EuroFighter

EUROFIGHTER TYPHOONFor Flight Simulator X

and Prepar3D

FLIGHT MANUAL

This publication contains information about the installation and usage of theIndiaFoxtEcho Eurofighter Typhoon within the Microsoft Flight Simulator X and

Lockheed Martin Prepar3D flight simulation environments.

DO NOT USE THIS MANUAL AS SOURCE OF REAL-WORLD AIRCRAFTINFORMATION!

The operation, performance and appearance of the aicraft and its systems in the simulation areclosely based to the publicly available information, but changes have been made for simplification or

gameplay reasons. Real world aicraft performance and systems are still classified.

This manual and the Typhoon simulated aicraft are not endorsed, supported or linked in any way tothe Eurofighter GmBH or any company of the Eurofighter Consortium.

Product version: 1.00Manual Version: 1.0.0 – March 29th 2017

LIST OF CHANGES

2017-03-29Initial release

MINIMUM HARDWARE REQUIREMENTS

Due to the high-detail model and textures, we suggestto use the Eurofigher Typhoon on systems thatmeet or exceed the following requirements:

CPU: 3.0GHz dual core processor or betterGPU: at least 2Gb dedicated memoryRAM: 4.0Gb minimumHard Disk: 1Gb required for installation

IMPORTANT! This product has been design to work in Microsoft Flight Simulator X Acceleration, Gold and Steam Edition and Lockheed Martin Prepar3d version 2.5 and 3.4. This product is strictly integrated with Vertical Reality Simulation Tacpack package, which is required for several systems to work as intended. The following systems/functions will not work without Tacpack:

– Radar functions and Target Designation– Weapon Systems (both Air-to-Air and Air-

to-Surface) – ECM, Chaff and Flares– Stores Configurator– TFLIR and IRST/PIRATE Imagery

TFLIR and IRST/PIRATE systems will only work with P3D version 2.5 and above.

Equivalent functions in Prepar3D Professional PLUS are not supported.

INSTALLATION

If your copy is provided with an installer follow the instructions provided on screen by the installer software. Make sure that the MAIN Flight Simulator X or Prepar3D folder is detected properly, otherwise the files may be installed in a wrong folder. If the folder is not detected automatically, please select it manually.

NOTE: The product to be installed both in FSX and in P3D.

If your copy is not provided with an installer (e.g. Test versions, complimentary copies and similar cases) , please copy the SimObject and Effect folders into yourmain Flight Simulator X or Prepar3D directory.

CREDITS

Product design, modeling, textures, flight modeling, documentation, XML coding and graphics:

Dino Cattaneo

Flight Model:Roy Holmes

Custom Sound Package:Serge Luzin

Additional XML Coding: Rob Barendregt

Weapon models: Vertical Reality Simulations

This product uses gauges from Doug Downson for fuel management and voice warning fucntions and information taken from the excellent FS9 GPS and Custom Draw guides by Robert McElrath. The HUD ispartially based on the F-35 HMD by Jivko Rusev and Scott PrintzThe aircraft external models is based on mesh from Meshfactory and acquired and licenced throughTurbosquid Inc.This manual includes public domain text and pictures taken from Wikipedia.VRS Tacpack is copyrighted by Vertical Reality Simulations.

Special thanks to the Beta Testing team and to all the supporters of India Foxt Echo Visual Simulations!

DISCLAIMER

This SOFTWARE PRODUCT is provided by THE PROVIDER "as is" and "with all faults."THE PROVIDER makes no representations or warranties of any kind concerning the safety,suitability, lack of viruses, inaccuracies, typographical errors, or other harmful components of thisSOFTWARE PRODUCT.There are inherent dangers in the use of any software,and you are solely responsible fordetermining whether this SOFTWARE PRODUCT is compatible with your equipment and othersoftware installed on your equipment. You are also solely responsible for the protection of yourequipment and backup of your data, and THE PROVIDER will not be liable for any damages youmay suffer in connection with using, modifying, or distributing this SOFTWARE PRODUCTOther than for personal uses of the purchaser, copying, modifying or redistributing thissoftware is illegal.Copyright © 2017 by Dino Cattaneo and IndiaFoxtEcho Visual Simulations.

CONTACT INFORMATION

Look for IndiaFoxtEcho on Facebook for the official Facebook page or browse to the official blogat:Indiafoxtecho.blogspot.com

Email address is indiafoxtecho@gmail.com

NOTES TO USERS

SCOPEThe Flight Manual contains the necessary information for installation and safe operation of the EF2000 aircraft for Microsoft Flight Simulator X and Prepar3D. The instructions provide you with a general knowledgeof the aircraft stores, weapons, characteristics and specific normal and emergency operating procedures.Your experience is recognized, therefore basic flight principles are avoided.

PERMISSIBLE OPERATIONSThe Flight manual takes a "positive approach" andnormally states only what you can do. Unusual operationsor configurations are prohibited unless specificallycovered herein. Clearance must be obtained beforeany questionable operation is attempted, which is notspecifically permitted in this manual.

APPLICABILITY OF THIS MANUALInformation contained in this manual is applicable tothe Eurofighter Typhoon simulated aicraft published by IndiaFoxtEcho.

MANUAL STRUCTUREThe manual is divided into SECTIONS. Each section is divided into CHAPTERS. The chapters contain the entire information relevant to a specific aircraft system, e.g. Hydraulic System, or to a specific Phase of Flight (PoF), e.g. Preparation for Flight.

UPDATING PROCEDURESThe product and this manual will be updated/amendedin form of Urgent Changes or Routine Changes.

URGENT CHANGES The urgent update procedures will be used to provide a quick reaction to product or documentation issue and they are released through the indiafoxtecho.blogspot.com blog. These changes will require manual installation.

ROUTINE CHANGESRoutine Changes are issued at certain intervals or asnecessary. Typically these updates will be released asa full installation and will be deployed through the same channel from which you have received this software.

WARNINGS, CAUTIONS, NOTES

WARNINGOperating procedure, technique, etc., whichcould result in personal injury or loss of lifeif not carefully followed (of couse this does not apply to a flight simulation!).

CAUTIONOperating procedure, technique, etc., whichcould result in damage to equipment if not

carefully followed.

NOTEAn operating procedure, technique, etc.,which is considered essential to emphasize.

"MUST", "SHALL", "WILL", "SHOULD", AND"MAY"The words "must, "shall" or "will" shall be used to express a mandatory requirement. The word "should" shall be used to express non mandatory provisions. The word "may" shall be used to express permissiveness.

YOUR RESPONSIBILITYEvery effort is made to keep this manual up-to-date.However, we cannot correct an error unless we knowabout its existence. In this regard, it is essential thatyou do your part. Any questions, corrections or additions should be submitted.

CORRECTIONS AND RECOMMENDATIONSAny comments and suggestions to correct or improve the information in this manual should be submitted viaemail to:indiafoxtecho@gmail.com

LIST OF KEYBOARD SHORTCUTSSTANDARD EUROFIGHTER KEYBOARD SHORTCUTS – EXPERT USERS CAN CHANGE THE DEFAULT ASSIGNMENTS BY MANUAL EDITING THE "Keystrokes.xml" FILE IN THE PANEL\CONFIG SUBFOLDER.

"M" PHASE OF FLIGHT (PoF) MODE CHANGE – Cycles through available aircraft PoF Modes: Ground / Take Off / Land / Navigation / Air to Air / Air to Ground

"Control+A" – LATE ARM SAFE SWITCH – TogglesLATE ARM SAFE safety protection

"Control+Shift+A" – MASS SWITCH – Cycles MASS Switch status between: OFF – STANDBY – LIVE

"Control+U" – UNCAGE TARGET – Deselect current target and resets weapon seeker to boresight

"Control+J" – SELECTIVE JETTISON INITIATE – Jettison currently selected store

"Control+Shift+J" – EXTERNAL STORES JETTISON INITIATE – Jettison all external stores

"Shift+C" – BOMB RELEASE MODE – Cycles through available A/S ordnance release modes: CCIP / AUTO / MAN

"W" – WEAPON SELECTION – Cycles through available weapons within the current Master Mode

"Shift+W" – STATION STEPPING – Selects anotherpylon with the same store as the one currently selected.

"Shift+Control+W" – WEAPONS RELOAD – Reloadall weapons as per the latest configuration. NOTE In single player this is always available. In multiplayer the host can inhibit the selection.

"Shift+Control+1" – A/A GUN SELECTION – Selects A/A Mode and Gun – Radar acquisition is set to GACQ

"Shift+Control+2" – SRAAM SELECTION – Selects A/A Mode and the first available SRAAM missile – Radar acquisition is set to WACQ

"Shift+Control+3" – MRAAM SELECTION – SelectsA/A Mode and the first available MRAAM missile – Radar acquisition is set to WACQ

"Shift+Control+4" – GBU-10 SELECTION – Selects A/S Mode and first available GBU-10 bomb. Note: if no GBU-10 bomb is available, the first available A/S ordinance is selected.

"Shift+Control+5" – NAV MASTER MODE

SELECTION – Selects NAV Master Mode

"Shift+Control+6" – A/A MASTER MODE SELECTION – Selects Air to Air Master Mode

"Shift+Control+7" – A/S MASTER MODE SELECTION – Selects Air to Surface Master Mode

"I" – IN FLIGHT REFUEL PROBE EXTEND/RETRACT – Extend or Retract In-Flight Refuel Probe

"Enter" – DESIGNATE TARGET – In A/A Master Mode, if radar is active, designate the higherst priority radar track as "Lock And Steer" A/A target; subsequent keypresses will cycle through the current Radar Tracks.

"Shift+Ctrl+N" – NIGHT VISION – Toggles Tacpack Night Vision simulation

"C" – CHAFF RELEASE – Manual release of a single CHAFF cartridge

"F" – FLARE RELEASE – Manual release of a signle flare

"J" – ECM JAMMER TOGGLE – Toggles ECM jammer

"Control+Shift+H" – HMS TOGGLE – Toggles headmounted display system (note: must be powered first)

"Control+Shift+R" – READY FOR TAKEOFF – Toggles the most important avionic and system switches to a "ready for takeoff" condition.

LIST OF ABBREVIATIONSSTANDARD EUROFIGHTER ABBREVIATIONSINDEX

AA AmperesA&I Attack and IdentificationA-L Approach and Landinga.m. above mentionedA/A Air to AirA/B AirborneA/C AircraftA/D Analog / Digital or Analog to DigitalA/F AirfieldA/F AirframeA/F Across FlatsA/G Air to GroundA/R As RequiredA/S Air to SurfaceA/V Air VehicleAA Avionics & ArmamentAAA Anti Aircraft ArtilleryAAAM Advanced Air to Air MissileAAIM Aircraft Autonomous IntegrityMonitoringAAM Air to Air MissileAAM Autopilot Attack ModeAAMMU Airborne Advanced MessageMonitoring UnitAAOR Air to Air OverrideAAR Air to Air RefuellingAAV AMRAAM Air VehicleAAVI AMRAAM Air Vehicle InstrumentedAAW Air to Air WarfareAB Air BaseAB Air BrakeAB AfterburnerABAS Aircraft Body Axis SystemABCP Afterburner Centrifugal PumpABFCU Afterburner Fuel Control UnitABFMU Afterburner Fuel Metering UnitAC Attack ComputerAC Armament CarriageAC Alternating CurrentAC-GCU AC Generator Control UnitACA Agile Combat AircraftACAC Air Cooled Air CoolerACC AccumulatorACC Automatic Code ChangeACCIP Advanced Continuously ComputedImpact PointACCS Air Command Control SystemACDD Attitude Climb-Dive DisplayACE Armament Control ElementACES Advanced Concept Ejection SeatACFAM Attitude Coupled Fuselage AimingModeACFC Air-Cooled Fuel CoolerACIS Armament Carriage andInstallation SystemACL Anti-Collision LightsACM Air Combat ModeACM Acquisition Mode

ACM Air Combat ManeuversACMI Air Combat MissionInstrumentationACMI Air Combat ManoeuvringInstrumentationACNEDAS Aircraft Carried Normal EarthDirected AxisSystemACO Airspace Co-ordination OrderACOC Air-Cooled Oil CoolerACP Allied Communication ProcedureACQ AcquireACR Active Cockpit RigACRW AircrewACS ADA Compilation SystemACS Armament Control SystemACT Air Combat TrainingACU Actuator Control UnitACUE AutocueACVMS Aircraft Crypto VariableManagement SystemACVMU Aircraft Crypto VariableManagement UnitAD Air DefenceADA Airborne Data AcquisitionADA [High Order Language forOperational Software] / ProductNameADAS Airborne Data Acquisition SystemADASS Advanced Data AcquisitionSimulation SystemADB Avionic Data BusADC Air Data ComputerADCU Air Data Conversion UnitADD Airstream Direction DetectorsADF Automatic Direction FindingADGE Air Defence Ground EnvironmentADL Automatic Data LinkADP Air Data ProbesADR Accident Data Recorder (seeCSMU)ADS Air Data SystemADS Aerodynamic Data SetADT Air Data TransducerADU Air Data UnitADU Automatic Deployment UnitADV Air Defence VariantAEA Aircrew Equipment AssemblyAFC Automatic Frequency ControlAFCS Air Flow Control SystemAFCV Air Flow Control ValveAFD Attack Flight DirectorAFDS Automatic Flight Director SystemAFDS Autonomous Freeflight DispenserSystemAFR Air Fuel RatioAFV Armoured Fighting VehicleAG Attention GetterAGC Automatic Gain ControlAGL Above Ground LevelAGM Air to Ground MissileAGR Air to Ground RangingAGS Anti-G SuitAGTS Armament Ground Test Switch

AGV Anti G-ValveAh Ampere hourAHDERU Advanced Heavy Duty EjectorRelease UnitAI Attack and IdentAI Attitude IndicatorAIC Air Intake CasingAIC Air Intake ControlAICA Air Intake Control ActuatorAICS Air Intake Control SystemAIM Air Intercept MissileAIM-9L Air Intercept Missile - 9L(Sidewinder)AIPT Air Intake Pressure TransducerAIS Armament Integration SystemAISS Attack and IdentificationSubsystemAIU Airborne Interface UnitAIU Aircraft Instrumentation UnitAJ Anti-JammingAL AluminiumAL-Li Aluminium-LithiumALARM Air-Launched Anti-RadiationMissileALDERU Advanced Light Duty EjectorRelease UnitALF Ambient Lighting FacilityALG AlgorithmsALIU Automatic Liferaft Inflation UnitALK Alterable Legend KeysALPHA Angle of AttackALT Altimeter / Altitude / AlterationAM Amplitude ModulationAMB AmbientAMC Actuator Movement ChecksAMLCD Active Matrix Liquid Crystal DisplayAMMO AmmunitionAMMU Advanced MeasurementMonitoring UnitAMP AmpereAMPA Advanced Mission Planning AidAMRAAM Advanced Medium Range Air toAir MissileAMSL Above Mean Sea LevelAMSU Aircraft Motion Sensor UnitAMT Automatic Mask TensioningAMT Accelerated Mission TestingAN Activity NumberANLG AnalogANMC Actuator Non-Movement ChecksANVIS Advanced Night Vision IntensifierSpectaclesAoA Angle of AttackAoB Angle of BankAOB Auxiliary Oxygen BottleAoI Area of InterestAOTD Active Optical Target DetectorAP AutopilotAPPROX ApproximateAPSP Avionic Production SoftwarePackageAPU Auxiliary Power UnitAPUCU APU Control Unit

APUSOV APU Shut-Off ValveAQ AcquisitionARHC Automatic Reheat CancellationARLA Advanced Rail LauncherARM ArmamentARM Anti-Radiation MissileARM/S Anti-Radiation Missile / SystemART Auto Roll TrimAS Aircraft StandardsASBC Armament Safety Break ContactorASDA Accelerate Stop Distance AvailableASE Allowable Steering ErrorASGTS Armament Safety Ground TestSwitchASI Air Speed IndicatorASI Aircraft / Store InterfaceASI Aircraft Station InterfaceASL Azimuth Steering LineASLR Automatic Low Speed RecoveryASM Air Switch MasterASM Air System MasterASM Air to Surface MissileASO Automatic Steering OverrideASODV Afterburner Shut-Off and DumpValveASP Aircrew Services PackageASR Air to Surface RangingASRAAM Advanced Short Range Air to AirMissileAssy AssemblyASTA Aircrew Synthetic Training AidsASU Aerial Switch UnitASU Acceleration Sensing UnitAT Auto ThrottleATC Air Traffic ControlATC Air Turbine ControlATF Advanced Tactical FighterATM Air Turbine MotorATMCV Air Turbine Motor Control ValveATS Air Turbine StarterATS Automatic Test SystemATS/M Air Turbine Starter/MotorATSMCV Air Turbine Starting Motor ControlValveATT AttitudeATTENSONS Attention getting SoundsATU Air Data Transducer UnitAUTOCAP Autonomous Combat Air PatrolAUX AuxiliaryAV AvionicsAVOID Aircraft Vertical ObstructionInformation DataAVR Automatic Voltage RegulatorAVS Avionics SystemAVS Avionic SoftwareAVSOV Avionic Shut-Off ValveAW All WeatherAWACS Airborne Early Warning andControl SystemAWFL Aircraft Airworthiness FlightLimitationAWR Approach Warning ReceiverAWS Angle-While-Scan

AWS Adaptive Waveform SchedulingAWX All Weather (Fighter)AZ Azimuth

BB&C Biological and ChemicalBAL BalanceBAM Boresight Acquisition ModeBARO BarometricBATT BatteryBC Battery ContactBC Bus Control (Controller)BC Bacteriological and ChemicalBETA Angle of SideslipBFCM Basic Flight Control ModeBFD Basic Flight DesignBFL Bomb Fall LineBICU Bus Interface Coder UnitBIM Bus Interface ModuleBIN BinaryBIT Built-In TestBITE Built-In Test EquipmentBLISK Bladed DiskBME Basic Mass EmptyBMS Battery Master SwitchBNG Bombs, non-guidedBOS Bomb ON StationBOSS Bomb ON Station SwitchBP Briefing PackBPD Bypass DuctBPR Bypass RatioBRD Broad (Band Width)BRKT BracketBRT Bright(ness)BS Build StandardBSCE Brake & Skid Control EquipmentBSD Bulk Storage DeviceBSTACQ Boresight AcquisitionBTC Bus-Tie ContactorBTRU Barostatic Time-Release UnitBVR Beyond Visual RangeBVRAAM Beyond Visual Range Air to AirMissile

CC ChaffC Chemical°C Celsius (Degree Centigrade)C&D Controls and DisplaysC/E Crew EscapeC/F Chaff and FlaresC" Bore CounterboreC² Command and ControlC² & I Command Control and InformationC³ Command, Control,CommunicationC³ & I Command, Control,Communication and InformationCAC Close Air CombatCALC CalculatedCAMU Communication and AudioManagement UnitCAP Combat Air Patrol

CAS Calibrated AirspeedCAS Command Augmentation SystemCASIM Close Air Support InterdictionMissileCASOM Conventionally Armed Stand-OffMissileCAT CategoryCATM Captive Air Training MissileCAU Cold Air UnitCBIT Continuous Built-In TestCBLS Carrier Bomb Light StoreCBT Computer Based Trainingcc Cubic CentimetreCCDL Computer / Compiler Data LinkCCDU Cockpit Control and Display UnitCCIC Combustion Chamber InnerCasingCCIL Continuously Computed ImpactLineCCIP Continuously Computed ImpactPointCCIS Command and Control InformationSystemCCL Conventional Control LawCCOC Combustion Chamber OuterCasingCCPG Chest Counter Pressure GarmentCCRP Continuously Computed ReleasePointCCw Counter ClockwiseCd Cadmium platedCDA Climb-Dive AttitudeCDD Climb-Dive DisplayCDE Constraint DelayCEP Circular Error ProbabilityCES Crew Escape SystemCEUC Canopy Emergency UnlockCylindersCF Centre FuselageCFC Carbon Fibre CompositeCFD Chaff and Flares DispenserCFG Constant Frequency GeneratorCFH Carefree HandlingCFIT Controlled Flight Into TerrainCFREE CarefreeCFW Catastrophic Failure WarningCG Center of GravityCH Chord LineCHAN ChannelCHD Change DestinationCIC Close In CombatCIU Cockpit Interface UnitCJDPU Canopy Jack Disconnect PistonUnitCJGFIU Canopy Jettison Gas Fired InitiatorUnitCJIU Canopy Jettison Initiator UnitCJMIU Canopy Jettison Manual InitiatorUnitCJRM Canopy Jettison Rocket MotorsCJS Canopy Jettison SystemCL Control LawsCL CenterlineCLASS Classification

CLP Centre Line PylonCLR Clearcm CentimeterCM Counter MeasuresCMHDD Center Multifunction Head DownDisplayCMS Configuration ManagementSystemCMS Command Mode SelectorCOMJAM Communication JammingCOMMS Communications (System)COMSEC Communication SecurityCON-DI Convergent / DivergentCONF ConfigurationCP Center of PressureCPCV Cockpit Pressure Control ValueCPT Cockpit Procedure TrainerCPU Central Processing UnitCR Crash Recorder (see CSMU)CRM Canopy Rocket MotorsCRT Cathode Ray TubeCRYP SEL Cryptovariable SelectionCSCP C-ScopeCSD Constant Speed DriveCSDU Constant Speed Drive UnitCSG Constant Speed GeneratorCSG Computer Symbol GeneratorCSMU Crash Survivable Memory UnitCSU Central Station UnitCSU Central Suppression UnitCSV Cabin Safety ValveCT Cockpit TrainerCT/IPS-E Cockpit Trainer / Interactive PilotStation EnhancedCT/IPS Cockpit Trainer / Interactive PilotStationCTA Current Transformer AssemblyCTC Cabin Temperature ControlCTCV Cabin Temperature Control ValveCTL Cutter Trace LineCTR CenterCTRL ControlCu CopperCU Control UnitCV Control ValveCVSD Continuously Variable Slope DeltaCw ClockwiseCW Continuous WaveCW Chemical WarfareCWI CW IlluminatorCWP Center Wing PylonCWY Clearway

DD of A Direction of Arrival (Vector)D&C Displays and ControlsD/A Digital to AnalogDA Defensive AidsDAC Defensive Aids ComputerDAC Digital-to-Analog ConverterDAS Displayed AirspeedDASS Defensive Aids SubsystemdB Decibel

DBF De-Briefing FacilityDBGS Data Base Generation SystemDBHM Data Bus Health MonitoringDBMC Data Bus Monitor and ControllerDBS Doppler Beam SharpeningDC Direct CurrentDCLT De-clutterDDL Direct Data LinkDDM Direct Drive MotorDDV Direct Drive ValveDECU Digital Engine Control UnitDeg DegreesDEK Digital Entry KeyboardDel DeleteDEP Design Eye PositionDest DestinationDF Direction FindingDFLT DefaultDI Drag IndexDI/O Discrete Input / OutputDIS Drag Index SystemDME Distance Measuring EquipmentDME-P Distance MeasuringEquipment-PrecisionDMG Digital Map GeneratorDoA Direction of ArrivalDP Design PointDRF Disorientation Recovery FacilityDTL Designated Target ListDTP Detection Processor (Board - FLIR)DU Distribution UnitDU DurationDVI/O Direct Voice Input / OutputDVO Direct Voice OutputDWP Destination WaypointDWP Dedicated Warning PanelDYN Dynamic

EE EastE/O Electro / OpticalEAS Equivalent Air SpeedECS Engine Control SystemECS Engine Cowling SystemECS Environmental Control SystemECU Engine Control UnitEDDI Electronic Direct Digital InterfaceEDV Electrical Depressurization ValveEED Electro Explosive DeviceEEPROM Electrically ErasableProgrammable Read Only MemoryEF Eurofighter GmbHEF 2000 Eurofighter 2000EFA bus Eurofighter Fiber Optic Data busEFH Engine Flight Hourse.g. Exempli gratia (for example)EGT Exhaust Gas TemperatureEHSV Electro Hydraulic Servo ValveEJ Emergency JettisonEJ Eurojet Turbo GmbHEJB Emergency Jettison ButtonEL ElevationELEC Electrical

ELINT Electronic IntelligenceEM ElectromagneticEMC Electro-Magnetic CompatibilityEMCON Emission ControlEMGY EmergencyEMP Electro Magnetic PulseEMU Engine Monitoring UnitENG EngineENSS European Navigation SatelliteSystemENT EnterEO Emergency OxygenEOC Enhanced Operational CapabilityEOS Emergency Oxygen SupplyEPG Electrical Power GenerationEPGS Electrical Power GenerationSystemEPM Electronic Protection MeasuresEPROM Erasable Programmable ReadOnly MemoryERA Emergency Ram AirERAV Emergency Ram Air ValveERHC Emergency Reheat CancellationERP Eye Reference PointERU Ejection Release UnitESJ Escort JammersESLW External Store Light WeightESM Electronic Support MeasuresESP Electronic Stability ProgrammeESS Engineering Support SystemEst EstimatedESV Emergency Spool ValueESV Emergency Spill Valveetc. Et cetera (and others, and so forth)ETC Environmental TemperatureControlETD Electronic Transfer DeviceETI Elapsed Time IndicatorETR Elapsed Time RecorderETTC Estimated Time to CompletionEW Early WarningEW Electronic WarfareEXL External LightingEXT External

F°F Fahrenheit (Degrees)F FuselageF FlareF/.. FrontF/P ForeplaneFA Frequency AgilityFAM Frequency Agility Mode(s)FAR Fuel Air RatioFBI Frequency and Bias Input FacilityFBS Full Back StickFCAGT Full Coverage Anti-g TrousersFCC Flight Control ComputerFCC Flight Crew ChecklistFCL Flight Control LawsFCN Flight Clearance NoteFCOC Fuel Cooled Oil CoolerFCP Flight Controls Pressure

FCS Flight Control SystemFCSHU Flight Control System andHydraulic UtilityFCSM Flight Control System ModeFCSU Flight Control System UnitFD Flight DirectorFF Fuel FlowFF Front FuselageFFS Full Forward StickFH Flight HourFH Frequency HoppingFID Flame Ionization DetectorFIG FigureFL Flight LevelFLC First Line CheckFLIR Forward Looking Infra RedFLT OPs Flight OperationsFLT FlightFLT CONT Flight ControlFM Flight ManualFM Frequency ModulationFMDZ Forward Missile Deployment ZoneFMS Fuel Management SystemFMS Full Mission SimulatorFMU Fuel Metering UnitFO Fibre OpticFOC Final / Full Operational ClearanceFOD Foreign Object DamageFoM Figure of MeritFoV Field of ViewFP Fuel ProbeFPD Flat Panel DisplayFPL ForeplaneFPM Feet per MinuteFPU Filter Package UnitFR Flight RefuellingFRC Flight Reference Card(s)(Checklist)FREQ FrequencyFRP Flight Refuelling ProbeFRS Flight Resident SoftwareFS Flight SafetyFSOV Fuel Shut-Off ValveFSP First Stage PumpFSU Fuselage Station UnitFT / ft Feet / FootFTT Fixed Target TrackFwd Forward

GG Gung Gramg Acceleration of GravityG-LOC G-induced Loss of ConsciousnessG/A Ground-AirGBX Gear BoxGB Guided BombGBU Guided Bomb UnitGC Generator ContactGCA Ground Controlled ApproachGCCU Ground Crew Connector UnitGCI Ground Controlled InterceptGCJB Gun Control Junction BoxGCR Ground Crew

GCS Guidance Control SectionGCU Generator Control UnitGDF Ground Debriefing FacilityGEOREF Geographic ReferenceGEU Gun Electronic UnitGFE Government Furnished EquipmentGHZ GigahertzGIC GPS Integrity ChannelGLU Ground Loading UnitGM Ground MappingGMT Greenwich Mean TimeGMTI Ground Moving TargetIdentification (Indicator)GMTT Ground Moving Target TrackGND GroundGNSS Global Navigation Satellite SystemGNSSP Global Navigation Satellite SystemPanelGP General PurposeGPC Ground Power ConnectorGPS Global Positioning SystemGPSU Global Position System UnitGPU Ground Power UnitGPWS Ground Proximity Warning SystemGRD Guard ReceiverGREF Geographic Reference (System)GS Ground SpeedGSE Ground Support EquipmentGSF Ground Support FacilityGSI Gun Safety InterlockGSS Ground Support SystemGTE Ground Test EquipmentGU Guard UHFGUH Get-U-HomeGUI Graphical User InterfaceGV Guard VHFGW Guided Weapon

