Southernbear]

Yep, supposedly the only NATO fighter able to hold its own against the F-22 post merge. (Although the Rafale has managed to beat it too)

 

See I used to believe things like that but when talking to someone who does C-130 maintenance and readying for "special operations" which can include training exercises hes come across F-22 pilots and talk to them before. According to them the F-22s are limited to a third of their true performance. Some limits are to be expected but a whole 2 thirds?. Yeah in the realms of classified information and word of mouth and hear say you can never really be too sure.

 

I mean at the same time pilots are the same group I heard from that the AIM-132 ASRAAM's true range is closer to 50km and is actually "much better" then the AIM-9X and is undercut a lot more for it's range number then the AIM-9X for public values (shit you find on Wikipedia ect) and which British exercises were able to down AWACS planes before being shot down by the US defenders (the British goal of the mission) but I'm even dubious on that as people have said the ASRAAM simply doesn't have the fuel or aerodynamics to go that far ballistic wise let alone guide to a target

 

So you never truly know and aside from Typhoon pilots I doubt anyone else who plays DCS would be able to tell if its even close to correct or not. As long as its fun, comes with features on time and is relatively game breaking bug free...thats all I'm hoping for.

[MKev]

Development process of study level aircraft

 

[uPDATED] Hello Guys.

 

I studied and informed myself a lot about the process of getting an aircraft into a sim, and what kind of information is needed to reach high fidelity or better: "Study Level" in developing a Sim. A while back in my efforts to understand more about the process behind such an endeavor of creating an study level sim for a platform, I had a chance to speak with an employee of a 3rd Party developer for X-Plane 11 and FSX and their efforts for an awesome study level A320, including the negotiations that they needed with Airbus in order to get things rolling. It made me even more curious and I started digging for knowledge. The transparent talks in forums regarding development on BMS was a help too. But I still don’t grasp all aspects of such a development effort and all my respects go to our developers that try to achieve their goals while they fight every obstacle on their way to fulfill our wishes and dreams.

 

Let me try to explain in detail, what kind of work might happen behind the curtain. ED or TrueGrit may correct me or add information if I say something wrong.

 

DCS has remarkably high standards and those standards must be achieved from its in house as well as 3rd party developers. They can only achieve this high level if they have enough information for the project. This information is obtained by negotiation with officials like the US Airforce or the company that has built the aircraft. Because of that high standard we don’t have any good 4th generation Russian or Soviet Jet in DCS, because the Russian Federation is very restricted, and the info of restriction is above that classified too. :D So to speak. It’s even hard to get enough public information.

 

Remark: Eagle Dynamics does not release or change weapons or modules for balancing purposes. The CEO made that clear in an interview. That’s why the performance of an AMRAAM is made as authentic as possible and will not be changed, just because some kids complain about it.

 

 

So, let's call the DCS level of fidelity by its name: "Study Level".

 

What is Study Level?

 

 

Study Level is the level of fidelity everyone should expect when he talks about a Simulator Platform that simulates one or several airplanes based on their real-life counterparts. That means, that a real Pilot who uses this simulation should be able to recognize every aspect of the airplane, the handling of the board computer, radar, instruments and displays e.g. MFDs. These Displays should work like in real life, if the Pilot that uses this simulation wants to reach a specific menu, he should be able to reach the menu the same way as he recalls from memory. In other words, how he has learned it in his classified or restricted handbooks or manuals of his aircraft that he serves on. Developers tend to invite or include these Pilots, Crewman or Engineers into their development process. This people are known as subject matter experts.

 

The quality of development can differ based on hands on tests, records, and subject matter experts.

