The Eurofighter Typhoon is a European multinational twin-engine, supersonic, canard delta wing, multirole fighter. The Typhoon was designed originally as an air-superiority fighter and is manufactured by a consortium of Airbus, BAE Systems and Leonardo that conducts the majority of the project through a joint holding company, Eurofighter Jagdflugzeug GmbH. The NATO Eurofighter and Tornado Management Agency, representing the UK, Germany, Italy and Spain, manages the project and is the prime customer. The aircraft's development began in 1983 with the Future European Fighter Aircraft programme, a multinational collaboration among the UK, Germany, France, Italy and Spain. Previously, Germany, Italy and the UK had jointly developed and deployed the Panavia Tornado combat aircraft and desired to collaborate on a new project with additional participating EU nations. However, disagreements over design authority and operational requirements led France to leave the consortium to develop the Dassault Rafale independently. A technology demonstration aircraft, the British Aerospace EAP, first flew on 6 August 1986; a Eurofighter prototype made its maiden flight on 27 March 1994. The aircraft's name, Typhoon, was adopted in September 1998 and the first production contracts were also signed that year. The sudden end of the Cold War reduced European demand for fighter aircraft which led to debate over the aircraft's cost, division of work between the partner nations, and protracted development. The Typhoon entered operational service in 2003 and is now in service with the air forces of Austria, Italy, Germany, the United Kingdom, Spain, Saudi Arabia, Oman, Kuwait, and Qatar. Turkey has also ordered the aircraft, bringing the procurement total to 769 aircraft as of 30 June 2026. The Eurofighter Typhoon is a highly agile aircraft, designed to be an effective dogfighter in combat. Later production aircraft have been increasingly better equipped to undertake air-to-surface strike missions and to be compatible with an increasing number of different armaments and equipment, including Storm Shadow, Brimstone and Marte ER missiles. The Typhoon had its combat debut during the 2011 military intervention in Libya with the UK's Royal Air Force (RAF) and the Italian Air Force, performing aerial reconnaissance and ground strike missions. The type has also taken primary responsibility for air defence duties for the majority of customer nations.
Development
Origins
In the UK, as early as 1971, work commenced on the development of a maneuverable, tactical aircraft to replace the SEPECAT Jaguar (that was then about to enter service with the RAF). This work soon expanded to include an air superiority capability. A specification titled Air Staff Target 403 (AST 403), in 1972, led to the Hawker P.96, an unbuilt design with a relatively conventional planform, including a separate tail structure, in the late 1970s. Simultaneously, in West Germany, the requirement for a new fighter had resulted in competition between Dornier, VFW-Fokker and Messerschmitt-Bölkow-Blohm (MBB) for a future Luftwaffe contract known as Taktisches Kampfflugzeug 90 ("Tactical Combat Aircraft 90"; TKF-90). Dornier collaborated with Northrop in the US on an acclaimed but unsuccessful design known as the Northrop-Dornier ND-102. MBB was successful, with a design including a cranked delta wing, close-coupled-canard controls, and artificial stability. In 1979, MBB and British Aerospace (BAe) presented a formal proposal to their respective governments for a collaboration, to be known as the European Collaborative Fighter, or European Combat Fighter (ECF). In October 1979, French firm Dassault joined the ECF project. It was at this stage of development the Eurofighter name was first attached to the aircraft. However, the development of three separate prototypes continued: MBB continued to refine its TKF-90 concept, and Dassault produced a design known as the ACX.
In the meantime, while the P.96 would have met the original UK specification, it had been cancelled because it was considered to offer little potential for future upgrades and redevelopment. In addition, there was a feeling within the UK aircraft industry that the P.96 would have been too similar to the McDonnell Douglas F/A-18 Hornet, which was then known to be at an advanced stage of development. The P.96 would not have been available until long after the Hornet, which would therefore likely have met and closed off most potential export markets for the P.96. BAe then produced two new proposals: the P.106B, a single-engined lightweight fighter, superficially resembling the future Saab JAS 39 Gripen and the twin-engine P.110. The RAF rejected the P.106 concept on the grounds it had "half the effectiveness of the two-engined aircraft at two-thirds of the cost." The ECF project collapsed in 1981 for several reasons, including differing requirements, Dassault's insistence on "design leadership", and the British preference for a new version of the RB199 to power the aircraft versus the French preference for the new Snecma M88.
