Being a single seat fighter, a lot of attention was paid to the design of the cockpit and its systems. As part of the testing and development of these systems a number of manned studies were performed. The result of this is a highly automated cockpit giving the pilot the correct information as and when required with little external prompting. This automation is enhanced through the Attack and Identification System which combines (or fuses) all the available sensor (both on-board and off-board) data thus reducing the pilots need to cross check information. All cockpit relevant information is processed by a single Teldix GmbH designed unit, the Cockpit Information Unit, CIU. This system, based on a modular design utilising 68020 processors and 68882 co-processors is fed via the STANAG-3910 avionics and -3838 utilities databuses and is designed to cope with the large amounts of data that will flow through the unit.

In early 1999 a call went out to the various companies involved in producing various cockpit systems. This call is for urgent updates to be examined and implemented bringing systems up to a post-2000 standard. One area understood to be undergoing upgrades is the Warning Panel (WP) which may now be AMLCD/LED based for example.

 HUD

The Head-Up Display (HUD) is probably the single greatest improvement in cockpit design since the first fighter was flown. Eurofighter's advanced wide-angle (35° by 25°) HUD is constructed by BAE Systems of the UK. Like all similar systems it utilises an angled semi-reflective screen directly in the pilots view through the forward canopy. The system is a development of a previous Smiths Industries/Royal Aircraft Establishment device which examined new wide angle technologies. The unit itself uses very little framing which in turn reduces problems with visibility in the frontal hemisphere.

The Typhoon HUD © BAE Systems

The HUD is capable of displaying a full range of flight symbology. From basic information such as aircraft altitude, velocity, heading, weapons mode, etc. through to specific targeting and systems information. For example, the navigation subsystem (more specifically TERPROM) can be used to project terrain following cues. Similarly each weapons mode will display specific HUD output. A free-fall weapon for example would display a CCIP (Continuously Computed Impact Point) marker, an air to air missile would display a tracking diamond, etc. Additionally output from the PIRATE IR sub-system can be directly overlaid onto the HUD allowing for enhanced display in poor weather without needing to look down at any displays. Like several of Eurofighter's systems, BAE Systems are developing an almost identical HUD for America's F-22 Raptor.

Forming part of the unit is a MIDS panel mounted just below the HUD. This system features a 24 line (10 column) LED based display for output of various mission and system critical data. Positioned next to this on either side are three programmable soft touch function buttons enabling quick access to required functions. Below the MIDS unit a number of other LED based displays are present such as; selected radio channel, left and right engine fuel, etc. As well as pilot orientated functions the HUD also incorporates the cockpit audio/video recording facilities using a Teldix GmbH supplied recording unit. This data, combined with sensor ouput and information from the on-board health monitoring systems is combined and processed using the Interface Processor Unit (IPU) also built by Teldix.

Computer Symbol Generator (CSG)

All the graphical output systems, the HUD, MHDDs and HMS are driven by a single Display Processor (DP). Built by Teldix GmbH, BAE Systems, ENOSA and led by Grupo Fimemaccanico, the unit is a dual redundant lightweight system. The unit is based on two 68040 processors and a custom Teldix developed ASIC. All the symbology used is completely alterable at the operational flight program level enabling different airforces to use their own graphics.

 Flight Helmet

Eurofighter's Flight Helmet (FH) is a sophisticated and highly integrated piece of equipment. It comprises the basic reinforced protective helmet shell, a Helmet Mounted Sight (HMS), Night Vision Equipment (NVG/NVE), microphone/headphones (for VTAS/system feedback) and Oxygen Mask. Overall responsibility for the helmet is down to Britain's Marconi Electronic Systems (now part of BAE Systems). The first fully flight certified model is expected to be ready for Eurofighter integration sometime in the year 2000. It is believed that like other Eurofighter systems it has been decided that certain changes will need to be made to the helmet to meet post-2000 equipment standards.