Hh hourH HeightH/W HardwareHACQ HUD AcquisitionHAoA High Angle of AttackHARM High Speed Anti-Radiation MissileHAVQ Have QuickHB High BandHDD Head Down DisplayHDERU Heavy Duty Ejection Release UnitHDG HeadingHDH Head Down HUDHDHUD Head Down / Head Up DisplayHDLG HandlingHEA Head Equipment AssemblyHEAPU Head Equipment AssemblyProcessor UnitHEIU High Energy Ignition UnitHERO High Energy Radiation OutputHERO Hazard of ElectromagneticRadiationHex Hexagonhex hexadecimalHF High Frequency

HFD Horizontal Fuselage DatumHI Heading IndicatorHI-LO-HI High-Low-HighHiPPAG High Pressure Pure Air GeneratorHIRTAS High Intensity Radio TransmittersHISL High Intensity Strobe LightHL High LevelHMD Helmet Mounted DisplayHMS Helmet Mounted SightHMS/D Helmet Mounted Sight / DesignatorHMSS Helmet Mounted SightHOTAS Hands On Throttle and StickHP High PressureHP Hydraulic PumpHp Barometric AltitudeHPC High Pressure CompressorHPGU Hydraulic Pressure Generator UnitHPRU Harness Power Retraction UnitHPS Helmet Positioning SystemHPT High Pressure TurbineHR HourHR High ResolutionHRM High Resolution Map / MappingHSI Horizontal Situation IndicatorHTC High Pressure Turbine CasingHUD Head-Up DisplayHUDCP HUD Control PanelHUDACQ Head Up Display AcquisitionHUDLS Head Up Display Light SensorsHUDR Head Up Display RepeaterHUP Head Up PanelHVPS High Voltage Power SupplyHYD HydraulicHz Hertz

II/O Input / Output (GE)IAS Indicated Air Speediaw in accordance withIB InboardIBIT Initiated BITIC Integrated CircuitICAO International Civil AviationOrganizationICO Instinctive Cut-OutICU Interface Control UnitID Identification/IdentityIDENT IdentificationIDG Integrated Drive GeneratorIF Instrument FlyingIFBIT In-Flight BITIFF Identification Friend / FoeIFR Instrument Flight RulesIFRP In-Flight Refuelling ProbeIFU Interface UnitILS Instrument Landing SystemIMC Instrument MeteorologicalConditionsIMRS Integrated Monitoring andRecording SystemIMU Inertial Measuring UnitIMV Instrumented MeasurementVehicle

IN Inertial NavigationINFO InformationINS Inertial Navigation SystemINT InterrogatorINT InternalINTCP InterceptINTER IntermediateIntOS Interim Operational SupplementINTRG InterrogateINTSCT IntersectionIntSS Interim Safety SupplementINU Inertial Navigation UnitIOC Initial Operational ClearanceIOC Initial Operational CapabilityIOS Instructor Operator StationIP Initial PointIPU Interface Processor UnitIR Infra RedIRCM Infra Red Counter MeasureIRCCM Infra Red Counter-CounterMeasureIRS Infra Red SignatureIRST Infra Red Search and TrackIRU Inertial Reference UnitISA International Standard AtmosphereISO International StandardsOrganizationISOL Isolation ValveIss IssueISU Inboard Station UnitITR Instantaneous Turn RateITSP Integrated Tip Stub PylonITSPL Integrated Tip Stub Pylon LauncherITSU Integrated Tip Station UnitITV Integrated Test VehicleIWP Inboard Wing PylonIWSSS International Weapon SystemSupport System

JJAM JammingJDAM Joint Direct Attack MunitionJEM Jet Engine ModulationJETT JettisonJFS Jet Fuel StarterJP Jet PipeJS Jam to SignalJTIDS Joint Tactical InformationDistribution System

KK Degrees KelvinKB Kilobyte (1024 Bytes)kbs kilobits per secondKCAS Knots Calibrated Air SpeedKDAS Knots Display Air SpeedKEAS Knots Equivalent Air SpeedKFT Thousands of Feetkg KilogramKhz KilohertzKIAS Knots Indicated Air Speedkm KilometerkN Kilo Newton

KoD Key of DayKPa Kilo PascalKR Kinematic Rangingkt Knot(s)kVA Kilo Volt AmpereKW Kilo WattskWs Kilo Watt second

LLAAD Landing AidLAB Linked Ammunition BoxLAN Local Area NetworkLAS Late Arm SwitchLAU Launcher Air UnitLB Low Bandlbs PoundsLC Lightning ControllerLCA Launcher Carrying AdapterLCD Liquid Crystal DisplayLCGS Liquid Conditioning GenerationSystemLCN Load Classification NumberLCS Liquid Cooled SuitLCS Liquid Conditioning SystemLCV Liquid Cooling VestLCV Liquid Conditioned VestLCWL Left Air Intake COWLLD Lift DumpLD Lift & DragLDERU Light Duty Ejection Release UnitLDG Landing Gear (System)LDP Laser Designator PodLE Leading EdgeLEAS Leading Edge Actuation SystemLED Light Emitting DiodeLEMP Lightning Electro-Magnetic PulseLES Leading Edge SystemLFC Left Fuel ComputerLFD Longitudinal Fuselage DatumLFK LenkflugkrperLFS Low Flying SystemLG Landing GearLGB Laser Guided BombLGC Landing Gear ComputerLGS Left Glare ShieldLH Left HandLHGS Left Hand Glare ShieldLINS Laser Inertial Navigation SystemLL Low LevelL/L Latitude / LongitudeLLAB Linkless Ammunition BoxLMG Left Main GearLMHDD Left Multifunction Head DownDisplayLN LaneLNCH LaunchLO LowLoA List of Abbreviations (NETMA)LOC LocationLORAN Long Range NavigationLoS Loss of SightLoS Line of SightLOX Liquid OxygenLP Low Pressure

LPC Low Pressure CompressorLPI Low Probability of InterceptLPT Low Pressure TurbineLPTR Low Pressure Turbine RotorLRI Line Replaceable ItemLROL Left Read Out LineLRSOM Long Range Stand-Off MissileLRSOW Long Range Stand-Off WeaponLRU Line Replaceable UnitLS Low SpeedLS Life SupportLS Lightning StrikeLSP Locality Specific ProtectionLSZ Launch Success ZoneLtr LiterLVT Low Volume TerminalLW Laser WarnerLWR Laser Warner ReceiverLQP Left Quarter Panel

Mm MeterM MachM/S Meters / SecondMAC Mean Aerodynamic ChordMASS Master Armament Safety SwitchMAW Missile Approach WarningMAWR Missile Approach WarningReceivermax MaximumMB Megabyte (1 MB = 1024 KB =1048576 Byte)MBF Mission Briefing FacilityMBS Maximum Brake-on SpeedMDC Miniature Detonating CordMDE Manual Data EntryMDE Mission Data EntryMDEF Manual Data Entry FacilityMDEK Manual Data Entry KeyMDF Mission Debriefing FacilityMDLR Mission Data Loader and RecorderMDP Maintenance Data PanelMEL Missile Ejection LauncherMET MeteorologicalMFMU Main Fuel Metering UnitMFoR Maximum Field of RegardMFR Mass Flow RateMFRL Multi Function Rail LauncherMHDD Multifunction Head Down DisplayMhz MegahertzMIDS Multifunctional Information andDistribution SystemMIJI Meaconing, Intrusion, Jammingand InterferenceMIL MilitaryMIL-SPEC Military SpecificationMIL-STD Military Standardmin Minimummin MinutesMISC MiscellaneousMISREP Mission ReportMIU MIDS Interface UnitMJ Mega Joule

MK Moding KeyML Mach LimitMLAW(R) Missile Launch Approach Warning(Receiver)MLG Main Landing GearMLS Microwave Landing SystemMLW Missile Launch Warningmm millimetersMMI Man Machine InterfaceMMV Main Metering ValveMNV Main ValveMOB Main Operating BaseMOD ModificationMOD KIT Modification Kit SetMON MonitorMOS Missile On StationMP Medium PressureMP Mission PlanningMPa Mega PascalMPCP Multi Purpose Camera PodMPI MASS Position IndicatorMRAAM Medium Range Air to Air MissileMRL Modular Rail Launcherms millisecondsMSD Minimum Safe DistanceMSL MissileMSL Mean Sea LevelMSOC Molecular Sieve OxygenConcentratorMSOGS Molecular Sieve Oxygen GeneratorSystemMSOW Medium Range Stand-Off WeaponMSS Mission Support SystemMTI Moving Target IndicatorMTT Multiple Target TrackMW Micro WaveMW Missile WarningMWSL Main Wheel Static Load

NN NorthN NewtonN-LoS Non-Line of SightN/A Not ApplicableN/R Not RequiredNACISC NATO Communication and InfoSystemNADGE NATO Air Defence GroundEnvironmentNatfit National FitNATO North Atlantic Treaty OrganisationNAV NavigationNAVSTAR Navigation System with Time andRangingNBC Nuclear, Biological, ChemicalNC NATO ConfidentialNC Navigation ComputerNCI Non-Cooperative IdentificationNDB Non Directional BaconNELSZ No Escape Launch Success ZoneNEMP Nuclear Electro-Magnetic PulseNetident Network Identification NameNF Notch Filter

NGV Nozzle Guide VaneNH Nuclear HardeningNH Rotor Speed High PressureNIS NATO Identification SystemNL Rotor Speed Low PressureNLG Nose Landing GearNM Nautical MileNO NumberNORM NormalNPR Nozzle Pressure RatioNR NATO RestrictedNRV Non Return ValveNRW Narrow Band WidthNS NATO SecretNSCAC Non Safety Critical ArmamentControllerNSCAS Non Safety Critical ArmamentSystemNTH NorthNU NATO UnclassifiedNV Night VisionNVE Night Vision EnhancementNVED Night Vision Enhancement DeviceNVG Night Vision GogglesNVM Non Volatile MemoryNVRAM Non Volatile Random AccessMemoryNWP Next Way PointNWS Nose Wheel SteeringNX Longitudinal AccelerationNY Lateral AccelerationNZ Normal AccelerationNZL Nozzle Load

OO/B OutboardOAT Outside Air TemperatureOBOGS On-Board Oxygen GenerationSystemOFP Operational Flight ProgrammeOGV Outlet Guide VaneOH Operating HoursOME Operating Mass EmptyOMS Opto-Mechanical SubassemblyORA Optimum Release AltitudeOSU Outboard Station UnitOTF On Top FixOU Outboard Station UnitOUTBD OutboardOVRD OverrideOVRTMP Over temperatureOWFS Over Water Flying SuitOXG Oxygen GenerationOXR Oxygen RegulationOxy Oxygen

PP PressurePA Pilot AwarenessPACT Primary ActuationPAPFC Primary Actuation Pre-FlightChecksPAR Precision Approach Radar

Para ParagraphPB Push-ButtonPBF Pilot Briefing FacilityPBG Pressure Breathing GarmentPBIT Power-Up BITPDM Performance Data ManualPDME Precision Distance MeasuringEquipmentPDS Portable Data StorePDU Pylon Decoder UnitPDU Pilot Display UnitPEC Personal Equipment ConnectorPETL Previously Engaged Target ListPEU Pylon Ejector UnitPFC Pre-flight CheckPFD Primary Flight DisplayPFM Pulse Frequency ModulationPH PhasePI Point InterceptPIF Pilot Information FilesPIO Pilot Identity OverridePIO Pilot-Induced OscillationPK Probability of KillPLB Personal Locator BeaconPLT PilotPMDS Portable Maintenance Data StorePoE Point of EmbodimentPoF Phase of FlightPoI Probability of InterceptPOL Petroleum / Oil LubricantsPOSN PositionPOT Power Off-Take (Shaft)PP Present PositionPPI Plan Position IndicatorPPI Present Position Indicatorppm(v) Parts per million by volumePPSA Pedal Position Sensor AssemblyPPSU Pedal Positioning Sensor UnitPRESS PressurePRF Pulse Repetition FrequencyPRI Pulse Repetition IntervalPROM Programmable Read-Only MemoryPRP Propulsion SystemPRSOV Pressure Regulator Shut-Off ValvePRV Pressure Regulator ValvePS Priority SearchPSET PresetPSI Pounds per Square InchPSI Project Security InstructionPSMK Personal / Pilot Sensor ModingKeyPSP Personal Survival PackPSP Production Software PackagePSSA Pilots Stick Sensor AssemblyPSU Pedal Sensor UnitPT PointPTA Priority Target AcceptPTO Power Take-OffPTT Push-To-TalkPTT Push-To-TransmitPTY PriorityPVU Position Velocity UpdatePWR Power

QQR Quick ReleaseQRA Quick Reaction Alert / AircraftQRB Quick Release BoxQTR QuarterQTY Quantity

RR RightRHFMU Re-Heat Fuel Metering SystemR MAX Range MaximumR MIN Range MinimumR, r, rad RadiusR-INBD Right Wing Inboard Store StationR-OUTBD Right Wing Outboard Store StationR/.. RearR/F Rear FuselageR/T Radio TransmissionRACM Radar Air Combat Mode(s)RAD RadarRAD Radiorad RadianRAD ALT Radar AltimeterRADAR Radio Detection And RangingRAM Random Access MemoryRAM RADAR Absorbing MaterialRAP Relative Aiming PointRBGM Real Beam Ground MappingRCR Runway Condition RangeRCS Radar Cross SectionRCWL Right Air Intake COWLRE Role EquipmentREC RecoveryRECCE ReconnaissanceREF ReferenceREL ReleaseREV ReverseRF Radio FrequencyRFA Request for AlterationRFI Request for InformationRFI Radio Frequency InterferenceRGS Right Glare ShieldRGU Rate Gyro UnitRH Right HandRHAW Radar Homing and WarningRHGS Right Hand Glare ShieldRHOJ Radar Home On JamRHWR Radar Homing and WarningReceiverRMG Right Main GearRMHDD Right Multifunction Head DownDisplayRMS Root Mean SquareRNAV Radio NavigationRNG RangeROL Read Out LinesROM Read-Only MemoryRPI Remote Position IndicatorRPM Revolutions Per MinuteRPPS Rudder Pedal Position SensorRPU Receiver Processing UnitRR Rolls Royce

RROL Right Read Out LinesRSD Release to Service DocumentRSPS Right Secondary Power SystemComputerRSU Rate Gyro Sensing UnitRT Remote TerminalRTB Return to BaseRTC Real Time ClockRTO Rejected Take-OffRW Radar WarningRWR Radar Warning ReceiverRWS Range-While-Scan / SearchRX ReceiverSs SecondsS/A Surface to AirS/S Single SeaterS/W SoftwareSACQ Slaved AcquisitionSAF Safety, Arming and Firing DeviceSAM Surface to Air MissileSAR Search and RescueSBY StandbySCAC Safety Critical Armament ControllerSD Steering DotSD Standard DeviationSE Single EngineSec Second (Time)SEC Security (Measures)SECOPS Security Operation ProceduresSECR SecureSect SectionSEL JET Selective JettisonSEP Specific Excess PowerSEQ Sequence (r)SFT Supersonic Fuel TankSHM Structural Health MonitoringSID Standard Instrument DepartureSIM Simulation / SimulatorSIP Service Instructor PilotSIPT Service Instructor Pilot TrainingSJ Selective JettisonSK Soft KeySL Sea LevelSMD Surface Mounted DeviceSOJ Stand-Off JammersSOV Shut-Off ValveSOW Stand-Off WeaponSP Software PackageSPA Series Production AircraftSPIF Special Pilot Information FilesSPS Secondary Power SystemSPS Software Package SystemSPSCU Secondary Power System ControlUnitSQ OVRD Squelch OverrideSRAAM Short Range Air to Air MissileSRJ Store Release and JettisonSRSOM Short Range Stand-Off MissileSS Single SeatSS SideslipSS SubsystemSSA Stick Sensor Assembly

SSCU Sensor and Signal ConditioningUnitSSICA Stick Sensor and Interface ControlAssemblySSICU Stick Sensor and Interface ControlUnitSSK Subsystem KeySSL Static Sea LevelSSR Secondary Surveillance RadarSTANAG Standardization AgreementSTBY StandbySTC Stick Top ControllerSTD StandardSTD State Transition DiagramSTOL Short Take-Off / LandingSTOVL Short Take-Off and VerticalLandingSTR Sustained Turn RateSTT Single-Target-TrackSU Station UnitSUM Start Up MassSupplans Support PlansSVM Selector Valve ManifoldSW SoftwareSWL Single Wheel LoadSWP Set WaypointSWY Stopway

TT/O Take-OffT/R Transmitter / ReceiverT/S Twin SeaterTA Turn AroundTA Terrain AvoidanceTAC AA TACAN Air to AirTAC AS TACAN Air to SurfaceTACAN Tactical Air NavigationTAP Terminal Approach ProceduresTAR Tactical Air ReconnaissanceTAS True AirspeedTBD To Be Defined / DeterminedTBT Turbine Blade TemperatureTCRI Track Cross Reference Index /IndicatorTCV Temperature Control ValveTD Towed DecoyTD Target DesignationTEL Time Early / LateTEMP TemperatureTEMPEST Temporary Emissions of SpuriousTransmissionsTET Turbine Exhaust TemperatureTEU Tank Ejector UnitTFoV Total Field of ViewTGS Track Group SymbologyTGT TargetTGT Turbine Gas TemperatureTMC Twin Missile CarrierTN Track NumberTN Time NowToA Time of ArrivalToD Time of DayTODA Take-Off Distance Available

ToL Top of LinesTOO Target of OpportunityTOR Terms of ReferenceTORA Take-Off Runway AvailableTOT Take-Off-TrimTP Technical Publication(s)TRK TrackTRT Turn-Round TimeTRU Transformer Rectifier UnitTS Twin SeatTSC Twin Store CarrierTSP Tip Stub PylonTSU Tip Station UnitTTC Throttle Top ControllerTTG Time to GoTTU Triplex Transducer UnitTWS Track-While-ScanTWT Travelling Wave TubeTX Transmitter

UU/C UndercarriageU/F Under FuselageU/W Under WingUCS Utilities Control SystemUHF Ultra High FrequencyUIV Utility Isolation ValveUS Utility SystemUSRM Under Seat Rocket MotorUSS Undercarriage Selector SwitchUTC Universal Time CodeUTC Universal Time CoordinatedUTIL UtilitiesUTIL PRESS Utilities PressureUTM Universal Transversal MercatorUV Ultra VioletUVEPROM Ultraviolet ElectronicallyProgrammable Read-Only MemoryUVPROM Ultraviolet (light erasable)Programmable Read-Only Memory

VV VoltV VelocityV/UHF Very / Ultra High FrequencyVA Volt-AmpereVACQ Visual AcquisitionVACQM Visual Acquisition ModeVC VarycowlVc Velocity ClosureVd Diving Velocity (Speed)VDC Volts Direct CurrentVHF Very High Frequency (30 MHz to300 MHz)VIB VibrationVIGV Variable Inlet Guide VaneVISIDENT Visual IdentificationVLF Very Low FrequencyVLV Valve(s)VMC Visual Meteorological ConditionsVOL VolumeVOR VHF Omnidirectional Radio RangeVPRSOV Variable Pressure RegulatorShut-Off Valve

VR Rotation Speedvs versusVS VelocitySearchVSI Vertical Speed IndicatorVTAS Voice, Throttle and StickVV Velocity VectorVVR Video Voice RecorderVWS Voice Warning System

WW WattW WarningW/M Writing Markerw/o WithoutWAN Wide Area NetworkWFG Wave Form GeneratorWFoV Wide Field of ViewWG WingWoD Word of DayWOG Weight on GroundWOMW Weight on Main WheelWONW Weight on Nose WheelWOW Weight-on-WheelsWOW Weight-off-WheelsWP Wing PylonWP Warning PanelWP WaypointWPN WeaponWPSU Wing Pylon Station UnitWPT Waypointwrt with respect toWS Weapon SystemWSP Weapon System PackageWTP Wing Tip PodWTSP Wing Tip Stub PylonWUT Wind-Up TurnWVR Within Visual Range

XXFEED Cross-feedXFER TransferXMIT TransmitterXPDR Transponder

YY Yaw (Axis)

ZZ Zoom

SYMBOLS AND OTHERS°C Celsius (Degrees)°F Fahrenheit (Degrees)3-D Three Dimensional

AIRCRAFT

GENERALThe Eurofighter Typhoon is a twin-engine, canard-delta wing, multirole fighter. The Typhoon was designed and is manufactured by a consortium of Alenia Aermacchi (Leonardo since 2017), Airbus Group, and BAE Systems that conducts the majority of the project through a joint holding company, Eurofighter Jagdflugzeug GmbH formed in 1986. NATO Eurofighter and Tornado Management Agency manages the project and is the prime customer.

The aircraft's development effectively began in 1983 with the Future European Fighter Aircraft programme, a multinational collaboration among the UK, Germany,France, Italy, and Spain. 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 took flight on 6 August1986; the first prototype of the finalised Eurofighter made its first flight on 27 March 1994. The aircraft's name, Typhoon, was adopted in September 1998; the first production contracts were also signed that year. The Typhoon entered operational service in 2003; it has entered service with the Austrian Air Force, the Italian Air Force, the German Air Force, the Royal Air Force, the Spanish Air Force, and the Royal Saudi Air Force. The Royal Air Force of Oman and the Kuwait Air Force are export customers, bringing the procurement total to 599 aircraft as of 2016.

The Eurofighter Typhoon is a highly agile aircraft, designed to be a supremely 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 and the RAF's Brimstone. The Typhoon had its combat debut during the 2011 military intervention in Libya with the Royal Air Force 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

AIRFRAME OVERVIEWThe Typhoon is a highly agile aircraft at both supersonic and low speeds, achieved through having an intentionally relaxed stability design. It has a quadruplex digital fly-by-wire control system providing artificial stability, as manual operation alone could not compensate for the inherent instability. The fly-by-wiresystem is described as "carefree", and prevents the pilot from exceeding the permitted manoeuvre envelope. Roll control is primarily achieved by use of the wing elevons. Pitch control is by operation of the foreplanes and elevons, the yaw control is by rudder.Control surfaces are moved through two independent hydraulic systems, which also supply various other items, such as the canopy, brakes and

undercarriage; powered by a 4,000 psi engine-driven gearbox. Engines are fed by a chin double intake ramp situated below a splitter plate.

The Typhoon features lightweight construction (82% composites consisting of 70% carbon fibre composite materials and 12% glass fibre reinforced composites) with an estimated lifespan of 6,000 flying hours. The permitted lifespan, as opposed to the estimated lifespan, was 3,000 hours.

RADAR SIGNATURE REDUCTION FEATURESAlthough not designated a stealth fighter, measures were taken to reduce the Typhoon's radar cross section (RCS), especially from the frontal aspect. An example of these measures is that the Typhoon has jet inlets that conceal the front of the jet engine (a strong radar target) from radar. Many important potential radar targets, such as the wing, canard and fin leading edges, are highly swept, so will reflect radar energy well away from the front sector. Some external weapons are mounted semi-recessed into theaircraft, partially shielding these missiles from incoming radar waves. 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 have carried out tests on the early Eurofighter prototypes to optimise the low observability characteristics of the aircraft from the early 1990s. Testing at BAE's Warton facility on the DA4 prototype measured the RCS of the aircraft and investigated the effects of a variety of RAM coatings and composites. Another measure to reduce the likelihood of discovery is the use of passive sensors, which minimises the radiation of treacherous electronic emissions. While canards generally have poor stealth characteristics, the flight control system isdesigned to maintain the elevon trim and canards at an angle at which they have the smallest RCS.

COCKPITThe Typhoon features a glass cockpit without any conventional instruments. It incorporates three full colour multi-function head-down displays (MHDDs) (the formats on which are manipulated by means of softkeys, XY cursor, and voice (Direct Voice Input or DVI) command), 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 Multifunctional Information Distribution System (MIDS), a manual data-entry facility (MDEF) located on the left glareshield and a fully integrated aircraft warning system with a dedicated warnings panel (DWP). Reversionary flying instruments, lit by LEDs, are located under a hinged right glareshield. Access tothe 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 created through 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 workloads. Emergency escape is provided by a Martin-Baker Mk.16A ejection seat, with the canopy being jettisoned by two rocket motors.

In the event of pilot disorientation, the Flight Control System allows for rapid and automatic recovery by thesimple 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 aircraftin 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 developinglow-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 (now GE Aviation Systems) and Computing Devices (now General Dynamics UK). 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.

The DVI system is speaker-dependent, requiring eachpilot to create a template. It is not used for safety-critical or weapon-critical tasks, such as weapon release or lowering of the undercarriage, but is used for a wide range of cockpit functions. 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.

AVIONICSNavigation 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. The Multifunctional Information

Distribution System (MIDS) provides a Link 16 data link.

The aircraft employs a sophisticated and highly integrated Defensive Aids Sub-System named Praetorian (formerly called EuroDASS). 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 AESA antenna array assemblies and 10 radomes.

Traditionally each sensor in an aircraft is treated as a discrete source of information; however this can resultin conflicting data and limits the scope for the automation of systems, hence increasing pilot workload. To overcome this, the Typhoon employs what are now known as sensor fusion techniques (in asimilar fashion to the U.S. F-22 Raptor). In the Typhoon fusion of all data sources is achieved through the Attack and Identification System, or AIS. The AIS combines data from the major on-board sensors along with any information obtained from off-board platforms such as AWACS, ASTOR, and Eurofighter own Multi-function Information Distribution System (MIDS). Additionally the AIS integrates all the other major offensive and defensive systems such as the DASS, Navigation, ACS and Communications. The AIS physically comprises two essentially separateunits: the Avionic Computer (AC) and the Navigation Computer (NC), linked via the STANAG-3910 databusto the other major systems such as the ACS, ECR-90/CAPTOR, PIRATE, etc. Both the AC and NC are identical in design, being a modular unit based on Motorola 68020 CPU's with 68882 Maths co-processors, as well as several custom RISC-based processors utilised to accelerate floating point and matrix operations.

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 nm and acquire and auto-prioritise them at over 100 nm. 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 ofthe Typhoon by opposing aircraft further reducing pilotworkload.

RADAR AND SENSORSThe Eurofighter operates automatic Emission Controls(EMCON) to reduce the Electro-Magnetic 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 upgradeshave enhanced the air-to-air capability of the Captor-M 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.

The CAPTOR-E is an Active electronically scanned array derivative of the original CAPTOR radar, also known as CAESAR (from CAPTOR Active Electronically Scanned Array Radar) being developed by the EuroRADAR Consortium, led by Selex ES.

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 expected later that year. Tranche 3 Typhoons have the mechanical, electrical and cooling enhancements needed to operate the radar.

IRSTThe 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.

PIRATE operates in two IR bands, 3–5 and 8–11 micrometres. When used with the radar in an air-to-airrole, it functions as an infrared search and track system, providing passive target detection and tracking. In an air-to-surface role, it performs target identification and acquisition. By supercooling the sensor even small variations in temperature can be detected at long range. Although no definitive ranges have been released an upper limit of 80 nm has been hinted at; a more typical figure would be 30 to 50 nm.It also provides a navigation and landing aid. PIRATE is linked to the pilot’s helmet-mounted display.It allows the detection of both the hot exhaust plumes of jet engines as well as surface heating caused by friction; processing techniques further enhances the output, giving a near-high resolution image of targets. The output can be directed to any of the Multi-functionHead Down Displays, and can also be overlaid on both the Helmet Mounted Sight and Head Up Display.