Consequently, the Panavia partners (MBB, BAe and Aeritalia) launched the Agile Combat Aircraft (ACA) programme in April 1982. BAe designers agreed with the overall configuration of the proposed MBB TKF-90, although they rejected some of its more ambitious features such as engine vectoring nozzles and vented trailing edge controls—a form of boundary layer control. The ACA, like the BAe P.110, had a cranked delta wing, canards, and a twin tail. One major external difference was the replacement of the side-mounted engine intakes with a chin intake. The ACA was to be powered by a modified version of the RB199. The German and Italian governments withdrew funding, and the UK Ministry of Defence (MoD) agreed to fund 50% of the cost with the remaining 50% to be provided by industry. MBB and Aeritalia signed up and it was agreed that the aircraft would be produced at two sites: BAe Warton and an MBB factory in Germany. In May 1983, BAe announced a contract with the MoD for the development and production of an ACA demonstrator, the Experimental Aircraft Programme. In 1983, Italy, Germany, France, the UK and Spain launched the "Future European Fighter Aircraft" (FEFA) programme. The aircraft was to have short take off and landing (STOL) and beyond visual range (BVR) capabilities. In 1984, France reiterated its requirement for a carrier-capable version and demanded a leading role. Italy, West Germany, and the UK opted out and established a new EFA programme. In Turin on 2 August 1985, West Germany, the UK, and Italy agreed to go ahead with the Eurofighter and confirmed France and Spain had chosen not to proceed as a member of the project. Despite pressure from France, Spain rejoined the Eurofighter project in early September 1985. France officially withdrew from the project to pursue its own ACX project, which was to become the Dassault Rafale. By 1986, the programme's cost had reached £180 million. When the EAP programme had started, the cost was supposed to be equally shared by government and industry, but the West German and Italian governments wavered on the agreement, and the British government and private finance had to provide £100 million to keep the programme from ending. In April 1986, the British Aerospace EAP was rolled out at BAe Warton. The EAP first flew on 6 August 1986. The Eurofighter bears a strong resemblance to the EAP. Design work continued over the next five years using data from the EAP. Initial requirements were: UK: 250 aircraft, Germany: 250, Italy: 165 and Spain: 100. The share of the production work was divided among the countries in proportion to their projected procurement – BAe (33%), DASA (33%), Aeritalia (21%), and Construcciones Aeronáuticas SA (CASA) (13%). The Munich-based Eurofighter Jagdflugzeug GmbH was established in 1986 to manage development of the project and EuroJet Turbo GmbH, the alliance of Rolls-Royce, MTU Aero Engines, FiatAvio (now Avio) and ITP for development of the EJ200. The aircraft was known as Eurofighter EFA from the late 1980s until it was renamed EF 2000 in 1992. By 1990, the selection of the aircraft's radar had become a major obstacle. The UK, Italy and Spain supported the Ferranti Defence Systems-led ECR-90, while Germany preferred the APG-65-based MSD2000 (a collaboration between Hughes, AEG and GEC-Marconi). An agreement was reached after UK Defence Secretary Tom King assured his West German counterpart Gerhard Stoltenberg that the British government would approve the project and allow the GEC subsidiary Marconi Electronic Systems to acquire Ferranti Defence Systems from its parent, the Ferranti Group, which was in financial and legal difficulties. GEC thus withdrew its support for the MSD2000.
=== Delays === The financial burdens placed on Germany by reunification caused Helmut Kohl to make an election promise to cancel the Eurofighter. In early to mid 1991, German Defence Minister Volker Rühe sought to withdraw Germany from the project in favour of using Eurofighter technology in a cheaper, lighter plane. Because of the amount of money already spent on development, the number of jobs dependent on the project, and the binding commitments on each partner government, Kohl was unable to withdraw; "Rühe's predecessors had locked themselves into the project by a punitive penalty system of their own devising."
In 1995, concerns over workshare appeared. Since the formation of Eurofighter, the workshare split had been agreed at 33/33/21/13 (United Kingdom/Germany/Italy/Spain) based on the number of units being ordered by each contributing nation. All the nations then reduced their orders; the UK cut its orders from 250 to 232, Germany from 250 to 140, Italy from 165 to 121, and Spain from 100 to 87. According to these order levels, the workshare split should have been 39/24/22/15 UK/Germany/Italy/Spain; however, Germany was unwilling to give up such a large amount of work. In January 1996, after much negotiation between German and UK partners, a compromise was reached whereby Germany would purchase another 40 aircraft. The workshare split was therefore UK 37.42%, Germany 29.03%, Italy 19.52% and Spain 14.03%. At the 1996 Farnborough Airshow the UK announced funding for the construction phase of the project. On 22 December 1997 the defence ministers of the four partner nations signed the contract for production of the Eurofighter.
