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Last updated on August 10th 2010

Development
The first development aircraft (there w ere no prototypes as such), the German-built DA1 (98+29), did not fly until March
27th 1994, w ith Peter Weger at the controls. The flight, from Manching, lasted 45 minutes. Doubts about the integrity of
Eurofighter's computer softw are had demanded an extensive period of verification. This w as probably w ise given that the
Gripen and YF-22 had suffered control failures in public, both leading to crashes. If DA1 had crashed it w ould have given
the Germans a reason for cancellation.

DA1 w as allocated the UK designation ZH586, as it w as originally due to have transfered to Warton after 10 flight hours.
For political reasons (to allow DASA to maintain staff at its Manching facility) the move w as postponed indefinitely.

The first UK prototype, DA2 (ZH588) flew on April 6th 1994, w ith Chris Yeo in the cockpit. Both DA1 and DA2 had
Turbo-Union RB199 turbofans.

After nine flights each, both DA1 and DA2 w ere grounded for modifications. This meant that they w ere not available for the
1994 Farnborough Air Show , leaving the Rafale to steal the show .

Development flying resumed on May 17th 1995, w hen BAe CTP Chris Yeo took DA2 for an 80-minute flight from Warton.
DA3 (MMX602) joined the program on June 4th 1995, making its maiden flight from Turin/Caselle. This w as the first aircraft
to fly w ith EJ200 engines.

By the end of 1995 DA1 had made tw elve flights, DA2 sixty-seven and DA3 tw enty-five, generating just over 100 hours
betw een them.

DA2, although only flying w ith an "interim" flight control system, attained a maximum level speed of 1050 km/hr IAS, and
Mach 1.5 at 9700m. It also manoeuvered at up to 5.8g and angles of attack of up to 20 degrees, and reached an altitude of
over 10900m.

On June 12th 1995 DA2 appeared at the Paris Air Show and demonstrated its impressive take-off and turning capabilities.
Three days later, operating out of Warton, the aircraft w ent supersonic for the first time. At the end of July the aircraft
made tw o appearances at the International Air Tattoo at RAF Fairford.

By the end of March 1996 the first three aircraft had accumulated about 150 hours, in 140 sorties. The EJ200 engines in
DA3 had accumulated 120 hours during 40 trouble-free flights and ground runs. DA3's engines w ere upgraded from 01A to
01C standard during early 1996.

In June 1996 GEC Marconi Avionics delivered the first ECR90 radar, w hich w as installed in DA5 at Manching.

By the middle of July 1996 the three aircraft had accumulated 188 hours in over 200 sorties. DA2 w as due to start trials
w ith the GEC Marconi tow ed radar decoy on a 60m fiber-optic cable from a pod on its starboard w ingtip. Flight control
softw are release 2A, w hich allow s Mach 2 and carefree handling at high angles of attack w as scheduled for the next few
w eeks.

DA6, the Spanish 2-seater (XCE.16-01), made its first flight on August 31st 1996 from CASA's Getafe facility. Alfonso de
Miguel, CASA's Director of Flight Operations, w as at the controls. DA6 w as equipped w ith upgraded avionics, flight and
utility control systems.

DA2 appeared at the Farnborough Air Show in September 1996. It achieved Mach 2 for the first time shortly afterw ards.

DA7 (MMX603) made its maiden flight from Turin on January 27th 1997.

DA5 (98+30) made its maiden flight from Manching on February 24th 1997. The aircraft flew for one hour w ith DASA chief
test pilot Wolfgang Schirdew ahn at the controls. DA5 w as the first aircraft fitted w ith the ECR90 radar. This w as activated
during the flight, targeting and tracking tw o test aircraft.

DA4 (ZH590) made its maiden flight from Warton on March 14th 1997. BAe test pilot Derek Reeh w as at the controls for the
80 minute flight. DA4 w as the first British 2-seater, and also the first British-built aircraft w ith the EJ200 pow erplant.

Development duties w ere assigned as follow s:

 DA1 (98+29) : General handing and EJ200 engine development
DA2 (ZH588) : Flight envelope expansion and carefree handing
DA3 (MMX602) : Engine integration, stores release and gun firing
DA4 (ZH590) : Tw o-seat handling, radar development and integration
DA5 (98+30) : Avionics and w eapons integration
DA6 (XCE.16-01) : Tw o-seat avionics and systems
DA7 (MMX603) : Performance and w eapons integration

At the Paris Salon in June 1997, DA6 appeared in the static park, and DA7 flew in the display on the public days.

British-built tw o-seater DA4 (ZH590) arrived at RAF Leeming on 20th July 1997 for a five-day series of risk-reduction trials.
These involved running the EJ200 engines at up to 80% of dry thrust to test noise levels inside a hardened shelter and to
check the effects of vibration on the shelter and the airframe.

DA5 (98+30) made the 500th Eurofighter development flight at Manching on October 31st 1997. Milestones reached by this
stage, according to DASA, w ere a maximum speed of Mach 1.87, an altitude of over 12175m, angles of attack of 25° amd
turns of up to 7g.

DA2 (ZH588) arrived at RAF Brize Norton on November 10th 1997 for three days of ground refuelling trials w ith a TriStar of
No 216 Squadron. It left on November 14th.

By November 21st 1997, the total number of flights had reached 532, accumulating just under 465 hours. Of these, DA2
had flow n 187 times for 154 hours, and DA4 14 times for 16 hours. When combined, these represent 37.8% and 36.6% of
the totals respectively, w hich are close to the UK's share of the program.

DA7 (MMX603) became the first Eurofighter to launch a guided missile, an AIM-9L Sidew inder, w hich it did on December
15th 1997. The firing w as carried out at Mach 0.8 over Decimomannu on Sardinia by Alenia's test pilot Maurizio Cheli. DA7
also successfully released an AIM-120 AMRAAM.

DA2 (ZH588) w as fitted w ith a spin-recovery parachute, in preparation for testing the latest release of the flight control
softw are. DA3 (MMX602) has flow n w ith under-w ing 1000-liter fuel tanks.

DA2 (ZH588), despite still having RB199 engines, w as taken to Mach 2 by BAe CTP Paul Hopkins in January 1998.
Afterw ards, the aircraft carried out a series of successful refuelling trials w ith an RAF VC.10 tanker over the Irish Sea. In
consequence DA2 achieved its longest flight so far, w ith more than 4 hours in the air.

Long-term fatigue testing of the Eurofighter structure in Germany had reached more than 15000 simulated flight hours by
early 1998.

