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Mensaje: <blockquote data-quote="Phantom_II" data-source="post: 42496" data-attributes="member: 8">Cockpit Systems The two first prototypes of the Typhoon were flown with a classic instrumentation panel, but multifunction, cathode-ray-tube (CRT) displays -- initially two and later three -- were introduced subsequently. In September 1998, it was decided to select Smiths Industries (now Electronic Systems of Smiths Aerospace, Chehltenham, UK), to select modern active-matrix liquid-crystal displays (AMLCD), three per seat (i.e., six total in two-seaters). The displays themselves are being delivered by dpiX (Palo Alto, CA), a subsidiary of Xerox. They are known as Eagle 6 and are 6.25x6.25 inches (158.75x158.75 mm). The screen resolution is 1,024x1,024 pixels. The displays are supplemented by a HUD developed by BAE Systems (Rochester, UK). It is of wide-angle (35° by 25° and color-raster type, enabling the presentation of not only flight, navigation, and aiming information but also a picture from the PIRATE or the TV camera of a targeting pod on navigation mode. Eurofighter Cockpit © BAE Systems The Typhoon will also be equipped with the BAE Systems (Rochester, UK) Striker helmet system. It is a binocular, visor-projected, night-vision-capable system, with two small CCD-TV cameras mounted on the helmet sides, enabling the pilot to use the helmet's visor as night-vision goggles (NVGs). The pilot can eject from the aircraft with the helmet on his head at speeds of over 600 knots. The helmet visor is to have full HUD symbology, and in late Tranche 3 later blocks (Block 25+), it will probably be possible to eliminate the HUD entirely, with all functions taken over by the helmet system. Among the other features worth mentioning in the Eurofighter cockpit is the Direct Voice Input system, developed by Smiths Aerospace (Chehltenham, UK). The system will be able to recognize more than 200 words and phrases to support the functions of buttons and switches (altogether 24) mounted on the stick and throttles Tranche 1 Under the umbrella contract signed in January 1998 for to production of 620 aircraft, plus an option for a further 90, the aircraft production has been divided into three large tranches. The fixed-price contract for each tranche is being negotiated separately and is covered by separate comprehensive contract for delivery of the aircraft within the tranche. The production contract for Tranche 1 aircraft was signed on Sept. 18, 1998, for the delivery of 148 aircraft and 363 engines. The contract was awarded by the NATO Eurofighter and Tornado Management Agency (NETMA) with Eurofighter Gmbh (Hallbergmoos, Germany) and Eurojet GmbH (Hallbergmoos, Germany). Before production started, five so-called "instrumental production aircraft" were produced, and they were used for various operational tests. Those aircraft were included in the Tranche 1 production aircraft. They are officially owned by NETMA but are operated by industry for test and system-enhancement purposes. They will probably never be used by air forces. First Flights of Instrumental Production Aircraft Serial Military No Date Remarks IPA1 ZJ699 15.04.02 Envelope expansion, Carefree handling, UK RAF two-seater IPA2 MMX614 05.04.02 Communication, Navigation, Italian Air Force single-seater IPA3 98+03 08.04.02 Handling qualities, Radar development, German Air Force two-seater IPA4 C.16-20 26.02.04 Environmental testing, Communication/MIDS, Spanish Air Force single-seater IPA5 ZJ700 06.06.04 Avionics, Carefree handling, UK RAF single-seater The series production of Eurofighter started in 1998. Elements of the aircraft are manufactured by the four partners separately and are assembled in four countries on four separate production lines. In Germany, EADS's factory in Manching was set up for final assembly, although prototypes were assembled in Ottobrunn. In the remaining countries, the production lines are the same as for prototypes (Warton, UK; Cassele, near Torrino, Italy; and Getafe, near Madrid, Spain). Certain elements and capabilities are being introduced on the aircraft gradually, to spread out the costs over more years, making the whole program more affordable. The production was, thus, divided into batches and, within the batches, into blocks. Batch 1 covers Block 1; Batch 2 covers Blocks 2, 2B and 5; Batch 3 covers Blocks 8 and 10; and Batch 4 covers Block 15. Batches 1 and 2 forms Tranche 1, while Batches 4 and 5 are Tranche 2. (However, since major changes occur within the blocks, the author decided to refer to blocks for aircraft's system descriptions.) Block 1 covers 30 aircraft, all two-seaters, used for initial crew training and having only basic air-to-air capabilities. The aircraft have the Captor radar in its initial form but do not have the DASS subsystem. They have PSP1 standard avionics software and have only basic armament abilities, with AIM-9L and AIM-132A (with some limitations), as well as a BK27 gun. All of the Block 1 aircraft were delivered in 2003 (except for one delivered to Germany in 2004). Total Block 1 production (all two-seaters) included nine for Germany, 11 for the UK, six for Italy, and four for Spain. Block 2 aircraft are being delivered in 2004 and 2005 and will consist of 72 aircraft. They are both single- and two-seaters, with the majority being the former. They have PSP2 standard avionics software, which enables the use of the gun against air targets and the full use of air-to-air missiles: AIM-9L Sidewinder and AIM-132A ASRAAM (the latter of which is used by the RAF). Discussing the armament options, all of the aircraft within each block will have the same capabilities, regardless of country. The fact that a certain user does not posses and does not use a certain type of weapon does not mean that Typhoons of that user cannot carry it (e.g., German Typhoons will be also capable of employing the ASRAAM, though the Luftwaffe does not operate it). They have also Direct Voice Input and a MIDS datalink system integrated into the avionics system. The aircraft of Block 2 have also a basic version of the DASS, with RWR/ESM and chaff/flare dispensers fully integrated, along with basic ECM capabilities. Block 2B introduces PSP3 avionics software but is basically the same as Block 2. Earlier Block 2 aircraft are to be retrofitted with the same software, thus becoming Block 2B. It is the intention of the users to bring all of the earlier-produced aircraft to the same standard, as the new blocks appear. It is a relatively easy task, too, as most of the changes lie in the software area, and since the very early Tranche 2 aircraft (Block 8), all of the planned hardware is to be present on the aircraft. Block 5, the final block of the Tranche 1 (40 aircraft to be produced), is to attain full air-to-air capabilities and some austere air-to-ground capabilities (mainly for the RAF). It is to be integrated with an analog version of the Iris-T and with the AIM-120B AMRAAM. The gun (except for RAF aircraft, on which the gun is to be non-operational as a money-saving measure) is to be integrated with the system to perform ground strafing as well with the use of the AIS (which presents automatically calculated impact points on the HUD). The aircraft, except for German ones, are to receive the PIRATE sensor and the full version of the DASS. The latter will differ slightly in various countries. Only the RAF is going to use the laser-warning receiver. The towed decoy is to be used by all countries except for Germany, but otherwise, the remaining countries are going to receive the same DASS system. The decoy will probably be available already on Block 2B aircraft, while the laser-warning system will be part of Block 5. Also, on all of the aircraft, the MAWS is to be available starting with Block 5 aircraft. The other features of Block 5 aircraft will include full sensor fusion in the avionics suite, full Direct Voice Input, and full air-to-surface carefree handling (Phase 5 flight-control-system software).</blockquote>

Verificación: Libertador de Argentina