Testing
The maiden flight of the Eurofighter prototype took place in Bavaria on 27 March 1994, flown by DASA chief test pilot Peter Weger. In December 2004, Eurofighter Typhoon IPA4 began three months of Cold Environmental Trials (CET) at the Vidsel Air Base in Sweden, the purpose of which was to verify the operational behaviour of the aircraft and its systems in temperatures between −25 and 31 °C. The maiden flight of Instrumented Production Aircraft 7 (IPA7), the first fully equipped Tranche 2 aircraft, took place from EADS' Manching airfield on 16 January 2008.
=== Procurement, production and costs === The first production contract was signed on 30 January 1998 between Eurofighter GmbH, Eurojet and NETMA. The procurement totals were as follows: the UK 232, Germany 180, Italy 121, and Spain 87. Production was again allotted according to procurement: BAe (37.42%), DASA (29.03%), Aeritalia (19.52%), and CASA (14.03%). On 2 September 1998, a naming ceremony was held at Farnborough, United Kingdom. This saw the Typhoon name formally adopted, initially for export aircraft only. The name continues the storm theme started by the Panavia Tornado. Germany reportedly opposed this name; the Hawker Typhoon was a fighter-bomber aircraft used by the RAF during the Second World War to attack German targets. The name "Spitfire II" (after the famous British Second World War fighter, the Supermarine Spitfire) had also been considered and rejected for the same reason early in the development programme. In September 1998, contracts were signed for production of 148 Tranche 1 aircraft and procurement of long lead-time items for Tranche 2 aircraft. In March 2008, the final Tranche 1 aircraft was delivered to the German Air Force. On 21 October 2008, the RAF's first two of 91 Tranche 2 aircraft, were delivered to RAF Coningsby. In July 2009, after almost 2 years of negotiations, the planned Tranche 3 purchase was split into 2 parts, and the Tranche 3A contract was signed by the partner nations. The "Tranche 3B" order did not go ahead. The Eurofighter Typhoon is unique in modern combat aircraft in that there are four separate assembly lines. Each partner company assembles its own national aircraft, but builds the same parts for all aircraft (including exports); Premium AEROTEC (main centre fuselage), EADS CASA (right wing, leading edge slats), BAE Systems (BAE) (front fuselage (including foreplanes), canopy, dorsal spine, tail fin, inboard flaperons, rear fuselage section) and Leonardo (left wing, outboard flaperons, rear fuselage sections). Production is divided into three tranches (see table below). Tranches are a production/funding distinction and do not imply an incremental increase in capability with each tranche. Tranche 3 are based on late Tranche 2 aircraft with improvements added. Tranche 3 was split into A and B parts. Tranches were further divided up into production standard/capability blocks and funding/procurement batches, though these did not coincide; for example, the Eurofighter designated FGR4 by the RAF is a Tranche 1, block 5. Batch 1 covered block 1, but batch 2 covered blocks 2, 2B and 5. On 25 May 2011, the 100th production aircraft, ZK315, rolled off the production line at Warton. In 1985, the estimated cost of 250 UK aircraft was £7 billion. By 1997 the estimated cost was £17 billion; by 2003, £20 billion, and the in-service date (2003, defined as the date of delivery of the first aircraft to the RAF) was 54 months late. After 2003, the MoD refused to release updated cost estimates on the grounds of commercial sensitivity. However, in 2011, the National Audit Office estimated the UK's "assessment, development, production and upgrade costs eventually hit £22.9 billion" and total programme costs would reach £37 billion. By 2007, the First Merkel cabinet (Germany) estimated the system cost (aircraft and training, plus spare parts), per year at €120 million, whereas the unit cost per Eurofighter was €57 million, and said it was in perpetual increase. On 17 June 2009, Germany ordered 31 aircraft of Tranche 3A for €2.8 billion, leading to a system cost of €90 million per aircraft. The UK's Committee of Public Accounts reported that mismanagement of the project had helped increase the cost of each aircraft by seventy-five per cent. The Spanish MoD put the cost of their Typhoon project up to December 2010 at €11.718 billion, up from an original €9.255 billion and implying a system cost for their 73 aircraft of €160 million. On 31 March 2009, a Eurofighter Typhoon fired an AIM-120 AMRAAM whilst having its radar in passive mode for the first time; the necessary target data for the missile was acquired by the radar of a second Eurofighter Typhoon and transmitted using the Multifunctional Information Distribution System (MIDS). The entire Typhoon fleet passed the 500,000 flying hours milestone in 2018. As of August 2019, a total of 623 orders had been received. In July 2016, the ten-year Typhoon Total Availability Enterprise (TyTAN) support deal between the RAF and industry partners BAE and Leonardo was announced that aimed to reduce the Typhoon's per-hour operating cost by 30 to 40 per cent. This would equate to a saving of at least £550 million ($712 million), which "will be recycled into the programme" and, according to BAE, would result in the Typhoon having a per-hour operating cost "equivalent to a F-16". By 2022, it was estimated that savings would be "over £500 million".
