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Home | Update | Latest Issue | Gallery | FR Profile | Datafiles | FR 5/97 ALL EUROFIGHTER PROTOTYPES ARE IN THE AIR by Karl Schwarz The test phase for the Eurofighter has made tremendous progress in the past few weeks. After long delays, partially due to weather, the partner companies Alenia, British Aerospace and Dasa managed to bring the last three of the seven development aircraft into the air. Alenia in Italy was the first, getting DA7 airborne on January 27, 1997, from Caselle which is located close to Turin. DA5 in Manching, Germany, followed on February 24, and Derek Reeh took off with the two-seat DA4 on March 14 from Warton (see photo). The one-hour flight of DA5 was important in the respect that this prototype is the first aircraft that is integrating all key components of the new European fighter aircraft. Furthermore, with operating the ECR90 radar, even though it currently contains only the development software for the air-to-air modes, all 137 progress criteria are now fulfilled. According to the four-nation contracts, these criteria, which concern aircraft performance as well as logistical aspects, are a requirement for entering the next program phases. Erwin Obermeier, Eurofighter program manager with Dasa, is currently taking positive stock of the flight evaluation: The flight envelope of the Eurofighter has been extended in 300 flight hours (as of mid-March) to a speed of up to Mach 1,82, a maximum flight altitude of 40000 ft, and accelerations up to six g. Also the pilots seem to be satisfied: "It is a great pleasure to fly the Eurofighter", is not only the opinion of Dasa chief test pilot Wolfgang Schirdewahn. He also says that the aircraft is "very good natured" in spite of its high agility, the fighter always reacted predictable to flight control inputs - unlike the MiG-29 which is also offering a very good performance but requires a pilot to work much harder to bring it out. Schirdewahn is especially pleased with the power that the EJ200 engines are generating. While the RB199 engines which were put into DA1 and DA2 are lacking power at higher altitudes, the EJ200 still has remarkable reserves. An official preview at Alenia in Italy is scheduled for April. The main focus of the 36 scheduled flights in this evaluation by Government test pilots will be on the EJ200 engines and on the avionics. The fighter program makes not only progress in the air but also on the ground. The static trials were concluded and the results of the fatigue tests at the IABG facility in Ottobrunn will supposedly be available before the end of this year. After 12000 of the projected 18000 simulated flight hours, Erwin Obermeier sees the aircraft's structural concept as fully proven. However, the good test results should not obscure the fact that there is still a lot of detailed work to be done. The integration of the next flight control software version is another important milestone ahead. This software version offers the planned production standard for many of its functions with the exception of the autopilot. Angle of attacks up to 27 degrees will reportedly be possible soon. DA7 will be used for flight tests with external loads (tanks) beginning in April. So far only Sidewinder and AMRAAM missiles have been mounted. Weapon release tests are scheduled for 1998. Beginning in August, the production software (air-to-air modes) for the radar will be used. The air-to-ground modes will supposedly be available in 1998. Step by step, the avionics will also be brought up to production standard. However, this can only be done parallel to the upgrade of the flight control system due to the tight integration of all systems. The EJ200 engines used in the prototypes are currently at the 01 standard. The more powerful 03A version has just completed certification tests on the test benches and the assembly of six engine prototypes is well advanced. A continuous run test-engine, integrating the most advanced parts such as the all-blisk fan and the new digital control (DECU C2), is just prior to completion. This engine will be the last step before reaching production standard. The goal is to complete the tests in 2001 at which time the Royal Air Force is planning to take deliveries for their first aircraft. A restructuring of the development workflow with more integrated teams and less splitting of the work has already shown positive effects. The transportation of parts through all of Europe was already reduced significantly. If the scheduled delivery schedules can be met is mainly a question of timely political decisions. Erwin Obermeier explains that the development work has already progressed so far that the company would really need to reduce the engineering team: "However, we should not fall below a critical limit." Due to this progress, the partner companies Alenia, British Aerospace, CASA and Dasa agreed on continuing the serieal preparation work at their own expenses in spite of the production investment contracts still not being signed. Dasa invests 20 to 25 million marks every month for preparational work. BAe, being confident in the politics, has already ordered some aircraft for the production. However, the industry can't supply such funds forever. This is especially true for the small supplying companies which are lacking the financial strength of the branch giants. The continued state of suspense is not helpful to the export efforts of the Eurofighter at all. Remarkably, the partners succeeded for the first time in getting the Eurofighter into the final bid for a fighter order. The Norwegian ministry of defence announced on February 17, 1997, that the forces will choose between the Eurofighter and the Lockheed Martin F-16. Norway needs 48 aircraft to replace the aged F-5 fleet beginning around 2003. Meanwhile, the United Arab Emirates have announced that they will consider a "good offer" which had been submitted by British Aerospace. This business concerns 80 aircraft. In this bid Eurofighter is competing with the Fighting Falcon and the Dassault Rafale. A preliminary decision could already be made in April. From page 48 of FLUG REVUE 5/97 Home | Update | Latest Issue | Gallery | FR Profile | Datafiles | FR 5/97 Copyright 1997 by Motor-Presse Stuttgart. All rights reserved. Last updated March 30, 1997