The IIR sensor has a stabilised mount so that it can maintain a target within its field of view. 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 high precision tracking of a singledesignated target. An addition to this mode, STT Identallows for visual identification of the target, the resolution being superior to CAPTOR's. Both Sector and Slave Acquisition demonstrate the level of sensor fusion present in the Typhoon. When in Sector Acquisition mode PIRATE will scan a volume of spaceunder 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 for example. 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 PIRATEcan 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. Additionally PIRATE has a passive ranging capability although the system remains limited when it comes to provide passive firing solutions, as the PIRATE lacks laser rangefinder.

ENGINESMain article: Eurojet EJ200The 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. The EJ200 engine combines the leading technologies from each of the four European companies, utilising Advanced digital control and health monitoring; wide chord aerofoils and single crystal turbine blades; and a convergent / divergent exhaust nozzle to give excellent thrust-to-weight ratio, multimission capability, supercruise performance, low fuel consumption, low cost of ownership, modular construction and significant growth potential.

In addition to the potential for increases in thrust of up to 30%, the EJ200 engine has the potential to be fittedwith Thrust Vectoring Nozzles (TVN), that the Eurofighter and Eurojet consortium have been activelydeveloping and testing, primarily for export, but also for future upgrades of the fleet. TVN could reduce fuelburn on a typical Typhoon mission by up to 5%, as well as increase available thrust in supercruise by up to 7% and take-off thrust by 2%.

COCKPIT GENERAL LAYOUT

1 Pilot Display Unit (PDU)2 Head Up Panel (HUP)3 Left MHDD4 Center MHDD5 Right MHDD6 Control Stick Pedestal7 Contol Stick8 Left Pedal9 Right Pedal10 Oxygen Control Switch11 Ejection Seat ARM Switch12 Left Hand Glareshield (LHGS)13 Right Hand Glareshield (RHGS)14 Emergcency Stores Jettison15 Landing Gear Lever16 Store Jettison Selector17 Store Jettison Switch18 Emergency Landing Gear Switch19 Taxi Light Switch20 Canopy Emergency Jettison*21 Left Engine Throttle Lever22 Right Engine Throttle Lever23 Emercency Norm/Rev Switch24 SCAC Norm/Rev Switch25 FCS Reset Button26 Weapon Training Switch27 Left LP Cock28 Decoy CUT/STOW Switch*29 EXPD Man/Auto Switch*30 MIDS Volume Control B31 MIDS Volume Control A32 Missile Volume Control33 TAC MLS Volume Control

34 Intercom Volume Control35 FCS Override Switches36 Yaw Trim Control37 Push To Talk Control38 AMP Control39 AMP Volume Control40 FCS Test Switch41 Engine Intake Control Switch42 Datum Adjust Control*43 Secure Data Erase Switch*44 Seat Adjust Swith*45 N/A46 Radar Override Control Switch47 Park Brake Switch48 Gear Boxes Control Switches49 Dedicated Warning Panel50 HEA Vent Switch51 ECS Control Switch52 ECS RAM Air Selector53 Demist Control Switch54 Cabin Temp Control55 Cabin Air Flow Control56 External Light Switch57 Navigation Light Switch58 Anti-Collision Light Switch59 Formation Lights Knob60 Suit Temperature Control Knob61 Glareshield Light Switch62 A Flash Light Switch63 Day/Night IlluminationSwitch64 Reversionary Light Knob*65 Display Light Knob66 Console Light Knob67 Flood Lights Control Knob68 Air Drive Control Switch

69 Fuel Probe Control Switch70 Manual Fuel CrossFeed Switch71 CIU Switch72 CSG Switch73 Video Voice Recorder Switch74 Left Boost Pump75 Battery Master Switch76 Right Boost Bump77 Right LP Cock78 Voice Control Switch79 Radio 1 Switch80 Radio 2 Switch81 MIDS Switch82 APU Control Switch83 Master Engine Starter Switch 84 MASS Selector85 Data Cassette Store*86 Left Generator Switch87 Right Generator Switch88 Windshield Heater Switch89 Radar Altimeter Switch90 ECM Switch91 MAW Switch92 INTerrogator Switch93 Transponder Switch94 FLIR Switch95 Radar Switch96 Helmet Mounted Display Switch97 Canopy Switch98 Seat Switch*

* These controls, while operable by the user, have no direct impact in the simulator behavior-

COCKPIT FRONT PANELS LAYOUT:

1. PILOT DISPLAY UNIT2. HEAD UP PANEL (HUP)3. DISPLAY MODE PUSH BUTTONS4. MIDS CONTROL PUSH BUTTON AND DISPLAY 5. LEFT MULTI-FUNCTION HEAD DOWN DISPLAY (RMHDD)6. CENTER MULTI-FUNCTION HEAD DOWN DISPLAY (CMHDD)7. RIGHT MULTI-FUNCTION HEAD DOWN DISPLAY (RMHDD)8. LEFT HAND GLARESHIELD (LHGS)9. READ OUT LINES DISPLAY 10. RIGHT HAND GLARE SHIELD (RHGS)11. SYSTEM MODEL DISPLAY PANEL12. HEAD EQUIPMENT ASSEMBLY CONTROLS13. MHDD SWAP PUSH BUTTONS (No function in the simulation)14. MASTER MODE SELECTION PUSH BUTTONS15. DISORIENTATION RECOVERY FORMAT (DRF) SWITCH16. DRAG CHUTE CONTROL 17. EMERGENCY ARRESTOR HOOK CONTROL SWITCH18. CREW ACCESS LADDER CONTROL SWITCH19. ATTENTION GETTERS20. NAVIGATION REVERSIONARY INSTRUMENT PANEL21. TRANSPONDER CONTROLS22. RAD ALT CLEARANCE SETTING DISPLAY 23. SUB-SYSTEM KEYS (SSK)24. AUTOPILOT CONTROL SWITCHES25. MODING KEYS (MK)26. BAROMETRIC PRESSURE SETTING DISPLAY27. DESTINATION WAYPOINT28. DATA ENTRY KEYBOARD (DEK)

COCKPIT INTERFACES

COMPUTER SYMBOL GENERATORThe Computer Symbol Generator (CSG) is part of theDisplays and Control (D&C) system and is located in the avionic bay. Its function is to produce the symbology displayed on the Head-up Display (HUD), Multifunction Head Down Display (MHDD), and provide the video output to the Video/Voice Recorder (VVR). The CSG is also the interface between aircraft systems and the D&C for video inputs and non-catastrophic failure warnings.There are two CSG fitted in the real aircarft, CSG1 and CSG2, each capable of driving the MHDD and HUD. With the two position CSG toggle switch, on the right forward console, in the NORM position, the system automatically selects the on-line CSG and sets the other CSG to standby when power is applied. The switch has no function in the simulation

HEAD UP DISPLAYThe HUD is a flight instrument which projects flight and weapons delivery information into the pilots FOV. The symbols are generated by one of two Computer Symbol Generators (CSG) and are focused at infinity. Provision is made for the selection or exclusion of certain symbology appropriate to the current flight mode.

NOTEThe HUD and other onboard instruments should be cross-monitored at appropriate intervals.Upon switch-on (but before normal operation begins) an internal start-up BIT is automatically initiated but notest patterns are generated.

If both CSG or the AC power supply fail, the HUD format will not be displayed but the DC driven controlsand indicators on the Head up Panel (HUP) function as normal.

CONSTRUCTIONThe HUD includes the following subassemblies:- PDU- HUP- HUD video camera- HUD mounting tray.I-02-01

PILOT DISPLAY UNITThe PDU comprises an optical assembly plus mechanical and electrical assemblies that combine to project information to the pilot. The PDU is positioned such that the combining glass is in the pilots LOS and is not obscured.Two light sensors mounted on the top of the PDU monitor the ambient light conditions to maintain the contrast level of the display.

HEAD UP PANELThe HUP is located immediately below the PDU and

contains the controls and indicators associated with the HUD.

HUD VIDEO CAMERAThe HUD video camera enables the recording of theoutside world, as seen through the combiner assembly.

HUD MOUNTING TRAYThe HUD mounting tray enables the ground crew toharmonize the PDU with the airframe by adjusting fourmounting tray adjusting studs.

HUD SYMBOLOGYHUD symbology consists of:- Attitude/directional reference symbology- Airdata symbology- Autopilot symbology- Navigation symbology- Air to air attack symbology- Air to surface attack symbology- Miscellaneous symbology.

ATTITUDE/DIRECTIONAL REFERENCE SYMBOLOGY

The climb/dive symbol is a winged circle which provides aircraft directional reference whilst the system is operating in climb/dive mode. The symbol has two modes of operation; locked (LOCK) and Velocity Vector (VV). These modes are controlled by the LOCK/VV selector/indicator on the HUP. In LOCK, the aircraft symbol is locked to the vertical axis of the HUD. When in VV, the symbol is referenced to the aircraft velocity vector in elevation between +5° and -15° with respect to the Longitudinal Fuselage Datum (LFD).

NOTEThe VV symbol does not move in azimuth.A diamond indicates the aircrafts velocity vector. Fullfreedom of movement extends to the limit of the HUDFOV, where it parks and flashes at the FOV edge.

The attitude symbol replaces the climb dive symbol ifairspeed falls below 48 kt to indicate aircraft pitch attitude instead of climb/dive angle.Aircraft climb/dive angles and roll attitude, relative to the aircraft symbol are displayed by a horizon bar, climb/dive bars and zenith and nadir stars. Climb/dive is displayed in the form of a tapered ladder.In roll the display has 360° movement around the aircraft symbol.

The bank/roll pointer is an infilled triangular pointer which is rotated around a fixed bank scale to indicate current bank angle.

The Specific Excess Power (SEP) markers consist of two arrow heads, displayed at each side of the aircraftsymbol.The markers provide an indication of climb performance, energy loss/available in turns and are useful for speed control in precision flying.

The pull up arrow warning is presented as a flashing arrow, which rotates about its center point, such that italways points away from the ground. The command PULL UP is shown boxed below the arrow.

MISCELLANEOUS SYMBOLOGY

Stopwatch count up presents an increasing time interval in hours, minutes and seconds, whilst countdown presents a decreasing one . Upon reaching 0 the digits flash for 5 seconds. Split time for the count up or countdown stopwatch may be indicated. When the split time is displayed the stopwatch continues to run. NOTE: Stopwatch functions are not currently implemented in the simulation

Undercarriage state is presented on the left of the display.One of three legends is displayed to indicate the state of each landing gear leg. Gear up and locked is indicated by UP, gear down and locked is indicated byD and gear in transit is indicated by X. The landing gear status is displayed whenever the gear is locked down or in a state of transition. Gear status is displayed for a further 10 seconds when the gear is declared up and locked.

An indication of depression angle is provided by a digital readout to a resolution of 0.1°; the angle is set by the rotary depression setting control on the HUP. The depression angle is the displacement of the aircraft symbol from the LFD during lock mode, The new value (0 to -15°) is displayed for 5 seconds following any change to the depression angle setting.NOTE: DEPression angle is not featured in the simulation

The airbrake indicator is shown against the aircraft symbol when the airbrake is in any position other thanclosed and locked.

LATE ARM SAFE is displayed to indicate that the late arm control is set to the safe condition.

GEAR is displayed to indicate that the undercarriagelimiting speed of 290 kt has been exceeded.

XFER is displayed to indicate that manual fuel transferis in progress.

AUTO RECOVERY is displayed to indicate that theautomatic recovery mode is enabled.

AIRDATA SYMBOLOGY

The barometric altitude display comprises an analogue and a digital display (up to five digits), surrounded by a circular scale of 10 dots and a rotating pointer. The pointer rotates once per 1000 ft.

Displayed airspeed is presented digitally on the left of

the display to a resolution of 1.0 kt. Ground speed or Mach number can be selected via the GS/M selector/indicator, on the HUP.

AoA is indicated by a small scale which moves againstthe aircraft symbol to indicated pitch during the take-off and landing PoF. The scale has three horizontal markers: an upper marker representing 16°, a middle marker representing 14° and a lower marker representing 12°.

The vertical velocity scale on the right of the display isindicated in ft/min. The display comprises a triangularpointer that moves against a fixed scale with an elastic line connecting the pointer to the zero marker on the scale.

Barometric pressure is set via the left glare shield.Following any change to this setting the new value isdisplayed on the HUD for 5 seconds as a four digitreadout.

Normal g will be displayed alongside the energy cue, unless in ground PoF, whenthe readout is no longer displayed. Normal g is displayed to a resolution of 0.1g.

The energy cue indicates AoA and speeds required foroptimum aircraft performance. A speed scale providesa reference to relate the energy cue symbols against. The energy cue is available in the navigation, combat and air to surface PoF. The energy cue symbols provide the following:- An indication of maximum and minimum speed, via the speed scale- An indication of the AoA for the maximum SustainedTurn Rate (STR) at current speed- An indication of current AoA (+30° to -5°). The caretsymbol can be displayed -5° below the minimum marker on the speed scale- An indication of the AoA required to achieve maximum acceleration- An indication of the current speed, via a marker which moves between the maximum and minimum speed markers- An indication of the speed trend, i.e. the predicatedspeed in 5 seconds time. The length is limited to amaximum of 30 kt/sec and grows either up or down from the current speed symbol- An indication of the speed required for the maximumSTR - An indication of the lowest speed required at whichthe highest g is available, for the current aircraftconfiguration is indicated.

AUTOPILOT SYMBOLOGY

The barometric altitude acquire value, set by the pilot,is presented digitally at the top of the display when theautopilot barometric altitude mode has been selected. The initial value of the display is the current barometric altitude of the aircraft.

The altitude acquire display is shown boxed when theautopilot is engaged and the aircraft is climbing or diving to the required altitude. Upon acquisition, the digits of the barometric altitude display are boxed to indicate that the demanded value is being held.

When the autopilot heading or track acquire modeis selected, the demanded value, set by the pilot, ispresented digitally at the top of the display preceded by HDG or TRK as appropriate. The initial value displayed is the current heading or track with new values selectable (from 0 to 359° in 1° steps). The heading or track acquire value is shown boxed when the autopilot is engaged and the aircraft is turning onto the required track/heading.

Upon acquisition the value is displayed as three boxed digits. If the heading is being held the digits will be presented within the heading ribbon and centered on the lubber line, however, if a track is being held thedigits are presented above the track marker.

When the autothrottle DAS or Mach mode is selected,the demanded value, set by the pilot, is presented digitally at the top of the display, preceded by the letter M in the case of Mach mode. The initial value is the current aircraft airspeed or Mach number with newvalues selectable (M0.18 to M2.00 in M0.01 increments or 110 kt to 726 kt in 1.0 kt increments) viathe HOTAS autothrottle switch. The value is shown boxed at the top of the display when the autothrottle isengaged and the speed is being acquired.Upon acquisition the digits of the displayed airspeed or Mach number are boxed to indicate that the demanded value is being held.

During operation in auto climb mode, A-CLIMB DASor A-CLIMB M is presented at the top of the displaydependent on the mode selected. Whilst in constantairspeed mode A-CLIMB DAS is displayed, and similarly when in constant Mach mode A-CLIMB M is displayed.The display is mutually exclusive with the Mach/DASacquire mode described above.

NOTE: AUTO-CLIMB Mode is not implemented in the simulation yet.

NAVIGATION SYMBOLOGY

Initialization Symbology

The Time ToGo (TTG) to the completion of LINS alignment is presented in digital form. Upon completion of LINS alignment the system is then ready to enter the navigation mode.

Steering Symbology

Current track angle is indicated by the track marker, which is read against the heading ribbon. If the markerreaches the limit of the visible ribbon it will park.The steering bug symbol is used to indicate steering

required to follow navigation demands. The symbol isread against the heading ribbon and will park and rotate sideways if the steering error is in excess of thevisible ribbon.

Waypoint Symbology

A digital readout showing the number of current DWP is displayed.

Waypoint bearing and range is provided in a digital readout below the DWP number and is expressed in degrees and nautical miles respectively.

TTG until the currentDWP is reached is expressed digitally in minutes and seconds below the early/late display.

Navigation Aids Symbology

The selected TACAN channel number is displayed asa digital readout. Range and bearing from the selected TACAN beacon are displayed digitally in degrees and nautical miles. The selected beacon is identified as an air to surface or an air to air beacon by the letters AS and AA respectively.

Miscellaneous Navigation Symbology

NO MONITOR is presented when the LINS/best navigation cross monitor is not available.

RAD ALT is presented digitally with up to four digits:0 to 5000 ft in 10 ft increments. If RAD ALT only hasbeen selected and the RAD ALT unlocks, or the aircraft exceeds 5000 ft, the RAD ALT digits are replaced by flashing barometric altitude figures. If BARO ALT/RAD ALT mode is selected and the RAD ALT data is invalid, unlocked or off, then the digits are replaced by dashes.AIR TO AIR ATTACK SYMBOLOGY

Examples of HUD air to air attack format are shown in the figures at the end of this chapter

Radar Track/Target SymbologyA gapped square indicates the sight line to a track ofunknown allegiance. If a Track Cross Reference Index (TCRI), a letter unique to that particular track, has been generated it will be displayed centrally above the track symbol.

The symbol and is displayed in one of three sizes, dependent upon the current range to the track asfollows:

- Small size for track range greater than 20 nm- Medium size for track ranges 10 to 20 nm- Large size for track ranges 0 to 10 nm.

A gapped circle with four dashes indicates the sight line to a friendly track. Relation between symbol sizes

and target range is the same as that described for an unknown track.

NOTE: In this simulation, the number of symbols used to indicate radar tracks is vastly reduced with respect to the real-life Eurofighter HUD symbology. In the simulation, only two symbols are used: square for uknown or hostile tracks and circle for friendly tracks

A gapped diagonal cross is used to indicate that the radar is currently locked to an air to air target; known as radar lock on.A small diamond is displayed against the first target in the DTL when a valid shoot condition exists; known asthe shoot cue.

A diagonal cross indicates that the minimum AMRAAM , SRAAM or gun range has been reached for the associated target; known as a minimum range cross.

Combat SteeringA circle and a dot are used to display the AllowableSteering Error (ASE) for an intercept course that willprovide a valid firing solution against the current target.The circle shows current ASE and the dot shows actual azimuth and elevation error. To maintainthe intercept course the aircraft must be maneuveredsuch that the steering dot remains within the ASE circle.

WARNINGDo not rely solely on radar information for arequired breakaway.A large diagonal flashing cross centered on the aircraft symbol indicates that a breakaway is required to avoid collision with the target being attacked.

AMRAAM SymbologyA gapped circle of fixed diameter, having six dashes and centered on the LFD, indicates the area in which the AMRAAM will search when launched in visual mode (7.5° around the bore sight); known as the acquisition cone.The weapons scale and marker is a vertical linear scale and marker, used to compare target range against the AMRAAM envelope. The system calculates the minimum and two maximum weapon ranges, which are marked on the scale as horizontal lines. The two maximum ranges differ as one range is based on the target remaining at 1g (R MAX 1), while the other assumes that the target will perform an escape maneuver during the AMRAAM fly out (R MAX2). The shorter of the two ranges is the no escape limit. A target range marker is displayed, whichmoves from beyond R MAX 1 into the missile range scale as the aircraft closes on the target.

The rate of closure is displayed in knots below the range scale and the target aspect angle is displayed directly below that.

NOTE: In this simulation, MRAAM symbology differs, in some details, from real life Eurofighter Typhoon HUD symbology.

SRAAM Symbology

An hexagon is used to indicate current seekerhead look angle, where the seeker has not yet acquired a target. If the seeker head moves outside the HUD FOV, the symbol will flash and move around the edge of the display, along a line between the seeker head position and the center of the display.

The SRAAM weapons scale and marker are used tocompare target range against the SRAAM envelope.Presentation is identical to the AMRAAM weapons scale and marker.

NOTE: In this simulation, SRAAM symbology differs, in some details, from real life Eurofighter Typhoon HUD symbology.

Gun SymbologyThe director gunsight is displayed in the primary andmixed gun modes provided that the radar is in gun lock mode. The sight comprises an aiming pipper, a range to target circle and an indication of closing speed. The aiming pipper is a dot which is used to indicate future sight line to the target in one bullets time of flight. The range to target circle is a fixed diameter circle which is centered on the aiming pipperand is used to indicate sight line range to the target from 12 000 ft to 0 ft. The circle unwinds anticlockwiseas the range to the target decreases. Two event markers are displayed against the circle representing minimum and maximum gun ranges.

A digital readout of closing or opening speed is displayed in knots directly below the gunsight: a closing speed is indicated by (+) and an opening speed by (-).

The gun boresight cross is presented as a fixed cross that reflects the angular difference between the gun datum and the LFD.The historic gun tracer line is displayed in gun secondary mode and represents the flight path of the bullet stream over a 2 second period, against three range bars.

The GUN scale and marker are used to compare target range against the GUN envelope.Presentation is identical to the AMRAAM and SRAAM weapons scale and marker.

NOTE: In this simulation, GUN symbology differs, in some details, from real life Eurofighter TyphoonHUD symbology.

Visual Identification SymbologyVisual Identification (VISIDENT) Mode and its related symbology are not represented in this simulation.

MiscellaneousAn indication of weapon selection is provided by the air toair weapons display at the bottom right corner of the HUD.If no weapons are currently selected the letters M, S and G are displayed representing AMRAAM , SRAAM and gun respectively. Each letter is suffixed by a number, denoting the quantity of stores/rounds remaining, or the letter X, denoting no stores/rounds remaining.

When an air to air weapon is selected its associated letter is replaced by boxed text i.e. AMRAAM, SRAAMor GUN as appropriate.

If SRAAM reject has occurred the number of rejectedSRAAM is displayed in brackets adjacent to the SRAAM remaining display.

Target aspect angle is the angular difference between a targets track and own aircraft center line: the angle is expressed from 0 to 180° left or right. If the difference is less than 10° left or right (expressed as 1L or 1R) a letter T is displayed, denoting tail chase. Ifthe difference is greater than 170° left or right (expressed 17L or 17R) the letter H is displayed, denoting head on.

Radar Air Combat Mode SymbologyRadar Air Combat Modes and their related symbology are not represented in this simulation. When MRAAM or SRAAM are selected, the search and acquisition volumes for the radar are +/- 60° in Azimuth and +/- 30° in Elevation. Any track within the search area can be acquired as radar air-to-air target.

When GUN is selected in Air to Air Attack mode, the search volume is +/- 6° in both Azimuth and Elevation.Upon detection of the closest valid track the radar will enter in STT Gun Director Mode.

Air to Surface Attack

NOTE: Due to the complete lack of publicly available information about the Eurofighter Typhoon Air to Surface Attack Symbology, this simulation adopts the typical symbology of modern NATO aicrafts.

The Air to Surface target can be either Pre-Planned (PP) or a Target Of Opportunity (TOO). Depending on the ordnance selected, the weapons can be delivered in one of the following modes:

– Continuously Calculated Impact Point (CCIP)– Automatic– Manual

Availability of delivery mode is limited depending on the ordnance selected.

The designated Air to Surface Target is displayed as asolid triangle. Distance and bearing to the target are

displayed in digital form, depending on the delivery mode.

A flashing DUD or a flashing cross (depeding on the weapon delivery mode selected) indicates that the aircraft is too close to the predicted point of impact for a safe release of the ordnance.

When GUN is selected in Air to Surface Attack mode is selected a reticle is displayed to indicate the currentaiming point. The Radar enters in the A(S Gun Director mode and the distance to the predicted impact point is indicated by a circle that unwinds counterclockwise. The IN RNG cue indicates that the predicted impact point is within the GUN envelope.

EXAMPLE OF HUD NAVIGATION FORMAT

EXAMPLE OF HUD AIR TO AIR ATTACK FORMAT – Gun Symbology

EXAMPLE OF HUD AIR TO AIR ATTACK – SRAAM Symbology

EXAMPLE OF HUD AIR TO AIR ATTACK – MRAAM Symbology

EXAMPLE OF HUD AIR TO SURFACE ATTACK FORMAT – CCIP Bomb Release Symbology

EXAMPLE OF HUD AIR TO SURFACE ATTACK FORMAT – AUTO Bomb Release Symbology

MULTIFUNCTION HEAD DOWN DISPLAYThe cockpit display suite has three Multifunction HeadDown Displays (MHDD). Each MHDD comprises a 6 inch square flat panel Active Matrix Liquid Crystal Display (AMLCD) with 17 soft-keys surrounding the screen. The MHDD can present a variety of tactical and aircraft system information.Formats are grouped to specific MHDD: the detailedgroups are described in but the general principles are that the left MHDD carries tactical attack formats, the center carries the Pilot Awareness (PA) format, while the right carries further tactical displays as well as the bulk of the aircraft system formats. This does not mean that formats are lost if any one of the MHDD fail; the format groups can be displayed on any MHDDby use of the display swap keys located on the pedestal panel.

NOTE: Swap keys are not implemented in this simulation.

Certain formats are defined as default formats forparticular PoF, and are automatically displayed upon entry into that PoF. In general any format can be selected at any time via the MHDD soft-keys appropriate for that MHDD format group.

SYMBOL GENERATIONTheMHDD formats are produced by the Computer Symbol Generator (CSG). There are two CSG, each capable of driving up to six MHDD and two HUD. Onlyone CSG is on-line at any one time; the other CSG is in standby mode just in case the on-line CSG fails. The CSG in standby can be chosen to be the on-line CSGby selecting theCSG toggle switch, located on the right forward console, to the REV (reversionary) position. The output of the selected CSG is transmitted to the MHDD via dedicated video links.Soft-key legends are generated by the Cockpit Interface Unit (CIU). When a soft-key option is selected it is transmitted by the CIU to the relevant system via the cockpit and avionic databus.

FORMATSThe three MHDD provide the primary display for a number of systems and allow control selections for some systems to be made. The information is organized into the following formats:

- Attack (ATCK)- Autocue (ACUE) (not available in the air)- Checklist (CHKL)- Defensive Aids Sub System (DASS)- Digital Map Generator (DMG)- Disorientation Recovery Format (DRF)- Elevation (ELEV)- Engines (ENG)- Fuel (FUEL)- Head Down HUD (HDHUD)- Horizontal Situation Indicator (HSI)- Hydraulics (HYD)

- Maintenance (MNTC)- Pilot Awareness (PA)- Radios (FREQ)- Stores (STOR)- Waypoint (WPT)- Warnings (W) (only available while warnings arepresent)- FLIR- Laser Designation Pod (LDP)

NOTE: In the current sotfware release the WARNING (W), DIGITAL MAP GENERATOR (DMG) and MAINTENANCE formats are not supported and will not be displayed.FLIR and LDP formats are available only in Prepar3D v2.X or above. These formats will only work if the VRSTacpack advanced functions are enabled.

The system automatically configures the display suite with the formats appropriate for the current PoF. If required the automatically selected display formats may be changed from these defaults by pressing the appropriate MHDD soft-key.

The formats available on any MHDD are, in general, unique to that MHDD. The formats are divided into three groups, where groups A, B and C represent formats that normally appear on the left, centre and right MHDD respectively.

GROUP A:ATCK, ACUE, HUD

GROUP B:PA, HSI, DRF

GROUP C:CHKL, DASS, ELEV, ENG, HUD, HYD, FREQ, STOR,WPT,FLIR, LDP

MHDD FORMATS - PHASE OF FLIGHT

GROUND The system enters Ground Phase of Flight automatically on initial power up and displays the following Formats:

Left MHDD: ACUECenter MHDD: PARight MHDD: ENG

Engine Format will change to Stores Format when Main Armament Safety Switch (MASS) is set to Stby or Live.

GND PoF can only be selected on the Pedestal Panel with weight on wheels.