=== Upgrades === In 2000, the UK selected the Meteor from MBDA as the long range air-to-air missile armament for its Typhoons with an in-service date of December 2011. In December 2002, France, Germany, Spain and Sweden joined the British in a $1.9bn contract for Meteor on Typhoon, the Dassault Rafale, and the Saab Gripen. The protracted contract negotiations pushed the ISD to August 2012, and it was further put back by Eurofighter's failure to make trials aircraft available to the Meteor partners. In 2014 the "second element of the Phase 1 Enhancements package known as 'P1Eb'" was announced, allowing "Typhoon to realise both its air-to-air and air-to-ground capability to full effect". In 2011 Flight International reported that budgetary pressures being encountered by the four original partner nations were limiting upgrades. For example, the four original partner nations were reluctant at that stage to fund enhancements that extend the aircraft's air-to-ground capability, such as integration of the MBDA Storm Shadow cruise missile. Tranche 3 aircraft electronic countermeasures (ECM) enhancements have focused on improving radiating jamming power with antenna modifications, while EuroDASS is reported to offer a range of new capabilities, including the addition of a digital receiver, extending band coverage to low frequencies (VHF/UHF) and introducing an interferometric receiver with extremely precise geolocation functionalities. On the jamming side, EuroDASS is looking to low-band (VHF/UHF) jamming, more capable antennae, new ECM techniques, while protection against missiles is to be enhanced through a new passive missile warning system in addition to the active devices already on board the aircraft. The latest support for self-protection will, however, originate from the new active electronically scanned array (AESA) radar, which is to replace the Captor system, providing in a spiralled programme with passive, active and cyberwarfare RF capabilities. Selex ES has developed a self-contained expendable digital radio frequency memory (DRFM) jammer for fast jet aircraft known as BriteCloud which is being studied for integration on the Typhoon.
Eurojet is attempting to find funding to test thrust vectoring control (TVC) nozzles on a flight demonstrator. In April 2014, BAE announced new wind tunnel tests to assess the aerodynamic characteristics of conformal fuel tanks (CFTs). The CFTs, which can be fitted to any Tranche 3 aircraft, could carry 1,500 litres each to increase the Typhoon's combat radius by a factor of 25% to 1,500 n miles (2,778 km). BAE has completed development of its Striker II Helmet-Mounted Display that builds on the capabilities of the original Striker Helmet-Mounted Display, which is already in service on the Typhoon. Striker II features a new display with more colour and can transition between day and night seamlessly, eliminating the need for separate night vision goggles. In addition, the helmet can monitor the pilot's exact head position so it always knows exactly what information to display. The system is compatible with ANR, a 3D audio threats system and 3D communications; these are available as customer options. In 2015, BAE was awarded a £1.7 million contract to study the feasibility of a common weapon launcher that could be capable of carrying multiple weapons and weapon types on a single pylon.
In 2015, Airbus flight tested a package of aerodynamic upgrades for the Eurofighter known as the Aerodynamic Modification Kit (AMK) consisting of reshaped (delta) fuselage strakes, extended trailing-edge flaperons and leading-edge root extensions. This increases wing lift by 25% resulting in an increased turn rate, tighter turning radius, and improved nose-pointing ability at low speed with angle of attack values around 45% greater and roll rates up to 100% higher. Eurofighter's Laurie Hilditch said these improvements should increase subsonic turn rate by 15% and give the Eurofighter the sort of "knife fight in a phone box" turning capability enjoyed by rivals such as Boeing's F/A-18E/F or the Lockheed Martin F-16, without sacrificing the transonic and supersonic high-energy agility inherent to its delta wing-canard configuration. Eurofighter Project Pilot Germany Raffaele Beltrame said: "The handling qualities appeared to be markedly improved, providing more manoeuvrability, agility and precision while performing tasks representative of in-service operations. And it is extremely interesting to consider the potential benefits in the air-to-surface configuration thanks to the increased variety and flexibility of stores that can be carried." On 5 February 2026 it was announced that Eurofighter and NETMA have signed a contract for the development, testing and certification of the AMK. Airbus, Leonardo and BAE Systems will carry out development and production. In April 2016, Finmeccanica (now Leonardo) demonstrated the air-to-ground capabilities of its Mode 5 Reverse-Identification friend or foe (IFF) system which showed that it is possible to give pilots the ability to distinguish between friendly and enemy platforms in a simple fashion using the aircraft's existing transponder. Finmeccanica said NATO is considering the system as a short- to mid-term solution for air-to-surface identification of friendly forces and thus avoid collateral damages due to friendly fire during close air support operations.