Like Heatblur explained in their presentation of the F-14 Tomcat. "hand crafted, down to the last nut, rivet and bolt". To have such access, you need the trust of the officials, and you need to sign papers like an NDA for example. The Information needed by developers is mostly not that complex. That means they do not need to know how the wiring is made behind a Radar or MFD display. But they need to know what is displayed. How many Targets can be attacked and how is the maximum radar range. In cases of sensitive data, like radar range or how many tangos can be engaged at the same time, we have several possibilities:

 

- 1: The Aircraft in development is out of service and sharing sensitive information is not that problematic. (probably how Heatblur had gained info on their F-14 and Viggen)

 

- 2: The Aircraft is still in Service, but the company or agency can share the information under NDA. For a specific block or timeframe for example. (probably how ED had gained information for the F/A-18 and F-16C)

// Same goes for A-10C that will receive an upgrade now, because ED seemingly has gained the information clearance to develop newer systems into the A-10C. I remember that ED had requested help from subject matter experts in the community, to get information on a panel in the F-16. We have good informed people in our community and they tend to help if you ask kindly.

 

Besides that: If I recall correctly, the CEO of Eagle Dynamics or another developer explained in one of their recent interviews, that they work together with us military and that the military is using DCS. There has been two Interviews recently, one with the CEO and one with another developer. I don’t remember in which of these interviews they gave this information.

 

- 3: The Aircraft is new/young and has state of the art technology. In that case you either get inaccurate information or you are not allowed to display a specific technology no matter the detail under any license or NDA agreement given.

// That was the case with the last development attempt we had on the Eurofighter. The case with that “Typhoon Helmet” (Striker II) from BAE Systems and its capabilities if I recall right. https://www.baesystems.com/en/product/typhoon-helmet

 

Conclusion:

Guessing is not recommended for developing a study level simulation module for DCS.

Information from “subject matter experts”, provided data by officials and/or companies behind the aircraft and licenses/agreements with those are needed. And of course, a good amount of crazy and talented developers behind the project. :thumbup:

 

 

Hi guys!

...

Frequently asked Questions

...

What Tranche/Nationality can we expect?

We are in constant communication with the “NETMA” and our licensor “Eurofighter Jagdflugzeug GmbH” in order to bring you the most current version of the Eurofighter possible, without violating classified information. I know a lot of you are eager to get information on the version we are bringing to DCS. I am sorry, that at this stage we won't be able to answer any questions concerning the tranche, software or block. Rest assured that once we can say more, we will!

...

Where do you get the data necessary for programming the Eurofighter Typhoon?

We made a huge effort over the past year, to gather all publicly available data and will continue to do so until we are satisfied with the final result.

...

Dash

 

If I understand this quote right, TrueGrit has only access to public information. I love the Eurofighter; I follow its development since childhood, and I look forward to its DCS counterpart since it was first announced for DCS years back by another 3rd Party developer. But I am careful now with my hopes for this module. I recently watched an official Video from the Luftwaffe about a Eurofighter training together with Tornados in Nevada. In that Video they explained that the Eurofighter has gained ground attack capability clearance at the end of 2017. Because of that, they made sorties in Nevada and trained GBU delivery. I have hopes but I don’t believe that the TrueGrit developer Team gets access to documentation or the clearance to deliver us a Eurofighter module with the systems and tech from 2017/18. Please TrueGrit proof me wrong! I don’t need an impotent Eurofighter that is only capable of Air to Air combat. The Eurofighter is developed to become a true multi-role-fighter-aircraft with best dogfight and air superiority abilities. A true modern 5th generation beast.

 

Just to get things right and explain the significance of this Jet compared to others in the world:

The Eurofighter is the European answer to the F-22 Raptor and competitor to the Suchoi Su-57, Su-35, Su-34, MiG-35 and MiG-29. MiG-29 was introduced as counterpart to the F-16.

I claim the Eurofighter eats them all for breakfast and fights with the F-22 and the Su-57 until the next dawn.

 

 

 

 

 

 

UPDATE

I just found out who is behind the TrueGrit team. A very talented team of people gathered behind former Pilot, Flight- and Weapons instructor of the Eurofighter Typhoon "Gero Finke" and develops the Eurofighter.