Flight Helmet © BAE Systems

Helmet Mounted Sight

The Pilkington designed Helmet Mounted Sight (HMS) for the Eurofighter was to be the first such fixed wing based system in use by any western airforce. However, both former East-German MiG-29's and now RAF Jaguars have such a system. Unlike the HUD which is of course fixed, the HMS projects information onto a semi-reflective transparent visor on the pilots helmet via two high resolution CRTs which can display raster, stroke and mixed output graphics. The output covers a 40° field of view and is fully overlapped ensuring the pilot does not miss anything in the centre of the output or the edges. As with the HUD the information displayed can include standard information on pitch, velocity and heading in addition to targetting and other data. To simplify the interpretation of the data both the HUD and HMS use the same symbology. Without much doubt the single greatest asset offered by the HMS is its optical motion tracking system. With an appropriately equipped high off-boresight missile (ASRAAM, IRIS-T, AIM-9X, etc.) or the aid of the PIRATE system a pilot can launch short range weapons over the shoulder. In addition it will be possible to project imagery from PIRATE (IRST/FLIR) directly onto the HMS.

Night Vision

Since the Typhoon is an all-weather day/night fighter it is of course necessary to ensure the pilot can operate in similar conditions. To this end the Flight Helmet incorporates Night Vision Equipment (NVE). This takes the form of two detachable CCD (Gen3 Omni4) cameras mounted on either side of the helmet, the output is then projected on to the visor giving the pilot stereoscopic views. The cameras can operate down to a mere 0.5 mlux allowing the pilot to see at all times of day and night in all types of weather.

 MHDD

Eurofighter Cockpit © BAE Systems

The Multi-function Head Down Displays (MHDD) comprise three (or six in duel seat Typhoons) colour AMLCD (Active Matrix Liquid Crystal Display) supplied by U.S. based dpiX (part of Xerox Corp.) and Planar Inc. and integrated by Smiths Industries of the UK. The model used, Eagle-6 is the latest generation of flat panel active matrix LCD developed over several years by dpiX and the U.S. Defence Advanced Research Projects Agency (DARPA). The display uses a quad-green pixel system which allows it to not only output colour images (including full motion video) but also high resolution monochrome images from the PIRATE FLIR. Surrounding each display will be 17 soft touch programmable function buttons screen enabling access to different display configurations and systems.

Each of the MFDs can be used for outputting data from a number of systems, including; the DASS, Radar, Laser designation pod output, systems information, weapon information, Moving Map Display, PIRATE output, etc. In practice a standard set-up would be defined for each monitor which would be selected automatically by the Eurofighter's systems given the current mission or situation. Unlike the Dassault Rafale or Boeing F-18E/F the Eurofighter does not feature touch sensitive screens (they were found to be prone to failure). Instead BAE Systems and its partners developed the VTAS solution (Voice, Throttle and Stick, see later).

Moving Map

Of particular interest is the Moving Map Display (MMD) typically output to the centre MFD. This uses digital terrain information to depict a graphical map of an area around the aircraft. The current position of the plane is obtained using the GPS and Inertial Navigation Systems. Through the AIS this map can then be overlaid with the complete air and ground picture surrounding the aircraft including target identification information. So this single display can give the pilot an almost unprecedented level of non-conflicting data enabling an effective attack (or retreat) strategy to be defined.

 VTAS (HOTAS and DVI)

Key to the level of integration and automation seen in the cockpit is the combination of Direct Voice Input (DVI, also known as Direct Voice Control, or DVC) and Hands On Throttle And Stick (HOTAS). Both of these systems are combined to give what is now known as VTAS or Voice, Throttle And Stick.

Direct Voice Input - DVI

DVI, Direct Voice Input is one of the key cockpit systems in the Typhoon. The module, provided by Smiths Industries of the UK forms part of the aircraft's integrated, CAMU supplied by CDC also of Britain. The first module was delivered by Smiths to CDC in May ready for integration into the first CAMU subsystem now under construction. DVI will be available in the first IPA series due in August 2001.

The speech recognition module allows for connected word voice recognition. Since the system needs to cope with a noisy in-flight environment as well as high-g stresses (effecting the pilots voice and speech) a robust system was required. To this end the unit incorporates various speech recognition algorithms including Markov pattern matching and newer neural-net techniques. The resulting system has a vocabulary of some 200 words, a response time of around 200ms and a recognition capability in excess of 95%. Each aircraft will have to be trained to recognise the voice of its pilot. This task will be achieved via a Ground Support Station (GSS) with the data transferred to the Eurofighter's on-board systems via a Smiths supplied Mission Data Loader.