TAKEOFF:Default formats for Take Off PoF are as follows:

Left MHDD: ATCKCenter MHDD: PARight MHDD: ENG

Transition between GND and T/O PoF is initiated automatically by the avionics system in response to the following:

a) Either selecting the MASS to LIVE (with park brake off or when weight off wheels) OR

b) Opening both throttles beyond a position equivalentto 80% NL OR

c) Select T/O PoF on Pedestal Panel NAVIGATION:Default formats for Navigation Off PoF are as follows:

Left MHDD: ATCKCenter MHDD: PARight MHDD: ELEV

Transition between T/O and NAV PoF is initiated automatically by the avionics system in response to the following:

a) On selecting landing gear up OR

b) Select NAV PoF on Pedestal Panel

AIR TO AIR ATTACK:Default formats for Air to Air Attack Off PoF are as follows:

Left MHDD: ATCKCenter MHDD: PARight MHDD: ELEV

Transition between any PoF into A/A is initiated automatically by the avionics system in response to the following:

a) On selecting an air to air weapon

b) Select A/A Pof on the Pedestal Panel

AIR TO SURFACE ATTACK

Default formats for Air to Surface Attack Off PoF are as follows:

Left MHDD: ATCKCenter MHDD: PARight MHDD: ELEV

If Laser designator Pod (LDP) is fitted, POD Format isdisplayed on entry into A/S PoF.

Transition between any airborne PoF, except A/A, into A/S is entered under the following circumstances and provided that a valid A/S attack package is available:

a) Automatic entry at 65 seconds to go to target or RAP overfly when a LDD delivery profile is associatedwith the target waypoint, and the target waypoint is the DWP.

b) Automatic entry at 85 seconds to go to target or RAP overfly when a toss delivery profile is associated with the target waypoint, and the target waypoint is the DWP.

c) Selecting the MDEF A/S subsystem key prior to the 65/85 second boundary provided the DWP is the target/RAP.

d) Selection of CCIP mode LANDINGDefault formats for Landing Off PoF are as follows:

Left MHDD: ATCKCenter MHDD: PARight MHDD: ENG

Transition between any airborne PoF into Landing PoF is initiated automatically by the avionics system inresponse to the following:

a) Select Landing Gear Down OR

b) Select GND PoF on the Pedestal Panel

Transition between LDG and GND PoF is initiated automatically by the avionics system, in response to the following:

a) Selecting the park brake to on (with weight on wheels) OR

b) Select GND PoF on Pedestal Panel (with weight onwheels)

GENERAL FORMAT SYMBOLOGYIn most cases, if information is presented in an analogue format (e.g. thermometer scales or counter pointers), a digital readout is also presented. Red is used to indicate warnings or failure conditions requiring immediate action, e.g. hostile track; amber indicates cautionry conditions, e.g. unknown track; and green or white indicates correct or satisfactory conditions, e.g. friendly track. Flashing symbology is used to alert the aircrew to:- A change in priorities, e.g. a change in target/track order of threat priority- An illegal action, e.g. an unacceptable stores jettisonprogram- An action can not be achieved, e.g. an AMRAAM that will not reach the target.

AUTOCUE FORMATThe Autocue (ACUE) format, supports preflight activities by presenting the information necessary for safe preparation of the aircraft for its intended task. The following types of data are presented:- Control prompts (switch settings)- Flight control system status- Navigation system status- Caution indications- Failure indications- Store error indications- Displays and controls error indications- Portable Data Store (PDS) load indications- Crypto variable indications- Command eject indications- Operational status indications.

Functional soft-keys functions available in this format:

ATCK – Air To Air Attack Mode

ALGN NORM – LINS normal alignment mode

ALGN MEMO – LINS memory alignment mode

ALGN HUD – LINS HUD alignment mode

NOTE: LINS system is not currently simulated. The alignment options are only presented for procedural reasons and are functionally equivalent. LINS countdown will begin as soon as any alignment option is selected.

B-SCOPE ATTACK FORMATThe Attack (ATCK) format enables sensor contacts to be displayed, tracked, interrogated or nominated for attack. During operation in Track While Scan (TWS) mode radar contacts are displayed against one of two selectable range/azimuth display formats. The default format is a B-scope grid type presentation.Radar scan volume is indicated against the grid by three vertical lines, which together represent scan width and center. Soft-key selection enables the display to be changed to a Plan Position Indication (PPI) type presentation if required. When PPI is selected, radar contacts are displayed against a sector upon which range is indicated by arcs. A Velocity Search (VS) mode is provided as an alternative to TWS and is accessed by soft-key selection. the radar plots are shown against a velocity azimuth type display. Functional soft keys associated to this format:

PPI / B-SP: Selects PPI or B-SCOPE presentation

RBGM: Real Beam Ground Mapping (in PPI mode only)

TWS/VS: Selects between Track While Scan or Velocity Search Radar Modes

ASGN: Cycles through available tracks and designate them for attack

UNDO: Cancels designation of current target

RNG+: Increase Range

RNG-: Decrease Range

AGE: Selects between different radar track ageing options

HUD: HUD Format

PPI ATTACK FORMAT

VELOCITY SEARCH ATTACK FORMAT

PILOT AWARENESS FORMATThe Pilot Awareness (PA) format displays navigational information in plan form. The symbology can be displayed against a digitally generated map and one of different selectable grids; rang. The PA format also presents track/target data and a limited amount of miscellaneous information to assist in the safe management of the aircraft. The display is active and therefore gives an up-to-date representation of aircraftpositioning at all times. Functional soft keys associated to this format are:

- MAG/TRUE: Selects between magnetic or true North

- TRK/NTH: Selects between North-oriented or Ownship oriented display

- MAP/TAC: Toggles digital background map on or off

- HSI: HSI format

HORIZONTAL SITUATION INDICATOR FORMATThe Horizontal Situation Indicator (HSI) format, displays the following TACAN or navigation system derived data:- Compass Rose- Plan Range (Nav mode)- Bearing Pointer- Course Readout- Course Pointer- Heading Marker- Autopilot Demanded Heading- Current Destination Waypoint Number (Nav mode)

In this format, the only functional soft keys are:

- MAG/TRUE: Selects between magnetic or true North

- HSI: disables HSI format and reverts to PA format

NOTE: The BRT and BAL knobs of the center MHDD control the HDG and CRS settings respectively. The aicraft default mode is GPS navigation ("GPS Drives NAV1"), so in order to display the HDG changes in the HSI mode, the GPS navigation must be deselected in the NAV SSK.

DISORIENTATION RECOVERY FUNCTION FORMATThe Disorientation Recovery Function (DRF) format displays a decluttered HDHUD format on the center MHDD. In the real aicraft when the plane achieves stable conditions, fulfilling the DRF requirements, the FCS will automatically engage the autopilot. The MHDD will then revert back to their previously selected formats prior to the selection of the DRF. In the simulation the DRF format is selected and deselected by pressing the DRFswitch on the control stick pedestal.

ELEVATION FORMATThe Elevation (ELEV) format format enables sensor contacts to be displayed, tracked, interrogated ornominated for attack.The contacts are displayed against one of two selectable formats; an altitude/range grid presentation known as Profile or an altitude/azimuth grid presentation known as C-scope.With the profile format selected the X-axis represents plan range in front of the aircraft while the Y-axis represents altitude. Scanner elevation coverage is displayed by two diverging lines. The soft-keys associatedwith the PROF format allow other formats to be accessed.

C-SCOPE FORMAT

The C-scope presentation displays azimuth on the X-axis while the Y-axis is used to display relative altitude.Scanner volume is displayed in both azimuth and elevation. The soft-keys associated with the CSCP format allow other formats to be accessed.

FUEL FORMATThe FUEL format displays the internal and external fuel tank contents pictorially.Each tank has a digital readout corresponding to the fuel remaining. Fuel transfer and boost pumps within the internal fuel tanks are displayed. Engine feed lines are shown between the boost pumps and the LP fuel cock symbols. Fuel feed temperatures are indicated in digital form adjacent to the LP cock symbology.Other information displayed on the FUEL format includes a fuel total readout, CG warnings and a transfer selector prompt to show the recommended selection to restore fuel balance. The soft-keys associated with the FUEL format allow other formats to be accessed.

HYDRAULICS FORMATThe Hydraulics (HYD) format displays a diagrammatic representation of the left and right hydraulic systems. The display shows the status of the valves and reservoirs along with associated information e.g. pressures, levels and temperatures. The information is displayed in analogue and digital form. Reservoir contents, flight control pressures and utilities pressures are displayed. The soft-keys associated with the HYD format allow other formats to be accessed.

STORES FORMATThe Stores (STOR) format displays a diagrammatic representation of weapon system status and current stores configuration. Stores are represented by white outlined symbols at positions relative to their host storestation. Stores are selected for jettison by performing an X-Y insert over the appropriate store symbol(s). Thesoft-keys associated with the FUEL format allow other formats to be accessed.

ENGINE FORMATThe Engine (ENG) format, refer to Figure I-02-22 engine low pressure turbine speed (NL) with Turbine BladeTemperature (TBT) and nozzle area (Aj) represented by four circular displays (two for each engine).Important values are displayed by either digital or analogue readouts.NOTE: In the simulation Aj value shows the throttle setting rather than the nozzle opening.Each display has an alphanumeric value corresponding to the analogue data presented, except for high pressure turbine speed which is represented by two separate rolling digit type displays. The fuel flow is indicated in digital form at the top of the display. Warning captions related to the engines are also shown on this format, when applicable.The soft-keys associated with the ENG format allow other formats to beaccessed.

CHECKLIST FORMATThe Checklist (CHKL) format provides the aircrew with a list of standard and emergency checklists from which the required drill can be selected.

Standard ChecklistThe standard checklists provide the aircrew with the drills required to perform normal aircraft and systems checks.

Emergency ChecklistThe emergency checklists provide the aircrew with the emergency drills required to perform aircraft and system checks for abnormal operation. Similar in format to the standard checklist.

Warnings Procedures and ConsequencesThe warnings procedures and consequences provide the aircrew with the procedure/consequence associated with the warning displayed on the DWP. NOTE: this mode is not currently supported in the simulation.

The soft-keys associated with the CHKL format allow other formats to be accessed. The following soft keys have special functionality in this format::

- UP/DOWN: Scroll the cursor up or down the list

- STD/EMGY: Toggles Between STANDARD and EMERGENCY checklists

- SEL: Selects the checklist currently indicated by the cursor

HEAD DOWN HUD FORMATThe HDHUD format displays analogue and digital readouts as presented on the HUD.Symbology presented on the format is categorized as follows:- Attitude and directional symbology- Navigation symbology- Air data symbology

The main difference between the two displays is that the HDHUD format has a circular display in addition tothe HUD climb/dive bars. The circular display is divided into two sectors, one colored blue and the other brown, indicating climb or dive respectively. If the total velocities are <48 kt, the display will change toshow the pitch attitude. This change is indicated by the aircraft climb/dive symbol changing to an attitude symbol. These symbols are fixed at the display center with the circular display moving around them. The soft-keys associated with the ENG format allow other formats to be accessed. The following soft keys have special functionality in this format:

- GS/M: Toggles between Ground Speed and Mach display

- BARO/RAD: Toggles the Radio Altimeter display

DASS FORMATThe Defensive Aids Subsystem (DASS) format displays threats detected by the DASS systems. In the real aicraft the presentation is planimetric (azimuth/range). In the simulation, the presentation is azimuth vs. Priority. The format also displays the remaining number of chaff packages and flares and wether the radar and the ECM jammers are radiating or not. The only DASS functions currently available in the simulation the discharge of chaff and flares via the chaff/flare release switch, located on the left throttle top, and the ECM jammer which can be activated in this format or via the DASS SSK. The soft-keys associated with the DASSformat allow other formats to be accessed. The following soft key has special functionality in this format:

- ECM/BOTH: Turns on or off the ECM jammer.

WAYPOINT FORMATThe Waypoint (WPT) format displays information associated to next weypoint (i.e. the next in the waypoint master list) as well as the the current GPS location, and ETE and ETA to the final destination. The soft-keys associated with the WPT format allow other formats to be accessed.

RADIO FORMATThe Radio (FREQ) format allows the selection of preset channels for radios 1 and 2. In the simulation the frequencies in the list are fixed and cover the main Eurofighter Typhoon bases around the world as well as test locations, factories and training ranges. The frequencies are fixed and cannot be changed by the user. The soft-keys associated with the WPT format allow other formats to be accessed.

FLIR/IRST FORMATThe FLIR/IRST (FLIR) format displays an Infra Red (IR) video image from the Passive Infra-Red Airborne Track Equipment (PIRATE). This format is available for selection and will work as intended only in P3Dv2.5 and above and only if VRS Tacpack is loaded. This format can be accessed from the ELEV format page.The PIRATE system has two functions in the simulation: Forward Looking Infra Red (FLIR) and Infra Red Search and Track (IRST), which can be selected by a soft-key. Unlike in reality, in the simulation the IRST mode works only in Air-to-Air mode and cannot search for tracks independently from the radar. Also, in many instances (depending on target speed and aspect) there is a noticeable lag so that the target aircraft may notappear in the center of the image. The soft-keys associated with the FLIR format allow other formats to be accessed. The following soft key has special functionality in this format:

- IRST/FLIR: Toggles between IRST and FLIR modes

NOTE: THIS PAGE IS ONLY AVAILABLE IN P3Dv2.4 and above + Tacpack

LASER DESIGNATION POD FORMATThe LDP format displays an Infra Red video image from the Laser Designation Pod, if one is mounted. A number of information is presented: such as (from the top-left corner, and proceeding counterclockwise): sensor Azimuth and Elevation Angle, Current Zoom Factor (0, 25, 50, 75, 99), coordinates of the ground target, range, weapon time to release and selected sensor. A flashing cross hair indicates that the laser designator is currently ON.Unlike in real life, in the simulation only the Infra Red sensor is available, and the gain cannot be selected.This format is available and will work as intended only in P3Dv2.5 and above and only if VRS Tacpack is loaded. This format is automatically selected by the avionics system when Air To Surface mode PoF is entered or if an Air to Surface weapon is selected. The soft-keys associated with the LDP format allow other formats to be accessed. The following soft key has special functionality in this format:

- ZOOM IN/ZOOM OUT: allow the selection of one of the five available zoom levels: 0-25-50-75-100

- WHTE/BLCK: Toggles between WHITE HOT and BLACK HOT modes

- IR/CCD: Toggles between Infra Red or visible light sensors

NOTE: THIS PAGE IS ONLY AVAILABLE IN P3Dv2.4 and above + Tacpack, and only if a Laser Designation Pod is mounted

WARNING FORMATThe Warnings (W) format displays the warnings which are applicable during flight and, by soft-key selection, the procedures and consequences for them.When the warnings format is selected, the highest priority warning will be displayed. The priority of a warningis based on whether it has been acknowledged, its category and time of occurrence.

NOTE: THIS FORMAT IS NOT CURRENTLY PRESENT IN THE SIMULATION

MAINTENANCE FORMATThe Maintenance (MNTC) format provides, via the ACUE format, the facility to make IBIT selections for ground maintenance functions. This format is not available when the aircraft is in motion or the ejection seat(s) is armed.

NOTE: THIS FORMAT IS NOT CURRENTLY PRESENT IN THE SIMULATION

LEFT HAND GLARESHIELDThe Left Hand Glareshield (LHGS) forms part of the Instrument and Control Panels Subsystem.The LHGS allows the pilot to view, insert and manipulate mission data. ts functions are:

- ManuaManual Data Entry

- Waypoint Selection

- Autopilot Mode Selection

- Attention Getter

- Barometric Pressure Setting

SUBSYSTEM KEYS (SSKs)There aThe primary means of entering data into the avionics system is via the Manual Data Entry (MDEF) which constitutes the left glareshield. The MDEF has 13 Subsystem Keys (SSKs), one of which is the Set Waypoint (SWP) key located separately from the other SSKs. The SSKs allow moding and data entry to the MDEF subsystems. Selection of a subsystem is indicated by the illumination of bars above and below the legend of thekey, known as ‘boxing’ and the display of the moding key, Data Entry Keyboard (DEK) and Read-Out Lines functions associated with that subsystem. All the subsystem keys are mutually exclusive.

There is no automatic selection of a subsystem key except for:

• Automatic selection of the A/S subsystem key when approaching a planned surface target.

• Automatic selection of the stealth (XMIT) subsystem key following an ACM selection and subsequent radar mode change that has brought the radar out of stealthto allow a rapid reselection of the radar stealth mode.

The subsystem which can be accessed through the SSKs are:

- MIDS (Data link management)

- NAV (Navigation route management)

- AIDS (Navigation aids) - INT (IFF Interrogator)

- XPDR (IFF Transponder)

- A/S (Air to Surface Attack) - XMIT (Stealth/transmitter control moding)

- RAD 1 (Radio 1 functional control)

- RAD 2 (Radio 2 functional control)

- DAS (DASS functions, flares and chaff release) - MISC (Miscellaneous items) - SWP (Set Waypoint)

NOTE: NIS SSK is not functional.

MODING KEYSThere are 12 MKs; each key face consists of two rowsof four characters. The legend displayed on the key describes the function of that mode. The status of the function can be indicated in one of two ways, by changing the legend shown on the key and/or by ‘boxing’ of the legend. MKs have two general functions; to show the current status of the relevant function and, via a selection of the same MK, enable the state to be changed. Other MKs are used to indicate which data input mode is currently selected (data input being actioned through the Data Entry Keys (DEK ) / Read-out Lines (ROL).

NOTE: With respect to real life functions, MKs have been vestly simplified in the simulation: many keys and/or functions are different. The MK functions depicted in this manual only refer to the ones in the simulation.

READ OUT LINES (ROL) The ROL are displayed on a four row by 13 columndisplay and have the dual function of displayingsystem status information and showing what datainput is possible / required for the input modeselected. ROL data is received via the Cockpitdatabus.

DATA ENTRY KEYBOARD (DEK) The DEK has 20 keys. Two of the keys have dedicated functions and have the captions CLR (clear)and ENT (enter), the remaining 18 keys are programmable and can show a single character. The DEK lets the operator manually put data into the subsystem selection on the SSK. When a SSK and a MK have been pushed, the DEK and the ROL will be set to the appropriate format for data entry.

A selection of data is then made by use of the data entry keys and shown in the ROL display. When the CLR key is pushed, the ROL data is removed. The first push of the key clears the display where the writing marker is, a second push clears all of the ROL. When the ENT key is pushed, any missing number orentry is filled with a zero (0) and the resulting input is

sent to the avionic system.

NOTE: In the simulation there is no provision for data entry checking or error correction. Any data improperly formatted for the function selected may be rejected by the avionic system without warnings.

ATTENTION GETTERSThe Attention Getter is a two-part indicator and a switch. The left hand side of the indicator is for day time vision and the right hand side is for night. On receipt of a warning signal the attention getter will flash to alert the pilot to a situation that requires his attention.

The attention getter flashes are cancelled when the warning situation is accepted or cleared. The attentiongetter also sends a Catastrophic Audio Warning Cancel signal direct to the CAMU.

AUTOPILOT MODE SELECTION AND CONTROLS

There are seven AP mode selection controls. Six of the controls have captions on the surface of the control as detailed below; the seventh is not yet defined.

• HDG, AP heading acquire and hold mode.

• TRK, AP track acquire and hold mode.

• ALT, AP barometric altitude acquire and hold mode

• CLM, auto climb mode.

• ATK, auto attack mode.

• APP, auto approach mode.

NOTE: APP Mode is not currently implemented in the simulation. Also, all autopilot modes rely on

the normal FSX/P3D autopilot logic, which is, in most cases, not adequate to jet fighters. Usage of autopilot modes should be limited to situations in which no abrupt changes of direction or altitude are foreseen.

DESTIONATION WAYPOINT (DWP) READ OUT LINESThe DWP display is a four character display by two row display. It indicates the destination waypoint number on the upper row, and the total number of waypoint in the currently selected route on the lower row. ‘HOLD’ is displayed on the upper row if a waypoint is not selected. Four dashes are displayed on the lower row if there is no subsequent waypoint.

BAROMETRIC PRESSURE SETTING DISPLAY ANDCONTROLBarometric Pressure Setting Display / Control The barometric pressure setting display is a four digit display. It shows the barometric pressure reference of the aircraft and has the legend MB on the panel abovethe display.

WRITING MARKER (WM)The writing marker switch is a five-position switch, spring loaded to the centre. It is used to manually position a cursor, known as theWriting Marker (WM) which shows where data, inputvia the DEK, will be shown in the ROL.

NOTE: The WM is not implemented in thesimulation

CHANGE DESTINATION KEY (CHD)The CHD key is a momentary action, square push-button. When the key is pushed, the DWP display will be updated. The next-but-one DWP becomes the current DWP and is automatically entered in upper row of the DWP display.

Air to Surface (A/S) MKs

In the simulation, the Air to Surface Moding Keys allow for the selection of Air to Surface weapons, the selection of the Air-to-Surface Gun mode, enter the coordinates of a Pre-Planned Target (PP), enter the Laser Designation code and control the Laser Designation Pod.

NOTE: Upon selection of the A/S SSK, the aicraft enters in the A/S PoF

Stealth/Transmitter Control Moding (XMIT) MKs

In the simulation, the XMIT Mks allow for the individual or collective control of the all the avionic systems which may actively radiate electromagnetic energy. Systems can be either in normal condition (NORM) or silent condition (SLNT) or OFF (usually because the relevant power switch on the right console is off). Selection of SLNT mode for any specific system implies that the selected system will not be fully functional (e.g. selecting RALT SLNT will disable the Radio Altimeter). The RADAR system can be in OFF, STBY or NORM system. Upon power on through the switch on the right console, the radar will be in STBY mode – therefore no radar tracks will be displayed. The radar will turn to NORM and start radiating if the RDR MK is pressed, or if the pilot selects any Air-to-Air weapon in the A-A PoF or if the RADAR OVERRIDE switch on the left console is turned on.

Radio 1 Functional Controls (RAD1)

In the simulation, the RAD 1 functional control MKs allow for the manual selection of COM1 active (COM1 FREQ) and standby (COM 1 STBY) radio frequencies, as well as swapping COM1 Active and COM1 Standby radio frequencies. All other functions are not supported.

NOTE: The simulation uses standard FSX/P3D civilian radio frequencies. Preset frequencies can be selected through the FREQ page in the RMHDD. Radio frequencies can be also controlled through the HUP.

Radio 2 Functional Controls (RAD1)

In the simulation, the RAD 2 functional control MKs allow for the manual selection of COM2 active (COM2 FREQ) and standby (COM 2 STBY) radio frequencies, as well as swapping COM2 Active and COM2 Standby radio frequencies.

Navigation Route Management (NAV)

In the simulation, the Navigation Route Management MKs allow for the selection of few options for the flight plan currently loaded such as the automatic or manual change of waypoint, manual selection of the current waypoint and GPS or NAV1 drive of the Navigation System (default is GPS). Also, in the simulation this pageallows the pilot to manually enter autopilot parameters – this is different from real life, as in reality the autopilot parameters are set automatically upon engaging the autopilot mode and tweaked via HOTAS controls.

NOTE: Although this page allows for autopilot control, its parameters are reset upon autopilot engagement: autopilot altitude, heading and autothrottle speed values are reset, upon engagement, at the current aicraft values. Once the autopilot is engaged they can be tweaked in this page.

IFF Interrogator (INT)

In the simulation, the IFF Interrogator MKs allow for the selection of the IFF code and IFF mode. Note that, inthe simulation, there is no actual difference between the various IFF modes except for MODE 4 in Tacpack multiplayer. MODE 4 acts as IFF interrogator/transponder.

NOTE: In the simulation there is not actual difference between INT and XPDR SSKs/MKs.

DASS Functions (DAS)

In the simulation, the Defensive Aids Subsystem MKs allow for the control of some functions of the DASS system. The only functions currently available in the simulation are CHAFF or Flares release and ECM power control. The same functions can be operated by pressing the C, F and J keys respectively. Note that ECM must be powered on via the switch on the right console prior to operation.

NOTE: In the simulation there is not actual difference between INT and XPDR SSKs/MKs.

Multifunctional Information and Distribution System (MIDS)

The Multifunctional Information and Distribution System (MIDS) MKs allow for MIDS network functionality control, as well as additional MIDS functions such as sending text messages. In the simulation, this page hasno actual function, although it allows the selection of NET A, NET B and NET Control MIDS channels and theDEK enters in Free Text mode if the FREE TEXT MK is selected.

Navigation aids (AIDS)

The Navigation AIDS (AIDS) MKs allow for the operation of the TACAN equipment of the aicraft. In the simulation this page allow only for the selection of the TACAN channel or its associated frequency.

NOTE: In the FSX/P3D environment, the TACAN system is not simulated. The entering a TACAN channel will result in tuning the NAV1 navigation instruments to the associated VOR frequency.

IFF Transponder (XPDR)

In the simulation, the IFF Transponder MKs allow for the selection of the IFF code and IFF mode, as well as the civilian transponder code (Squawk). Note that, in the simulation, there is no actual difference between thevarious IFF modes.

Set Waypoint (SWP)

In the simulation, the Set Waypoint (SWP) MKs allow for the selection, control and editing of the Waypoints in the current flight plan. Current waypoint can be selected through the NEXT WP and PREV WP MKs. A new Waypoint can be added through the NEW WP MK - coordinates shall be entered in the DEK as follows: Latitude and Longitude in decimal degrees with up to 6 decimal digits (e.g. 45.343312°), Altitude shall be entered in meters.Currently selected waypoint can be deleted from the flight plan through the DEL WP MK.Currently selected waypoint can be uploaded to the Armament Control System (ACS) as Pre-Planned Target for Air to Surface weapons through the WP2 PP MK.

Miscellaneous Systems (MISC)

The Miscellaneous Systems (MISC) page allow for the selection and operation of a number of avionics functions. In the simulation, the functions available are:

- Stopwatch (STOP WTCH)

- Setting the Ground Proximity Warning Systems alert on/off (GPWS WARN)

- Setting the Transonic Warning alert on/off (MACH WARN)

- Setting up to 4 Bingo Fuel alert (BNGO RSRV)

- Select ZULU or Local time (ZULU TIME)

- Invoke a Bogus AMRAAM for training (only of the aicraft has no loadout – BGUS PAGE)

- Invoke a simulated Air-to-air target (SIM TGT)

- Turning on the Head Mounted Display System (provided that the system is already powered on through the switch on the right console)

All other functions are not currently available in the simulation.

RIGHT HAND GLARESHIELDThe Right Hand Glareshield (RHGS) forms part of the Instrument and Control Panels Subsystem. It providesflight information to assist the pilot in a safe return to base or diversion to a pre-planned emergency airfield.

The RHGS has the following functions:

- Display reversionary “Get You Home” data.

- Display IFF / MIDS / TACAN selections.

- Select / display Radar Altimeter Low Height setting.

- Select IFF ID or Emergency.

- Attention Getters.

- Remote terminal on Cockpit & UCS databuses.

ATTENTION GETTERSThe RHGS has Attention Getters which are identical to the ones in the LHGS

NAVIGATION REVERSIONARY INSTRUMENTS PANELThe Navigation Reversionary Instrument Panel has a 7.5 cm Active Matrix Liquid Crystal Display (AMLCD) which comprises of the following indicators:

• Get-You-Home Climb/Dive Indicator.

• Get-You-Home Heading Indicator.

• Get-You-Home Sideslip Indicator. • Get-You-Home Angle of Attack Indicator.

In the real aicraft the instrument provides also distance and direction for the designated emergency airfield.In the simulation, the insturment provides direction and distance to the waypoint currently active in the flight plan.

SYSTEM MODE DISPLAY PANEL (SMDP)The System Mode Display Panel (SMDP) is a hinged panel, on which the selection of various subsystem

data is shown. The SMDP shows which IFF Transponder (XPDR) and Interrogator (INT) modes, TACAN channels and MIDS channels have been selected and the equipment status, i.e. OFF, STBY or ON. The display labelled NIS is not used. It is in front of the Barometric Reversionary Instruments Panel (BRIP) and is normally in the closed position. In the open position the operator can see the barometric reversionary instruments.

NOTE: In the simulation, to expose the reversionary barometric instruments, the user should click anywhere on the SMDP.

TRANSPONDER CONTROLSThe transponder controls are located between the NRIP and the selected height clearance ROL.