==== UK Project Centurion upgrades ==== With the confirmed retirement date of March 2019 for RAF Tornado GR4s, in 2014 the UK commenced an upgrade programme that would eventually become the £425 million Project Centurion to ensure the Typhoon was able to assume the precision strike duties of the ageing Tornado. The upgrade was delivered under different phases:
Phase 0 – initial multirole upgrades. Phase 1/P2EA – MBDA Meteor integration and initial Storm Shadow Capability. Phase 2/P3EA – Full Storm Shadow capability as well as Brimstone integration. Phase 1 standard aircraft were used operationally for the first time as part of Operation Shader over Iraq and Syria in 2018. On 18 December 2018 the RAF approved release to service for the full Project Centurion package.
==== Proposed upgrade for German Tornado replacement ==== On 24 April 2018, Airbus announced its offer to replace Germany's Panavia Tornado fleet, proposing the integration of new weaponry, performance enhancements and additional capabilities to the Eurofighter Typhoon. This is similar to that being performed as part of the UK's Project Centurion. Integration of air-to-ground weapons already has begun on German Typhoons as part of Project Odin. Among the weapons being offered are the Kongsberg Joint Strike Missile for the anti-ship mission and the Taurus cruise missile. The consortium is keen to make use of the engine's growth potential to boost thrust by around 15% as well as improve fuel efficiency and range. This will be combined with a new design and enlarged 1,800-litre fuel tank. The aircraft currently is fitted with 1,000-litre fuel tanks. Other modifications will include the Aerodynamic Modification Kit, test flown in 2014, to improve manoeuvrability and handling, particularly with heavy weapon loads. Eurofighter says it is comfortable with delivering integration of the US B61 nuclear weapon onto the aircraft, a process that requires US certification. Paltzo said he was confident the US government would not use the certification requirements of the weapon as "leverage" to force Germany towards a US platform. A next-generation electronic warfare suite has been planned by the four-country consortium. In November 2019, Airbus proposed a SEAD capability for the aircraft, a role which is currently performed by the Tornado ECR in German service. The Typhoon ECR would be configured with two Escort Jammer pods under the wings and two Emitter Location Systems at the wing tips. Armament would include four MBDA Meteor, two IRIS-T and six SPEAR-EW in addition to three drop tanks. On 5 November 2020, the German government approved an order for 38 Tranche 4 with ground attack capabilities for the replacement of Tranche 1 units in German service. The Luftwaffe ordered 15 ECR electronic warfare aircraft conversions for the Luftgestützte Wirkung im Elektromagnetischen Spektrum (luWES) requirement in March 2022. The 15 Typhoon EK model are to be transformed from existing German Typhoons and are to equipped with AGM-88E AARGM Anti-radiation missiles. The aircraft are expected to be NATO-certified by 2030. The Tranche 4PE is a further development package aiming at integrating improved missiles (Meteor, Taurus, AMRAAM, GBU, JDAM).
=== Replacement === For the UK and Italy, (together with Japan) the Global Combat Air Programme is planned to provide a sixth-generation fighter, envisioned as a replacement for the RAF and Italian Air Force (AM), part of the UK's wider Future Combat Air System (FCAS). Germany was set to replace the Eurofighter with the New Generation Fighter (NGF), co-developed with Spain and France. In June of 2026, however, the NGF project was cancelled by Germany and France.
Design
Airframe overview
The Typhoon is a dual engine, loosely coupled delta canard tailless design featuring a 53-degree leading edge sweepback, relaxed stability, and a digital fly-by-wire control system. It is a highly agile aircraft at all speeds, subsonic and supersonic, achieved by having intentionally relaxed stability, combined canard and flaperon control surfaces, and a very low wing loading. The quadruplex digital fly-by-wire control system manages the inherent instability, allowing better maneuverability than direct pilot control. It is described as "carefree" and prevents the permitted manoeuvre envelope being exceeded. Roll control is primarily achieved by differential use of the flaperons. Pitch control is by coupled operation of the canards and flaperons. The wing leading edges are fitted with automatic movable slats. A single large rudder provides yaw control. Engines are fed by a chin double intake ramp situated below a splitter plate. A hydraulically operated air-brake is integrated behind the cockpit, moving into a near-vertical position to maximise drag when required. The Typhoon uses lightweight construction (82% composites consisting of 70% carbon fibre composite materials and 12% glass fibre reinforced composites) as well as aluminium lithium and titanium components on leading edge surfaces. The airframe has an estimated lifespan of 6,000 flying hours.
