Universitatea Politehnica Bucuresti

Facultatea de Inginerie Aerospatiala

TEMA DE CASA
- Avion de vanatoare
-Model EUROFIGHTER EF2000 TYPHOON

Titulari curs

Student:Domocos George

S.I. ing. I. Predoiu

Grupa:931 NA

Coordonare tema: S.I. ing. I. Predoiu

Table of contents:

1. Introdiction
2. Origins
3. Testing & Upgradea
4. Design
4.1 Cockpit
4.2 Sensor
4.3 Armament
4.4 Airframe
4.5 Performance
5. History

6. Practical part

1. Introduction
Eurofighter Typhoon is a twin-engine, canard-delta wing, multirole fighter. It is
produced by three companies BAE Systems, Airbus Group and Alenia Aermacchi.
The whole project is managed by the NATO Eurofighter and Tornado Managemen
Agency.
Development of the aircraft effectively began in 1983 with the Future European Fighter
Aircraft program, a multinational collaborative effort between the UK, Germany, France,
Italy and Spain. Due to disagreements over design authority and operational
requirements, France left the consortium to independently develop the Dassault Rafale
instead.
Eurofighter Typhoon is one of the worlds most advanced new generation multirole/swing-role combat aircraft available on the market. With 707 aircraft ordered by six
nations (Germany, Italy, Spain, United Kingdom, Austria and the Kingdom of Saudi
Arabia), and in service with all nations, the aircraft is Europes largest military
collaborative program. Eurofighter Typhoon is the only fighter to offer wide-ranging
operational capabilities whilst at the same time delivering unparalleled fleet
effectiveness.
The Eurofighter Typhoon is a highly agile aircraft, designed to be an effective dogfighter
when in combat with other aircraft; later production aircraft have been increasingly more
well-equipped to undertake air-to-surface strike missions and to be compatible with an
increasing number of different armaments and equipment. The Typhoon saw its combat
debut during the 2011 military intervention in Libya with the Royal Air Force and the
Italian Air Force, performing reconnaissance and ground strike missions. The type has
also taken primary responsibility for air defence duties for the majority of customer
nations.

2. Origins
The UK had identified a requirement for a new fighter as early as 1971. While the design
would have met the Air Staff's requirements, the UK air industry had reservations as it
appeared to be very similar to the McDonnell Douglas F/A-18 Hornet, which was then
well advanced in its development. Simultaneous West German requirement for a new
fighter had led by 1979 to the development of the TKF-90 concept. This was a cranked
delta wing design with forward canard controls and artificial stability. Although the
British Aerospace designers rejected some of its advanced features such as vectoring
engine nozzles and vented trailing-edge controls, a form of boundary layer control, they
agreed with the overall configuration.
In 1979, Messerschmitt-Blkow-Blohm (MBB) and British Aerospace (BAe) presented a
formal proposal to their respective governments for the ECF, the European Collaborative

Fighter or European Combat Fighter. In October 1979 Dassault joined the ECF team for
a tri-national study, which became known as the European Combat Aircraft. It was at this
stage of development that the Eurofighter name was first attached to the aircraft. By
1986, the cost of the programme had reached 180 million.
The maiden flight of the Eurofighter prototype took place in Bavaria on 27 March 1994,
flown by DASA Chief Test Pilot Peter Weger. On 9 December 2004, Eurofighter
Typhoon IPA4 began three months of Cold Environmental Trials (CET) at the Vidsel Air
Base in Sweden, the purpose of which was to verify the operational behaviour of the
aircraft and its systems in temperatures between 25 and 31 C.[ The maiden flight of
Instrumented Production Aircraft 7 (IPA7), the first fully equipped Tranche 2 aircraft,
took place from EADS' Manching airfield on 16 January 2008.