There is a German Interview with Gero Finke about TrueGrit and the development of the most modern Aircraft in DCS with some outstanding screenshot that some of you might have seen already.

I dont know if this Interview was published already here in the Forum. Nevertheless I am working on a Translation already and will provide it soon.

After getting all the information about TrueGrit and Gero Finke from the interview, my hopes for a well developed Eurofighter DCS Module are very High now. Can't wait to see the result.

 

You can find the Translated Interview here:

https://forums.eagle.ru/showthread.php?p=4467248#post4467248

 

 

 

 

 

Below is a Link to the direct timestamp of Heatblur explaining its development efforts on the F-14. For everyone who did not know it already, it’s a very good and impressing information.

 

 

 

 

 

I included some nice video information about the Eurofighter for you guys.

 

 

 

 

 

Capabilities in detail. The German EF has some differences compared to RAF.

 

 

 

 

Finally, an Information video about the Striker II Helmet by BAE systems also known as Typhoon Helmet mentioned above. There is a lot of information videos about this helmet in the web. This Helmet is part of the Eurofighter Typhoon weapons platform and due to modern datalink capabilities and AR tech you can see enemies behind clouds etc. Information from AWACS and other allied forces connected to the system can send in information through PIP (Picture in picture). With Meshes and AR projection you can see the ground terrain while looking at the floor of the aircraft. Also allied tanks are displayed and several allied assets. This is the most modern Pilot Helmet in the world.

 

 

 

 

Kind regards, MKev

Edited August 26, 2020 by MKev

[Southernbear]

[uPDATED]

 

Remark: Eagle Dynamics does not release or change weapons or modules for balancing purposes. The CEO made that clear in an interview. That’s why the performance of an AMRAAM is made as authentic as possible and will not be changed, just because some kids complain about it.

 

- 2: The Aircraft is still in Service, but the company or agency can share the information under NDA. For a specific block or timeframe for example. (probably how ED had gained information for the F/A-18 and F-16C)

// Same goes for A-10C that will receive an upgrade now, because ED seemingly has gained the information clearance to develop newer systems into the A-10C. I remember that ED had requested help from subject matter experts in the community, to get information on a panel in the F-16. We have good informed people in our community and they tend to help if you ask kindly.

 

The AMRAAM's 80s range was taken from a F-16 manual which apparently briefly mentioned a flight time of 80s.

 

As for the Hornet and Viper themselves, for what the companies are willing to give they also are willing to give false or under estimation numbers of it's actual capabilities depending on the system/weapon. This is what is believed to have shaped the F-16/18s Radar, systems and weapons. An example of such is when they used NASA data for the F-16's FLCS and G limiter which they are now correcting after being given the right information.

 

So to say guessing is not out of the question isn't entirely true as ED and other devs don't mind "guessing" or bending the truth or what we know of the truth to make all the puzzle bits fit together.

 

Other then that, great post I enjoyed reading it.

[QuiGon]

There is a German Interview with Gero Finke about TrueGrit and the development of the most modern Aircraft in DCS with some outstanding screenshot that some of you might have seen already.

There's also an english interview with him. Not sure if you've seen it:

 

 

Below is a Link to the direct timestamp of Heatblur explaining its development efforts on the F-14. For everyone who did not know it already, it’s a very good and impressing information.

That's a trailer... :music_whistling:

[MKev]

The AMRAAM's 80s range was taken from a F-16 manual which apparently briefly mentioned a flight time of 80s.

...

So to say guessing is not out of the question isn't entirely true as ED and other devs don't mind "guessing" or bending the truth or what we know of the truth to make all the puzzle bits fit together.

 

Other then that, great post I enjoyed reading it.

 

Thank you. I tried to explain that guessing out of the blue is no way for ED. Lets call it a studied guess based on information of subject matter experts or documentation. You will never get true capability numbers (e.g. Radar or missile range) from a Jet still in service. Thats coming over time with trust, research and agreements. Thats why Modules can improve over time or get upgrades. We are lucky that ED is doing so. There are devlopers out there that would not bother. I hope you understand what I try to say.