Radar signature reduction features
Although it is not considered a stealth fighter, measures were taken to reduce the Typhoon's radar cross section (RCS), especially from the frontal aspect. For example, the Typhoon has jet inlets that conceal the front of the engines, a strong radar target, from radar. Many important potential radar targets, such as the wing, canard, and fin leading edges, are highly swept so they will reflect radar energy well away from the front. Some external weapons are mounted semi-recessed into the aircraft, partially shielding them from incoming radar. In addition, radar-absorbent materials (RAM), developed primarily by EADS/DASA, coat many of the most significant reflectors, such as the wing leading edges, the intake edges and interior, the rudder surrounds, and strakes. The manufacturers carried out tests on the early Eurofighter prototypes to optimise the low observability characteristics of the aircraft from the early 1990s. Testing at Warton on the DA4 prototype measured the RCS of the aircraft and investigated the effects of a variety of RAM coatings and composites. Passive sensors (PIRATE IRST), which minimise the radiation of revealing electronic emissions, also reduce the likelihood of discovery. While canards generally have poor stealth characteristics from side because of corner to hull, the flight control system is designed to maintain the elevon trim and canards at an angle at which they have the smallest RCS.
Cockpit
The Typhoon features a glass cockpit without any conventional instruments. It incorporates three full colour multi-function head-down displays (MHDDs). The display formats on these MHDDs are manipulated by means of dedicated controls, softkeys, XY cursor, and voice (Direct Voice Input or DVI) command. There is a wide-angle head-up display (HUD) with forward-looking infrared (FLIR), a voice and hands-on throttle and stick (Voice+HOTAS), a Helmet Mounted Symbology System (HMSS), a manual data-entry facility (MDEF) located on the left glareshield and a fully integrated aircraft warning system with a dedicated warnings panel (DWP). There is also an interactive display panel for the MIDS. Reversionary (backup) flying instruments, lit by LEDs, are located under a hinged right glareshield. Access to the cockpit is normally via either a telescopic integral ladder or an external version. The integral ladder is stowed in the port side of the fuselage, below the cockpit.
User needs were given a high priority in the cockpit's design; both layout and functionality was developed with feedback and assessments from military pilots and a specialist testing facility. The aircraft is controlled by means of a centre stick (or control stick) and left hand throttles, designed on a Hand on Throttle and Stick (HOTAS) principle to lower pilot workload. Emergency escape is provided by a Martin-Baker Mk.16A ejection seat, with the canopy being jettisoned by two rocket motors. The HMSS was delayed by years but should have been operational by late 2011. Standard g-force protection is provided by the full-cover anti-g trousers (FCAGTs), a specially developed g suit providing sustained protection up to nine g. German and Austrian Air Force pilots wear a hydrostatic g-suit called Libelle (dragonfly) Multi G Plus instead, which also provides protection to the arms, theoretically giving more complete g tolerance.
In the event of pilot disorientation, the Flight Control System allows for rapid and automatic recovery by the simple press of a button. On selection of this cockpit control, the FCS takes full control of the engines and flying controls and automatically stabilises the aircraft in a wings level, gentle climbing attitude at 300 knots until the pilot is ready to retake control. The aircraft also has an Automatic Low-Speed Recovery system (ALSR) which prevents it from departing from controlled flight at very low speeds and high angle of attack. The FCS system is able to detect a developing low-speed situation and to raise an audible and visual low-speed cockpit warning. This gives the pilot sufficient time to react and to recover the aircraft manually. If the pilot does not react, however, or if the warning is ignored, the ALSR takes control of the aircraft, selects maximum dry power for the engines and returns the aircraft to a safe flight condition. Depending on the attitude, the FCS employs an ALSR "push", "pull" or "knife-over" manoeuvre.
The Typhoon Direct Voice Input (DVI) system uses a speech recognition module (SRM), developed by Smiths Aerospace and Computing Devices. It was the first production DVI system used in a military cockpit. DVI provides the pilot with an additional natural mode of command and control over approximately 26 non-critical cockpit functions to reduce pilot workload, improve aircraft safety, and expand mission capabilities. An important step in the development of the DVI occurred in 1987 when Texas Instruments completed the TMS-320-C30, a digital signal processor, enabling reductions in the size and system complexity required. The project was given the go-ahead in July 1997 with development carried out on the Eurofighter Active Cockpit Simulator at Warton. The DVI system is speaker-dependent, requiring each pilot to create a template. It is not used for safety-critical or weapon-critical tasks, such as weapon release or lowering of the undercarriage. Voice commands are confirmed by visual or aural feedback, and serves to reduce pilot workload. All functions are also achievable by means of a conventional button-press or soft-key selections; functions include display management, communications, and management of various systems. EADS Defence and Security in Spain has worked on a new non-template DVI module to allow for continuous speech recognition, speaker voice recognition with common databases (e.g. British English, American English, etc.) and other improvements. BAE Systems has been awarded a contract to develop new touch screen displays in the cockpit and enhance data processing capability for Eurofighter Typhoon.