3. Testing & Upgrade

The first production contract was signed on 30 January 1998 between Eurofighter GmbH,
Eurojet and NETMA. The procurement totals were as follows: UK 232, Germany 180, Italy 121,
and Spain 87. Production was again allotted according to procurement: British Aerospace
(37.42%), DASA (29.03%), Aeritalia (19.52%), and CASA (14.03%).
On 2 September 1998, a naming ceremony was held at Farnborough, United Kingdom. This saw
the Typhoon name formally adopted, initially for export aircraft only. This was reportedly
resisted by Germany, perhaps because the Hawker Typhoon was a fighter-bomber aircraft used
by the RAF during the Second World War to attack German targets.[30] The name "Spitfire II"
(after the famous British Second World War fighter, the Supermarine Spitfire) had also been
considered and rejected for the same reason early in the development programme. In
September 1998 contracts were signed for production of 148 Tranche 1 aircraft and
procurement of long lead-time items for Tranche 2 aircraft.[31] In March 2008 the final aircraft
out of Tranche 1 was delivered to the German Air Force, with all successive deliveries being at
the Tranche 2 standard.[32] On 21 October 2008, the first two of 91 Tranche 2 aircraft, ordered
four years before, were delivered to RAF Coningsby.[33]

6.Practical Part General characteristic of the wing

1. Geometria aripii

- anvergura aripii

b 10.95

- suprafata aripii

S 50

- coarda in axa fuselajului

c 0 5.9

- coarda la extremitatea aripii

c e 1

- raza fuselajului in dreptul aripii

Rf 0.85

- unghiul la bordul de atac

0 45 deg

0 0.785

- unghiul la 25% din coarda

25 60 deg

25 1.047

- unghiul la 50% din coarda

50 75 deg

50 1.309

- unghiul la 100% din coarda

100 90 deg

100 1.571

- coarda la incastrare

- alungirea

- raport trapezoidalitate

S
c0
ce

2.398
r 5.9

- coarda medie aerodinamica

2
cma
S

ce c0

c0
y dy
0.5 b

cma 3.045

- pozitia cma fata de axa fuselajului

y 0

ce c0

0.5 b

y cma root c0
y cma 3.19

y cma y

DIAGRAMA DE MANEVRA

EUROFIGHTER TYPHOON
Calculul factorilor de sarcina corespunzatori diagramei de manevra :
z 16000

0 1.225

1.225 1 2.26 10

4.225

0.184

S 50

ma 23500

M c 1.9

To 216.65

z
Th To 6.5
1000

a 1.4 8.314 28.9 Th

a 295.05
v c M c a

ORIGIN 1

v c 560.595

n1 7

n1 7

n2 0.6 n1

n2 4.2

m kg
sec

ma 23500kg

masa avionului

S 50 m

suprafata portanta a aripilor

h 16000m

inaltimea considerata pentru efectuarea calculelor

0.184

kg

densitatea aerului la inaltimea de 12000 de metri

a 295.05

m
sec

viteza sunetului la inaltimea de 12000 de metri

Czmax 1.9

valoarea coeficientului de portanta maxima

Czmax' 0.9 Czmax

coeficientul 0.9 semnifica imposibilitatea determinarii precise

a valorii coeficientului de portanta Czmax

Md 2

numarul Mach corespunzator punctului D al diagramei

Vd a Md

viteza punctului D al diagramei este viteza maxima constructiva a

avionului
Vd 2124.36kph

Vd 590.1

m
sec

DEFINIREA PUNCTULUI A
viteza minima de manevra si reprezinta viteza minima la care se poate
efectua o resursa cu factor de sarcina maxim

2 n1 ma g

Va

S Czmax'

Va 452.862

Va 1630.305
kph
Ma

m
sec

numarul Mach corespunzator punctului A al diagramei de manevra

Va
a

Ma 1.535
n' ( x)

1
2

S
ma g

Czmax'

legea de variatie a factorului de sarcina

DEFINIREA PUNCTULUI C
Mc 1.85

nc n1

Vc Mc a

Vc 1965.033
kph

DEFINIREA PUNCTULUI D
nd n1

nd 7
3

Vd 2.124 10 kph

Vd 590.1

m
s

Vc 545.843

m
sec

ne 0

DEFINIREA PUNCTULUI E
3

Me Md

Vg 412.768

Ve 2.124 10 kph
m
Ve 590.1
s

Ve Vd

DETERMINAREA PUNCTULUI G
ng n2

ng 4.2

Czmax'' 0.65Czmax

Czmax'' 1.235

Vg

Mg

2 n2 ma g
S Czmax''

