Joint Force
Eurofighter prides on the support of the four countries
A FORCE Report
When Bernhard Gerwert, CEO, Military Air Systems, an integrated Business Unit of EADS Defence & Security, recently told FORCE: “It is well known, after all, that this campaign will have both a technical and a political dimension”, it was evident that Eurofighter is a serious contender for the 126 Medium Multi-Role Combat Aircraft (MMRCA) requirement of the Indian Air Force. The other fourth-generation MMRCAs in the race are the Gripen International’s Gripen NG, Boeing Integrated Defence System’s F/A-18 E/F Super Hornet, Lockheed Martin’s F-16IN Super Viper, United Aircraft Corporation of Russia’s Mig-35 and Dassault’s Rafale F-3.
Let’s take the political aspects first because these will matter once the flight evaluation trials are done with. Gerwert says, “India is more than just a market; it is our preferred partner in Asia.” There is little gainsaying that the twin-engine multi and swing role Eurofighter has all that it takes to be the winner in the over USD 10 billion deal: state-of-the-art technology, enormous growth potential, technical prowess of four powerful European nations, and a determined team prepared to prove the product. Just in case the point gets missed, a senior member of the EADS team rubs it in. “Do Indians really believe that the US will transfer the electronically-scanned radar technology to them,” he wonders aloud. Whether this happens or not is a bit into the future, what FORCE saw over an extended visit to Germany and the UK was indeed scintillating.
There was the visit to the Fighter Wing JG 74, Neuburg, a tour of the sprawling Manching production plant where Eurofighters for Germany are assembled, the Royal International Air Tattoo 2009 show in Fairford, UK, where Eurofighter was a star attraction, and of course, meetings with Gerwert, and the Chiefs of the Royal Air Force and Luftwaffe amongst others in the relaxed ambience of the rural Fairford airfield.
Before FORCE had a close look at the Eurofighter progress since it flew at the Aero India 2009 in Bangalore in February, and the earlier visit of FORCE to 4th Wing at Gresseto in Italy in May 2007, Gerwert explained his strategy for the coming competition: “The challenge for us is India, where we have been invited to participate in the flight evaluation. The flight evaluation schedule will probably consist of the first part in Germany; and the second part in India for which we have been invited in February-March 2010. The third part will be the firing of missiles and dropping of bombs in Europe. I expect the flight evaluation to be completed by April-May 2010. While it is still under discussion, we could split the flight evaluation trials between Germany and the UK: the German aircraft could go to India, while the flight evaluation in Europe may become the responsibility of the Royal Air Force in the UK. If the two companies (EADS and BAE Systems) and the two nations (Germany and the UK) agree on this flight evaluation schedule, this could accrue us three advantages: One, the RAF is already equipped with the air to ground capabilities and could do the second part of demonstrating weapon systems in the UK, while the German Air Force could take its aircraft to India. Two, this will allow us a sharing of burden because flight evaluation is an expensive exercise. Moreover, the aircraft when on evaluation are not available to the respective air forces for operational purposes. And three, along with our other two core nation partners, Italy and Spain, Germany and the United Kingdom will be in a good position to display the combined capabilities of two strong nations to India.”
On the E-Scan radar (AESA), he said: “The Eurofighter Typhoon does not have this capability at present. Considering that the flight evaluation campaign is expensive, we have already told the Indian customer that this capability will not be available for the flight evaluation trials. However, when the first aircraft is delivered to them (if Eurofighter wins the campaign), it will come with the E-Scan radar capability. We have told the Indian customer that three years after the contract is signed, when we deliver the first 18 aircraft off the shelf to India, we will do so with the full capabilities, including the E-Scan radar that we have promised. The advantage that we bring to the flight evaluation trials is that we will be the only competitor which will have a contract to show for the development of the Tranche 3 capabilities which include the E-Scan radar to the Indian customer. This means that the four-nations have already agreed to develop this capability. Such a situation is not available to the other competitors. The Eurofighter consortium has already agreed to deliver the fully developed E-Scan radar to India. This is not all. EADS Defence & Security has announced the formation of a jointventure with Larsen & Toubro...
for defence electronics in India. The new company will design, develop and manufacture equipment in the fields of electronic warfare, radar and military avionics for military applications. Once the government of India approves this joint venture, it will be easier for us to transfer the E-Scan radar capability to the India customer.”