In April 1998 British 2-seater DA4 (ZH590) w as flow n for the first time by an all-RAF crew , w hen EF2000 Project Pilot Sqd
Ldr Craig Penrice and Flt Lt Kevin Wooff made a 1hr 7min flight from BAe Warton. This w as DA4's 26th flight.

In May 1998 DA3 (MMX602) performed a display at Pratica de Mare to mark the 75th anniversary of the Italian Air Force.

Eurofighter DA5 (98+30) w as displayed at ILA 98 in Berlin in May 1998, w here it pulled 7G for the first time in an airshow
demonstration. At ILA 98 MTU and ITP revealed their design for a thrust-vectoring nozzle for the EJ200 engine.

Immediately after ILA 98 DA5 undertook a deployment to Rygge airbase in Norw ay, w here it completed a series of flight
demonstrations, and carried out maintenance handling trials in a RNorAF hardened shelter.

British tw o-seater DA4 (ZH590) flew in formation w ith the Red Arrow s at the Royal International Air Tattoo at RAF Fairford
on July 25th and 26th 1998.

In early August 1998 it w as announced by Eurofighter GmbH that Eurofighter DA7 (MMX603), operating from Decimomannu
in Sardinia, had successfully carried out the first jettison of a 1000-liter drop tank at a height of 1600m and a speed of 630
km/hr.

At the same time DA1 w as being fitted w ith EJ200 engines, Martin-Baker Mk 16 ejection seat and upgraded avionics; DA4
had completed its ground-based lightning strike trials; and DA6 had completed a series of trials to prove operability levels in
hot climatic conditions.

By August 11th 1998 the seven development aircraft had completed 780 flights for more than 750 hours.

The Typhoon completed its Major Airframe Fatigue Test (MAFT) at Ottobrunn, Germany in early September 1998. The MAFT
involved 18000 hours of testing, representing three times the aircraft's airframe life of 6000 hours over 30 years.

DA5 (98+30) w as displayed at the 1998 Farnborough Air Show , but a fault prevented it from appearing on the public days.
On the trade days it w as flow n alternately by BAe CTP John Turner and DASA CTP Chris Worning. At the time DA5 w as
closest to production standard of the seven-aircraft test fleet.

Royal Norw egian Air Force test pilot Major Frode Evensen flew DA5 on three evaulation flights in December 1998. At a
press conference in London on January 26th 1999 Maj Evensen gave his personal opinion of the aircraft, w hich w as
favourable: "Eurofighter is very easy to fly, and in a combat situation the fighter pilot has all the 'tools' he needs to w in the
air battle. Eurofighter is absolutely the fighter pilot's aircraft".

As at January 31st 1999, the development aircraft had flow n the follow ing hours:

Aircraft Flights Hours

DA1 123 126 h 20 m
DA2 257 216 h 42 m
DA3 151 122 h 19 m
DA4 37 36 h 52 m
DA5 115 71h 5 mm
DA6 106 96 h 10 m
DA7 120 75 h 10 m
Total 909 744 h 38 m

It w as announced on April 28th 1999 that UK Defence Secretary George Robertson had completed a 60-minute flight out of
Warton in DA4, w ith Eurofighter project pilot John Turner at the controls.

On May 4th 1999 it w as announced that the Eurofighter development program had explored about 90% of the aircraft's
baseline flight envelope. DA2 had completed its baseline flutter trials at Mach 1.2 and 750 knots EAS (equivalent to 800
knots TAS), and had also flow n to an altitude of 15200m. The aircraft is equipped w ith the new Aircrew Services Package
(ASP) w hich provides the pilot w ith pressure breathing at altitude and w hile pulling G.

DA3 has flow n w ith fully-functioning 1000 liter supersonic fuel tanks, and w ith subsonic 1500 liter subsonic tanks. The
aircraft reached Mach 1.6 w ith up to three 1000 liter tanks attached, w hich is a major achievement for a fighter aircraft.

In Germany, DA5 flew w ith the latest version of the flight control softw are, FCS 2B/1, w hich now includes auto-throttle and
autopilot functions. DA4 w as also fitted w ith the same softw are, but w ith an active rear seat. As a result DA4 w as flow n
from the rear seat for the first time. Both aircraft w ere fitted w ith the IOC production standard ECR90 radar.

DASA test pilot Wolfgang Schirdew ahn, flying DA5, made the Eurofighter's 1000th flight on May 18th 1999.

Eurofighter DA7 appeared in the flying display at the 1999 Paris Salon.

The Chief of Staff of the Hellenic Air Force, Lt Gen Litzerakos, flew DA6 at CASA's Getafe facility on June 9th 1999. In July
1999 Eurofighter GmbH opened a Programme Office in Athens.

Air-to-ground w eapons testing began in June 1999 w ith pit drops from DA3 at Caselle.

In July 1999 Major Evensen, a test pilot from the RNorAF Materiel Command, flew tw o test missions in DA5. The first
focussed on assessment of autopilot/autothrottle functions based on the new standard of FCS softw are. In the second,
Maj Evensen checked out the operating modes of the ECR90 radar.

As at September 22nd 1999 DA3 had successfully carried out static drop tests w ith Mk 82 bombs; DA5 had carried out the
first simultaneous radar engagement of four targets; DA6 had undergone high-temperature environmental trials (41oC at
Moron AB); DA7 had successfully dropped a 1000-liter tank at Decimomannu.

Eurofighter DA5, flow n by Chris Worning, deployed to Tanagra AFB in Greece on November 4th 1999 in support of the
Hellenic Air Force's open day on November 8th.

By the second w eek of December 1999, the Eurofighter development aircraft had completed over 1070 sorties totalling
more than 870 flying hours.

During February/March 2000 Eurofighter DA6 w as tested in the environmental hanger and blow er tunnel at DERA
Boscombe Dow n. In the Environmental Hanger the aircraft w as exposed to extreme temperature ranges and humidity levels
to simulate the conditions it could be expected to face in operational conditions around the w orld. The Blow er Tunnel w as
used to produce realistic icing conditions on the ground before in-flight trials are carried out.

On June 1st 2000 it w as announced that DA4 had completed the first night flight by a 2-seat development aircraft. Project
pilot Keith Hartley flew the aircraft on a 66-minute flight from BAE Systems/Warton and RAF Valley. Craig Penrice w as in
the rear seat.

The development aircraft have accumulated 1300 flights so far (June 1st). DA3 has carried out fuel transfer tests w ith
external tanks, CICT Test validation and a one-engine re-light. DA4 has had its engines stripped dow n and rebuilt. DA5 is
being prepared for w ater show er testing and landing gear door icing testing. DA6 hs completed environmental tests at
DERA Boscombe Dow n (see above).