 

 

 

 

...

That's a trailer... :music_whistling:

 

Sure it is a Trailer. But in that Trailer is a introduction part where they explain the development process before explaining features like multicrew. Thats the interesting part I linked the Timestamp of. True, there is more behind ist. But I can not present several years of Forum posts and information on development from Heatblur.

 

 

About the Interview you provided. No I did not know it. I will check that out too. Thank you for that.

 

regards.

Edited August 26, 2020 by MKev

[F-2]

Quote

Flipad con el tocho, jaja  
Interesantísimo gran documento de 2006 que explica los principios de funcionamiento de la aviónica y sensores embarcados en general (radares radar, electroóptica IRST FLIR, buses de datos bus de datos, navegación, comunicaciones comms, IFF...) integración fusión de sensores manual libro PDF interesante grande completo. eurofighter typhoon tifón efa

Contiene mucha info de F-16, Hornet, F-22, F-35... pero me interesa especialmente todo lo que tiene sobre el Typhoon, parte de lo cual es nuevo y parte confirmación o resumen:

Sobre el IRST PIRATE

A state-of-the-art implementation of IRSTS is the passive infrared airborne tracking equipment (PIRATE) developed by the EUROFIRST consortium which will be fitted to the Eurofighter Typhoon. Figure 5.20 shows the PIRATE unit and the installation on Typhoon of the left side of the fuselage. The equipment uses dual-band sensing operating in the 3–5 and 8–11 mm bands. The MWIR sensor offers greater sensitivity against hot targets such as jet engine efflux, while the LWIR sensor is suited to lower temperatures associated with frontal engagements. The unit uses linear 760 x 10 arrays with scan motors driving optics such that large volumes of sky may be rapidly scanned. The field of regard (FOR) is stated to be almost hemispherical in coverage. The detection range is believed to be aprox. 40 nm. [75 km]

The operational modes of PIRATE are:

1. Air-to-air:

- Multiple-target tracking (MTT) over a hemispherical FOR – the ability to track in excess of 200 individual targets, with a tracking accuracy better than 0.25 mrad;
- Single-target track (STT) mode for individual targets for missile cueing and launch;
- Single-target track and identification (STTI) for target identification prior to launch, providing a high-resolution image and a back-up to identification friend or foe (IFF).

2. Air-to-ground:

- Ability to cue ground targets from C3 data;
- Landing aid in poor weather;
- Navigation aid in FLIR mode, allowing low-level penetration.

The sensor data may be displayed at 50 Hz rates on the head-down display (HDD), head-up display (HUD) or helmet-mounted display (HMD), as appropriate.

Sobre el Bae EAP:

 

The Typhoon configuration had previously been very successfully demonstrated using a single-aircraft flight demonstrator called the experimental aircraft programme (EAP) which first flew in 1986. This aircraft [EAP] demonstrated cardinal-point technologies including colour multifunction displays, an integrated utilities management system (UMS), the first of its type incidentally to fly anywhere in the world, and a digital fly-by-wire system to control the highly unstable aircraft. At the time it was the first aircraft flying in Europe with extensive use of MIL-STD-1553 buses. This aircraft flight demonstrator was funded by the UK Ministry of Defence (MOD), together with UK Industry, and with some help from German and Italian Industry. It flew for around 2 years, gathering vital data about the aircraft dynamics and the interaction of the new digital systems, and proved to be a highly successful venture gaining valuable experience that would be used during the design of the Typhoon. The aircraft is now at Loughborough University in the United Kingdom.
...
Bae EAP had the World's first integrated utility management system. 