IFF Transponder Emergency Control The IFF Transponder Emergency Control is square push-button with integral illumination. The control is identified by the caption EMGY which comes on whenthe XPDR ON/OFF switch is in the ON position.

IFF Identification Response Selection The IFF Identification Response Selection Control is amomentary action, square push-button with integral illumination. The control is identified by the caption ID which comes on when the XPDR ON/OFF switch is in the ON.

NOTE: In the simulation, this switch has no function.

Radar Altimeter Clearance Height Setting Display

The Radar Altimeter Clearance Height Setting Displayis a four digit ROL. The display shows the altitude thatis set as the Radar Altimeter clearance height. The display is identified by the legend LOW HT.

HEAD EQUIPMENT ASSEMBLYThe Head Equipment Assembly (HEA) provides the pilot with specific symbology, primarily to facilitate air to air combat operations but also provides certain symbology for flight envelope awareness, orientation and energy management. This symbology is projectedonto the display / blast visor of the pilot’s helmet. he display/blast visor has a layer on the inner surface that causes a reflection of the images from the optical components of the helmet. The HEA has the following functions:

- Displays flight support data on the pilot’s helmet visor.- Supplies oxygen to the pilot through the Oxygen Mask Assembly.- Supplies full audio communications. - Reduces noise levels for the pilot - Gives glare protection.

HMSSThe Eurofighter Typhoon utilizes the Helmet-Mounted Symbology System (HMSS) developed by BAE Systems and Pilkington Optronics. The helmet is capable of displaying both raster imagery and calligraphic symbology, with provisions for embedded Night Vision Goggles. The system employs integrated position sensing to ensure that symbols representing outside-world entities move in line with the pilot's headmovements.

HEA CONTROLSThe HEA On/Off switch is located on the Systems Gangbar on the right console. It is a two position toggle switch, labelled HEA and OFF.

When the HEA / OFF switch is set to HEA, the systemis powered up. On successful completion of PBIT the fhe HMS Moding Key (MK) appears. Selecting HMD ON will activate the Helmet Mounted Symbology.

The following HEA controls are located on the pedestal Panel:

NVE - In the real aircraft this push-button switches theHMS to raster operation, and (if NVE is installed and the ambient level is below the threshold level) will display the NVE image. In the simulation, this button will activate the Tacpack Night Vision Goggles emulation mode. The same functionality is activated by pressing Control+Shift+N

NOTE: Engage the NVG mode in daylight will result ina very bright, unreadable image. Use this mode only at night.

FLIR - In the real aicraft this push-button switches the HMS to raster operation, and (if the Steerable Infra-red Picture on Helmet (SIRPH)) mode is available, theFLIR image. This switch has no function in the simulation.

CHANNEL SELECT - A square momentary action push-button switch which selects between the left display channel only, the right display channel only or both display channels to be shown on the helmet visor. This switch has no function in the simulation as only one HMS channel is simulated.

BRT - A rotary control that allows the pilot to manually adjust the brightness of the HEA display on the helmetvisor in raster and cursive modes. This control has no function in the simulation.

CONT - A rotary control that adjusts the raster contrastof the HEA display on the helmet visor. It has no effecton the cursive display. This control has no function in the simulation.

SYMB BRT - A rotary control that adjusts the brightness of the raster symbology against the raster image of the HEA display on the helmet visor. It has no effect in cursive mode. This control has no functionin the simulation.

HELMET SYMBOLOGYThe following symbology is presented on the helmet mounted display:- Aicraft airspeed- Aicraft altitude- Helmet Heading- Energy Cue- Attitude and Direction (through the Arc Segment Attitude Reference – ASAR)- Selected weapon and quantity- Air-to-Air and Air-to-Surface designated target cue- SRAAM seeker position.

HELMET SPECIAL FUNCTIONALITY IN A-A AND A-S PoF Apart from providing the pilot with the symbology listed in the previous paragraph, in the simulation the HMSS has two special functions in A-A and A-S PoF respectively:

SRAAM SEEKER SLAVING (A-A PoF)If a SRAAM is selected and the seeker is not slaved toany radar track, the IR-Seeker of the missile will be slaved to the helmet line of sight, up to the limits of theseeker gimbals, so that a lock-on can be achieved even if the target is off boresight. The seeker position appears as an hexagon.

SURFACE TARGET OF OPPORTUNITY DESIGNATIONThe helmet can be also used to designate a point on the ground as Target of Opportunity (TOO) for air to surface ordnance. In the simulation the key assigned to Tacpack Trigger will designate the target. Note that Air To Surface weapons target mode must be TOO and the aicraft must be in the Air to Surface PoF.

Helmet Mounted Symbology System

HEA Power Switch Location

MISC Subsystem Key – HMS Moding Key. In the real aicraft a number of additional HMSS function can beaccessed through a specific page. In the simulation, pressing the HMS MK will toggle the head mounted

display symbology ON or OFF.

HEA Controls on the pedestal panel – Only the NVE key has an actual function in the simulation

Example of the symbology typically projected on the HMSS Helmet

ASAR Intrepretation

NAVIGATION SYSTEM

GENERALThe Navigation System provides accurate navigational position and velocity vector data plus flight path control display. It derives the essential flightdata (position, velocities, heading, height, attitudes) from on-board sensors and supplies these data to the Navigation Computer (NC).

The Navigation System consists of the followingequipment:

- Laser Inertial Navigation System (LINS): in the real aircraft this is the primary sensor for dead reckoning navigation. It provides Present Position (LAT, LONG), True Heading, Bank, Inclination, Climb/Dive Angle, Earth referenced velocities (East, North, Vertical), Earth referenced accelerations (East, North, Vertical), Body Linear and Angular Velocities and Accelerations plus Barometric Altitude.

NOTE:Although some of the procedures associated to LINS operation are simulated, the system itself is not functional in FSX/P3D. In these simulators the GPS is the primary source of data for navigation.

- Global Positioning System (GPS): this is the secondmain source for navigation data. It provides PresentPosition, Altitude, Earth Referenced Velocities (North,East, Vertical), UTC Time and Climb/Dive Angle

- Radar altimeter (RADALT): this provides precisionheight information up to 5000 ft above currentlyoverflown surface

- Navigation Computer (NC): this dedicated computeruses data from the LINS and the other systems /sensors to compute Best Navigation Data, navigationsteering and weapon aiming parameters. If the LINSis invalid, data from the Flight Control System (FCS) isused instead

NAVIGATION FUNCTIONSMain navigation system functions consist of:

- Primary and Secondary Dead Reckoning: DeadReckoning means the determination of position without the use of external aids and is calculated from the record of the known starting point, the courses flown, the distance achieved (which can be estimated from velocity), and the known or estimated drift. The primary Dead Reckoning Navigation function uses LINS data. The Secondary Dead Reckoning Navigation function uses air data and attitudes provided by the FCS.

NOTE: Dear Reckoning functionality is not supported in the simulation.

- Navigation System Initialization: initialization of thenavigation system is automatically performed once therequired data has been loaded (in the simulation, a valid Flight Plan must be loaded, or created through the FSX/P3D Flight Planner). The necessary data canalso be manually loaded via the MDEF

- LINS Alignment: the LINS can be aligned on theground using three different alignment modes (FullGyrocompass, Memorized Heading and Rapid Heading) and in flight, using the In-Flight Alignment (IFA) technique.

- NAV Mode based upon sensors availability. This canalso be selected manually. The system automaticallyenters LINS GPS1 if both sensors are valid when LINS NAV is selected (via the MHDD NAV SEL moding key).

- Low Height Warning: a warning is generated by the NC during NAV and AA PoF if the best height, measured by the radar altimeter, decreases below theclearance height set on the RHGS "LOW HT" control. The attention getters and a voice warning "Low Height" give immediate warning of the danger. A pull-up indication is also displayed on the HUD. This is a flashing arrow which rotates about its centre point such that it always points away from the ground.

- Steering (including steering bug): navigation steeringis provided. The steering azimuth commands to acquire and hold the planned track are displayed as a steering bug above the aircraft heading ribbon as displacement from the HUD azimuth centre line for manual steering

- Route Loading and Manipulation: one route,,consisting of up to 50 waypoints, can be loaded viathe Flight Planner or manually using the MDEF. Waypoints and routes can be manually modified.

- Navigation Fixing: navigation fixing can be performed automatically by means of the GPS or by manually performing an On Top Fix (OTF)

- Universal Time Co-ordinate (UTC) Management: inreversionary mode only, the NC manages the UTCtime for the entire Avionics system. The UTC timemanager determines where the best system timesource information resides (between GPS and radios)and distributes the UTC time to all Avionics SystemLRIs

- LINS / GPS velocity monitor: the NC assesses theintegrity of the LINS data by comparison of the LINS and GPS velocities. The MON TRIP warning is generated in the event of a difference in excess of a predetermined value.

- LINS / FCS attitude monitor: the NC assesses theIntegrity of the LINS data by comparison of the LINSand FCS attitudes. TheMON TRIP warning is

generated in the event of a difference in excess of a predetermined value.

- GPS Present Position Integrity Monitor (Auto monitor):GPS PP Integrity is self-monitoring and compares thelast received GPS position with a predicted positionto determine its validity. If the difference exceeds apredefined threshold, the NC no longer uses the GPSas a navigation sensor. NAV modes 1, 4 and 6 plusvelocity monitor are lost. The indication NO MONITORis displayed on the HUD and HDHUD format.

- LINS / GPS Position Monitor: integrity of the LINS data is determined by comparison of the LINS and GPS positions performed within the NC (on the ground only). The MON TRIP warning is generated in the event of a difference in excess of a predeterminedvalue.

- Magnetic Heading Calculation: the magnetic variation is deduced from the Best Present Position, Best True Altitude, UTC Time then combined with the Best True Heading to generate the Best Magnetic Heading.

NAVIGATION SYSTEM - CONTROLSAND INDICATORSThe Manual Data Entry Facility (MDEF) allows data tobe manually entered and manipulated within the aircraft avionics subsystems. The selections available relevant to the Navigation subsystem are grouped in the following MDEF subsystems:

- Navigation aids (AIDS)- Navigation (NAV)- Set Waypoint (SWP)- Miscellaneous (MISC)- Transmitters (XMIT).

NAVIGATION AIDS SUBSYSTEMWhen selected the modes / data entry tasks of theNavigation Aids subsystem (AIDS SS) are displayedon the moding keys and the following tasks can be performed:

- Enter a new Tacan Channel (ENTR CHAN)- Enter a new NAV1 Frequency (ENTR FREQ)

All other MKs are not functional.

NOTE: In the FSX/P3D environment, the TACAN system is not simulated. The entering a TACAN channel will result in tuning the NAV1 navigation instruments to the associated VOR frequency.

NAVIGATION SUBSYSTEMWhen selected the modes / data entry tasks of the Navigation subsystem (NAV SS) controls are displayed on the moding keys and the following functions can be performed:

- Select between automatic and manual destination

waypoint change (AUTO/MAN)- Select between GPS route or TACAN steering (NAV/GPS – this is equivalent to the "GPS drives NAV1" command in FSX/P3D)- Select the previous WP in the flight plan as destination WP (PREV WP)- Select the next WP in the flight plan as new destination WP (NEXT WP)- Enter autopilot heading (SET HDG)- Enter autopilot course (SET CRS)- Enter autopilot altitude (SET ALT)- Enter autothrottle speed (SET SPD)- Enter autopilot vertical velocity (SET VV)

All other MK are not functional.

NOTE: The functions in this SS differ substantiallyfrom the real world, since many of its functions could not be properly simulated. This page allows the pilot to manually enter autopilot parameters – this is different from real life, as in reality the autopilot parameters are set automatically upon engaging the autopilot mode and tweaked via HOTAS controls.

NOTE: Autopilot parameters are reset upon autopilot engagement: autopilot altitude, heading and autothrottle speed values are set, upon engagement, at the current aicraft values. Once the autopilot is engaged they can be tweaked in this NAV page.

SET WAYPOINT SUBSYSTEMWhen selected the modes / data entry tasks of the SET WAYPOINT subsystem (NAV SS) controls are displayed on the moding keys and the following functions can be performed:

- Select the previous WP in the flight plan as destination WP (PREV WP)- Select the next WP in the flight plan as new destination WP (NEXT WP)- Add a new WP to the flight plan (NEW WP)- Delete the current WP from the flight plan (DEL WP)- Set the current waypoint as Pre-Planned target for Air-to-Surface Attack mode.

All other MKs are not functional.

NOTE: Waypoint coordinates shall be entered in the "decimal degrees" format (e.g. 112.112232°). Up to six decimal digits are allowed.

MISCELLANEOUS SUBSYSTEMWhen selected the modes/data entry tasks of theMiscellaneous (MISC) subsystem are displayed onthe moding keys. and the following functions can be performed:

- Setting of fuel reserves (BINGO RSRV).- Setting of GPWS values (GPWS SET)

All other MKs are not related to the navigation system.

TRANSMITTERS SUBSYSTEMWhen selected the modes/data entry tasks of theTransmitters (XMIT) subsystem are displayed on themoding keys. It is allowed to Silence all the transmitters contemporarily or TACAN / RADALT separately .

NAVIGATION FIXINGFixing is the procedure by which the Navigation System estimate of the aircraft present position is updated to maintain navigation accuracy by compensating for LINS and IMU (FCS modes) drift. Fixing can be carried out automatically using the GPS (if a NAV mode which uses the GPS is selected), which provides accurate present position and velocity information, or manually by an On Top Fixing (OTF).

NOTE: The simulation does not support nor requires OTF. GPS-driven, automatic fixing is the only supported navigation fixing mode.

NAVIGATION STEERINGSteering provides all the necessary information to fly the aircraft on a required flight pattern.Steering calculations, performed by the NC, provideinformation to follow a route consisting of legs andwaypoints (a leg is the segment between two consecutive waypoints in a route).The widest possibility to control and change the flightpattern is provided.Steering information is shown, on the PA, HSI formats; a steering bug, against a heading ribbon on the HUD and HDHUD format, provides to follow the desired track.Steering can be performed with respect to either Trueor Magnetic North, as desired. A North-up or Track-uporientation of the PA format can be selected.Steering is conducted following well-defined rules, dictated by steering types and modes.The appropriate steering types and/or modes are selected either automatically or manually, dependent upon the waypoints availability. The NC uses three logically separate memory areas to store the necessary data:- Waypoint General Store (commonly called Route Store)- AutoRoute- Manual Route.The Route Store is a data set of up to 200 entries, each of which can be provided with those attributes necessary to define the waypoint. The following three attributes are obligatory and represent the minimum requirement:- Number (from 1 to 200 - assigned automatically)

ROUTESThe Auto Route is set as default for steering.The Auto Route can be:- Created or loaded with the Flight Simulator or P3D Flight Planner- Creaded with other applications that can generate FSX/P3D flight plans

- Created by entering the required waypoints via the SWP SSK.

NOTE: In the real aicraft the pilot can select either the AUTO Route or the MANUAL Route, which is an alternate route that can be created and edited on the fly by the pilot. In the simulation the Auto Route is the only route available and it is possible to edit it.

STEERING BUGThe steering commands to acquire and hold the track are calculated and displayed as a steering bug against the aircraft heading ribbon.A lubber line indicates the current aircraft heading: it isfixed, whereas the heading ribbon (scale plus numbers) moves with respect to it (the displayed heading value is numbered by decades). The track marker (upside down v”) is moving and indicates the actual track, which can not coincide with the heading, due to the wind effect:in absence of wind the two symbols are superimposed, forming an upward arrow.When the steering bug reaches the lubber line it means that the aircraft is on the Command Track;

CONTROLS AND INDICATORSThe navigation displays present the selected type ofinformation necessary to steer the aircraft. The informationis shown on the following displays:- Head Up Display (HUD)- Pilot Awareness format (PA)- Horizontal Situation Indicator format (HSI)- Waypoint format (WPT)- Head Down Head Up Display format (HDHUD).

HEAD UP DISPLAY (HUD)The Head Up Display provides the pilot with steering information. At the centre of the screen, a climb/dive ladder indicates the current aircraft climb/dive angle and bank by tapered ladder with variable gearing.A triangular pointer against a fixed scale provides anindication of the aircraft vertical velocity. (Only in GND,T/O and LDG PoFs).The barometric altitude is shown both in analogue anddigital form, whereas the aircraft height above terrain is indicated in digital form, labelled with a letter R” above the string.The steering bug, indicating the required steering to follow the navigation demands, is indicated by a horseshoe symbol against a heading ribbon scale.A waypoint data block shows the information relative to the DWP, i.e. number, range, bearing and time to go. If the TACAN mode has been selected on the HSI format, the DWP data are replaced by the TACAN ones, i.e. TACAN channel number and type, TACAN mode (either A/A or A/S), bearing and range.This display also provides a digital indication of thegroundspeed, mutually exclusive with MACH number, the airspeed, the heading (either true or magnetic) and the barometric pressure setting (Shown by defaultin GND, T/O and LDG PoF and for 5 seconds, when

value of setting changed in NAV AA and AS PoF).

In case of Low Height warning generation, the displayshows a flashing arrow, at the centre of the screen, which rotates in order to point always away from the ground.

When the LINS / best NAV cross monitor function is not available anymore, the string NO MONITOR appears to warn the pilot.

Both during the LINS ground and in flight alignments, the display shows the relevant parameters, i.e.:- the accuracy- the remaining time at the end of the alignment- the caption LINS RDY at the end of the alignment,replacing the two captions above.

Selecting the appropriate keys on the Head Up Panel(HUP) it is also possible to:- select between the visualization of the Barometricaltitude, the RADALT height or both, via the BARO/RAD key- select between the visualization of the groundspeed or MACH number, via the GS/M key.

PILOT AWARENESS FORMAT (PA)The Pilot Awareness (PA) format is presented by default on the centre MHDD.The main information is about the routes. The routecurrently flown is normally presented: the current leg is colored in white, the remainder of the route in green.

The aircraft symbol is indicated as a green triangle: itsposition on the screen depends upon the track-up ornorth-up selection made by the TRK NTH SK.

HORIZONTAL SITUATION INDICATOR FORMAT (HSI)The Horizontal Situation Indicator (HSI) format isselectable from the PA format using the HSI SK; it replaces the PA format.

Either Navigation or TACAN data can be shown, bypressing the NAV TAC SK (this SK is presented only ifthe HSI SK is boxed): the former refer to the route currently flown, the latter refer to the selected TACAN station.A 360° compass card is displayed by default; the aircraft symbol is always shown at the centre of the display and the compass card rotates around it.On the periphery of the compass card, the followingsymbols are shown:- a lubber line, indicating the aircraft heading- the track pointer, indicating the aircraft actual track- the autopilot heading marker- the bearing pointer, whose tail indicates the bearing of the DWP (or TACAN station).

Inside the compass card, the following symbols arepresented:- the course pointer, which is an arrow pointing at the

manually course set- the lateral deviation bar, indicating the angular deviationbetween the set course and the actual bearing

This display also provides a digital indication of:- CAS- altitude- groundspeed, on demand, clicking on the CASindication- heading (only true” in TAC configuration)- range, w.r.t. the DWP or TACAN station- bearing, w.r.t. the DWP or TACAN station- DWP number (in NAV configuration)- course, set via the right hand MHDD rotary control.Selecting the appropriate SKs it is also possible to:- visualize the climb/dive ball, via the C/D BALL SK- go through the NAV and TAC configuration, via theNAV/TAC SK.

WAYPOINT LIST FORMATThe Waypoint List format is selected manually using the WPT SK or automatically whenever the NAV SSK is pressed.

This format gives a list of the waypoints with detailsof number, type, identifier, description and, if defined,planned time of arrival. An XY insert anywhere on thewaypoint data line opens an expanded information box with additional information of latitude and longitude, range and bearing, waypoint altitude, planned aircraft altitude (if defined).

The list can be scrolled up or down by clicking on therelevant symbols on the top of the display.

HEAD DOWN HEAD UP DISPLAY FORMAT (HDHUD)The HDHUD format provides a repetition of the steering information presented on the HUD. In addition to the HUD symbology, the HDHUD addsthe climb/dive ball.Selecting the appropriate SKs it is also possible to:- select between the visualization of the Barometricaltitude, the RADALT height or both, via the BARO/RAD SK- select between the visualization of the groundspeed or MACH number, via the GS/M SK

NAVIGATION MODESThe Navigation System automatically selects the bestavailable navigation mode dependent upon the sensors availability. The automatic selection can be manually over-ridden in the real aicraft, but not in the simulation.

LASER INERTIAL NAVIGATION SYSTEMThe main purpose of the Laser Inertial Navigation System (LINS) is to provide the aircraft with autonomous and continuous navigation data. In the real aicraft it is the primary dead reckoning system and establishes the aircraft geometric zero reference point for all navigation calculations. It provides:

- Present Position (Latitude, Longitude)- True Heading- Bank- Inclination- Climb/Dive Angle- Earth referenced velocities (East, North, Vertical)- Earth referenced accelerations (East, North, Vertical)- Body linear and angular velocities and accelerations- Baro-IN Altitude.

NOTE: LINS is not actually simulated. GPS-derived data is used instead of LINS. Details aboutLINS system provided below is for educational purposes only.

MODES OF OPERATIONThe LINS has the following main modes of operation:- Initialization- Alignment- Navigate- OFF.

mounting axes to be nulled out, minimizing attitude errors.

INITIALIZATIONWhen the equipment is energized, it performs a Power-Up BIT. After successful completion of the Power-Up BIT, the LINS automatically enters the Normal Alignment mode.

ALIGNMENTThree types of alignment are available in GND PoF:- Full Gyrocompass- Memorized Heading- Rapid Heading.

Full Gyrocompass AlignmentThe Full Gyrocompass Alignment, an automaticself-contained process which determines local verticalposition and heading, is the normal type of alignmentwhen reaction time is not critical as it lasts about 6 minutes.

Memorized Heading AlignmentThe Memorized Heading Alignment is used when rapid reaction time is essential. The last recorded values of present position and heading are used.

Rapid Heading Alignment (HUD)The Rapid Heading Alignment (HUD) is used when the reaction time is critical. This requires:- an accurate PP- the bearing or co-ordinates of a reference optical object visible through the HUD.

NAVIGATEThis is the normal LINS operational mode. It can either be selected manually, by pressing the NAV SELsoft key on the Autocue format, or automatically, whenthe aircraft begins to move, on taxi-out. If any alignment has been successfully completed, the LINS provides all navigation data.

OFFThis is the normal shut-down procedure. During an OffMode sequence, the LINS records the last computedpresent position and heading data for automatic use at the next power-up (Memorized Heading Alignment),then shuts itself down.

NAVIGATION COMPUTERThe Navigation Computer (NC) determines the bestnavigation data for the selected navigation mode andcomputes the navigation steering parameters.It also manages and controls the Avionic and Attack Serial Digital data buses.

GLOBAL POSITIONING SYSTEMThe Global Positioning System (GPS) is a geo-stationary network of a nominal 24 navigation satellites (generally referred to as the NAVSTAR constellation) designed for US military use and controlled by the US Government.The orbital altitude is such that the satellites repeat the same track and configuration over any point approximately each 24 hours (4 minutes earlier each day). There are six orbital planes (with nominally four satellites in each), equally spaced at 60 degrees apart, and inclined at about fifty-five degrees with respect to the equatorial plane.Between five and eight satellites are simultaneouslyvisible from any point on the earth. Navigation in threedimensions is the primary function of GPS.Using self-contained atomic clocks as their reference, the satellites transmit time-controlled non-encrypted ”Coarse Acquisition” (C/A) ,also known as Standard Positioning Service (SPS) and Precise Position Service (PPS), generally shortened to P” codes on two frequencies called L1 (1575.42 MHz) and L2 (1227.60 Mhz).

The L1 frequency carries the navigation message andthe SPS code signals. The L2 frequency is used to measure the ionospheric delay by PPS equipped receivers. C/A-code is transmitted only on L1 and is available to all (including non-military) users of GPS. The P-Code (Precise) modulates both the L1 and L2 carrier phases.The P-Code is a very long (seven days) 10 MHz PRNcode. In the Anti-Spoofing (AS) mode of operation, theP-Code is encrypted into the Y-Code and requires aclassified AS Module for each receiver channel. The P(Y)-Code is the basis for the PPS and includes the NAV Messages transmitted by the NAVSTAR” Constellation.

The Navigation Message (a 50 Hz signal consistingof data bits that describe the GPS satellite orbits, clock corrections, and other system parameters) also modulates the L1-C/A code signal.

MODES OF OPERATIONThe main modes of operation are:- Power on- Initialisation (INIT)

- Navigate- Crypto Erasure- OFF.

POWER ONWhen power is applied, the GPS system automaticallyenter a dedicated PBIT routine. Following successful completion, the GPS enters the INIT mode.

INITIALISATION (INIT)The GPS is enabled to receive the following initialisation data, after which it passes to the Navigatemode:- Position- Velocity- Time andDate- Almanac

NAVIGATEThis mode has two sub-phases:- Initial acquisition- Normal tracking.Initial AcquisitionThe GPS system can acquire and use data from any of the satellites currently within its horizon. A minimumof four satellites must be acquired to allow determination of the 4-dimensional spatial coordinatesof the aircraft (Latitude, Longitude, height and time). Almanacs and ephemeris data allow the identification and tracking of GPS satellites.

Almanacs are approximate orbital data parameters forall satellites. Ten parameters describe satellite orbitsover extended periods of time (useful for months in some cases) and a set for all satellites is periodically transmitted by each satellite. Signal acquisition time on receiver start-up is significantly aided by the availability of current almanacs. The approximate orbital data is used to preset the receiver with the approximate position and carrier Doppler frequency (the frequency shift caused by the rate of change in range to the moving satellite) of each satellitein the constellation.

Normal TrackingThis is the normal operative mode, and starts when the inital acquistion is completed.The GPS can lock onto up to five satellites, but it needs to be locked to at least four simultaneously to allow determination of the aircraft"s spatial coordinates. With less than four satellites locked, coordinate references are provided in a mixed contextof GPS plus another sensor (e.g. in order, LINS or FCS) until the unit re-establishes lock on the minimumnumber of valid NAVSTAR satellites above its horizon.When the GPS is aided” in this way, the NC does not use the GPS data.Velocity is computed from change in position over time, or the satellite Doppler frequencies, or both.

CRYPTO ERASUREThe encrypted data contained in the Precise PositionService Secure Module of the NSU is erased when:

- ejection takes place- erasure is selected (dedicated control on left console)- mission time duration expires- the NSU is removed from the avionic bay.

OFFGPS has no power applied. It maintains essentialinformation, e.g. almanac and ephemeris database,GPS keys and an estimate of time clock in a non-volatile memory sustained by an internal battery.

DISPLAYS AND CONTROLSThe MHDD / PA and ACUE formats provide an indication of GPS health through a Figure ofMerit (FOM) value between 9 and 1 (lower is better). If loading of cryptovariables fails, an indication is provided on the ACUE format.Aircraft time which appears on the MHDD / PA format is derived from the GPS (as UTC time).

RADAR ALTIMETERThe radar altimeter (RADALT) provides accurateheight-above-terrain information for any type of surface currently being overflown, up to a maximum of5000 ft. Its accuracy is ±2% of the measured height or±2 ft (whichever is the greater). It consists of:- a transmitter/receiver- a transmitter antenna- a receiver antenna.

Height information is displayed on the HUD and on the HDHUD format. A control switch on the RHGS allows the desired clearance height (i.e. the do not fly below height) to be set. The low height datum is displayed beside the control switch. A low height audio/visual warning is generated when the clearance height is reached.

GROUND PROXIMITY WARNINGSYSTEMThe Ground Proximity Warning System (GPWS) is notsafety or mission critical. The information provided isadvisory and the pilot is responsible for performing therequired pull-up maneuver to ensure safe flight.The GPWS uses data from the following systems:- Laser Inertial Navigation System (LINS)- Global Positioning System (GPS)- Radar Altimeter (RAD ALT)- Flight Control System (FCS).