Typhoon flight control softw are version 2B/2 w as cleared for flight in late May 2000 and w as expected to fly on DA2 at
BAE System/Warton by mid-June. The aircraft also flew w ith revised avionics (3B1 and 3B2) and utility control softw are.
These softw are releases are said to have most of the functionality of the IOC standard set to fly early in 2001. Avionics
softw are 3B2 is due to be cleared in November w ith the IOC standard 3C in December. IOC-standard FCS softw are is set
for delivery in January 2001.

DA2, fitted w ith the 2B/2 version of the FCS softw are, flew from Warton on Friday July 7th 2000 w ith project pilot Keith
Hartley at the controls. This w as the first flight trial of the 2B/2 softw are, w hich is said to greatly improve the handling and
is an important milestone on the w ay to series production.

In early December 2000 DA6 completed a modification program during w hich its radar and avionics w ere updated, and a
new release of the flight control softw are w as installed.

In early June 2001 DA7 carried out tw o w eeks of w eapon trials at the Decimomannu range on Sardinia. During this period it
launched an AMRAAM separation/control test vehicle to check the separation trajectory from the aircraft. The missile w as
launched from an altitude of 1000m at a speed of Mach 0.9. DA7 also released an ASRAAM missile from an altitude of
1600m and a speed of Mach 0.89 w hile in a 6g turn. An AIM-9L Sidew inder w as also launched.

At the 2001 Paris Air Show it w as announced that the latest CAPTOR radar softw are, w hich w ill give the Typhoon its
sw ing role capability, has been formally delivered by Euroradar to Eurofighter GmbH. The softw are has been extensively
tested in BAE Systems' BAC111 testbed, and further testing of its air-to-surface modes w ill be carried out by DA4 and
DA5.

Also at Paris 2001 the Italian DA7 prototype put on a "spirited and exciting flying display" w hich quite simply stole the show
and drew applause every day.

On August 6th 2001 DA1 successfully carried out the first test of the German Air Force's buddy-buddy refuelling pod,
w hich w as carried by a GAF Tornado. The flight lasted one hour and 41 minutes and w as another milestone tow ards the
introduction of the Typhoon into the GAF.

On September 6th 2001 the Chief of the Luftw affe Air Staff, Lt General Gerhard Back, made a 55-minute flight in the rear
seat of aircraft DA6 from Manching, together w ith German test pilot Heinz Spölgen. After landing, General Back stated "With
Eurofighter the Luftw affe w ill get exactly the flying w eapon system w hich is needed to fulfill all future requirements".

By September 2001 the seven Eurofighter development aircraft had accumulated more than 1400 hours flying time in 1750
flights.

In early November 2001 DA4 re-entered the flight test program follow ing an extensive period on lay-up. During the lay-up
the aircraft underw ent significant upgrades to the Avionics and Pow er generation systems, as w ell as completing the first
phase of the Defensive Aids Sub System (DASS) ground trials in the Electronic Warfare test facility at BAE
Systems/Warton. The trial w as a great success and w as a major risk reduction activity for the standard of aircraft beyond
Initial Operational Clearance.

DA4’s first flight back in the program concentrated on "shaking dow n" all the major systems of the aircraft, w ith particular
emphasis on the engines, radar, Advanced Medium-Range Air-to-Air Missile (AMRAAM) integration and Ground Proximity
Warning System (GPWS).

Pete Travis, Flight Development Integrated Product Team Leader, said: "Overall the aircraft w as in great shape after a long
period on the ground, w hich is testament to the ground crew team that prepared it for flight".

Over the coming w eeks the aircraft w ill be involved in priority flight trials to support the initial clearance into service of the
aircraft next year. In particular it w ill concentrate on assessment of the w eapon system as a w hole including AMRAAM and
Advanced Short-Range Air-to-Air Missile (ASRAAM) integration w ith the radar and GPWS. In the medium term a first flight
assessment of the DASS, including on-range flight trials w ill be carried out at RAF Spadeadam in Northumberland, the
RAF's Electronic Warfare test range.

On December 18th 2001 Air Chief Marshal Sir Peter Squire, the UK's Chief of the Air Staff, became the first non-RAF test
pilot to fly the Eurofighter w hen he took control of DA4 during a 60-minute flight from BAE Systems' Warton facility. During
the flight the CAS experienced speeds in excess of 900mph and demonstrated the aircraft's supersonic, supercruise and
groundbreaking handling capabilities.

In February 2002 BAE Systems completed the final ejection test to qualify the tw o-seat Typhoon's crew escape system.
The test w as carried out at Martin-Baker Aircraft's facility near Belfast, and involved jettisoning the canopy and firing both
ejection seats in sequence at a speed of 600 knots.

During March 2002 development aircraft DA4 achieved three successes in one sortie: the longest ever flight by a
Eurofighter (4 hr 22 min), the first ever air-to-air refuelling of a Eurofighter carrying external tanks, and the first night
air-to-air refuelling. The tanking tests w ere carried out w ith a Boscombe Dow n-crew ed VC.10 over the Irish Sea.
Eurofighter Test Pilot Craig Penrice w as in the front seat of DA4, and RAF pilot Flt Lt Will Jonas in the rear.

The first production Typhoon, the Italian-built IPA2 (Instrumented Production Aircraft), made its maiden flight from Caselle on
April 5th 2002. IPA1, IPA2 and IPA3 w ill join the existing seven development aircraft in completing flight testing and
certification ahead of first customer deliveries later in the year.

The aircraft took off at 10:40 GMT from the Alenia Aeronautica plant at Caselle, piloted by Maurizio Cheli, Alenia’s Chief Test
Pilot for combat aircraft, and landed after 25 minutes. A second successful engine shakedow n flight w as undertaken later
in the afternoon lasting approx. 25 minutes.

The first German-built production Typhoon, IPA3, made its maiden flight from EADS-Germany's Manching plant at around
08:50 on April 8th 2002. EADS test pilot Chris Wörning and Lt Col Robert Hierl of the German Flight Test Center (WTD 61)
w ere at the controls. F-4F Phantom 38+13 w as the chase plane for the first flight. A second flight w as made at around
14:00 the same day, this time w ith Tornado 46+10 as chase plane.

British-built Typhoon IPA1 (ZJ699) made its maiden flight from BAE Systems' Warton facility on April 15th 2002. Piloted by
Eurofighter project pilot Keith Hartley, w ith Chief Test Pilot Paul Hopkins in the rear seat, IPA1's first flight lasted for 26
minutes.