Sobre equipos del Typhoon:

 

9.4.1 Sensors and Navigation

The Typhoon sensors include the following:

1. Captor radar. This is an X-band (8–12 GHz) radar multimode pulse Doppler radar. A
track-while-scan (TWS) mode can track, identify and prioritise up to 20 targets
simultaneously. Air-to-ground modes include a ground moving target indication
(GMTI), spot mapping and surface ranging. A synthetic aperture radar (SAR) mode
has the capability of high resolution for specific mapping purposes. Sophisticated
frequency analysis techniques provide a non-cooperative target recognition capability [NCTR] 
where the signal returned from a target aircraft may be analysed and its signature
recognised as being from a particular aircraft type. At some stage, Typhoon may be
retrofitted with a European AESA radar with technology developed jointly from the
United Kingdom, Germany and France AMSAR programme. A small demonstration
array has been tested, and a full-scale array of 1000 or more elements is being flown on a
test bed aircraft [se refiere al AESA de 2006/07].

2. Infrared search and track (IRST). This is a second-generation IRST system called
PIRATE and was described in Chapter 5. It provides passive IR detection in the
MWIR (3–5 mm) and LWIR (8–11 mm) bands.

3. IFF interrogator and transponder. An IFF interrogator and mode S transponder compatible
with the NATO IFF Mk 12 standard.

4. FLIR targeting pod. The aircraft will have the ability to carry a contemporary FLIR
targeting pod, as yet this capability is not operational.

5. Dual INS/GPS. A laser-rate gyro-based INS together with GPS provides better navigational
accuracy within several metres. A terrain avoidance warning system (TAWS) [o Ground proximity GPWS] based
upon TERPROM working with the INS/GPS and covert radio altimeter allows passive
low-level navigation and terrain avoidance.

6. Air data. Triplex air data sources provide high integrity data to the FBW system.

9.4.2 Displays and Controls

The displays and controls include the following:

1. HOTAS capability providing hands-on throttle and stick control of sensors, weapon
control and communications and cursor control. A total of 24 selector buttons are
provided (12 on each control).

2. Direct voice input (DVI) with 200 commands and a response time of 200 ms. A 95%
recognition capability is claimed.

3. Wide-angle HUD with a 35º x 25º FOV.

4. Three multifunction head-down displays (MHDDs) using colour AMLCD technology.
Any of the displays – usually the centre display – can show a moving map using digital
terrain data to portray the position of the aircraft. If necessary, the target and threat
scenario may be overlaid, providing the pilot with complete tactical awareness.

5. Helmet-mounted sighting system (HMSS) with an HMD providing a binocular system
with up to 40º FOV.

9.4.3 Flight Control

The FBW is a full-authority active control technology (ACT) digital system to provide
carefree handling of the aircraft using all-moving foreplanes mounted near the nose, wing
trailing edge elevons, leading edge slats, rudder and airbrake. The system has quadruplex
digital flight control computers, each containing eight Motorola 68020 processors and
specially designed ASICS to achieve the necessary levels of safety. The flight control
computers, sensors and flight control actuators are connected using a MIL-STD-1553B data
bus and dedicated links where necessary. The flight control bus interfaces to the avionics bus
via a dedicated interface.

9.4.4 Utilities Control

Control of the aircraft utilities systems such as fuel, environmental control, brakes and
landing gear, secondary power systems, and OBOGS are by means of dedicated controllers
connected to a utilities MIL-STD-1553B bus. Also connected to this bus are the fullauthority
digital engine controllers (FADECs) for the Eurojet 2000 engines and a maintenance
data panel. This philosophy in part follows the rationale of an integrated utilities
management demonstrated on the EAP described above.

9.4.5 Systems Integration

The aircraft uses a combination of 20 Mbit/s fibre-optic STANAG 3910 and standard 1 Mbit/s
MIL-STD-1553 buses to integrate the various avionics subsystems. 