The GPWS is an integrated system that will accuratelycalculate the aircraft position relative to the ground from the data provided by the LINS, GPS, RAD ALT and FCS, together with the terrain and/or obstacle map data loaded to the system.The FCS provides supplementary information to theGPWS with regard to the aircraft configuration andg limits. This data, along with that supplied by theLINS, GPS, RAD ALT and FCS is compared with anaircraft dynamic model and the Portable Data Store (PDS) defined Minimum Separation Distance (MSD). The system continuously computes the g required to

clear the most critical terrain profile (ground and obstacle) within the flight path. Allowances are made for positional uncertainty, pilot reaction time and the time to roll the wings level.If the GPWS predicts that a pull-up maneuver at or above the pre-defined g limit is required to prevent incursion below the MSD the GPWS warning will be activated, at the same time a pull-up arrow is displayed on the HUD to aid safe aircraft recovery.

MANUAL DATA ENTRY FACILITYThe GPWS moding key is available upon selection ofthe MISC subsystem key, refer to Figure I-03-115 . The GPWS defaults to ON, indicated by the GPWS legend being boxed on the GPWS/PAGE moding key following aircraft power-up, and valid navigation data becoming available.

GPS and LINS alignment captions shown in the ACUE format on the Left MHDD. LINS Alignment status isalso displayed on the HUD. HUD also shows the NO MONITOR caption meaning that the GPS alignment is

not complete.

NOTE: While it is possible to select different alignment methods in the ACUE page, and while theproper captions will be displayed, the simulation relies solely on the GPS system.

Ground Proximity Warning System displaying PULL UP caption and arrow.

Example of cockpit configuration in NAV PoF.

Example of cockpit in Nav PoF: route is shown on the PA format on the center MHDD. Current leg is shownin light green, past legs are shown in dark green, while the rest of the route is shown in white. SSK is set on

the SWP mode, addition of a new WP is selected – which shall be entered thorugh the DEK. Note thesteering bug, the track marker, the waypoint information and location (diamond) in the HUD.

Example of cockpit in Nav PoF. Pilot has requested the deletion of the current waypoint from the route.Note the symbol in the center of the HUD indicating that the speed brake is extended.

Location of Radar Altimeter Power Switch. This switch must be set to ON for the RADALT to operate.

Example of cockpit configuration in Nav PoF, showing RADALT indication on the HUD. RADALT indicationcan be selected by pressing the BARO/RAD key in the HUP panel, provided that the system is powered up.Center MHDD is set on HSI format, while the Right MHDD is set to WPT format. WPT format shows currentand next waypoint information as well as ETE and ETA. WPT format is automatically selected whenever the

pilot selects the NAV SSK. Note the waypoint indication on the LHGS showing that the current activewaypoint in number 2 out of a route of 8 total waypoints.

NOTE: In the real aircraft, the waypoints are identified by numbers, but they are not necessarilyordered progressively, as any set of waypoint can be arranged in a Manual Route. In the real aicraft

the LHGS would show the current and the next WP identification numbers.

COMMUNICATION EQUIPMENT

GENERALThe communication system provides clear and secureair to air and air to ground communications and audiomanagement. The system consists of the Communications and Audio ManagementUnit (CAMU), two identical and independent VHF/UHFtransceivers, the Multifunctional Information Distribution System (MIDS), the antennas, and their associated controls and indicators.

NOTE – This Eurofighter Typhoon simulation usesstandard (civilian) Flight Simulator X / Prepar3D radio systems. Therefore much of the information and controls reported in this section do not apply. Real world radio operations and controls have been modified to comply with FSX/P3D standards.

COMMUNICATION EQUIPMENT -CONTROLS AND INDICATORS

LEFT REAR CONSOLEThe left rear console contains the duplicate PTT switch, the TACAN/MLS volume controls, the intercomvolume control, the amplifier selector switch, the default volume selector switch, the missile audio/telebrief volume control and the MIDS A / B volume/transmission control.

DUPLICATE PTT SWITCHThe duplicate PTT switch is labeled RAD 1 - BOTH – RAD 2, has four positions and is spring-loaded centrally up.Pressing forward transmits on radio 1, backwards on radio 2. Pressing down in the center position transmitson both radio 1 and 2.

TACAN/MLS VOLUME CONTROLSThese coaxial controls vary audio volume for the TACAN (top rotary) and MLS (bottom rotary).

NOTE: These control have no function in the simulation.

INTERCOM VOLUME CONTROLA rotary knob labeled I/C, controls the intercom volume.

NOTE: This control has no function in the simulation.

AMPLIFIER SELECTOR SWITCHA two-position toggle switch labeled NORM and REV,provides manual selection of the reversionary amplifier.

NOTE: This control has no function in the simulation.

DEFAULT VOLUME SELECTOR SWITCHA gated two-position switch labeled NORM VOL and

DFLT VOL, provides the manual selection of the default (fixed) audio volume setting. Also with the switch to DFLT VOL radio transmission is restricted to radio 1, reception is still available on both radios.

NOTE: This control has no function in the simulation.

MISSILE AUDIO/TELEBRIEF VOLUME CONTROLA rotary knob labeled MSSL and TB controls the SRAAM and telebrief audio levels. The knob is pushed in to transmit on telebrief.

NOTE: In the simulation, this knob effectively disables SRAAM audio tones.

MIDS VOICE CHANNEL A-B VOLUME ANDTRANSMISSION CONTROLSTwo circular rotary controls, labeled MIDS A and MIDSB, control the audio volume of MIDS A and MIDS B voice channels. The control is pressed down to transmit on the relevant voice channel.

NOTE: These functions are not supported in the simulation. Please see the MIDS section.

LEFT GLARESHIELDThe Manual Data Entry Facility (MDEF) provides the main controls for the radios, under separate RAD 1 and RAD 2 subsystem keys. The available modes andfunctioning of these subsystem keys are identical and the apply equally for both.

HEAD UP PANELThe HUP contains rotary volume and channel select controls and readout displays for each radio. The outer (larger) rotary control controls radio audio volume.

NOTE: In the simulation, the rotary controls act asSWAP buttons between active and standby frequencies.

The manual frequencies are defined by using the MDEF RAD1 or RAD 2 subsystem key sets; within theRAD 1 or RAD 2 SSK it is possible to manually enter the active and standby frequencies for each radio, andswap between standby and active frequencies.

RIGHT FORWARD CONSOLETransmitter switches for each radio, labeled RAD1 – OFF and RAD2 -OFF, are included in the battery gangbar on the right forward console. Power ispermanently applied to the radios, each transmitter switch at OFF inhibits the transmission of that radio, reception remains active.The voice warning switch, labeled VOICE and OFF, on the battery gangbar controls the voice warning system.With the switch at OFF all voice warnings, except forcatastrophic, are inhibited.

BROWSE RADIO LIST

The majority of the radio channel information is displayed on the FREQ format (refer to Figure I-04-08 ). The format is available in all PoF and is accessed by selection of the FREQ soft key on the MHDD.

COMMUNICATIONS AND AUDIOMANAGEMENT UNITThe CAMU controls the aircraft communication system, managing all audio routing and control between the system components and the cockpit. TheCAMU also generates warning audios and voice messages, and provides redundancy and automatic re-moding in event of component failure.

DIRECT VOICE INPUTA Direct Voice Input (DVI) system provides an additional method of managing the cockpit and systems. The DVI system replicates some existing control functions, which means the loss of DVI control for any reason (e.g. unserviceability or poor recognition because of environmental conditions) does not result in the loss of associated functions. DVI

is used to support the cockpit management tasks:

- To replicate many functions that are also done by XYcontrol, e.g. A/A target nomination, MHDD format range scale changing.

- To replicate many MHDD soft key functions, e.g. Right MHDD format selection.

- To replicatemanyMDEFmoding key and DEK functions, e.g. radio channel selection.

DVI is not used to replicate HOTAS functions, these are specifically designed to be done rapidly on dedicated controls, and the use of DVI would probablybe slower. DVI is not used to control any safety critical functions e.g. selecting weapons or lowering the undercarriage, or to replicate functions controlled by hard-wired switches.

NOTE: DVI is not supported in the simulation.

Location of communication equipment controls on the left-rear console.

RADIO 1 SSK and HUP – With this subsystem selection, MKs allow to enter a new activefrequency (ENTR FREQ), enter a new standby frequency (ENTR STBY) or swap active

and standby frequencies (COM1 SWP). In this case the ENTR FREQ MK has beenselected and the pilot is prompted to enter the new frequency through the DEK. Identicalcontrol apply to RAD2. RAD1 and RAD2 standby and active frequencies are also shownon the HUP. It is possible to swap them via the rotary controls which, in the real aircraft

allow for prese channel selection.

Location of Voice, RAD1, RAD 2 and MIDS switches on the right forward console.

FREQ format on the Right MHDD.

Presentation of this format has been modified from real life to comply with standard FSX/P3D radio system and to allow for a larger number of preset radio frequencies. The current implementation has 64 preset frequencies, selected within the most common Eurofighter locations. The soft keys withing this format allow for:

- Scroll the selected line in the frequency list (in green) UP or DOWN

- Select between RAD1 and RAD2

- Move to the next page (PAGE DOWN) - Select the currently highlighted frequency (SEL – loads the selected frequency to RAD1 or RAD2 active frequency)

NOTE: The list of preset radio frequencies is not editable by the user.

MULTIFUNCTIONAL INFORMATIONDISTRIBUTION SYSTEM

The Multifunctional Information Distribution System(MIDS) is a high capacity digital information system which allows secure, flexible and jam-resistant real-time data exchange between all users within a network.

NOTE: Proper simulation of a system like MIDS system is not currently actually supported by Flight Simulator X or Prepa3D. In ths simulation, some of the MIDS functions are emulated by periodically feeding the HUP with information about the current waypoint and route if in navigation PoF, or information about the currently designated air-to-air or air-to-surface target in the A-A and A-S PoFs respectively. The functions currently available in the simulationare shown in the pictures at the end of this chapter.

MIDS - CONTROLS AND INDICATORS

MIDS TRANSMISSION CONTROL SWITCHA switch on the right console, inside the battery gangbar, controls power to MIDS antenna. When OFF,MIDS and TACAN transmission are inhibited.

NOTE: The emulated MIDS function is purely passive, so this control has no function.

MIDS VOICE CHANNEL A-B VOLUME ANDTRANSMISSION CONTROLSTwo circular rotary controls on the left console, labeled MIDS A and MIDS B, control the audio volumeof MIDS A and MIDS B voice channels. The control is pressed down to transmit on the relevant voice channel.

NOTE: It is possible to manually enter MIDS A, B and CONT channels, but the have not actual function in the simulator.

MIDS CHANNELS INDICATORThe right glareshield front flap displays the current MIDS voice and control channels.

HEAD UP PANELThe HUP includes a monochrome MIDS display panelwith six associated multifunction soft keys. It provides the main display surface for received MIDS text messages.Depending on message content, the multifunction softkeys allow the pilot to acknowledge action, review, delete and manipulate the display. The display also indicates any changes in net synchronization status.

The HUP displays data on one of five formats:

- Pending (PEND) format : Stacks the received andpending response messages in priority order. Up to 12

messages can be stored within this format. If more than 12 messages are received and not actioned, messages are overwritten on a priority basis.

- Miscellaneous (MISC) format : Displays C2 requests, pointer message alerts and free text messages (stacked in this order of priority) received from other units. If a second message is received while another is being displayed, the current is replaced by the new one. If a high priority pending message is received, the pending format is automatically selected.

- Recall (RCAL) format : Accepted pending messages are stored in this format in time accepted order. Up to 6 messages can be stored in this format. When it is full a new accepted message replaces the oldest.

- ANFT format : This format is automatically displayedon selecting the FREE TEXT moding key and containsthe PDS-loaded list of free text messages that can beselected for editing and transmission.

- Status format : Displays MIDS system status and only appears when it is necessary to alert of a particular status event (e.g. automatic deselection of exercise mode).

Each of the six associated multifunction soft keys is amomentary action, illuminated push-button, whose legend changes to indicate the function of the key. The available soft keys modes are as follows:

WILL Indicates acceptance of the currentlydisplayed MIDS command. The WILCO receipt/compliance response is transmitted to the C2 that originated the command.

CANT Indicates rejection of the currentlydisplayed MIDS command. The CANTCO receipt/compliance response is transmitted to the C2 that originated the command and the message isdeleted.

KEEP Indicates acknowledgement of the currently displayed MIDS command but no response is sent onto the network.

CLR Rejects the currently displayed message or has seen it and wants to remove it from the display. The message is deleted and no response is sent onto the network.

SEL Only available when the ANFT format is displayed, it allows selection and display on the MDEFROLs of the required ANFT message from the list displayed.

UP Scrolls up through the format message list.

DOWN Scrolls down through the format message list.

PEND Selects the pending message format.

MISC Selects the miscellaneous message format.RCAL Selects the recalled message format.

The centre of the top line of the HUP format displayssynchronization status, using the following captions:

NO TX/RX The terminal has not achieved anysynchronization status. There is no reception or transmission of MIDS messages.

RX ONLY The MIDS is in coarse synchronizationwith the net and can receive, but not transmit messages.

TX/RX OK The MIDS has achieved fine synchronization with the net and is capable of receiving and transmitting MIDS messages. The TX/RX legend disappears after 5 seconds to reducedisplay clutter.

PEND format – this is default format and will show the latest message received. The WILL button willacknowledge the message and remove it from the screen (the message will be sent to the RECALL format).The UP button forces a message update (a new message will be generated, the current one will be sent to

the RECALL format). If in A-A mode, the CANT button will reject the current target.

RECALL format – by selecting this format, the display will show the previous message in the cue.

MISC format – by selecting this format, the display will show the current software version.

INTEGRATED MONITORING ANDRECORDING SYSTEM

GENERALThe Integrated Monitoring and Recording System (IMRS) collates and processes data obtained from various sensors and systems, in order to present information on the overall condition of the aircraft.Most of the aircraft systems carry out BIT on start up and continuously thereafter, to monitor system performance and detect failures. The aircraft structureand engines are instrumented to support post-flight calculations for Structural Health Monitoring (SHM). The instrumentation provides data relating to fatigue consumption and health trend monitoring, as well as monitoring for limit exceedance during flight. In addition, the primary cockpit displays, the outside world video from the HUD camera and the cockpit intercom audio are recorded. All this data is collected centrally through the IMRS, processed then stored on one or more of the storage devices that follow, for post-flight replay, if required:

- Portable Maintenance Data Store (PMDS)

- Portable Data Store (PDS)

- Video Voice Recorder (VVR)

- Bulk Storage Device (BSD)

- Crash Survivable Memory Unit (CSMU).

NOTE: The Integrated Monitoring and Recording System is not simulated. The information in these pages is provided for depict the functions and the controls present in the real aircraft and have no in-game purpose.

OPERATIONThe MDLR has three normal modes of operation:

- Standby

- Mission data load

- Mission data record.

STANDBY MODEStandby mode is entered when power is applied to thesystem and the PDS is not installed, the PDS cover on the MDLR is open, or after data erasure has been performed.

MISSION DATA LOADMission data is automatically loaded to the aircraft avionics systems when the pilot inserts the PDS into the MDLR, the cover is closed, power is applied to thecockpit bus, and the PBIT has successfully been completed.

RECORD MODEIn this mode of operation DASS emitters and radarNon-Cooperative Identification (NCI) data is stored innon-volatile memory within the PDS. The data recorded is stored in a specific area of the PDS and will not overwrite data that has been previously uploaded to the avionicssystem.

DATA ERASEThe data contained within the PDS is automatically erased upon ejection, or when the cover guarded secure data erase control push-button on the left rearconsole is depressed, assuming the PDS is inserted into the MDLR.

VIDEO/VOICE RECORDERThe VVR uses a standard Hi 8, 8 mm magnetic video tape to record the MHDD and HUD displays and the cockpit audio. It also records pilot initiated event markers and other data for post flight analysis.

OPERATIONThe VVR enters standby automatically after power-onand completion of PBIT. Once in standby, VVR STBYis displayed on the MISC VVR moding key and REC(unboxed) is displayed on the VVR push button, on the right console. Record mode can be selected manually by pressing the RECORD push button on the right console; REC is then boxed to indicate recording has started.

BULK STORAGE DEVICEThe BSD is installed when required and is used for ‘special studies’ as defined by the operator; storing information for off-aircraft analysis.

CRASH SURVIVABLE MEMORY UNITThe CSMU is a solid state, non-volatile flight data recorder that records data from the aircraft data buses, the CAMU and the FCS, to assist in incident and accident investigations.

MAINTENANCE DATA PANELThe MDP is the central point of data input/output formaintenance actions on the aircraft. The MDP storesall significant aircraft data and allows recovery of suchdata either directly, via a text display or the PMDS. Onthe ground, the MDP gives rapid access to the aircraftmaintenance data, providing a comprehensive history of significant events for maintenance purposes. The MDP can be interrogated via the text display on the panel, and/or via the PMDS which can be removed foranalysis after flight. During flight, the MDP stores maintenance and servicing data transmitted by the aircraft systems and records them on the PMDS. The MDP is located in the aircraft fuselage near the left engine intake.

Video Voice Recorder and Mission Data Loader Recorder location

Secure data erase control location

ARMAMENT CONTROL SYSTEM – CONFIGURATIONS AND OPERATIONAL MODES

NOTE: The Armament Control System is implemented through Vertical Reality Simulation Tacpack. VRS Tacpack must be correctly installed for the weapon system (including the weapons configurator) to work properly.

AIRPLANE CONFIGURATORPress SHIFT+4 to make the airplane configurator menu appear on the screen.Stores can be selected or desetected for each station by clicking on the black dots in the configuration matix.

NOTE: If the simulation is paused, the aicraft configuration is not updated – the configuration will beupdated as soon as the simulation is resumed.

NOTE: In single player, the aircraft configuration can be updated at any time, even if airborne. In multiplayer the host can set restrictions that force the players to be on the ground and stationary to rearm orchange the configuration.

STORES FORMATPartial control of the aircraft configuration can also be operated through the STORES (STOR) format on the RMHDD, when the aircraft is stationary on the ground.The user can cycle through a set of predefined configurations by pressing the CNFG REJT button. Once the desired configuration is selected the user can confirm it with the CNFG ACPT button.

CONFIGURATIONSTyphoon configuration refers those stores, weapons, pylons and launchers fitted to the aircraft. The Armament System of the aircraft can carry out two basic missions: Air to Air Mission

Air to Surface Mission

The weapons types used during an Air to Air Mission include:

• Short Range Air to Air Missiles

• Medium Range Air to Air Missile

• Air to Air Gun

The weapons types used during an Air to SurfaceMission include:

• Laser Guided Bombs (Paveway)

• GPS Guided Bombs (JDAMs)

• Anti-Radiation Missiles (HARM)

• Air to Surface Gun

Both the configurator and the STOR menu in the

RMHDD provide a number of preset configurations:

• Air Superiority (with Sidewinders)• Air Superiority (with IRIS-T)• Air Superiority (with ASRAAM)• Interdiction Strike• SEAD• Strategic Attack*• Close Air Support*• Aerobatic configuration

NOTE: configuration marked with an asterisk (*) include weapons which are not working in the current release.

GUNThe BK 27 (also BK27 or BK-27) (German acronym for Bordkanone, "on-board cannon") is a 27 mm (1.063 in) caliber revolver cannon manufactured by Mauser (now part of Rheinmetall) of Germany. It was developed in the late 1960s for the MRCA (Multi Role Combat Aircraft) program that ultimately became the Panavia Tornado.

The BK 27 is a gas-operated cannon firing a new series of 27x145 mm cartridges with a typical projectile weight of 260 g (9.2 oz). Most models use a linked feed system for the ammunition; however, the Eurofighter Typhoon makes use of a specially developed variant of the BK 27 that uses a linkless feed system instead, which is intended to improve reliability.

The Mauser BK 27 is used in the Panavia Tornado, the Alpha Jet, the JAS 39 Gripen, and the Eurofighter Typhoon.

The BK27 has a much lower nominal fire rate than theM61 Vulcan, but its fire rate is constant throughout shooting due to the fact the cannon need not spin up. As a result, in conjunction with the higher caliber, the Mauser BK 27 fires in the first second 4 kg of projectiles in contrast to the 2 kg of the M61 Vulcan which also needs about 25kW electrical energy on themaximum fire rate.

AIR TO AIR MISSILES

SHORT RANGE MISSILES

AIM9-M SIDEWINDERThe AIM-9 Sidewinder is a short-range air-to-air missile developed by the United States Navy in the 1950s. Entering service in 1956, variants and upgrades remain in active service with many air forcesafter six decades. The United States Air Force purchased the Sidewinder after the missile was developed by the United States Navy at China Lake, California. It is one of the most widely used missiles inthe world: The AIM-9 is equipping most western-aligned air forces, as well as indirectly many nations which received the Soviet K-13 missile, a reverse-

engineered copy of the AIM-9.

The majority of Sidewinder variants utilize infrared homing for guidance; the AIM-9C variant used semi-active radar homing and served as the basis of the AGM-122 Sidearm anti-radar missile. The Sidewinder is the most widely used missile in the West, with morethan 110,000 missiles produced for the U.S. and 27 other nations, of which perhaps one percent have been used in combat. It has been built under license by some other nations including Sweden. The AIM-9 is one of the oldest, least expensive, and most successful air-to-air missiles, with an estimated 270 aircraft kills in its history of use. When firing a Sidewinder, American and NATO pilots use the brevitycode FOX-2. In addition to fixed-wing aircraft, some modern helicopters, such as the AH-1 SuperCobra, can be equipped with the Sidewinder.

The AIM-9M ("Mike") has the all-aspect capability of the L model while providing all-around higher performance. The M model has improved capability against infrared countermeasures, enhanced background discrimination capability, and a reduced-smoke rocket motor. These modifications increase its ability to locate and lock-on to a target and decrease the chance of missile detection. Deliveries of the initialAIM-9M-1 began in 1982. The only changes from the AIM-9L to the AIM-9M were related to the Guidance Control Section (GCS). Several models were introduced in pairs with even numbers designating Navy versions and odd for USAF: AIM-9M-2/3, AIM-9M-4/5, and AIM-9M-6/7 which was rushed to the Persian Gulf area during Operation Desert Shield (1991) to address specific threats expected to be present.

The AIM-9M-8/9 incorporated replacement of five circuit cards and the related parentboard to update infrared counter counter measures (IRCCM) capabilityto improve 9M capability against the latest threat IRCM. The first AIM-9M-8/9 modifications, fielded in 1995, involved deskinning the guidance section and substitution of circuit cards at the depot level, which is labor-intensive and expensive—as well as removing missiles from inventory during the upgrade period. The AIM-9X concept is to use reprogrammable software to permit upgrades without disassembly.

IRIS-TThe IRIS-T (Infra Red Imaging System Tail/Thrust Vector-Controlled) is a German-led program to develop a short-range infrared homing air-to-air missile to replace the AIM-9 Sidewinder found in someNATO member countries. Any aircraft capable of firingthe Sidewinder is also capable of launching the IRIS-T.In the 1980s, NATO countries signed a Memorandum of Agreement that the United States would develop a medium-range air-to-air missile to replace the AIM-7 Sparrow, while Britain and Germany would develop a short-range air-to-air missile to replace the AIM-9 Sidewinder. The US design developed as the AIM-120AMRAAM, while the UK-German design developed as

the AIM-132 ASRAAM.

The roots of the ASRAAM dated back to 1968 when development began on the Hawker Siddeley SRAAM ('Taildog'), but this project ended in 1974 with no production orders. This work was dusted off for the UK/German effort, with the Germans providing a new seeker, and the British providing most of the remaining components. In the intervening time, the need for high maneuverability was downgraded in favor of greater range.After German reunification in 1990, Germany found itself with large stockpiles of the Soviet Vympel R-73 missiles (NATO reporting name: AA-11 Archer) carriedby the MiG-29 Fulcrum and concluded that the AA-11's capabilities had been noticeably underestimated. In particular, it was found to be both far more maneuverable, and far more capable in terms of seeker acquisition and tracking than the latest AIM-9 Sidewinder. In 1990 Germany withdrew from the ASRAAM project, while Britain resolved to find another seeker and develop ASRAAM according to the original requirements.

In late 1990, the US partnership expressed similar concerns and embarked on an upgrade to the existingSidewinder design to provide increased maneuverability and IRCCM (infrared counter counter measures) performance, i.e. measures to counter infrared countermeasures (IRCM). This program was designated AIM-9X.

In comparison to the AIM-9L Sidewinder, the IRIS-T has higher ECM-resistance and flare suppression. Improvements in target discrimination not only allows for 5 to 8 times longer head-on firing range than the AIM-9L, it can also engage targets behind the launching aircraft, the latter made possible by the extreme close-in agility allowing turns of 60 g at a rateof 60°/s.

The Royal Norwegian Air Force (RNoAF) has tested anew air-to-surface capability developed by Diehl BGT Defence for the IRIS-T. A proof of concept test firing toacquire, track, and engage a target representing a small fast attack boat was conducted in Norway in September 2016, where the IRIS-T missile was launched from an RNoAF F-16AM multirole aircraft. For the air-to-surface role, the missile retains the same standard IRIS-T AAM hardware configuration, including the HE warhead and IIR guidance package, with only an updated software insertion required to deliver the additional ground attack capability. This basic air-to-ground capability provides the ability to acquire, track and engage individual ground targets like boats/ships, small buildings and vehicles.

AIM-132 ASRAAMThe Advanced Short Range Air-to-Air Missile, also known by its United States identifier AIM-132, is an imaging infrared homing ("heat seeking") air-to-air missile, produced by MBDA. It is currently in service in

the Royal Air Force (RAF) and Royal Australian Air Force (RAAF), replacing the AIM-9 Sidewinder. ASRAAM is designed to outrange and outrun any other IR missile in service, allowing the pilot to fire andthen turn away long before the opposing aircraft can close for a shot. It flies at well over Mach 3 to ranges as great as 50 kilometres (31 mi), well over double therange of earlier designs. It retains a 50g manoeuvrability provided by body lift technology coupled with tail control.

The project started as a British-German collaboration in the 1980s. It was part of a wider agreement in which the US would develop the AIM-120 AMRAAM for medium-range use, while the ASRAAM would replace the Sidewinder with a design that would coverthe great range disparity between Sidewinder and AMRAAM. Germany left the programme after examining the latest Soviet designs of the 1980s, deciding that a missile with far greater short-range maneuverability was more important than range. The British proceeded on their own, and the missile was introduced into RAF service in 1998. It has since beenselected to replace Sidewinder in the Royal Australian Air Force and is being introduced to the Indian Air Force. Parts of the missile have been used in the Common Anti-aircraft Modular Missile.

Whereas IRIS-T and AIM-9X concentrate on short-range maneuverability, like the SRAAM and Agile before them, ASRAAM represents a different design philosophy. ASRAAM is intended to detect and launchagainst targets at much longer ranges, as far as early versions of the AMRAAM, in order to shoot down the enemy long before it closes enough to be able to fire its own weapons. In this respect the ASRAAM shares more in common with the AMRAAM than other IR missiles, although it retains high maneuverability. To provide the needed power, the ASRAAM is built on a 6½ inch diameter rocket motor compared with Sidewinder's (AIM-9M and X) and IRIS-T's 5 inch motors (which trace their history to the 1950s unguided Zuni rocket). This gives the ASRAAM significantly more thrust and therefore increased speed and range up to 50 km.

The main improvement, which was also made on the latest version of the AIM-9 Sidewinder, is a new 128×128 resolution imaging infrared focal plane array (FPA) seeker manufactured by Hughes before they were acquired by Raytheon. This seeker has a long acquisition range, high countermeasures resistance, approximately 90 degrees off-boresight lock-on capability, and the possibility to designate specific parts of the targeted aircraft (like cockpit, engines, etc.). The ASRAAM also has a LOAL (Lock-On After Launch) ability which is a distinct advantage when the missile is carried in an internal bay such as in the F-35Lightning II. The ASRAAM warhead is triggered either by laser proximity fuse or impact. A laser proximity fuse was selected because RF fuses are vulnerable toEW intervention from enemy jammers.