In another milestone for the program, aircraft DA4 successfully carried out
the first fully-guided firing of an AIM-120 AMRAAM on April 9th 2002.
Piloted by BAE Systems test pilot Craig Penrice, w ith WSO Stan Ralph in
the rear seat, DA4 flew from Warton to the QinetiQ range at Benbecula in
the Hebrides, w here it successfully tracked and targeted a Mirach target.
The AMRAAM, w hich carried a telemetry package rather than a w arhead,
scored a direct hit on the Mirach, shooting it dow n into a safe area of the
Atlantic Ocean.

IPA1 (ZJ699) successfully completed five flights in the 10 days after its
maiden flight (ie 16-26 April 2002). All the flights w ere utilised for
Production Flight Acceptance Testing, air data testing or testing of the
production stick top. Turnround betw een flights w as achieved in as little as 45 minutes, and only tw o minor snags w ere
reported.

On the aircraft's fifth flight, tw o RAF test pilots w ere at the controls: Flt Lt Will Jonas w as in the front seat, w ith Sqd Ldr
Brian Kemp in the rear.

After these flights, the aircraft w ent into a lay-up priod, during w hich time some avionics equipment w ere upgraded, an FR
probe w ase installed, and flight test instrumentation w as completed. It then underw ent ground resonance, electro-magnetic
compatibility and Stage-B testing.

On May 28th 2002 it w as anounced that the first w ind tunnel tests of the Eurofighter Typhoon conformal fuel tank design
had been successfully completed in the high speed w ind tunnel at BAE Systems/Warton, using a scale model of the
aircraft. The tanks, w hich have a capacity of approximately 1,500 litres each, could extend the range of the aircraft by
more than 25% - a major selling point in the export market, and a vital element in developing Eurofighter Typhoon’s air-to-
ground capability.

On July 23rd 2002 BAE SYSTEMS announced that aircraft DA2 had successfully completed a series of high-risk,
asymmetric carefree handling flight trials designed to evaluate the Flight Control System (FCS) on the aircraft. "Carefree"
means that the pilot can perform w hatever action he w ants w ith the stick, pedals and throttle and the aircraft's flight control
system w ill protect the pilot and the aircraft by limiting parameters such as angle of attack, g-force and roll-rate, to a safe
level.

To test the FCS to the full, the aircraft w as fitted w ith the most demanding w eapon configuration. For these trials, w hich
are to clear the Eurofighter Typhoon for Initial Operational Clearance, this consisted of tw o AIM-120 AMRAAMs on the
right-hand under fuselage stations and a AIM-9 Sidew inder on the right-hand w ing tip. Other configurations w ill be tested in
the future as the aircraft proceeds through to full operational clearance.

DA2 w as the only Eurofighter Typhoon aircraft that can undertake these trials, because the aircraft can be fitted w ith an
anti-spin gantry and an emergency pow er unit. These safety measures are fitted to protect the pilot and the aircraft should
the FCS not react in the w ay that the results gained from rigorous testing on simulators and test rigs had predicted.

The first Spanish tw o-seat production aircraft, ST001, carried out ground engine running tests on September 11th and 13th
2002 at EDSA/Getafe, and ground taxi trials on September 20th 2002.

Flight trials of the Typhoon's Defensive Aids Sub-System (DASS) shaow ed that the system w as delivering performance
that meets or exceeds expectations. Recent trials (September 2002) covering the air-to-air and air-to-ground operation of
the Electronic Support Measures (ESM) and Electronic Countermeasures (ECM), have been conducted on a Typhoon
operating from BAE Systems' Warton facility.

This series of flight trials has been aimed at data collection, to optimize the performance of the final production-standard
equipment. Results have confirmed that the ESM and ECM are delivering impressive performance, and in particular have
demonstrated:

Excellent ESM parametric measurement

Accurate jamming of selected threats
Validation of the w ing tip pod cooling system
High levels of equipment reliability

On November 21st 2002 the program suffered its first loss, w hen the Spanish-built development aircraft DA6 (XCE.16-01)
crashed near the village of Belvis de la Jara, about 70 miles southw est of Madrid. The tw o crew , EADS/Casa chief test pilot
Eduardo Cuadrado and Spanish Air Force OTC pilot Ignacio Lombo, successfully ejected from the aircraft. The plane came
dow n in open countryside.

The aircraft w as fully instrumented, and flight-performance telemetry w as being data-linked to Getafe during the sortie, so
the crash investigation w ill have all the information needed to establish the cause of the accident. The six remaining
development aircraft and the programme’s first three instrumented production aircraft w ere grounded until the initial findings
of the accident w ere declared.

According to Jane's Defence Weekly, industry sources close to the [Typhoon] programme said that the Spanish board of
inquiry report into the crash of DA6 concluded that the aircraft lost pow er after an unexpected pow er surge affected both
EJ200 engines. The pow erplants installed aboard the aircraft at the time of the accident w ere tw o of just three from an
early production standard w ithin the Eurofighter test programme, said the sources. As such, no possibility exists that an
identical tw in-engine failure could occur, and there is accordingly "no safety issue w ith the aircraft", said one official.

On December 12th 2002 the Spanish Accident Investigation Committee reported the follow ing:

"Follow ing a detailed investigation of data relating to the accident involving Eurofighter Typhoon DA6 on 21 November,
2002, the official Government Accident Investigation Committee (AIC) met again on 05 December, 2002, and reported the
follow ing observations

The investigation has been provided w ith significant evidence that has identified areas of probable cause and the actions
required to address these. The exceptional effort made by Eurofighter and Eurojet to provide information and assistance
to the Committee is noted.

Eurofighter Typhoon DA6 w as fitted w ith tw o early development EJ200 engines (designated 03A standard). During a test
flight in the Toledo region of Spain the aircraft w as flying at 45,000 feet at a speed of Mach 0.7. While stabilising the
aircraft to perform the test point both engines suffered a surge that resulted in a double engine flame out. The aircrew
attempted to recover the situation but w ere unable to re-light the engines. Both crew ejected safely from the aircraft.

It is also noted that only one Eurofighter aircraft in the fleet is currently in use w ith these older engine standards. The
engines are being removed and replaced w ith a later standard pending further investigation. The AIC established that
subsequent engine models are not susceptible to similar effects. The remainder of the fleet operate later design standard
engines.

The Committee recommend a return to flying for the remaining engine types as early as possible follow ing National
Airw orthiness Authorisation and conditions."