The STANAG 3910 bus combines high data rate 20 Mbit/s fibre-optic transfers by using wire-based 1553 control protocol as described in Chapter 2 [NOTA: si queréis saber más sobre los buses e integración de datos del Eurofighter, id a ese capítulo 2. Allí tenéis todo extenso]. To see how these high-speed buses integrate the Typhoon avionics system, refer to Figure 9.11 which offers a very simplified portrayal; in fact there are a total of two STANAG 3910 and six MIL-STD-1553B in total to integrate all the aircraft avionics subsystem. The aircraft-level data buses may be simply described as follows:

1. STANAG 3910 avionics buses. The avionics and attack buses interface with the sensors
and displays. There are dedicated interfaces to the defensive aids subsystem (DASS)
and flight control system. Two display processors are connected to both the avionics
and utilities bus. The stores management system interfaces with the dedicated weapons
bus.

2. MIL-STD-1553B flight control bus. The flight control system has a dedicated data bus
interconnecting sensors, flight control computers and actuator assemblies. There is a
dedicated interface connecting the flight control and utilities buses.

3. MIL-STD-1553B utilities bus. A dedicated bus interconnects the utility control system
(UCS) computers, FADECs and maintenance data panel which facilitates servicing the
aircraft.

4. MIL-STD-1553B weapons bus. The dedicated 1553/MIL-STD-1760 weapons bus interfaces
with the 13 weapons stations as described below.



Más al respecto aquí:

The STANAG3910/EFEX (20Mb/sec Fibre Optical bus network) was defined for use on board the
European Fighter Aircraft (EFA) project which used MIL-STD-1553 but required increased data
throughput and bandwidth for the future. This lead to the development of the STANAG3910 bus
which uses MIL-STD-1553 used as a Low Speed control bus for a High Speed 20Mb/sec Fibre
Optical Network (Star topology). For the Tranche II aircraft this has been further enhanced to
the latest EFEX (EFAbus Express) which is a high speed optical only (High Speed) bus
implementation. 
http://www.pxisa.org/files/resources/Ar ... rmance.pdf

Y en 2003 en el parlamento inglés el repersentante de defensa dijo (en 2003):

All the weapons suspension points on the RAF's operational Eurofighter Typhoon will be compatible with Military Standard 1760. Nota: los buses MIL-STD-1760 y MIL-STD-1553B son básicamente el mismo y ambos son compatibles entre sí y con cable normal o fibra óptica. Es decir, no es que el 1553 sea normal y el 1760 óptico.
http://www.theyworkforyou.com/wrans/?id ... g141982.q0

9.4.6 Survival/Countermeasures

Aircraft survival and countermeasures are provided by an integrated defensive aids suite
(DASS) which integrates the following equipment:

1. Wide-band receiver (100MHz to 10 GHz) providing 360 radar warning receiver (RWR)
coverage in azimuth and an active jammer using antennas located on the wing-tip pods
and the fuselage.

2. A pulse Doppler missile approach warning (MAW) system is fitted which uses antennas
located at the wing roots and near the fin. This system warns of the approach of passive as
well as actively guided missiles. Improvements are expected to enhance this system using
either IR or UV detectors.

3. Laser warning receiver (Royal Air Force only).

4. Towed radar decoy (Royal Air Force only). This is a derivative of a system already
deployed by the RAF on Tornado and other aircraft.

5. Chaff and flare dispenser.

9.4.7 Weapons

The Typhoon is able to carry a wide range of weapons and stores to satisfy the operational
needs of the four participating nations and export customers. The Typhoon has a total of 13
weapons stations, four under each wing and five under the fuselage. The full complement of
weapons that may be carried is shown in Tables 9.2 and 9.3. Figure 9.12 illustrates several of
these weapon fit options.
...

CREW STATION



The Eurofighter Typhoon cockpit is shown in Figure 11.3 and Plate 2. The main
instrument panel comprises three colour multifunction head-down displays (MHDDs). In
the prototype aircraft these displays used shadow-mask CRTs to provide daylight-viewable,
full-colour, high-brightness, high-resolution images in both cursive (stroke) and hybrid
(strokeþraster) modes. In production the CRTs have been superseded with high-resolution
6.25 x 6.25 in square format Active Matrix Liquid Crystal Displays. The MHDDs incorporate
18 multifunction keys around the bottom, left and right edges of the display.
Each key contains a daylight-viewable LED matrix of two rows of four 7.5 characters plus
underline.