As they say, the winner stays a step ahead and Gerwert’s steps are well thought through and impressive. He says, “As part of our strategy to win the MMRCA campaign in India, we have signed a support contract for the Light Combat Aircraft (LCA). Through this route we will bring technological know-how to India. As a second step, we are establishing our own engineering centre in Bangalore, where in the next three years I hope we can employ about 200 Indian engineers. We will allocate some defence related work from Germany to India. The consultancy contract for the LCA means that we will support with flight tests and flight evaluation. There is another dimension to our work in India. The RFP for a new engine for the LCA has just been issued and the European engine consortium Eurojet is a strong contender for that. What we are trying now with our Eurojet partners (Eurojet powers Eurofighter) is to support the LCA. This means that we could bring engine technology to India. This means that through the LCA and the joint venture with L&T, we are already on our way to bring technology to India, even before India has accepted Eurofighter Typhoon as its future MMRCA.”
The final question that FORCE could not resist asking was on the cost of the Eurofighter. It is rumoured that the aircraft is one of the most expensive one in the competition and given the fact that annual budgets are finite and in the Indian operational environment, quantity matters as much as quality, cost of the machine will not be an incidental issue. Gerwert was unruffled by this query, suggesting that he has answered it many times before. “It is an incorrect assumption to say that Eurofighter is an expensive aircraft. It is the best that you can get for your money. The only other comparable aircraft is F-22, which is more than double the cost and is not available on the market. Comparing the Eurofighter with the other competitors may not be correct as some of them are old aircraft; it is like comparing a 20-year-old car with a new car. The feedback that we are getting from India is that they are looking for the best value for money. Given the performance and the capabilities of Eurofighter, I do not think that it is an expensive aircraft,” he said.
While listening to Gerwert was interesting, visits to the manufacturer and the user were of equal importance especially when Full Operational Capability (FOC) means different things to the two. For the industry, FOC implies issues concerning hardware and software and its integration, while for the user it means a whole lot more including training on various mission profiles. FORCE’s visit to the expansive Manching plant was about knowing the manufacturer. The visit was across two sections of the assembly line; the first where parts of the aircraft brought from the four companies in four nations are assembled to make the whole machine, and the other where the power-pack and sensors are fitted inside the aircraft and it is extensively tested before being given to the user. There are two types of assembly line: flow production and node production. The first is when the parts/assemblies are fitted to make the whole aircraft; the semi-built aircraft moves through various points where specialised workers fit their assemblies/parts. The people do not move, instead the aircraft-in-the-making journeys towards completion. The second assembly section is where the aircraft, being heavy, is stationary, and various specialists come in groups to fit and test engine and sensors. While taking photographs of the flow production assembly was allowed, the nodal assembly was out of bounds for photographers. The Manching production line had delivered a total of 17 Eurofighters to the Luftwaffe in 2008 (India’s Hindustan Aeronautics Limited in Bangalore assembles 13 Su-30MKI each annually). Manching also made 60 Centre Fuselage in 2008, which is its responsibility as part of the four companies division of labour, and are sent to the three partner companies; EADS CASA in Spain, Alenia in Italy and BAE systems in the UK.
EADS Germany officials are upbeat about the Eurofighter production which is already secured until 2016-17. Gerwert told FORCE that, “We are in the final stage to sign the contract for Tranche 3 in Europe and I am confident that we will get this contract before the summer break.” Eurofighter Typhoon programme started with 148 Tranche 1 aircraft with more or less air to air capability. At present, the programme is in the delivery phase of Tranche 2, which comprises a total of 236 aircraft. The difference between the two is that Tranche 2 has more air to ground capability. Tranche 3 aircraft will also comprise a total of 236 aircraft. Officials informed FORCE that it is agreed amongst the four nations that Tranche 3 will be split into Tranche 3 A with a total of 108 aircraft and the remaining Tranche 3 B aircraft. In terms of time frame, the last Tranche 2 aircraft will be delivered until 2012/2013. It is important to note that given the time frame, there will be no production gap between finishing Tranche 2 and continuation of Tranche 3. Eurofighter Typhoon also has to consider 72 aircraft which will be delivered to Saudi Arabia. Moreover, of the 15 aircraft to be delivered to Austria, 11 were given within two years, and total delivery will be completed by September this year.
This is not all. Right now, Eurofighter campaigns for exports are running in Switzerland, Greece, Turkey, Bulgaria, Romania, Japan (by BAE Systems) and of course, India. The immediate one is Switzerland, for which offers have been submitted, the flight evaluation is done, and the customer is working on the final evaluation of the competitors. The decision is expected by February 2010. The reason for reeling out these statistics was to make known that Eurofighter is an excellent fourth generation frontline aircraft which is joining the inventory of the four partner nations.