Vg
a

Vg 1.486 10 kph

m
sec

Mg 1.399

1
S
x
n'' ( x) ( 1)
Czmax''
2 ma g
c

DETERMINAREA PUNCTULUI F
Vf Vc
Mf

Vf
a

Vf 1.965 10 kph

Vf 545.843

Mc

Me

Ml

x 0.1

Ves Ms a c

Mf 1.85
i 1 4

TRASAREA DIAGRAMEI DE MANEVRA

Ma

Mc

Ms
Md
Me

n1

n1
ns
n1
ne

n2

ne

nl

Mf
Mi Mg

Mg

n2
ni n2

n2

j 1 3

k 1 2

Vea Ma a c

Vei Mi a c
Veg Mg a c

Vel Ml a c
x1 00.001 Vea

s
m

Ved Md a c

s
m

s
m

x 1

x2 00.001 Veg

y 1

x3 00.01 Ved

Diagrama de manevra

factor de sarcina

200

400

viteza

600

DIAGRAMA DE RAFALA -metoda rafalelor discrete

w1 20

w2 15

sec

w3 7.5

sec

sec

Czmax' 1.71

b 10.95m

cmg

S
b

cmg 4.566m
Czb 3.724 rad

Calculul punctului B'

2
g

ma g
S

cmg g Czb

0.88 g

g 300.431
b 0.865

5.3 g

1
S
ca
Czmax'
2 ma g

cb

1
2

M < Mcr

S
ma g

Czb b w1

cc 1

f ( v ) ca v cb v cc
5 s

ca 3.413 10

v1

v2

cb

cb 4 ca cc
2 ca

cb

v1 687.712kph

m
v1 191.031
s

m
3 s
cb 1.286 10
m

cb 4 ca cc
2 ca

v2 552.12 kph

v2 153.367

m
s

Se ia in considerare solutia pozitiva =>

Calculul factorului de sarcina in punctul B'

Vb' v1
1
S
2
nb'
Czmax' Vb'
2 ma g

Punctul C'
ma g

Czc

1
2

Czc 0.168

Vc S

Mc 1.85

Czc 4.255
ma g

2
g

cmg g Czc

g 262.939

M < Mcr
0.88 g

5.3 g

c 0.863

Calculul factorului de sarcina in punctul C'

nc' 1

1
2

S
ma g

Czc c w2 Vc

nc' 1.6

PUNCTUL D'

Czd

ma g
1
2

Czd 0.144

Md 2

Vd S

Czd 3.34
2
g

ma g
S

cmg g Czd

g 334.971

M > Mcr
d

1.03

6.59 g

1.03

d 0.984

nb' 1.246

Calculul factorului de sarcina in punctul D'

1

nd' 1

S
ma g

Czd d w3 Vd

nd' 1.29

PUNCTUL G'
ng' 1

1
2

ma g

Czb b w1 Vb'

Vb' 687.712kph

ng' 0.754

PUNCTUL F'
nf' 1

1
2

S
ma g

Czc c w2 Vc

Vc 1.965 10 kph

nf' 0.4

PUNCTUL E'
ne' 1

1
2

S
ma g

Czd d w3 Vd

Vech Vb' c
nrs' ( v )

1
2

nb'

nc'
nrs
nd'
ne'

S
ma g

Czmax'

ng'
nri
nf'
ne'

Vd 2.124 10 kph

ne' 0.71
s
m

v 00.1 Vech

Vb'

Vc
mrs
c
Vd
Vd

0

Vb'
mri
c
Vc
Vd

v' 00.0001 0.9

i 1 4

DIAGRAMA DE RAFALA

Factori de sarcina

400

200

Viteza

600

ANVELOPA DE ZBOR A AVIONULUI

x 00.001 Md 0.05

Factor de sarcina

200

400

Viteza

600

SARCINI DE CALCUL PE AMPENAJE

1.MANEVRA BRUSCA DE PROFUNDOR
p.poz 25 deg

p.neg 15 deg

s 0 26.5

suprafata ampenaj orizontal

bracajele de profundor

L0 12.5 7.3 5.2

dCz_d p 0.8
xcg 7.3

pozitia cg avion fata de bot

1
2
P 0.poz VA s 0 dCz_d p p.poz
2

P 0.poz 2.5466 10

1
2
P 0.neg VA s 0 dCz_d p p.neg
2

P 0.neg 1.528 10

Jy 1070550

y.poz

y.neg

momentul de inertie masic in jurul axei Oy

P 0.poz L0

y.poz 0.1237

Jy

P 0.neg L0

y.neg 0.0742

Jy

n poz( x) 1

P 0.poz
G

y.poz

x xcg

n neg ( x) 1

x 01 50

1.4
npoz ( x)