DVI allows for voice control of some 26 non-critical systems such as radar mode switching, display switching, navigation tasking, etc. Combined with HOTAS the DVI system will remove the need for a pilot to look down at the displays in the majority of situations. In turn this should reduce pilot workload increasing platform effectiveness.

Hands On Throttle And Stick - HOTAS

HOTAS enhances the situation even further by incorporating 24 programmable buttons on the throttle and stick (12 on each). These buttons would be programmed to carry functions relating to both defence and offence, e.g. switching of DASS modes, weapon systems, MAS, return to level flight, etc. In addition the control column incorporates a pointer device for moving a cursor around each of the Head Down Displays.

 Ergonomics

A lot of attention was paid to the physical design and layout of the cockpit as well as its systems. A centrally mounted two axis displacement stick assembly is utilised with a side mounted throttle, both HOTAS enabled. The Stick and Interface Control Assembly, or SICA incorporates 4 separate 68020 processors and interfaces directly to the FCS.

To protect the pilot from glare, Smiths Industries supplied glare shields are fitted. The left hand shield fitted just above the left MHDD carries a comprehensive Warning Panel, or WP supplied by CDC of the UK. This provides for visual confirmation of system alerts, faults and status. The right hand shield fitted above the right MHDD carries an analogue artificial horizon and compass providing a back-up in the case of MHDD damage or failure. At this time one of the upgrades thought to be under way is the replacement of these analogue displays with more modern AMLCD or similar units. Certainly Smiths Industries have a large amount of experience in this area. Beside the pilot to the left and right are further non-combat critical functions such as radio, instrument landing system, etc.

A further feature of the right hand side WP is a small concealed, 75mm LCD panel. This unit can be flipped down in an emergency and displays critical information such as airspeed, altitude, etc. In addition it will also display a bearing to the nearest airfield.

Ejection seat

Eurofighter pilots will sit in a Martin Baker MK-16A zero-zero ejection seat semi-reclined at 18° (the Dassault Rafale also features the MK-16A system as may the Joint Strike Fighter). Like most Typhoon systems the seat, weighing just 89kg is state of the art featuring a fully micro-processor controlled ejection sequence, light aluminium/Kevlar^®/Carbon Fibre construction and newly designed drogue and chute systems.

MK-16A Ejection Seat © Martin Baker Ltd.

The MK-16A features a number of new design features making it the worlds most advanced ejection system at the present time. In previous seat designs the ejection systems themselves (ejection gun/rocket motor) have generally been bolted on to the chair. However the MK-16 integrates these assemblies within the chairs structure. In addition both the ejection gun and the rocket motors have been redesigned from the ground up. Of perhaps even greater interest though is the presence of a fully computer controlled ejection sequence, the first generation of which appeared in the Martin Baker NACES seat for the U.S. Navy F-14 Tomcat.

The sequencing system employed here, manufactured by Litef of Germany is significantly more powerful than the NACES variant. The unit, incorporating its own accelerometers and pressure sensors (both static and dynamic fed by a pair of pop-out pitot tubes mounted to the sides of the headrest) is a triple redundant design with up to 300 seconds of data storage provided by Non-Volatile RAM (NVRAM) present on all three channels. In addition a clever on-board power generation system is included. This uses a pair of solid electrolyte battery packs. When the seat starts moving (before the utilities lines are severed) small charges are detonated within the sealed battery units. This generates heat intense enough to melt the electrolyte initiating power generation. Using this the system provides for up to 300 seconds of continued output from either pack.

Once the seat starts moving the sequencer takes over complete control of all the seats functions. The moment the seat clears the aircraft and the pitot tubes have deployed the sequencer decides which of three modes to enter via a hardwired look-up table. The choice depends on the seats altitude and speed, low level/low speed ejection's result in the main parachute being deployed within 0.5 seconds. For a high altitude ejection (5500m+/18000ft+) the sequencer enters suspend mode, re-checking its data every second. This allows for both conservation of battery power and reduces the time the pilot spends at cold high altitudes. For medium level ejection's (or upon reaching these altitudes following a high level exit) drogue mode is entered and the sequencer calculates the optimum point for releasing the main chute. The seat is capable of safe ejection from stationary ground level up to 18000ft+/Mach 2+ from -3g to +6g.