Fighter Wing 74, Neuburg
The FORCE visit to the Fighter Wing 74 in Neuburg on the picturesque Danube river was about getting to know the Eurofighter operational viewpoint. Commanding officer Wing Commander Oberst Andreas Pfeiffer came across as an affable officer and this reflected in his command; all officers of the wing that FORCE met so far took pains to answer the asked questions. In terms of time-lines, the wing acquired the first Eurofighter in July 2006 to replace the F-4 Phantom aircraft; in June 2008, the wing was assigned to NATO in the Quick Reaction Alert (QRA) role, which requires the aircraft to be on a 15 minutes alert during day and night. The tasks are essentially air defence and surveillance; the aircraft flies with ease at the altitude of 45,000 feet. This wing has air policing role, wherein it can undertake intervention, stabilisation and support missions. This wing has 10 Eurofighters and will eventually get 35 aircraft. Four interesting aspects of the wing and Eurofighter were explained. The wing senior flight engineer showed the Main Data panel on the left side of the aircraft, where all activities of over 100 computers in the cockpit get automatically recorded. This is extremely useful for de-briefing as every flaw/activities worth knowing during flight is duly recorded and appropriate lessons are learnt. The second aspect is the little maintenance required by the aircraft. The senior engineer was serious when he told FORCE that his job is of a mere supervisor; even as large spares inventories are not needed, the faults are fixed quickly. This, of course, has to do with the wing organisational set-up where the wing hangers are under direct supervision of EADS experts. The airmen are tasked for maintenance work alongside the EADS staff to ensure high aircraft availability rates. The third aspect relates to training where special emphasis has been placed on simulation training. The wing has a spacious room where the real cockpit simulator has been kept. The dome on top provides real-time situational awareness to the pilot to practice tackling emergencies and air to air combat. FORCE was informed that the dome would be extended further to provide a larger picture to the pilot; this underlined the importance of the simulator which cuts the real flying time for training by half. The pilots were euphoric about the Captor fire control radar that has greater capabilities than any mechanically scanned radar. Developed and produced by the Euro-radar consortium, led by Selex Galileo’s Radar and Advanced Targeting line of business, the Captor is an X-band (8 to 12 GHz) Pulse-Doppler Radar incorporating Identification Friend Foe and S Mode transponder. The great power, about twice that of competing products, gives the Captor high resistance to active and passive ECM, as well as a long range of action.
Probably the last thing to know about the wing was its history itself. The Neuburg wing which started as a flying school in July 1912 was completely devastated in 1945 by the Allies bombing; nearly 10,000 bombs were dropped on this place. It was the proverbial rising from the ashes when this wing came alive in May 1961 and was named Jagdgeschwader 74; it was provided with F-104 Starfighters and was assigned to NATO. The wing acquired F-4F in May 1992, and finally got its present name of Flight Wing 74 in March 2005. Seeing the wing, it is difficult to imagine that it was once reduced to rubble. The next stop was to see the Eurofighter flying at RIAT 2009.
RIAT-2009
The Eurofighter does a small taxi, takes off quickly, and then pulls into a steep climb in a short and tight turn. The noise of its engines was deafening; the effect on the spectators was of total silence and nearly everybody unconsciously stood up to get a closer look at the callisthenics being performed by the aircraft. This was at the Royal International Air Tattoo 2009, a unique and impressive air show organised annually by the Royal Air Force Charitable Trust. RIAT is a more informal affair than the regular air shows where the motive is business; here the opportunity is for colleagues of various air forces to meet. As ACM Sir Glenn Torpy of the RAF puts it, “It is a means of demonstrating the importance of Air Power to our collective defence”; he was referring to the fact that the theme of RIAT 2009 was to commemorate 60 years of NATO. RIAT 2009 was about small chalets packed with air forces and industry people. Outside on the grounds there was festivity. On the bright sunny day (RIAT 2008 had to be cancelled because of incessant rains), it was an outing for families, where there were three favourites: souvenirs, the flying Eurofighter and the Vulcan that provided a contrast of sorts. The Eurofighter is the newest aircraft in the four nations’ inventory, while the Vulcan, designed over 60 years ago was the RAF bomber in the Sixties.
FORCE - A Complete News Magazine on National Security - Defence Magazine