MEDIUM RANGE MISSILES

AIM-120 AMRAAMThe AIM-120 Advanced Medium-Range Air-to-Air Missile, or AMRAAM (pronounced "am-ram"), is a modern beyond-visual-range air-to-air missile (BVRAAM) capable of all-weather day-and-night operations. Designed with 7-inch diameter instead of 8-inch diameter form-and-fit factors, and employing active transmit-receive radar guidance instead of semi-active receive-only radar guidance, it is a fire-and-forget upgrade to the previous generation Sparrow missiles. When an AMRAAM missile is being launched, NATO pilots use the brevity code Fox Three.

AMRAAM has an all-weather, beyond-visual-range (BVR) capability. It improves the aerial combat capabilities of US and allied aircraft to meet the threat of enemy air-to-air weapons as they existed in 1991. AMRAAM serves as a follow-on to the AIM-7 Sparrow missile series. The new missile is faster, smaller, and lighter, and has improved capabilities against low-altitude targets. It also incorporates a datalink to guidethe missile to a point where its active radar turns on and makes terminal intercept of the target. An inertial reference unit and micro-computer system makes the missile less dependent upon the fire-control system ofthe aircraft.

Once the missile closes in on the target, its active radar guides it to intercept. This feature, known as "fire-and-forget", frees the aircrew from the need to further provide guidance, enabling the aircrew to aim and fire several missiles simultaneously at multiple targets and perform evasive maneuvers while the missiles guide themselves to the targets.

The missile also features the ability to "Home on Jamming," giving it the ability to switch over from active radar homing to passive homing – homing on jamming signals from the target aircraft. Software on board the missile allows it to detect if it is being jammed, and guide on its target using the proper guidance system.

Guidance system overview

Interception course stage:AMRAAM uses two-stage guidance when fired at longrange. The aircraft passes data to the missile just before launch, giving it information about the location of the target aircraft from the launch point and its direction and speed. The missile uses this information to fly on an interception course to the target using its built-in inertial navigation system (INS). This information is generally obtained using the launching aircraft's radar, although it could come from an Infra-red search and track system, from a data link from another fighter aircraft, or from an AWACS aircraft.

After launch, if the firing aircraft or surrogate continues

to track the target, periodic updates—such as changes in the target's direction and speed—are sent from the launch aircraft to the missile, allowing the missile to adjust its course, via actuation of the rear fins, so that it is able to close to a self-homing distance where it will be close enough to "catch" the target aircraft in the basket (the missile's radar field of view in which it will be able to lock onto the target aircraft, unassisted by the launch aircraft).

Not all armed services using the AMRAAM have elected to purchase the mid-course update option, which limits AMRAAM's effectiveness in some scenarios. The RAF initially opted not to use mid-course update for its Tornado F3 force, only to discover that without it, testing proved the AMRAAM was less effective in beyond visual range (BVR) engagements than the older semi-active radar homingBAE Skyflash weapon—the AIM-120's own radar is necessarily of limited range and power compared to that of the launch aircraft.

Terminal stage and impact:Once the missile closes to self-homing distance, it turns on its active radar seeker and searches for the target aircraft. If the target is in or near the expected location, the missile will find it and guide itself to the target from this point. If the missile is fired at short range, within visual range (WVR) or the near BVR, it can use its active seeker just after launch, making the missile truly "fire and forget".

Boresight mode:Apart from the slave mode, there is a free guidance mode, called boresight. This mode is radar guidance-free, the missile just fires and locks the first thing it sees. This mode can be used for defensive shot, i.e. when the enemy has numerical superiority.

METEORMeteor is an active radar guided beyond-visual-range air-to-air missile (BVRAAM) being developed by MBDA. Meteor will offer a multi-shot capability againstlong range manoeuvring targets in a heavy electronic countermeasures (ECM) environment with range in excess of 100 kilometres (62 mi).

It is intended to equip the Eurofighter Typhoons of the United Kingdom Royal Air Force (RAF) and the Royal Saudi Air Force, Germany's Luftwaffe, Spain's Ejércitodel Aire, Italian Air Force, British and Italian F-35s, Dassault Rafale of French Armée de l'air, Saab JAS 39 Gripen of the Swedish Air Force, Czech Air Force, Dassault Rafale of the Indian Air Force,Egyptian Air Force and Qatar Air Force.

It entered service in the Swedish air force in April 2016, with the SwAF as the first operator of the missile due to most testing having been done on the JAS-39. It officially achieved initial operating capability(IOC) with Swedish air force Gripens in July 2016, andit was announced at the Farnborough Air Show that

the Czech air force would soon reach IOC as well. According to MBDA, Meteor has three to six times the kinematic performance of current air-air missiles of its type. The key to Meteor's performance is a throttleable ducted rocket (ramjet) manufactured by Bayern-Chemie of Germany.

Description

Seeker:Terminal guidance is provided by an active radar homing seeker which is a joint development (June 2003) between MBDA's Seeker Division and Thales Airborne Systems and builds on their co-operation on the AD4A (Active Anti-Air Seeker) family of seekers that equip the MICA and ASTER missiles. Thales produces four sub-assemblies representing approximately 35% of the seeker.

Forebody:Immediately after the seeker, the missile forebody which is designed and manufactured by Indra Sistemas, contains the inertial measurement system (IMS), provided by Litef, a German subsidiary of Northrop Grumman. The active radar proximity fuze subsystem (PFS) is provided by Saab Bofors Dynamics (SBD). The PFS detects the target and calculates the optimum time to detonate the warhead in order to achieve the maximum lethal effect.The PFS has four antennae, arranged symmetrically around the forebody. The Impact Sensor is fitted inside the PFS. Behind the PFS is a section containing thermal batteries, provided by ASB, the AC Power Supply Unit, and the Power and Signal Distribution Unit.

Warhead:The blast-fragmentation warhead is produced by TDWof Germany. The warhead is a structural component ofthe missile. A Telemetry and Break-Up System (TBUS) replaces the warhead on trials missiles.

Propulsion:The propulsion sub-system (PSS) is a Throttleable Ducted Rocket (TDR) with an integrated nozzleless booster, designed and manufactured by Bayern-Chemie. TDR propulsion provides a long range, a high average speed, a wide operational envelope fromsea level to high altitude, a flexible mission envelope via active variable thrust control, relatively simple design, and logistics similar to those of conventional solid-fuel rocket motors.

The PSS consists of four main components: a ramcombustor with integrated nozzleless booster; the air intakes; the interstage; and the sustain gas generator. The PSS forms a structural component of the missile, the gas generator and ramcombustor having steel cases. The propulsion control unit electronics are mounted in the port intake fairing, ahead of the fin actuation subsystem.

The solid propellant nozzleless booster is integrated

within the ramcombustor and accelerates the missile to a velocity where the TDR can take over. The reduced smoke propellant complies with STANAG 6016.

The air intakes and the port covers which seal the intake diffusors from the ramcombustor remain closedduring the boost phase. The intakes are manufacturedfrom titanium. The interstage is mounted between the GG and the ramcombustor and contains the Motor Safety Ignition Unit (MSIU), the booster igniter, and the gas generator control valve. The gas generator is ignited by the hot gases from the booster combustion which flow through the open control valve. The gas generator contains an oxygen deficient composite solid propellant which produces a hot, fuel-rich gas which auto-ignites in the air which has been decelerated and compressed by the intakes. The high energy boron-loaded propellant provides a roughly threefold increase in specific impulse compared to conventional solid rocket motors. When it enters service it will yield a no-escape zone more than three times greater than that of the current AIM-120 AMRAAM (AIM-120B) used by Eurofighter Typhoon-equipped airforces.

Thrust is controlled by a valve which varies the throat area of the gas generator nozzle. Reducing the throat area increases the pressure in the gas generator which increases the propellant burn rate, increasing the fuel mass flow into the ramcombustor. The mass flow can be varied continuously over a ratio greater than 10:1.

The Meteor PSS will be able to cope with high incidence and limited sideslip angles during manoeuvres but not negative incidences or large amounts of sideslip.

Control:The missile trajectory is controlled aerodynamically using four rear-mounted fins. Meteor's control principles are intended to allow high turn rates while maintaining intake and propulsion performance.

The fin actuation subsystem (FAS) was originally designed and manufactured by the Claverham Group (formerly Fairey Hydraulics Limited) a Somerset, UK, based division of the U.S. company Hamilton Sundstrand. Currently the design has been taken onboard by the MBDA UK, at Stevenage. The FAS is mounted at the rear of the intake fairings. The design of the FAS is complicated by the linkages required between the actuators, which are located in the intakefairings, and the body-mounted fins.

Datalink:Meteor will be 'network-enabled'. A datalink will allow the launch aircraft to provide mid-course target updates or retargeting if required, including data from offboard third parties.

The datalink electronics are mounted in the starboard

intake fairing, ahead of the FAS. The antenna is mounted in the rear of the fairing.

On 19 November 1996 Bayern-Chemie completed thelatest in a series of tests designed to assess the attenuation of signals by the boron rich exhaust plumeof the TDR, a concern highlighted by opponents of this form of ramjet propulsion. Tests were conducted with signals transmitted through the plume at various angles. The initial results suggested that the attenuation was much less than expected.

With Eurofighter and Gripen, it is a two-way datalink, which will be able to transmit missile information such as functional and kinematic status, information on multiple targets, and notification of target acquisition by the seeker.

RafaleIt is different with Rafale, which is fitted with a one-way link originally designed for use with its MICA missiles.

Mid-course guidance is provided by the fighter (though not necessarily the one that launched the missile) until the active seeker acquires the target; themissile then becomes autonomous for the terminal engagement phase.Alternatively, the Meteor can be fired without using mid-course update, hampering its chances to find a target, but allowing the Rafale to immediately turn away (similar to "Fire and forget" AASM, MICA or Exocet missile types). This makes it kinematically lesslikely that the engaged aircraft can hit the Rafale fighter with a missile of comparable capabilities unlessthe Meteor missile was launched at much shorter range than its engagement range limit.

AIR TO SURFACE WEAPONS

GBU-10 PAVEWAY IIAmerican Paveway-series laser-guided bomb, based on the Mk 84 general-purpose bomb, but with laser seeker and wings for guidance. Introduced into service c. 1976. Used by USAF, US Navy, US Marine Corps, Royal Australian Air Force and various NATO air forces.

The GBU-10 has been built in more than a half-dozen variants with different wing and fuse combinations. Weight depends on the specific configuration, ranging from 2,055 lb (934 kg) to 2,103 lb (956 kg).

GBU-10 bombs (along with the balance of the Paveway series) are produced by defense contractorsLockheed Martin and Raytheon. Raytheon began production after purchasing the product line from Texas Instruments. Lockheed Martin was awarded a contract to compete with Raytheon when there was a break in production caused by transferring manufacturing out of Texas.

Raytheon production of the Paveway II is centered in

Arizona, Texas, and New Mexico. Lockheed Martin production is centered in Pennsylvania.

Laser-guided bombs are often labeled as "smart bombs", despite requiring external input in the form of laser designation of the intended target. According to Raytheon's fact sheet for the Paveway 2, 99 deliveriesof guided munitions will yield a circular error probable (CEP) of only 3.6 feet (1.1 m), compared to a CEP of 310 feet (94 m) for 99 unguided bombs dropped undersimilar conditions.

Both Lockheed Martin and Raytheon have developed GPS-guided versions of the GBU-10. Lockheed Martincalls its version the DMLGB (Dual-Mode LGB) GPS/INS, and the U.S. Navy issued Lockheed Martin a contract in 2005 for further development of the weapon system. The GPS/INS-equipped version of the GBU-10 produced by Raytheon is the GBU-50/B, also informally also known as the EGBU-10 (GPS/INS-enabled LGBs are frequently referred to as Enhanced GBUs or EGBUs). So far, Raytheon-built Paveway II EGBUs have only been produced for export, and have been used in combat by the British Royal Air Force over Afghanistan and Iraq.

GBU-12 PAVEWAY IIThe GBU-12 Paveway II is an American aerial laser-guided bomb, based on the Mk 82 500-pound general-purpose bomb, but with the addition of a nose-mounted laser seeker and fins for guidance. A member of the Paveway series of weapons, Paveway II entered into service c. 1976. It is currently in servicewith the Royal Australian Air Force, Royal Saudi Air Force, U.S. Air Force, US Navy, US Marine Corps, Royal Canadian Air Force, Colombian Air Force, Swedish Air Force, and various NATO air forces.

GBU-12 bombs (along with the balance of the Paveway series) are produced by defense contractorsLockheed Martin and Raytheon. Raytheon began production after purchasing the product line from Texas Instruments. Lockheed Martin was awarded a contract to compete with Raytheon when there was a break in production caused by transferring manufacturing out of Texas. "Paveway II" refers specifically to the guidance kit, rather than to the weapon itself. See also GBU-16 Paveway II, where the same guidance unit is fitted to a Mk 83 1,000-lb bomb.

The US Department of Defense has upgraded GBU-12 production versions to include GPS guidance modes. Lockheed Martin is the sole source for US Navy purchases of this version. Raytheon sells upgraded GBU-12s to the US Government and other nations. Laser-guided bombs are often labeled "smart bombs" because they are able to follow a non-ballistic trajectory when laser designation of the intended target is undertaken. According to Raytheon's fact sheet for the Paveway 2, 99 deliveries of guided munitions will yield a circular error probable (CEP) of only 3.6 feet (1.1 metres), versus a CEP of 310 feet

(94.49 metres) for 99 unguided bombs dropped under similar conditions.

Paveway II laser-guided bombs use what is known as "bang bang" guidance. This means the bomb's fins deflect fully, rather than proportionally when it is attempting to guide to the laser spot. For example, if itsees the laser spot and determines that it should make a change it deflects its fins until it has over-corrected and then it deflects back the opposite direction, creating a sinusoidal type of flight path. This type of guidance may be less efficient at times.

JDAM

NOTE: while planned for integration with the Eurofighter Typhoon, the JDAM is not currently employed on this aicraft in real life.

The Joint Direct Attack Munition (JDAM) is a guidancekit that converts unguided bombs, or "dumb bombs", into all-weather "smart" munitions. JDAM-equipped bombs are guided by an integrated inertial guidance system coupled to a Global Positioning System (GPS)receiver, giving them a published range of up to 15 nautical miles (28 km). JDAM-equipped bombs range from 500 pounds (227 kg) to 2,000 pounds (907 kg). When installed on a bomb, the JDAM kit is given a GBU (Guided Bomb Unit) nomenclature, superseding the Mark 80 or BLU (Bomb, Live Unit) nomenclature of the bomb to which it is attached.

The JDAM is not a stand-alone weapon; rather it is a "bolt-on" guidance package that converts unguided gravity bombs into Precision-Guided Munitions, or PGMs. The key components of the system consist of a tail section with aerodynamic control surfaces, a (body) strake kit, and a combined inertial guidance system and GPS guidance control unit.

The JDAM was meant to improve upon laser-guided bomb and imaging infrared technology, which can be hindered by bad ground and weather conditions. Laser seekers are now being fitted to some JDAMs.

From 1998 to November 2016, Boeing completed over 300,000 JDAM guidance kits, and is now buildingthem at a rate of over 130 kits per day.

Guidance is facilitated through a tail control system and a GPS-aided inertial navigation system (INS). Thenavigation system is initialized by transfer alignment from the aircraft that provides position and velocity vectors from the aircraft systems. Once released from the aircraft, the JDAM autonomously navigates to the designated target coordinates. Target coordinates canbe loaded into the aircraft before takeoff, manually altered by the aircrew in flight prior to weapon release,or entered by a datalink from onboard targeting equipment, such as the LITENING II or "Sniper" targeting pods. In its most accurate mode, the JDAM system will provide a minimum weapon accuracy CEPof five meters or less when a GPS signal is available.

If the GPS signal is jammed or lost, the JDAM can stillachieve a 30-meter CEP or less for free flight times upto 100 seconds.

The introduction of GPS guidance to weapons broughtseveral improvements to air-to-ground warfare. The first is a real all-weather capability since GPS is not affected by rain, clouds, fog, smoke, or man-made obscurants. Previous precision guided weapons reliedon seekers using infrared, visual light, or a reflected laser spot to “see” the ground target. These seekers were not effective when the target was obscured by fog and low altitude clouds and rain (as encountered in Kosovo), or by dust and smoke (as encountered in Desert Storm).The second advantage is an expanded launch acceptance region (LAR). The LAR defines the region that the aircraft must be within to launch the weapon and hit the target. Non-GPS based precision guided weapons using seekers to guide to the target have significant restrictions on the launch envelope due to the seeker field of view. Some of these systems (such as the Paveway I, II, and III) must be launched so thatthe target remains in the seeker field of view throughout the weapon trajectory (or for lock-on-after-launch engagements, the weapon must be launched so that the target is in the field of view during the terminal flight). This requires the aircraft to fly generally straight at the target when launching the weapon. This restriction is eased in some other systems (such as the GBU-15 and the AGM-130) through the ability of a Weapon System Operator (WSO) in the aircraft to manually steer the weapon to the target. Using a WSO requires a data link between the weapon and the controlling aircraft and requires the controlling aircraft to remain in the area (and possibly vulnerable to defensive fire) as long as the weapon is under manual control. Since GPS-based flight control systems know the weapon's current location and the target location, these weapons can autonomously adjust the trajectory to hit the target. This allows the launch aircraft to release the weapon at very large off-axis angles including releasing weapons to attack targets behind the aircraft.

The third advantage is a true “fire-and-forget” capability in which the weapon does not require any support after being launched. This allows the launching aircraft to leave the target area and proceedto its next mission immediately after launching the GPS guided weapon.Another important capability provided by GPS-based guidance is the ability to completely tailor a flight trajectory to meet criteria other than simply hitting a target. Weapon trajectories can be controlled so that atarget can be impacted at precise headings and vertical angles. This provides the ability to impact perpendicular to a target surface and minimize the angle of attack (maximizing penetration), detonate thewarhead at the optimum angle to maximize the warhead effectiveness, or have the weapon fly into the target area from a different heading than the launch aircraft (decreasing the risk of detection of the

aircraft). GPS also provides an accurate time source common to all systems; this allows multiple weapons to loiter and impact targets at preplanned times and intervals.In recognition of these advantages, most weapons including the Paveway, GBU-15, and the AGM-130 have been upgraded with a GPS capability. This enhancement combines the flexibility of GPS with the superior accuracy of seeker guidance.

AGM-88 HARM

NOTE: while planned for integration with the Eurofighter Typhoon, the JDAM is not currently employed on this aicraft in real life.

The AGM-88 High-speed Anti-Radiation Missile (HARM) is a tactical, air-to-surface missile designed tohome in on electronic transmissions coming from surface-to-air radar systems. It was originally developed by Texas Instruments as a replacement for the AGM-45 Shrike and AGM-78 Standard ARM system. Production was later taken over by Raytheon Corporation when it purchased the defense productionbusiness of Texas Instruments.

The HARM missile was approved for full production in March 1983, obtained initial operating capability (IOC)on the A-7E Corsair II in late 1983 and then deployed in late 1985 with VA-46 aboard the aircraft carrier USSAmerica. In 1986 the first successful firing of the HARM from an EA-6B was performed by VAQ-131. It was soon used in combat—in March 1986 against a Libyan SA-5 site in the Gulf of Sidra, and then Operation Eldorado Canyon in April. HARM was used extensively by the United States Navy and the United States Air Force for Operation Desert Storm during the Gulf War of 1991.

During the Gulf War, the HARM was involved in a friendly fire incident when the pilot of an F-4G Wild Weasel escorting a B-52 bomber mistook the latter's tail gun radar for an Iraqi AAA site. (This was after the tail gunner of the B-52 had targeted the F-4G, mistaking it for an Iraqi MiG.) The F-4 pilot launched the missile and then saw that the target was the B-52, which was hit. It survived with shrapnel damage to thetail and no casualties. The B-52 was subsequently renamed In HARM's Way.

"Magnum" is spoken over the radio to announce the launch of an AGM-88. During the Gulf War, if an aircraft was illuminated by enemy radar a bogus "Magnum" call on the radio was often enough to convince the operators to power down. This techniquewould also be employed in Serbia during air operations in 1999.

BRIMSTONE

NOTE: This weapon is not currently functional in the simulation. It will generate additional load and drag but cannot be released, and it will not

generate fire control system information.

Brimstone is an air-launched ground attack missile developed by MBDA for Britain's Royal Air Force. It was originally intended for "fire-and-forget" use against mass formations of enemy armour, using a millimetric wave (mmW) active radar homing seeker toensure accuracy even against moving targets. Experience in Afghanistan led to the addition of laser guidance in the dual-mode Brimstone missile, allowinga "spotter" to pick out specific targets when friendly forces or civilians were in the area. The tandem shaped charge warhead is much more effective against modern tanks than older similar weapons such as the AGM-65G Maverick, while the small blast area minimises collateral damage. Three Brimstones are carried on a launcher that occupies a single weapon station, allowing a single aircraft to carry many missiles.

After a protracted development programme, single-mode or "millimetric" Brimstone entered service with RAF Tornado aircraft in 2005, and the dual-mode variant in 2008. The latter has been extensively used in Afghanistan and Libya. An improved Brimstone 2 was expected to enter service in October 2012, but problems with the new warhead from TDW and the ROXEL rocket motor put back the planned date to November 2015. MBDA is working on the targeting of swarms of small boats under the name Sea Spear. The RAF intend to fit Brimstone to their Eurofighter Typhoons, and planned to integrate it with their Harriers until the latter were withdrawn from service in2011. MBDA is studying the use of Brimstone on ships, attack helicopters, UAVs, and from surface launchers. However, it will not be integrated on the Lockheed Martin F-35 Lightning II.The United States, France and India have expressed interest in buying Brimstone for their aircraft, but Saudi Arabia is the only export customer as of 2015. The cost per missile has been quoted as £175,000 ($263,000) each in 2015, or 'over £100,000'.

In November 2016, the German Air Force announced as part of a closer cooperation between Germany andthe U.K. to procure Brimstone 2 dual mode missiles for their fleet of Eurofighter aircraft from 2019 on. Germany decided against an own development as theBrimstone 2 missile already meets 90% of the demanded requirements.

STORM SHADOW

NOTE: This weapon is not currently functional in the simulation. It will generate additional load and drag but cannot be released, and it will not generate fire control system information.

Storm Shadow is a British, French and Italian low-

observable air-launched cruise missile, manufactured by MBDA. Storm Shadow is the British name for the weapon; in French service it is called SCALP EG (Système de Croisière Autonome à Longue Portée – Emploi Général, meaning General Purpose Long Range Standoff Cruise Missile). The missile is based on the earlier MBDA Apache anti-runway missile, and differs in that it carries a warhead, rather than submunitions.

The missile has a range of approximately 560 km (300nautical miles), is powered by a turbojet at Mach 0.8 and can be carried also by the RAF Tornado GR4, Italian Tornado IDS, Saab Gripen, Dassault Mirage 2000 and Dassault Rafale aircraft.

The BROACH warhead features an initial penetrating charge to clear soil or enter a bunker, then a variable delay fuze to control detonation of the main warhead. The missile weighs about 1,300 kilograms (2,866 lb), has a maximum body diameter of 48 centimetres (1.6 ft) and a wingspan of 3 metres (9.8 ft). Intended targets are command, control and communications; airfields; ports and power stations; AMS/ammunition storage; surface ships and submarines in port; bridgesand other high value strategic targets.

It is a fire and forget missile, programmed before launch. Once launched, the missile cannot be controlled, its target information changed or be self-destructed. Mission planners programme the missile with the target air defences and target. The missile follows a path semi-autonomously, on a low flight pathguided by GPS and terrain mapping to the target area.Close to the target, the missile climbs and then bunts into a dive. Climbing to altitude is intended to achieve the best probability of target identification and penetration. During the bunt, the nose cone is jettisoned to allow a high resolution thermographic camera (Infrared homing) to observe the target area. The missile then tries to locate its target based upon its targeting information (DSMAC). If it can not, and there is a high risk of collateral damage, it will fly to a crash point instead of risking inaccuracy.

Recent enhancements include the capability to relay target information just before impact, utilisation of one-way (link back) data link, to relay battle damage assessment information back to the host aircraft. This upgrade is already under development under a French DGA contract. Another feature planned for insertion into the weapon is in-flight retargeting capability, utilising a two-way data link. Storm Shadowwill be refurbished under the Selective Precision Effects At Range 4 (SPEAR 4) missile project.

The stores configurator can be brought on the screen (or removed from it) by pressing SHIFT+4 – in orderfor the configurator to work, a working copy of Vertical Reality Simulation Tacpack must be installed

(otherwise a warning message will be displayed).This menu allows the user to load/remove any of the available stores from each station by clicking on the

proper spot in the configuration matrix, or select one of the preset configurations. This menu also includes fuel management options.

Stores configuration can also be changed through the RMHDD, if the aicraft is stationary on the ground.The CNFG REJT button will cycle through the configuration presets, while the CNFG ACPT button will

confirm the selected configuration (NOTE: the configuration will be automatically accepted if the aicraft startsto move).

ARMAMENT CONTROL SYSTEM – OPERATION

NOTE – Armament Control System (ACS) Operation is implemented through Vertical Reality Simulations Tacpack. A valid copy of VRS Tacpackmust be installed for the armament control systemto work as intended.

NOTE – "Trigger" and "Pickle" functions must be assigned in the Tacpack configuration manager

NOTE – The following key shortcuts are assigned to ACS operation:

"Control+A" – LATE ARM SAFE SWITCH – TogglesLATE ARM SAFE safety protection

"Control+Shift+A" – MASS SWITCH – Cycles MASS Switch status between: OFF – STANDBY – LIVE

"Control+U" – UNCAGE TARGET – Deselect current target and resets weapon seeker to boresight

"Control+J" – SELECTIVE JETTISON INITIATE – Jettison currently selected store

"Control+Shift+J" – EXTERNAL STORES JETTISON INITIATE – Jettison all external stores

"Shift+C" – BOMB RELEASE MODE – Cycles through available A/S ordnance release modes: CCIP / AUTO / MAN

"W" – WEAPON SELECTION – Cycles through available weapons within the current Master Mode

"Shift+W" – STATION STEPPING – Selects anotherpylon with the same store as the one currently selected.

"Shift+Control+1" – A/A GUN SELECTION – Selects A/A Mode and Gun – Radar acquisition is set to GACQ

"Shift+Control+2" – SRAAM SELECTION – Selects A/A Mode and the first available SRAAM missile – Radar acquisition is set to WACQ

"Shift+Control+3" – MRAAM SELECTION – SelectsA/A Mode and the first available MRAAM missile – Radar acquisition is set to WACQ

"Shift+Control+4" – GBU-10 SELECTION – Selects A/S Mode and first available GBU-10 bomb. Note: if no GBU-10 bomb is available, the first available A/S ordinance is selected.

"Shift+Control+6" – A/A MASTER MODE SELECTION – Selects Air to Air Master Mode

"Shift+Control+7" – A/S MASTER MODE SELECTION – Selects Air to Surface Master Mode

"Enter" – DESIGNATE TARGET – In A/A Master Mode, if radar is active, designate the higherst priority radar track as "Lock And Steer" A/A target; subsequent keypresses will cycle through the current Radar Tracks.

MASS SWITCHThe Master Armament Safety Switch (MASS) is located on the right console. It has three positions:SAFE, STANDBY and ARM

The ARM position is the only the allows the release of any of the weapons. If the switch is in the SAFE or STANDBY positions, the consent to fire weapons is denied by the the ACS. A voice warning is played if the MASS is not in the ARM position before takeoff.

The MASS Switch can be operated in the virtual cockpit or with the CONTROL+SHIFT+A keyboard shortcut.

NOTE: In order to release a weapon or fire the gun, it is not sufficient that the MASS switch is setto ARM, but it is also necessary that the LATE ARM SAFE switch is on the ARMED position.