In early 2003 experimental trials w ith air-to-ground softw are using aircraft DA1 (w hich w as on loan to EADS CASA )
began. This concentrated on load and handling tests to develop and test the pre-production softw are to Phase 5 standard.

On March 24th 2003 the four Typhoons manufactured by Alenia Aeronautica (DA3, DA7, IPA2 and IT001) flew in a 4-ship
formation at Caselle. DA3, piloted by Lt Col Lorenzo di Stefano, acted as target; DA7, piloted by Alenia test pilot Commander
Enrico Scarabotto, continued development of the FLIR sensor; IPA2, piloted by Alenia CTP Maurizio Cheli and Italian AF Col
Giovanni Fantuzzi, performed TACAN system qualification activities; IT001, flow n by Alenia TP Commander Marco
Venanzetti and It Col Natteo Maurizio, carried out acceptance activities.

On June 20th 2003 Eurofighter announced the successful completion of a range of Lightning Strike Tests on the Eurofighter
Typhoon Weapon System required as part of Type Acceptance clearance. The tests, carried out at BAE SYSTEMS Warton,
w ere performed on Series Production Aircraft BT002 and w ere required to ensure that all systems on the aircraft remain
operational in the event of the aircraft being struck by lightning.

During the test programme, the aircraft ran "live" w ith all necessary systems sw itched on. The aircraft received hundreds
of strikes of betw een 20k and 150k Amps before reaching the specified 200k Amp strike.

EADS CASA announced on July 21st 2003 that development aircraft DA1 had carried out in-flight refuelling trials w ith a
B707 tanker aircraft of the Spanish Air Force.

During more than an hour several approach manoeuvres w ere performed and the aircraft simulated different flight
conditions. The docking manoeuvres w ere achieved perfectly in all cases and fulfilled the test requirements. The test w as
carried out in a specifically controlled area at an altitude of 15000 feet.

Within the development programme one of the objectives of the flight tests is to evaluate the aircraft’s behaviour in this kind
of manoeuvres and the correct performance of the Eurofighter during in-flight refuelling operations.

In 2003 a Falcon 20 aircraft w as specially fitted out to accelerate the operational testing, evaluation and rolling development
of the Eurofighter Defensive Aids Sub System (DASS). Mike Rickett, BAE Systems Avionics DASS Project Director, said
"Follow ing a series of shakedow n flights, the DASS has successfully demonstrated its ability to simultaneously detect and
jam multiple Air Defence w eapon radar tracking systems, during sorties over the RAF Spadeadam EW Training Range." He
expressed complete satisfaction w ith the results achieved so far. Performance exceeded our expectations and has
already surpassed those obtained from the successful series of trials conducted in Typhoon DA4, during the autumn of
2002.

On August 27th 2003 Eurofighter DA1 flew the first captive flight trials of the IRIS-T (Infra Red Imaging System – Tail/Thrust
Vector Control) short range air-to-air missile at Getafe. Tw o missile w ere fitted to the DA1 w ing tip stations.

The 30 minute flight w as designed to confirm handling and behaviour of the missile w hen fitted to the aircraft. It marks the
start of the IRIS-T flight test program that w ill culminate in five live firing tests planned for later in the year that w ill qualify the
missile w ith Eurofighter Typhoon. Further flight testing w ill evaluate handling, flutter, environmental, safe separation and
avionics testing. This additional testing w ill be conducted by EADS Military Aircraft in Manching and Getafe and by Alenia
Aeronautica at sites in Italy.

On October 1st 2003 Eurofighter GmbH announced the start of

integration of the METEOR Beyond Visual Range Air-to-Air Missile to
the Eurofighter Typhoon Weapon System, follow ing the successful
completion of the first phase of "fit and form" trials at BAE
Systems/Warton. The trials w ere conducted w ith a representative
METEOR missile and Eurofighter Typhoon IPA1. The Meteor
Development programme w ill include flight trials, w hich w ill be
conducted in 2005.

On October 9th 2003 Typhoon flight testing w as suspended follow ing

the emergency landing of a German test aircraft after brake
problems. (Does anybody know w hen the restriction w as lifted?)

In December 2003 EADS announced that Eurofighter Typhoon DA1 had completed a first series of air-to-surface w eapons
flight test. The aircraft w as armed w ith tw o 2000lb GBU-10 w eapons, fitted under the central w ing stations. The flight
lasted 55 minutes and during this time, EADS CASA Test Pilot Alfonso de Castro, performed different flight conditions at
altitudes from 10,000 to 40,000 feet and at speeds of M 0.4 - M 0.9. Eurofighter Typhoon w ill conduct nine more GBU-10
flight tests before the end of the year. The programme w ill then continue testing different air-to-surface w eapons and
stores. Testing w ill involve Development Aircraft and Series Production Aircraft including the first single-seat production
aircraft IPA 4. IPA4 is expected to make its maiden flight by the end of 2003.

Also announced w as that DA7 had completed a number of key milestones in firing trials conducted in early December at the
Air Weapons Range in Decimomannu. Tests included firing AIM-9L Sidew inders and ASRAAM from the outboard w ing
station.

In February 2004 Eurofighter announced that electromagnetic compatibility (EMC) tests had been successfully completed on
the British Series Production Aircraft BS002 (Single Seater) at BAE SYSTEMS, Warton. Since the single- and tw o-seat
aircraft have different characteristics, EMC testing has to be conducted on both types of aircraft.

Also in February 2004 DA1 began a series of flight trials carrying tw o 2000lb GBU-10 Pavew ay II laser-guided bombs. The
aircraft w as flow at altitudes from 10000 to 40000 feet and at speeds of Mach 0.4 to 0.9 by EADS CASA test pilot Alfonso
de Castro. DA1 also flew asymmetric load trials, carrying a single GBU-10 under one w ing and nothing below the other.

PS001, the fourth Typhoon Instrumented Production Aircraft (IPA4), successfully made its first flight on February 27th 2004
from Getafe.

As w ell as other aircraft destined for flight tests, the main role of IPA4 w as to continue w ith the certification of the design
and system functionality. This is a critical role in demonstrating the operational specification of the w eapon system to the
customer nations. The test plans involve flights directed tow ards verifying new audio and MIDS communications functions.

In PS001 (and in the production aircraft) the communications system has been enhanced w ith the implementation of Direct
Voice Input (DVI), the fuel system Direct Voice Output (DVO) information and a voice operated sw itch ( VOS) that can be
configured to be used w ith several helmets and radios interoperable betw een Eurofighter and other platforms.

Another new system is the MIDS (Multifunction Information Distribution System) that allow s the integration of information in
operational netw orks to define targets and new missions. MIDS permits secure exchange of air and ground data.