=== Avionics === Navigation is via both GPS and an inertial navigation system. The Typhoon can use Instrument Landing System (ILS) for landing in poor weather. The aircraft also features an enhanced ground proximity warning system (GPWS) based on the TERPROM Terrain Referenced Navigation (TRN) system used by the Panavia Tornado. MIDS provides a Link 16 data link.
The aircraft employs a sophisticated and highly integrated Defensive Aids Sub-System named Praetorian (formerly Euro-DASS). Praetorian monitors and responds automatically to air and surface threats, provides an all-round prioritised assessment, and can respond to multiple threats simultaneously. Threat detection methods include a Radar warning receiver (RWR), a missile warning system (MWS) and a laser warning receiver (LWR, only on UK Typhoons). Protective countermeasures consist of chaff, flares, an electronic countermeasures (ECM) suite, and a towed radar decoy (TRD). The ESM-ECM and MWS consists of 16 antenna array assemblies and 10 radomes. Historically, each sensor in an aircraft is treated as a discrete source of information; however, this can result in conflicting data and limits the scope for the automation of systems, increasing pilot workload. To overcome this, the Typhoon employs sensor fusion techniques. In the Typhoon, fusion of all data sources is achieved through the Attack and Identification System, or AIS. This combines data from the major on-board sensors along with any information obtained from off-board platforms such as AWACS and MIDS. Additionally the AIS integrates all the other major offensive and defensive systems (e.g. DASS & communications). The AIS physically comprises two essentially separate units: the Attack Computer (AC) and the Navigation Computer (NC). By having a single source of information, pilot workload should be reduced by removing the possibility of conflicting data and the need for cross-checking, improving situational awareness and increasing systems automation. In practice the AIS should allow the Eurofighter to identify targets at distances in excess of 150 nmi (280 km; 170 mi) and acquire and auto-prioritise them at over 100 nmi (190 km; 120 mi). In addition, the AIS offers the ability to automatically control emissions from the aircraft, so called EMCON (from EMissions CONtrol). This should aid in limiting the detectability of the Typhoon by opposing aircraft further reducing pilot workload. In 2017, an RAF Eurofighter Typhoon demonstrated interoperability with the F-35B using its Multifunction Advanced Data Link (MADL) in a two-week trial known as Babel Fish III in the Mojave Desert. This was achieved by translating the MADL messages into Link 16 format, allowing an F-35 in stealth mode to communicate directly with the Typhoon.
Radar and sensors
Captor radar
The Euroradar Captor is a mechanical multi-mode pulse Doppler radar designed for the Eurofighter Typhoon. The Eurofighter operates automatic Emission Controls (EMCON) to reduce the electromagnetic emissions of the current CAPTOR mechanically scanned radar. The Captor-M has three working channels, one intended for classification of jammer and for jamming suppression. A succession of radar software upgrades have enhanced the air-to-air capability of the radar. These upgrades have included the R2P programme (initially UK only, and known as T2P when 'ported' to the Tranche 2 aircraft) which is being followed by R2Q/T2Q. R2P was applied to eight German Typhoons deployed on Red Flag Alaska in 2012.