ACS STICK TOP CONTROLSThe Late Arm safety interlock, Air to Surface (A/S) weapon release and Air to Air (A/A) weapon selection and release are carried out via the ACS Stick Top Controls.Using HOTAS controls allows rapid weapons selectionand firing or release. The ACS Stick Top Controls have the following functions

Late Arm Switch: The LA is a two position (SAFE/ARMED) slider type switch. In the SAFE position, the LA prevents mechanical selection of the trigger and the weapon commit/release button. It also provides an electrical interface with the ESCAC which prevents 28V DC2 Power for weapon arming, fuzing and release.The Late Arm Switch can be operated in the sim by pressing CONTROL+A or by clicking on the switch in the Virtual Cockpit.

Weapons Release/Commit Button: The Weapon Commit/Release Button control is used to release the selected A/S weapon (commit) or when attacking an A/S target of opportunity (release).The Release/Commit Button is operated in the simulation through the Tacpack PICKLE function

2 Position Trigger: Squeezing the trigger to the first detent activates the Video/Voice Recorder (VVR). Squeezing it to the second detent fires the selected weapon if an A/A missile or the gun is selected. The second detent can only be reached if the Late Arm switch is in the Armed

position.The 2-position Trigger is operated in the simulation though the Tacpack PICKLE function. Note that in the simulation the VVR button position is not functional.The Trigger button is also used to designate TOO withthe Helmet Mounted Display System.

Air to Air Weapon SelectorThe A/A Weapon Selector has three positions:

• Gun• Short-range Air-to-Air Missiles• Medium-range Air-to-Air Missiles

The Air to Air Weapon selector can be operated in the simulation by either clicking on it in the vitual cockpit, or by using the relevant key shortcut of the function requested: control+shift+1 selects the A-A gun, control+shift+2 selects the first available SRAAM, while control+shift+3 selects the first available MRAAM or by pressing W to cycle through the available weapons for the selected PoF.

ACS THROTTLE TOP CONTROLSSRAAM Reject: The SRAAM Reject Button, located on the left throttle top, allows the currently selected ASRAAM to be rejected if the pilot considers that the audio tone from the missile is unsatisfactory. When anASRAAM is rejected the weapons system selects the next available ASRAAM in a predefined sequence.

The SRAAM Reject button is not currently

implemented in the simulation.

MANUAL DATA ENTRY FACILITYThe Manual Data Entry Facility (MDEF) A/S subsystem provides the main cockpit control for the management of A/S weapons. In many cases selections are made automatically and the MDEF A/S subsystem page displays the options currently being used, while immediate access is available to amend various parameters or modes.Using the MDEF A/S subsystem it is possible to:

• Select one A/S weapon for release• Select the A/S gun mode• Select Pre-Planned (PP) Target mode or

Target Of Opportunity (TOO) mode• Select the A/S weapon release method

(CCIP/AUTO/MANUAL)• Enter the coordinates of the PP Target• Control the Laser Designation Pod and

change its codes

WEAPON DE-SELECTION

Once a weapon has been selected, it is possible to de-select it by one of the following methods:

• Manual selection of a Phase of Flight• Select another weapon• Lowering the landing gear

MASS Switch location – The MASS switch can be operated in the virtual cockpit by clicking on it.

ACS Stick top controls – Air to Air Weapon Selector and Lat Arm Switch can be operated by clicking on themin the VC. Clicking on the stick body will make the stick disappear to allow for an easier access to the centerMHDD buttons and to the PoF buttons. In order to make the stick appear again, the user must click on the

circle spots (pedestal bolts).

WARNING EQUIPMENT

AUDIO WARNING EQUIPMENTThe Communication and Audio Management Unit (CAMU) provides and controls the communications. If a failure occurs, the relevant system sends a warning to the master Computer Symbol Generator (CSG), where it is categorized and prioritized. The CSG outputs the warnings to the Dedicated Warning Panel (DWP) and triggers the attention getters. It also activates the CAMU to output the necessary attensons and voice warnings.

VOICE WARNING SYSTEM MUTE CONTROLVoice warnings can be suspended by selecting the Voice Warning Suspend (VWS) position on the communications control, located on the right throttle top.When the VWS position is selected and released, the voice warning and all voice warnings of equal or lowerpriority are suspended for a period of 15 seconds. However, if the VWS position is selected and held for > 15 seconds, all voice warnings are suspended for the duration of the switch press. During VWS, warnings of higher priority than the current warning are unaffected by VWS suspension.

WARNINGS MANAGEMENT ANDFAILURE ANALYSISUnder normal operating conditions, all on-aircraft systems are automatically monitored for failures. Failures that directly affect aircraft operation or requirepilot compensation or corrective action are presented to the pilot through the warning system. Failures that do not directly affect aircraft operation are not presented to the pilot, but are recorded through the Integrated Monitoring and Recording System (IMRS) for subsequent investigation and fault analysis.The warnings system prioritizes all existing warnings and presents them in an organized and consistent manner.The warnings are presented by some, or all of thefollowing devices: flashing attention getters, a captionon the Dedicated Warnings Panel (DWP), an attentiongetting sound (attenson) and a voice warning message.The aural components of the warning are generated by the Communications and Audio Management System (CAMU).All warnings are either related to aircraft systems orare of a procedural nature and are assigned a category according to the POF, and are also prioritized within each category. The categories are Catastrophic, 1, 2, 3 and 4 in descending order of priority. Warnings occurring simultaneously will be presented sequentially according to their category andprioritization.During start-up/shutdown, warnings are suppressed toprevent an array of warnings due to inactive equipment or systems.Warnings generated as a consequence of a primary fault condition are referred to as secondary warnings

and theyare presented on the DWP but do not trigger any other part of the warnings system.

CATASTROPHIC WARNINGSA catastrophic failure is an event whichmakes it impossible for the aircraft to continue safe flight and handling.Immediate pilot action is advised which, under somecircumstances, may be immediate ejection.

CATEGORY 1 WARNINGSA category 1 warning is of a procedural nature and warns of a hazardous situation that requires immediate action.Upon receipt of a category 1 warning, the attention getters flash and the voice warning message is heard.Pressing one of the attention getters acknowledges the warning; the attention getters stop flashing.

CATEGORY 2 WARNINGSA category 2 warning is related to aircraft systems andwarns of a primary failure that requires immediate action. Upon receipt of a category 2 warning, the attention getters and the related DWP red caption flash, and an attenson is heard, which is followed by avoice warning message. By pressing one of the attention getters, the attention getters stop flashing.

CATEGORY 3 WARNINGSA category 3 warning is also related to aircraft systems and warns of a primary failure that requires attention.Upon receipt of a category 3 warning, the attention getters and the related DWP amber caption flash, anda voice warning message is heard. By pressing one ofthe attention getters, the attention getters stop flashing and the flashing DWP amber caption becomes steady.

CATEGORY 4 WARNINGSA category 4 warning is procedural only and providesadvice or information of a procedural nature.Upon receipt of a category 4 warning, a voice warningmessage is played twice and then stops. It can also be stopped by pressing one of the attention getters (even though they are not flashing and not active for this category of warning). If it is the first play of the voice message, it is allowed to play in full, and then ceases.

DEDICATED WARNING PANELThe Dedicated Warnings Panel (DWP),s situated on the right quarter panel. It consists of a reconfigurable, dot matrix type display.The bottom row of three is reserved for captionsrelated to catastrophic warnings; two are currently defined.Captions are presented either red or amber depending on the classification, category 2 or 3 respectively. When a warning has been acknowledged, the caption remains visible until the warning situation clears.

The captions are presented in the order of priority, from the top to the bottom of the display. Captions associated with systems on the left of the aircraft are displayed on the left of the display; similarly on the right.

WARNING PANEL MODEPUSH-BUTTON/INDICATORThe warning panel mode push-button/indicator is available for selection at all times under normal circumstances. Selection is indicated by illumination ofthe status bars on the REV push-button. Upon selection the DWP enters a reversionary "get-u-home"mode of operation.

After a manual selection of the reversionary mode, further selection of the push-button causes the panel to revert back to the normal mode of operation. Upon successful deselection, the status bars go out.

WARNING PANEL PAGINGPUSH-BUTTON/INDICATORThe warning panel paging push-button/indicator, enables the pilot to scroll through two pages of warnings (if a second is present).

VISUAL/AUDIO WARNINGSThe aircraft warning system provides both visual andaudio warnings. The visual warnings are presented via the attention getters and the Dedicated Warnings Panel (DWP). The audio warnings are presented using attention getting sounds (attenson) and voice warning messages.

VISUAL WARNINGSTwo flashing red attention getters, located on the left and right glareshields, inform the pilot of a warning situation.By pressing one of the attention getters, the warning is acknowledged and the flashing stops.The DWP presents a visual indication of all category 2and 3 warnings, and the catastrophic warnings. Upon receipt of a warning, the DWP caption will flash until acknowledged, when it will remain steady.

AUDIO WARNINGSCategory 1 and 4 warnings generate a voice warningmessage, but not an attenson. Category 2 warningscarry an attenson and a voice warning message. Thevoice warning message sounds until the warning isacknowledged. Category 4 warnings are sounded twice and then stop automatically.

CATASTROPHIC WARNINGSThis category of warning has the highest priority and is indicated by flashing attention getters, a dedicated caption on the DWP and a voice message that plays immediately, interrupting any other audio message. Two catastrophic warnings are defined; a double hydraulics failure and a high integrity warning. The causes, voice messages andcaptions are shown in Table I-06-01 .Cause Voice Message Caption

Double hydraulic system failure Double hyd fail HYD TOTAny one of a small number of FCS related problems whichwould degrade handlingReversionary envelope REV ENV

REVERSIONARY WARNINGSIn the reversionary mode the DWP shows a limited number of warnings. The captions are in the same positions on the DWP each time they are shown.

CATEGORY 1 WARNINGSCategory 1 warnings are the next highest priority ofwarning and are indicated by the attention getters anda voice warning message. The message informs thepilot of the condition or the immediate action to be taken.

CATEGORY 2 WARNINGSCategory 2 warnings are the next highest priority andare indicated by an attenson, attention getters, a voicemessage and a red DWP caption. The voice warningmessage follows the attenson and informs the pilot ofthe condition. The voice message continues until theacknowledged by pressing the attention getter.

CATEGORY 3 WARNINGSCategory 3 warnings are the next highest priority ofwarning. The warning starts with attention getters, a voice message and an amber caption. The voice message continues until an attention getter is pushed.

CATEGORY 4 WARNINGSCategory 4 warnings have the lowest priority and havea voice message only. The message provides the nature of the warning and is played twice.

FIRE WARNING SYSTEMEngine bay fires are detected by firewire detectors located in each engine bay. When a fire is detected a category 2 warning is initiated.The engine fire is indicated by flashing attention getters, a DWP caption (L FIRE and/or R FIRE) and a voice warning message ("Left engine fire" and/or "Right engine fire"). The ENG format also displays the caption L FIRE and/or R FIRE.In addition, an engine bay fire/overheat is indicated ontwo indicators, one for the left engine and one for the right engine. The indicators are located on either side of the HUD Control Panel (HUDCP). If a fire is detected, the caption F is illuminated on the respective indicator.

Warning of an APU fire/overheat, category 2, is indicated by flashing attention getters, the caption APU FIRE on the DWP and a voice warning message ("APU fire").

DWP REVERSIONARY WARNINGSIn the event of a failure of the displays and/or warningsystems associated data bus, or a loss of one of itstwo power supplies, the Dedicated Warnings Panel

(DWP) enters a reversionary GUH mode. This modeis also selected when a fault is detected within; theDWP, the link between the DWP and Computer Symbol Generator (CSG), or if data from the CSG is in error. The reversionary mode can also be selected manually via the REV push-button indicator next to the DWP.The single page of GUH warnings displays eight category 2 warnings, in fixed positions, driven by dedicated inputs.One category 3 GUH warning may also be displayed which is generated internally by the DWP when it detects loss of valid data bus inputs. In addition, the DWP also displays any catastrophic warnings. These warnings are hardwired and can also be displayed in the event of a total loss of power to the DWP. The GUH warnings are listed, with captions, as follows:- Left engine fire (L FIRE)

- Essential DC failure (ESS DC)- Right engine fire (R FIRE)- Double AC failure (AC)- Low hydraulic pressure in left control circuit (L CONTP)- Loss of oxygen system (OXY)- Low hydraulic pressure in right control circuit (R CONTP)- APU fire (APU FIRE)- Double hydraulic system failure (HYD TOT) -(catastrophic warning)- Any one of a small number of FCS related problemswhich could degrade handling (REV ENV) -(catastrophic warning)- Double CSG/CIU failure (CPT DISP) - (Category 3).All GUH warnings and the associated audio messages are identical to those in normal operation.

Voice Warning System (VOICE) switch location – the voice warnings are played only if this switch is set toON. NOTE: setting this switch to OFF will not mute the ATTENSON.

AIRCRAFT HANDLING

NOTE:Performance data of the real Eurofighter Typhoon are still classfied.The Flight Model of this simulation has been developed, to the best of our knowledge, on the basis of the publicly available data. Careful assumptions and estimations, by comparison withsimular aicrafts have been the basis for the flight model.

TAKE-OFFNormal take-off. Normal take-off is performed using Max Dry thrust. Increase throttle until N1 shows 98%. Do not increase throtle further to avoid going into Reheat

Max Power take-off. Max power is full throttle and reheat.

Use small amounts of rudder to keep straight and rotate at 150 KDAS. Once the altimeter shows an increase raise the landing gear.

ClIMB. Climb at 450 KDAS converting to Mach 0.9.

CRUISE. In max dry power the aircraft exceeds Mach 1.0 at altitudes above 10,000 ft in the Air Superiority configuration.

DRAG INDEX SYSTEMA dynamic drag system is employed in this model. Drag increases with added stores.Drag index (DI) is based on the Tornado since no datais available for the Typhoon.

The Weapons Configurator has three basic set ups.A. Air Superiority. Two AIM-9, four AIM-120, three external fuel tanks DI=65.5B. Interdiction Strike. Two AIM-9, two AIM-120, four GBU-10 two external fuel and AN/AAQ-28, DI=84C. SEAD. Two AIM-9, two AIM-120, two AGM-88, two GBU-12, two external tanks and AN/AAQ-28, DI=82

With these loads and 95% N1 the airplane uses about58 KG/min at low level at 450KDAS.

APPROACH AND LANDING

The approach should be flown at 12° AOA increasing to 14° at the threshold.12° AOA corresponds to an on-speed of 185 KDAS at maximum weight and 153 in the Air Superiority role with full internal fuel and weapons retained. That reduces to 140 with 2500 KG fuel remaining.As on-speed is approached the runway will be just above the nose and induced drag is high so power should be kept at about 82% to maintain that speed.Throttles can be closed just before flare.Full brake will give a short roll out and this can be further reduced with the drag chute.

Alternatively aerodynamic braking can be employed on a long runway the nosewheel can be held off until about 90 KDAS and then smoothly lowered. However runway view in minimal and care will be needed to stay straight crosswinds.

FLIGHT CREW CHECKLISTS

NOTE: Real world checklists have been modified for use within the Flight Simulator X / Prepar3D environments.

NOTE: Normal and emergency checklist can also be displayed on the Right MHDD by selecting the Checklist format (CHKL)

NOTE: This Eurofighter simulation intends to embrace a "COLD AND DARK" approach. Upon aircraft loading, if the simulation starts on the ground, most systems and power switches will be set to OFF. User can either operate the Virtual Cockpit controls to switch them on, or use the Control + Shift + R ("READY FOR TAKEOFF") keyboard shortcut.If the aircraft is loaded in a simulation scenario which starts in the air, some essential avionic systems will be automatically switched on.

NORMAL CHECKLISTS

COCKPIT READY START-UP

1 BATTERY GANGBAR: FORWARD 2 PARK BRK: ON Ground crew applies external AC power

3 NVG (NIGHT ONLY): Batteries in, stow 4 AEA: Don 5 ACUE format: Check for - PDS load errors - STORES errors - FCS NOGO - LOAD MAC 6 STOR format: Check or ACCEPT and Check Ground crew confirms "Cleared for APU Start"

7 APU: START WHEN CLEARED 8 Strap in

SCRAMBLE START

1 Throttles: IDLE 2 CANOPY: Closed 3 STOR format: Confirm accepted and valid 4 FCS RSET: Press (with both engines running) 5 Systems gangbar: INT - On - RADAR - On 6 Avionics: Confirm LGS per LUC - XPDR mode 2 (boxed) - Radio 2 Guard VHF selected 7 GUH: Confirm valid heading 8 Altimeter: Check / set 9 LOW HT: Set 10 Weapons: Selective jettison as required - Check ASRAAM Status and cooling 11 HYD Format: Check

12 Taxy.....when ground crew clear

ENGINE START

1 Battery gangbar: Forward 2 AC power: Select Ext.AC,ECS or APU START 3 Systems gangbar: As required 4 Landing: 3 greens 5 AIDS: Check PP, ENT 6 ACUE format: Check 7 MASS: STBY 8 STOR format: Check 9 EWTF: Set TRAIN for training sorties 10 Avionics: As required 11 Areas: Check clear 12 Start option: As required 13 Either throttle IDLE 15 Other throttle IDLE 16 ECS: ECS 17 Systems gangbar: INT On \ RADAR On

PRE TAXY CHECKS

1 Areas: Check clear 2 AMC: Perform if required 3 ASP: Test 4 ACUE format: Check status 5 FCS RSET: Press 6 Groundcrew: Panel up / leak check 7 GUH: Confirm valid true heading 8 Altimeter: Check / set 9 LOW HT: Set 10 FUEL format: Check Status 11 HYD format: Check 12 Weapons: Check status 13 ACUE format: Confirm LINS READY - NAV mode confirm 14 Canopy: Close

PRE TAKEOFF

1 Brakes: Check 2 Instruments: Check/set 3 FUEL format: Confirm no failures 4 Pins: 2 stowed 5 Pins: 2 Front / 1 Rear stowed 6 QRB: Centralised and secure 7 Harness/visor/oxy/PSP/HEA lanyard: - Check connections and flow 8 Canopy: closed and locked 9 A/S/E handle: ARMED 10 External lights: As required 11 Takeoff emergency brief: Complete 12 Radar: Set up (if required) 13 PARK BRK: ON (for 5 seconds)

LINE UP

1 Jettison: Set as required 2 XPDR: As required 3 VVR/DVVR: As required 4 RADAR: As required 5 Weapons: De-select

6 MASS: LIVE 7 ACUE format: Check 8 Landing lights: As required

AIR TO AIR REFUELLING

1 XMIT: ALL SLNT 2 External lights: As required 3 Late arm: Safe 4 Weapons: Deselect 5 EXPD: OFF 6 Envelope: Within limits 7 FUEL PROBE: OUT 8 FUEL format: Confirm no failures - REFU options as required After refuelling: 9 FUEL PROBE: IN 10 XMIT: ALL NORM 11 External lights: As required

RECOVERY CHECKS

1 FUEL format: Contents \ balance 2 Instruments: Check \ set 3 Radios: Check \ set 4 Altimeter: Set 5 Late arm: Safe 6 EXPD: OFF 7 AIDS: Check / Set 8 Landing lights: On

LANDING CHECKS

PRE LANDING 1 Landing gear: Below 200 knots, DOWN- 3 greens - DDD AFTER LANDING 1 MASS: STBY 2 Brake chute: As required 3 A/S/E handle: SAFE 4 XMIT: ALL SLNT 5 External lights: As required 6 VVR / DVVR: OFF 7 Systems gangbar: RADAR - OFF - ECM - OFF - MAW - OFF 8 ACUE format: Check brakes

ENGINE SHUTDOWN

1 PARK BRK: As required 2 FUEL PROBE: Check (if required) 3 Seat firing handle pin(s): Insert correctly 4 A/S/E handle: EGRESS then SAFE 5 Unstrap: As required 6 SUIT TEMP: OFF 7 Throttles: IDLE (for 5 minutes) 8 SECURE DATA: ERASE if required 9 PDS\VVR tape: Remove 10 Canopy: Open

11 Throttles: SHUT 12 LP COCKs: SHUT 13 BATT: OFF 14 MASS: SAFE 15 All other switches: As required

HOT REFUELLING

1 After landing checks: Completed (pins out) 2 PARK BRK: ON 3 FUEL format: Select/Monitor 4 PARK BRK: OFF (when requested) CAUTION: During hot refuel: - Radio transmission in emergency only- Stop refuelling if fuel leakage occurs After refuelling:

5 Systems Gangbar: As required 6 XMIT: PROG ORM 7 PARK BRK: ON (when requested) 8 Pre Taxy Checks: Carry out as appropriate

EMERGENCY CHECKLISTS

NOTE: Most of the emercency condition covered by the emergency checklists cannot be simulated.In those cases proper checklists are still reported for information and educational purposes.

CABLE ENGAGEMENT

CAUTION: -Cable engagement with nose wheel off the ground may result in aircraft damage -Do not use brakes to control roll back 1 Aicraft mass: Reduce to min practicable 2 Hook: Down, switch boxed 3 Harness: Locked 4 Glide path: 2.5 to 3 degrees 5 Approach: 14 degrees AoA 6 Touchdown: Minimum 500ft before cable 7 Throttles: IDLE 8 Nose wheel: lower in front of cable 9 Brakes: Do not apply

SINGLE ENGINE OPERATION

WARNING: -Maintain 70 percent NL minimum if live engine CONT P or POT or GEN warnings are illuminated. Otherwise hydraulics and/or AC may be lost 1 Throttle: Maintain 70 percent NL minimum 2 ECS: RAM AIR (if irrecoverable ECS failure) 3 Positive g: Maintain 4 Flight envelope: Review 5 Fuel: Balance as appropriate 6 XFEED: OPEN

7 Land: ASAP

ENGINE ASSISTED RELIGHT

1 LP COCK affected sude: OPEN 2 Throttle good engine: 70 percent NL min 3 Throttle affected engine: SHUT then dry 4 AIR DRIVE: EMGY and release 5 FCS RESET: PRESS if required If TBT exceed 750C prior to reaching idle: 6 Throttle affected engine: SHUT 7 LP COCK affected side: SHUT 8 Land: ASAP, refer to single engine operation If L ATSM or R ATSM is displayed: 6. Throttle aff.eng: SHUT or IDLE if relit 7. LP COCK aff.eng: SHUT if not relit 8. Land: ASAP

ENGINE SURGE

1 Recover If both engines in surge: 2 Throttles: IDLE if practicable 3 Throttle with higher TBT / lower NH: SHUT then IDLE If single engine in surge: 2 Throttle affected engine: IDLE If surge locked in: 3 Altituide/airspeed: Descend and/or increase If surge remains and/or TBT increasing: 4 Affected engine: Shutdown 5 Land: ASAP refer to single engine operation

EJECTION

1 NVG: Remove and stow 2. Conditions: Straight and level 3. Heading: Towards unpopulated area 4. XPDR: EMGY 5. QRB: Centralised and secure/ 6. Harness/PSP/HEA lanyard: Locked/connected WARNING: The mask hose must be connected over water 7 Oxygen mask: Tight, toggle down, hose conn. 8 Visor: Down 9 Radio: Call 10 Throttles: IDLE 11 Assume ejection position 12 Eject

FUEL BALANCING

WARNING: If unexplained imbalance, then suspect fuel leak, refer to Fuel Leak checklist

1 Recover 2 Throttles: Dry range If only main group fuel remaining: 3 FUEL format: TANK INTC select Otherwise: 3 FUEL format: Selective XFER FWD or REAR 4 R BOOST PUMP: OFF if FWD heavy 5 R BOOST PUMP: OFF if REAR heavy When balance correct: 6 L and R BOOST PUMP: ON 7 XFEED: NORMAL FUEL LEAK

1 Throttles: Dry range 2 Envelope: Within probe cycle limit, check 3 FUEL PROBE: OUT to stop fuel transfer and allow diagnisis of leaking group. 4 FUEL format: Confirm TANK INTC closed 5 XFEED: NORMAL NOTE: Only in the case of a main group fuel leak is further action possible 6 FUEL PROBE: Re-select IN before continuing If location of leak determined from main group: 7 FUEL Format: Transfer away from leak if possible 8 Land: ASAP

GEARBOX FAILURE

1 Recover 2 Throttle affected engine: IDLE 3 AP: Disengange 4 Airbrake: In 5 Flight Envelope: Review 6 INTAKE: OPEN (42 sec) if engine operating 7 Landing gear: DOWN as soon as practicable 8 Land: ASAP If L CONT P and L UTIL P are displayed: 9 EMGY GEAR: DOWN (gear handle down) 10 HOOK: Down (if cable available) 11 HYD format: Monitor R UTIL parameters 12 Land: ASAP, refer to services lost, NWS If fuel probe OUT: 12 Land: ASAP, refer to Recovery with Probe Out

LANDING WITH GEAR UNSAFE

Before landing consider: - Condition of runway, overrun, and side areas - Crosswind - Arrester gear limitations - Availability of foam 1 Aicraft mass: Reduce at min. practicable If landing gear handle DOWN: 2 Refer to flight manual for Recommended Actions

If landing gear handle UP: 2 Envelope: Within probe cycle limit, check 3 Refer to flight manual for Recommended Actions SMOKE OR FUMES IN COCKPIT

1 AOB: Select 2 Altitude: Below 10000ft if practicable 3 ECS: Within limits, RAM AIR 4 AOB contents: Monitor If unable to clear smoke: 5 Suspect equipment: OFF, if possible If canopy jettison necessary: 6 Speed: Minimum practicable 7 Altitude: Below 10000ft if practicable 8 Airbrake: In 9 Canopy: Jettison

10 Land: ASAP

LANDING WITH A BLOWN TYRE

Before landing consider: - Condition of runway, overrun, and side areas - Crosswind - Arrester gear limitations 1 Aircraft mass: Reduce to min practicable If nose tyre blown: 2 Brake chute: DEPLOY at main wheel touchdown 3 Nose wheel: Lower gently by 100 KDAS If main tyre blown: 2 Land: Cable Engagement Approach-End recomm. If approach-end-cable not available: 3 Land: On side of runway towards good tyre 4 Nose wheel: Lower ASAP 5 Wings: Maintain level 6 Brake chute: Deploy

FREQUENTLY ASKED QUESTIONS (FAQ)

Q: I cannot see the Typhoon in the aicraft selection menu. What could wrong?A: Most likely, a mistake was made in the installation. The installer requires that you select the MAIN simulation folder which may vary depending on where you have installed the simulators. Typically the default settings are:

FLIGHT SIMULATOR X: STEAM EDITIONC:\Program Files (x86)\Steam\steamapps\common\FSX

LOCKHEED MARTIN P3D v2:C:\Program Files (x86)\Lockheed Martin\Prepar3D v2

LOCKHEED MARTIN P3D v3:C:\Program Files (x86)\Lockheed Martin\Prepar3D v3

Q: Upon selecting the Typhoon in the aircarft selection menu, Flight Simulator closes to desktop (CTD). Want could be wrong?A: Most probably you do not have the correct Flight Simulator version. FSX:Acceleration, Gold or STEAM editions are required. The Typhoon WILL NOT work with "vanilla" FSX, FSX-SP1 or FSX-SP2.

Q: How can you be sure that this is a realistic simulation of the Eurofighter Typhoon?A: We cannot. This is our best guess according to the publicly available information – but most of the information about Eurofighter Typhoon systems and performance is still classified.

Q: Will the product be updated? And how?A: We always try to keep our product updated. Major product updates are sent to distributors, so you should receive a notification from the vendor from which you have bought the software. Minor updates are released through the official blog indiafoxtecho.blogspot.com and annouced via the Facebook page indiafoxtecho.

Q: The Head-Up Display, the Multifunction Display and all the avionics do not work! What is wrong?A: This aicraft tries to embrace a "cold and dark" approach. That is, if the aircraft starts on the ground, most of the systems are turned off by default. You can manually operate the switches, or press CONTROL+SHIFT+R for a "ready to takeoff" avionics configuration.

Q: I've found a bug! How can I report it?A: Please send an email to indiafoxtecho@gmail.com