The HUD uses holographic technology to achieve an ultrawide 30º x 25º field of view
(FoV). The HUD provides stroke (cursive) operation for daytime use plus raster for nighttime
use with outside-world sensor video. The HUD incorporates a sophisticated up-front
control panel with a 43 in daylight-viewable LED matrix display. The HUD is the primary
flight instrument.

An HMD is planned, configured into two variants. The daytime variant provides
symbology for the targeting and release of off-boresight weapons. The night-time variant
adds night-vision goggles (NVGs) to the helmet to provide the pilot with enhanced night
vision. The NVG image is electrically mixed with the CRT symbology image to provide a
comprehensive night-time capability.

To either side of the HUD the left and right glareshield panels provide essential controls
and warnings. The right-hand panel incorporates the standby attitude display employing
AMLCD technology. The farthermost part of the right-hand glareshield flips open to reveal a
set of standby get-u-home instruments in the unlikely event that there is a major power failure.

The Eurofighter Typhoon provides direct voice input (DVI) command control for nonmission-
critical functions such as communications equipment. The DVI speech recogniser
has a vocabulary of about 100 words. The DVI system is trained by the individual user to
function under all operational conditions including high-g manoeuvres and low-speed passes
with significant wind buffet (Birch, 2001).

Sobre el HUD:

 

11.3.6.2 Eurofighter Typhoon HUD – Single-element Off-axis Configuration

The much more aesthetically elegant solution [respecto al HUD LANTIRN de F-16] is the single-element off-axis configuration shown in Figure 11.18. This configuration achieves a wide-field-of-view HUD with no incursion into the ejection envelope and with no upper mirror to obstruct the upper field of view. It comprises a single optical element between the pilot and the outside world; the semitransmissive curved collimating mirror/combiner.



The elegant simplicity of this configuration belies its optical complexity, which arises
because, by its very nature, the intermediate image subtends a significant ‘off-axis’ angle to
the collimating mirror. This means significant optical correction needs to be applied to
correct for distortions.



The collimator must emulate a complex aspheric surface in order to ensure all rays of light
from the reflected image emerge in parallel (i.e. collimated). It is only possible to fabricate
this element using holographic techniques in which the hologram itself is computer generated.
The relay lens is complex also. It contains several aspheric elements to provide compensation
for the image distortions produced by the off-axis collimating combiner. 

Finally, complex geometric distortions have to be applied to the CRT image. These are produced by correspondingly distorting the electron beam deflection current drive waveforms.
Notwithstanding the above complexities, the clean lines and low forward obscuration
make this optical configuration the configuration of choice for high-capability, highperformance
and wide-field-of-view applications. It is now introduced on to production
prestige fast jet fighters such as Eurofighter Typhoon, Rafale, F-15 and Gripen.

The Eurofighter HUD is shown in Figure 11.19 and Plate 4. It employs advanced
computer-generated holographic optics to provide a 30º x 25º total field of view (TFoV).
The instantaneous field of view is identical to the total field. It provides stroke (cursive),
raster and hybrid modes of operation with outstanding display luminance of 2700 ft.L
(9200 cd/m2) in stroke (daytime) mode and 1000 ft.L (3500 cd/m2) in raster (night-time)
mode, this latter being viewable in daytime under cloud and haze. The outside-world
transmission is 80%.
The HUD also provides a comprehensive up-front control panel with a large-area day-light viewable
LED matrix display and programmable keys. The HUD is a high-integrity design
and is used as the primary flight display in Eurofighter.

Sobre el visor de casco HEA HMSS Striker:

 

The application of a binocular, day and night capability has taken longer to mature on fast jets. The Eurofighter Typhoon will probably be the first. However, the next generation of fast jet fighters, typified by the JSF, is likely to replace the HUD with an HMD, and to have the HMD as the primary flight instrument.
...