Captor-E AESA variant The Captor-E is an AESA derivative of the original Captor radar. It is also known as CAESAR (Captor Active Electronically Scanned Array Radar). The Captor-E is developed by the Euroradar Consortium, led by Selex ES. Synthetic aperture radar is expected to be fielded as part of the AESA radar upgrade, which will give the Eurofighter an all-weather ground attack capability. The conversion to AESA will also give the Eurofighter a low probability of intercept radar with improved jam resistance. The upgraded radar will feature a gimbal to meet RAF requirements for a wider scan field than a fixed AESA, as the coverage of a fixed AESA is limited to 120° in azimuth and elevation. A senior EADS radar expert has claimed that Captor-E is capable of detecting an F-35 from roughly 59 kilometres (37 mi) away. The first flight of a Eurofighter equipped with a "mass model" of the Captor-E occurred in late February 2014, with flight tests of the actual radar beginning in July of that year. On 19 November 2014 the contract to upgrade to the Captor-E was signed at the offices of EuroRadar lead Selex ES in Edinburgh, in a deal worth €1bn. Kuwait became the launch customer for the Captor-E active electronically scanned array radar in April 2016. Germany has announced the intention to integrate the AESA Captor-E into their Typhoons, beginning in 2022. In January 2024, it was announced that the first European Common Radar System (ECRS) MK2 had been fitted to an RAF operated test and evaluation Typhoon ZK355 (BS116), at BAE Systems' site Warton. Leonardo and DE&S announced that the initial flight was scheduled to take place later in 2024. The AESA radar program for the Eurofighter is now split into three European Common Radar System (ECRS) variants:
ECRS Mk0: also called Radar One Plus, this is the baseline Captor-E model which was developed by Leonardo. Hardware development is complete and it is fitted to aircraft delivered to Kuwait and Qatar. ECRS Mk1: an upgrade of the Mk0 being developed by Hensoldt/Indra, for Germany and Spain. It is to be retrofitted to their Tranche 2 and 3 aircraft, and also fitted to both countries' new Tranche 4 models. ECRS Mk2: also known as Radar Two, a different version developed from the ARTS and Bright Adder demonstrators, and from the Gripen E's ES-05 Raven radar. With electronic warfare/attack capabilities, it is being developed by Leonardo for the RAF, and integrated by BAE Systems. It will initially be applied to Tranche 3 aircraft, but the RAF may upgrade Tranche 2 later. Italy has joined development of the ECRS Mk2, which was part of the Typhoon offer to Finland for its HX Fighter Program.
IRST
The Passive Infra-Red Airborne Track Equipment (PIRATE) system is an infrared search and track (IRST) system mounted on the port side of the fuselage, forward of the windscreen. Selex ES is the lead contractor which, along with Thales Optronics (system technical authority) and Tecnobit of Spain, make up the EUROFIRST consortium responsible for the system's design and development. Eurofighters starting with Tranche 1 block 5 have the PIRATE. The first Eurofighter Typhoon with PIRATE-IRST was delivered to the Italian Aeronautica Militare in August 2007. More advanced targeting capabilities can be provided with the addition of a targeting pod such as the Litening pod.
When used with the radar in an air-to-air role, it functions as an infrared search and track system, providing passive target detection and tracking. The system can detect variations in temperature at a long range. It also provides a navigation and landing aid. PIRATE is linked to the pilot's helmet-mounted display. It allows the detection of both hot exhaust plumes of jet engines and surface heating caused by friction; processing techniques further enhance the output, giving a near-high resolution image of targets. The output can be directed to any of the Multi-function Head Down Displays, and can also be overlaid on both the Helmet Mounted Sight and the Head Up Display. Up to 200 targets can be simultaneously tracked using one of several different modes; Multiple Target Track (MTT), Single Target Track (STT), Single Target Track Ident (STTI), Sector Acquisition and Slaved Acquisition. In MTT mode the system will scan a designated volume space looking for potential targets. In STT mode PIRATE will provide tracking of a single designated target. An addition to this mode, STT Ident allows for visual identification of the target, the resolution being superior to CAPTOR's. When in Sector Acquisition mode PIRATE will scan a volume of space under direction of another onboard sensor such as CAPTOR. In Slave Acquisition, off-board sensors are used with PIRATE being commanded by data obtained from an AWACS or other source. When a target is found in either of these modes, PIRATE will automatically designate it and switch to STT. Once a target has been tracked and identified, PIRATE can be used to cue an appropriately equipped short range missile, i.e. a missile with a high off-boresight tracking capability such as ASRAAM. Additionally the data can be used to augment that of Captor or off-board sensor information via the AIS. This should enable the Typhoon to overcome severe ECM environments and still engage its targets. PIRATE also has a passive ranging capability although the system remains limited when providing passive firing solutions, as it does not have a laser rangefinder.
Engines
The Eurofighter Typhoon is fitted with two Eurojet EJ200 engines, each capable of providing up to 60 kN (13,500 lbf) of dry thrust and >90 kN (20,230 lbf) with afterburners. Using the "war" setting, dry thrust increases by 15% to 69 kN (15,511 lbf) per engine and afterburners by 5% to 95 kN (21,356 lbf) per engine and for a few seconds, up to 102 kN (22,930 lbf) thrust without damaging the engine. The EJ200 engine combines the leading technologies from each of the four European companies, using advanced digital control and health monitoring; wide chord aerofoils and single crystal turbine blades; and a convergent / divergent exhaust nozzle to give high thrust-to-weight ratio, multimission capability, supercruise performance, low fuel consumption, low cost of ownership, modular construction and growth potential.