In most ejection systems the ejection gun (the apparatus which propels the seat from the aircraft) consists of an explosive charge which when ignited burns instantaneously propelling the seat at high speed (and high-g) from the aircraft. The MK-16 however features a solid rocket type propellant which accelerates the seat in a more linear profile, reducing the high-g loads exerted on the pilot. The system also has a bonus of allowing automatic adaptation to different pilot weights and distributions. For example the simplified version of the Typhoon's seat, the MK-16L allows for pilot weights from just 47kg to 111kg to be safely encompassed.

Once clear of the aircraft (a process taking around 0.46 seconds from the pilot pulling the ejection handle) the rocket motor sequence is initiated. The rockets themselves are designed for a fast burn cycle of around 0.25s while generating an instantaneous force of 20kN. The rocket assembly is designed to roll the chair to one side upon leaving the aircraft to enable safe chute deployment. This is achieved by oversizing one of the two nozzles fitted within the chairs base. In the two seat Typhoon each seat is designed to roll in opposite directions assuring safe ejection for both crew members.

Martin Baker Eurofighter rocket sled © Martin Baker Ltd.

As well as advances in both electronic sequencing and rocketry the seat features a newly designed drogue and chute deployment system. In previous seat designs the drogue is generally attached by only a single line, however the MK-16's is connected via three resulting in superior stability control. The parachute itself (and the secondary unit) is a relatively standard design however to reduce space requirements the chute is packaged in an incredibly small volume (in a process taking three days to complete). An unusual feature of the MK-16 is the presence of aerodynamic surfaces on the seat itself. The primary reason for these pop-out surfaces (present on both the chute pod and lower seat sides) lies in the aerodynamics encountered upon leaving the Typhoon's cockpit (the close proximity of the cockpit to the fin would cause excessive g loads to be exerted on the pilot).

The seat itself also incorporates all the electrical and liquid/gas connections between the pilot and aircraft, e.g. primary oxygen supply, comms links, anti-g pressure supply, etc. All these links are automatically severed and sealed upon an ejection sequence start. Following ejection the seat provides a 30 minute emergency oxygen supply (which would also automatically activate and deactivate upon primary oxygen failure or reinstatement within the cockpit). Additionally the seat incorporates its own auxiliary pressure suit feed reservoirs ensuring the pilot remains comfortable at high/medium altitudes.

Although no MK-16 has yet been used in a real situation Martin Baker have carried out exhaustive testing at their rocket sled facility in Northern Ireland (see image above). Using a front fuselage mock-up of the Typhoon data can be obtained demonstrating the seats effectiveness at a range of exit velocities. Overall the seat should provide the Typhoon pilot with the best chance of survival should the worst happen.

Aircrew Services Package (ASP)

To enable operation at all altitudes, velocities and G-loadings the Typhoon features a range of Aircrew Services. A newly developed integral g-suit forms part of the cockpit specification. This suit incorporates not only the typical pressurised breathing vest but also External Anti-G (EAG) trousers. The system is fed via the UCS and aids the pilot during high-g manoeuvres by attempting to prevent a rush of blood either to the feet (+ve g loads) or head (-ve g loads). In addition the suit is liquid conditioned to improve pilot comfort in different arenas be they hot or cold, again this service is provided via the UCS. Combined with the anti-g suit the breathing system also compensates for varying g-loads by increasing the back-pressure during high-g operations (allowing the pilot to continue breathing relatively normally). In the event of the possible use of weapons of mass destruction the Eurofighter incorporates full NBC filtering systems. In addition the pilot can make use of a newly developed NBC suit which combined with the Flight Helmet offers total protection.

In mid-1999 the ASP offering most of the final operational capability became available and was retrofitted to the development aircraft.

The webmasters would like to express their thanks to Martin Baker Ltd. and especially Ann Winter for providing the information and material on the MB MK-16A Ejection seat.

Sources :

[1] : BAE Systems, UK
[2] : Janes All the Worlds Aircraft 1996/97
[3] : Eurofighter Jagdflugzeug GmbH
[4] : Janes Avionics 96/97
[5] : World Air Power Journal
[6] : The Air League, No. 7 December 1997
[7] : Smiths Industries plc., UK
[8] : Teldix GmbH, Heidelberg, Germany
[9] : Martin Baker Ltd., UK