11.4.3 Optical Head Tracker

A number of schemes [soluciones] have been used. ....
A more recent scheme, and that being used on the Eurofighter Typhoon, uses twintracking
CCD cameras to sense clusters of LEDs on the surface of the helmet.
...
11.4.7.4 Eurofighter Typhoon HMD

The Helmet-Mounted Display in development for Eurofighter Typhoon is shown in
Figure 11.37. Features are:

1. Provision of primary aircrew protection.
2. Attachment to inner helmet.
3. Provision of a lightweight but stiff platform for the optical components:
- CRTs/optics/mirror;
- Night-vision cameras;
- Blast/display and glare visors;
- Head tracker diodes (infrared).
4. Removable night-vision cameras, autodetach during ejection.
5. Mechanical function:
- Protection features in line with survivability limits;
- Life support up to the limits of human functionality;
- Comfort and stability to support display requirements.
6. Display features:
- 40º x 30º binocular field of view;
- Corresponding 40º x 30º binocular night-vision camera;
- Display of sunlight visible symbology and/or imagery.

The optics arrangement (dual binocular) uses a 1 in high-brightness, high-resolution,
monochrome (P53 green) CRT as the image source. A complex relay lens with a brow
mirror introduces the relayed image into the focal plane of two spherical diffractive mirrors
which are deposited on the visor by holographic techniques. The field of view is 40º and the
exit pupil is 15–20 mm. The optical arrangement introduces significant geometric distortion,
which is corrected electronically.

The Helmet is a two-part arrangement (see Figure 11.38).



The inner helmet fits inside the display outer helmet and can be swapped with a respirator
hood version to give NBC protection:

1. It facilitates individual user fitting.
2. It maximises comfort and stability:
- The brow pad is moulded to exact fit;
- Air circulation around the head is assisted.
3. It embraces a wide anthropomorphic range:
- Advanced suspension system;
- Lightweight oxygen mask.
4. It provides optimum hose/cable routing.

The display outer helmet attaches to the inner helmet. It provides:

1. Primary aircrew protection.
2. A lightweight but stiff platform for the optical components:
- CRTs/optics/mirror;
- NVE cameras;
- Windblast/display visor (clear) and glare visors.
3. Head tracker diodes.
4. Removable night-vision cameras.

11.4.9 Binocular Day/Night HMD Architectures

The Eurofighter Typhoon and next-generation HMDs are seeking to integrate NVGs with the
HMD image generation function. There are two means to achieve this, optically and
electronically (Jukes, 2004 – Chapter .

Sobre requisitos de visión y enfoque de los datos presentados por el Typhoon al piloto:

 

11.7.3 European (Eurofighter Typhoon) Definitions and Requirements

The requirements identified in the Eurofighter Typhoon document describe the legibility and
readability requirements for electronic and electro-optical display contrast and luminance in
a comprehensive but complex manner using the concept of perceived just noticeable
differences (PJNDs). The concept is based on the premise that the ability of the crew to
detect information presented on a cockpit display will depend on the visual difference
between the foreground image and its background.



The PJND values for a particular display device can be computed from three sets of
data:
- The display measured performance characteristics;
- The ‘worst-case’ ambient lighting conditions applicable to that display;
- A set of perception equations that represent a ‘standard pilot’s eye’.
For further description, see Jukes (2004 – Chapter 12).

Although technically elegant, and a viable analysis of product performance during product
formal qualification testing, it is impractical to perform this level of testing on a 100% basis
on series-production articles.

Todo proviene de: http://www.helitavia.com/books/Mil%20Av ... ystems.pdf
El documento sólo comete un error respecto al Typhoon: decir que el programa EFA era para un caza de superioridad aérea, como el ATF que dió el F-22. La realidad es que el EFA era para un caza con misión principal AA y con buena capacidad AS, incluyendo una amplia panoplia y variedad de misiones AS (eso se dijo en 1983), es decir, swingrole.

Un saludo

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