1.2

nneg( x)

1
0.8
0.6

20

40
x

P 0.neg
G

y.neg

x xcg
g

n poz( 0) 1.0184

n poz( 11.3) 1.1609

n neg ( 0) 0.9889

n neg ( 11.3) 0.9035

2.MANEVRA CONTROLATA DE PROFUNDOR

v c 0.5 VA VC

y1

20
vc

v c 499.352

n1 ( n1 1.5)

n' poz( x) 1

y1 1.542

y1 Jy 1 y1 x xcg

g
L0 G

n' neg ( x) 1

y1 Jy 1 y1 x xcg

g
L0 G

x 01 50

n'poz ( x)

n'neg( x)
5

10

10

20

30

40

n' poz( 0) 1.2296

n' poz( 11.3) 3.0058

n' neg ( 0) 0.7704

n' neg ( 11.3) 1.0058

3.MANEVRA BRUSCA DE DIRECTIE

d.poz 15 deg

d.neg 15 deg

s v 18.61

suprafata ampenaj vertical

Lv 5.3

h v 0.3

dCzv_d 1.15

bracajele de directie

distanta dintre cg avion si focar amp. vertical

50

P v.poz VA s v dCzv_d d.poz

2

1
2
P v.neg VA s v dCzv_d d.neg
2
Jz 1185800

z.poz

P v.neg 1.5425 10

z.poz 0.0689

Jz

P v.neg Lv

y.neg 0.0742

Jz

ny.poz ( x)

cresterea de portanta pe
a.v.

momentul de inertie masic in jurul axei Oz

P v.poz Lv

z.neg

P v.poz 1.5425 10

P v.poz
G

z.poz

x xcg

ny.neg ( x)

P v.neg
G

z.neg

x xcg
g

0.4

0.2
ny.poz ( x)
ny.neg( x)

0
0.2
0.4

10

20

30
x

40

50

n y.poz ( 0) 0.0156

n y.poz ( 11.3) 0.095

n y.neg ( 0) 0.0156

n y.neg ( 11.3) 0.095

4.SARCINI DE MANEVRA DE DIRECTIE, in zbor cu deriva

d'.neg 25 deg

bracajele de directie

jj 15 deg

unghiul de deriva

dCzv_djj 3.6

1
2
Pv VA s v dCzv_djj jj
2

1
2
P v VA s v dCzv_d d'.neg
2

Pv P v Lv
Pv P v
G

portanta a.v.

P v 2.5708 10

z 0.1009

Jz

n y ( x)

Pv 4.8287 10

modificarea de portanta
pe a.v.

acceleratia unghiulara

x xcg
g

0.6

0.4
ny ( x)
0.2

10

20

30
x

n y ( 0) 0.0228

n y ( 11.3) 0.1391

40

50

SARCINI DE CALCUL LA ATERIZARE

1. Aterizare pe 3 puncte cu reactiuni inclinate
la 7.3 3.8 3.5

pozitia jambei de bot, respectiv a jambelor principale fata de cg avion

lp 1.4
n at 2.5

factorul de sarcina la aterizare

Lat 0.5

cit reprezinta portanta din G la aterizare , P=Lat*G

0.3

coeficientul de frecare cu pista

n' at 0

Given

nat Lat G Rza Rzp

la Rza lp Rzp

sol Find Rza Rzp

1.3173 105

sol

5
3.2934 10

prima valoare este pe jamba de bot, cealalta valoare pe jambele principale

2. Aterizare pe 2 puncte (roata de bot inca nu a atins solul)

Rzp' n at Lat G

Rzp' 4.6107 10

reactiuni pe jambele principale

h 1.65

y.at

h Rzp' lp Rzp'
Jy

y.at 0.8161

acceleratia unghiulara la aterizare