To enhance the navigation system TACAN, MILS (Microw ave Landing System) and DME-P (Distance Measuring Equipment
Precision) w ill also be added.

On April 6th 2004 Eurofighter GmbH announced the successful completion of the first in a series of in-flight firing trials of
the BK27mm Mauser cannon and the first air launch of an IRIS-T short range air-to-air missile (SRAAM) from the outboard
and ITSPL station. The trials w ere undertaken as part of a w eapons flight test campaign that w ill progressively clear
advanced missiles and systems for the Eurofighter Typhoon Weapons System.

The gun firing trials w ere carried out using aircraft DA3 at Decimomannu, Sardinia. Pilot Maurizio Cheli carried out the trials
at an altitude of 25000ft and a speed of Mach 0.7.

The IRIS-T trials w ere carried out using aircraft DA7, also at Deci. Pilot Enrico Scarabotto fired a missile from the ITSPL at an
altitude of 5000ft at Mach 0.8 w hile pulling 6g, and from the outboard station at 15000ft at Mach 0.7 w hile pulling 6.6g.

In late October 2004 the aircraft's Automatic Low -Speed Recovery system (ALSR) w as tested in the air for the first time at
Manching. EADS test pilot Karl-Heinz Mai, w ho w as flying German production aircraft GS002, said: "It w orked tremendously
w ell – ALSR is a real confidence-maker in the low -speed area of the carefree handling envelope. I’m convinced this is one
of the most impressive features of this aircraft !"

Mai made a cautious approach to a few low -speed recovery corner points. Having rapidly gained confidence in the system
he w as able to enter the extreme low -speed recovery set-up w ith 70 degrees nose-up attitude and pow er idle. The system
then w orked as described - w ithout any pilot action.

On November 19th 2004 Eurofighter announced the successful completion of the first full night-time air-to-air refuelling by
the Typhoon. The trial, performed by Typhoon IPA2, flying out of Practica di Mare Air Base, Italy, w as conducted under the
cover of darkness as part of an AAR campaign focused on qualifying the aircraft for night-time refuelling missions.

The test w as carried out by Alenia Aeronautica as the first in a series of eight integration exercises consisting of both day
and night refuelling flights. During the night sortie, particular attention w as paid to aircraft performance in terms of operating
w ith the aid of only the lights from the refuelling aircraft and from the basket. The tests also validated the design decision of
not including lighting in the refuelling probe w ith the aircrew involved encountering no difficulties in the execution of the
tests.

On December 9th 2004 Eurofighter Typhoon IPA4 arrived at the

Sw edish Air Base at Vidsel to carry out 3 months of Cold
Environmental Trials (CET). The purpose of the CET w as to verify the
operational behaviour of the aircraft and its systems in temperatures
w hich w ere consistently betw een -25 and -31°C.

During CET, IPA4 provided more than 45 proofs of performance, both

on the ground and during the 17 flights it undertook. The fault-free
operation of the entire aircraft and its on-board systems w as verified
w ithin the required low -temperature range. In preparation for each
test, the aircraft w as parked overnight in the open, exposed to w ind
and w eather. This ensured that the airframe and systems had a real
"cold soak". With the aircraft "deep frozen" in this w ay, among other things the procedures up to "ready for takeoff" and
the observation of a tw o-hour cockpit readiness in stand-alone operation, during w hich the pow er supply for the aircraft
systems only comes from the on-board APU, w ere tested and documented for the user air forces. The interest in these
tests focused on the behaviour of aircraft systems relying on fluids, for example the hydraulic and fuel systems along w ith
the associated aggregates, such as pumps, landing gear, airbrake and air conditioning system. Further integral parts of the
CET w ere ground routines, such as the opening and closing of the external maintenance and access panels, as w ell as
refuelling, on- and off-loading of various external stores up to a maximum landing w eight of just under 19 tonnes.

Ironically, the temperatures at Vidsel w ere initially not cold enough for CET conditions. The Eurofighter team took advantage
of this situation to carry out some unscheduled trials, such as taxiing on icy and snow -packed runw ays.

IPA4 returned to Getafe on March 10th 2005, stopping en route at the German air base at Laage, w here JG73 w as based.

On March 2nd 2005 IPA2 flew from Caselle w ith underw ing fuel tanks and four GBU-16. During the same series of trials,
DA3 flew w ith four GBU-10s during September 2005.

British-build tw o-seater ZJ804 (ISPA1) departed BAE Systems/Warton on February 3rd 2005 to Lajes, en route to China
Lake as part of Exercise "High Rider". The aircraft w as crew ed by a BAE Systems test pilot and a Typhoon OEU pilot.
ZJ804 made the transatlantic crossing w ith the help of RAF VC10 and Tristar tankers, before conducting an
unaccompanied transit across the USA from Bangor, Maine to China Lake, Calif., stopping to refuel at Little Rock AFB,
Arkansas and Cannon AFB, New Mexico. The Typhoon began flying again immediately after its arrival undertaking trials
w ork to evaluate the aircraft's w eapon system in an operational environment.

On March 15th 2005 it w as announced that Typhoon DA4, piloted by BAE Systems Chief Test Pilot Paul Hopkins w ith Dave
Sully in the rear seat, had participated in AMRAAM trials at the QinetiQ Deep Sea Range at Benbecula in the Outer Hebrides.

The profile for this test required the Typhoon to track tw o Mirach targets by radar, to simulate an attack on one using a
captive AMRAAM missile w hile simultaneously attacking the second w ith an active missile. The active AMRAAM scored a
direct hit on the target and destroyed it.

Flight trials of the BAE Systems Striker helmet-mounted display system for the Typhoon began in March 2005. The full
development trial sorties marked the first flights of a binocular, visor-projected, night-vision-capable helmet on a fighter
aircraft.

Additional trials are planned throughout 2005, and production-ready versions of the helmet w ill fly in the latter part of 2005
— clearing the w ay for production for Typhoon Tranche 1 and Tranche 2 aircraft.

In April 2005 aircraft DA3 w as reported to be about to complete the final gun-firing demonstration to clear the operation of
that part of the w eapon system. Also, flight testing of the new Phase 4 Flight Control System softw are for Block 2b has
begun.

In May-June 2005 flight testing of an upgraded avionics standard w as completed, providing operational evaluations of the
updates to the radar, DASS and Sensor Fusion for Batch 2 aircraft. A total of eight Typhoon flights (10 hours) supported
the QU2 PSQS (Preliminary System Qualification Statement) (plus nine Tornado flights), and thirteen Typhoon flights (sixteen
hours) supported the Customer OTC (Official Test Centre) Mission Assessment (plus nine Tornado and four Haw k flights).

The Weapon System w as evaluated thoroughly w ith seven 2v2 Sensor Fusion flights, one 2v4 Sensor Fusion flight and
five dedicated DASS flights designed to fully test the avionics. The overall performance w as encouraging considering the
fairly aggressive operational testing conducted during the Mission Assessment, w ith the feedback from the operational
pilots confirming their favourable impressions.

During May 2005 an RAF Typhoon successful fired Advanced Short-Range Air-to-Air Missiles (ASRAAM) against targets
at the Aberporth range on the Welsh coast. These w ere the first in-service missiles launched by Typhoon, w ith each
successfully launched and guided to the target. Data from the tests confirmed that all the RAF's objectives w ere met.

In early July 2005 EADS/CASA began long-term tests of a Eurofighter under operational conditions at the Spanish Air Force
base of Morón (near Seville). Follow ing the Cold Environmental Trials carried out last w inter in Sw eden, the instrumented
production aircraft IPA4 and the mobile telemetry station w ere transferred from Getafe to Morón for hot-w eather trials.
Morón provides optimum conditions for these trials, particularly high temperatures (40°C or above), w hich w ill provide the
proof that Eurofighter meets all its operational requirements. In addition, the proximity of the Atlantic Ocean offers flight
corridors that also allow low -level supersonic flights, another common requirement for most of the planned flight tests.

As Eurofighter gives the user air forces an integrated Netw ork Enabled Capability (NEC), w hich is indispensable for future
operations, the Spanish Air Force w ill actively support the tests by locating its MIDS (Multiple Information Distribution
System) ground station at Morón and flying one or tw o operational Eurofighters in joint missions w ith IPA 4. EADS/CASA
w ill place its MIDS station at Talavera Air Base (near Portugal) and operate it from there. These circumstances w ill create
the necessary netw ork to conduct most favourable Data Link tests.

IPA4 has been upgraded to Block 2B standard, w hich comprises the FLIR (Forw ard Looking Infra Red) sensor and the
DASS (Defensive Aids Subsystems) on-board electronic self-protection system. Completion of the 41-flight programme,
w hich is due in September 2005, w ill make an important contribution to punctual type acceptance of Block 2B.

On September 13th 2005 it w as reported that BAE Systems/Brough had completed 1000 hours of full-scale fatigue testing
of the Typhoon airframe. This testing, know n as "Production - Major Airframe Fatigue Test" (P-MAFT), involved the
application of half a million load distributions, and w ill be repeated 18 times to complete the full scale test over 5 years (the
equivalent to a 25-year in-service life).

The next major milestone w ill be 3,000 hours of testing equating to approximately 1,000 hours of flight clearance, at w hich
point physical testing surpasses clearance by calculation.

The P-MAFT Typhoon comprises all six major units (front, centre and rear fuselages, left and right w ings and fin), flying
surfaces, canopy and w indscreen and the undercarriage. On the test, aerodynamic loads are applied to the structure along
w ith internal pressures to the cockpit and fuel tanks. Inertia loads generated by the major masses, such as the engines,
pylons and avionic components are also applied.

On December 15th 2005 Typhoon F.2 ZJ917/AE w as fitted w ith tw o GHTM (Ground Handling Training Missile) Meteors on
the port and starboard forw ard fuselage stations. The missile represents the dynamic properties of an operational missile
such as size, mass and aerodyamic configuration. This w as the first time that a Meteor had been flow n on board a
Typhoon.

Eurofighter DA1 98+29 made its 577th and last flight at Manching on
December 21st 2005 before being retired from flight testing.

Typhoon flight development has entered its final stages, w ith more than tw o
thirds of the flight test programme achieved by early 2006. The testing of the
air-to-air carefree handling Flight Control System softw are is almost finished.
The last clearances for the Phase 4 softw are, necessary for the Block 2B
standard aircraft, w ere finalized over the summer.

Aircraft DA2 conducted carefree handling tests, low speed flying, and
asymmetrical load trials in spring 2006. This aircraft w as picked for these
tests as it is the only test aircraft fitted w ith an anti-spin gantry to prevent
the aircraft departing during extreme flight maneuvers.

DA3 carried out performance testing in respect to lift and drag, and also released air-to-ground w eapons during the
summer of 2006.

IPA1 focussed on the clearances for Pavew ay II and concentrated on flutter and vibration flight testing, envelope
expansion and jettison of Pavew ay II, starting at the end of February 2006.

IPA3 w as used for under w ing load tests w ith the full air-to-air w eaponry load plus up to four Pavew ay II and external fuel
tanks.

IPA4 focussed on the GBU-16 laser-guided bomb. Having concluded electro-magnetic compatibility (EMC) tests w ith the
GBU-16, IPA4 w as used for flutter and vibration testing, pit drops and actual separation of GBU-16 including basic handling
tests throughout the summer of 2006.

IPA5 w as set for carefree handling, low altitude and transonic testing.

After conclusion of the tests, final clearances for the Full Operational Capability (FOC) specified w ith the Main Development
Contract w ere obtained in 2007 and became available for Block 5 aircraft.

On February 21st 2006 IPA3 made its first flight carrying four UK Pavew ay II LGBs at Manching.

On April 4th 2006 IPA1 got airborne from Warton w ith six 1000lb Pavew ay IIs, tw o Sidew inders and a 1000-litre centreline
fuel tank, demonstrating the aerodynamic stability of the aircraft in a heavy load configuration.

The first releases of air-to-surface w eapons in the history of the Eurofighter programme w ere carried out by EADS/CASA
utilising IPA4 on May 4th and 5th 2006.

On June 29th 2006 IPA1 successfully released the first UK Pavew ay II from a Typhoon, jettisoning the store over the
Aberporth range at an altitude of 15000 feet and a speed of 450 knots. The aircraft made eight further drops before a brief
layup.
For the first drop EADS/CASA test pilot Alfonso de Castro took off from Moron AFB. The Eurofighter, accompanied by an
F-18 from the Spanish Air Force, made several approaches to the planned impact point in order to check the release
procedures and the video cameras for the flight-test documentation. In the hot run, a GBU-16 w as jettisoned from the
centre pylon of the starboard w ing. The follow ing day, company test pilot Carlos Pinilla dropped another GBU-16 from the
inboard pylon of the starboard w ing.

Both jettison tests w ere completely successful and met all flight test objectives. The most prominent ones w ere to verify the
safe separation of the stores from their pylons, and to verify aircraft behaviour during and after the jettison trials. Of
extreme importance w as also the evaluation of the armament control system, the flight control system and the overall
avionics performance during the w eapon jettison sequences. To reach the final GBU-16 clearance, the programme
foresees four more test sorties, to be performed by EADS CASA w ithin the next tw o months.

IPA4 loaded w ith four GBU-16s

At Farnborough International in July 2006 BAE Systems' project pilot Mark Bow man displayed IPA1 carrying a full
"sw ing-role" w eapons load, w ith four AIM-120 AMRAAMs, tw o AIM-9s and six 1000lb UK Pavew ay II LGBs.

On September 29th 2006 it w as announced that 5,000 Typhoon flights had been completed by the four nation (11 aircraft)
industry test fleet.

On November 20th 2006 Eurofighter flew the first Litening III targetting pod on IPA3 for environmental data gathering at
Manching.

In early December 2006 aircraft DA4 marked tw elve years as a development aircraft (completing 650 flights) w ith a flypast
at Warton. The aircraft w as transferred to RAF Coningsby on December 13th 2006, w here it is being used as a ground
instructional airframe. But there are moves afoot to preserve the historic aircraft, w hich achieved so many of the significant
milestones of the Typhoon development programme.

On March 19th 2007 the Typhoon test fleet reached 5,000 flying hours. The milestone flight, piloted by Capt. Carlos Esteban
Pinilla (EADS/CASA Eurofighter test pilot), saw IPA4 undertake environmental data gathering w ith a Meteor air-to-air missile.

Five development aircraft have already completed their contracted tasks. The last one, DA7, continues to w ork alongside
the five IPA and ISPA1. The focus for the flight test programme is completing the Final Operational Capability standard to
close the main development contract, and finalising the w ork on the Infra-Red Search and Track (IRST)/ Forw ard-Looking
Infra-Red (FLIR), the new helmet plus further air-to-ground testing. Also w ork on the integration of a Laser Designator Pod
(under contract for the Royal Air Force) is continuing. Aerodynamic testing has already been done by IPA3 at EADS Military
Air Systems.

DA5 is in the process of being readied for first flights w ith the CAESAR electronic scanning radar antenna, the enhanced
radar under development by the EURORADAR consortium as a potential replacement for the CAPTOR radar. The flights w ill
be conducted at EADS Military Air Systems’ facility in Manching, Germany.

Additionally, tw o further test aircraft are in final assembly and are scheduled to join the test fleet for clearance w ork on
Tranche 2. IPA6, at BAE Systems, is a Tranche 1 aircraft w ith Tranche 2 avionics and new standards of hardw are and
softw are, and w ill be used to clear the first Tranche 2 capability standard (Block 8) into service. IPA7, a German
single-seat aircraft, is the first real Tranche 2 Eurofighter Typhoon and w ill be operated by EADS Military Air Systems, at
Manching.

On May 8th 2007 aircraft DA5 flew at EADS/Manching carrying the CAESAR
(CAPTOR Active Electronically Scanning Array Radar) demonstrator system.
DA5 w as recently retired from the main Eurofighter development programme,
during w hich it had been the principle test aircraft for the CAPTOR radar
currently in service, and w as therefore ideally suited to trial the new
 antenna.

CAESAR introduces Active Electronically Scanning Array (AESA)

technology w hich replaces mechanically steered antennas and high-pow er
transmitters w ith an electronically steered array on the basis of
transmit/receive modules. This array is made up of more than 1,000
transmit/receive modules w hich give the radar unprecedented versatility and reliability. This enables new mission
capabilities for combat aircraft such as simultaneous radar functionalities, air surveillance, air-to-ground and w eapon
control.

A production version of the new antenna could be available for Tranche 3 or as a retrofit in Tranche 2 aircraft. While
maintaining the excellent performance features of the CAPTOR radar, the new antenna provides a significant reduction in
operating costs as w ell as certain performance enhancements, and can be readily fitted as a replacement for the current
antenna w ith no significant aircraft modification.

The first Tranche II EJ200 engine made its first flight from Caselle di Torino Airport on September 14th 2007. The engine w as
installed in Eurofighter IPA2 for flight testing purpose. During the test, IPA2 carried out supersonic flight and handling
manoeuvres. The EJ200 engine behaved perfectly during the tests and exceeded all expectations.

Tthe Tranche II engine w as installed in the right-hand bay of IPA2, w ith a Tranche I engine in the left bay. These tests
demonstrated the compatibility of a Tranche II engine in a Tranche I aircraft.

Betw een November and December 2007, a second phase of flight-testing w ith tw o Tranche II engines in Tranche II-
configured IPA2 w ill take place.

In early October 2007 Typhoon Instrumented Production Aircraft 6 (IPA6), based at BAE
Systems/Warton, completed engine run tests. This w as the first time that the aircraft
had w orked as a complete system independently of ground support equipment and a
major milestone tow ards clearing the aircraft for first flight later this year.

Follow ing its first flight, IPA6 w ill carry out crucial testing leading to the delivery of the
first Tranche 2 aircraft to the four Eurofighter partner nations and the development of
the capability required by potential export customers.

Aircraft IPA5 has been modified w ith extended w ing leading edges w hich have been elongated up to the intake. This is
aimed at improving the aircraft's performance at high angles of attack.

Aircraft IPA6 (BS031) made its maiden flight from Warton on November 1st 2007 w ith Mark Bow man, Eurofighter Typhoon
test pilot at BAE Systems, at the controls. The aircraft w as airborne for 54 minutes.

IPA6 w ill be used for Tranche 2 flight test. Its first task w ill be to accomplish Block 8 Type Acceptance in April 2008.

While IPA6 is essentially a Tranche 1 standard aircraft, it uses the full Tranche 2 mission computer suite and avionics
features. IPA7 (GS029) is the first aircraft that represents the full Tranche 2 build standard. The first flight of IPA7 is
expected before the end of 2007 at Manching.

On November 12th 2007 BAE Systems announced that the Typhoon Combined Test Team (TCTT), comprising staff from
BAE Systems and the RAF, had successfully completed the first mission to drop a laser guided bomb, scoring a direct hit at
the Aberporth range in the UK.

The trials aircraft, BT005 (ZJ804), w as flow n by Flt Lt Dave Bow lzer from 17 Squadron and BAE Systems test pilot Paul
Stone. It completed the first fully laser guided w eapon release using the Litening III laser designator pod. The w eapon
dropped w as an Enhanced Pavew ay II w hich w as successfully guided onto the target to achieve the DH. This live w eapon
release follow s a series of trial sorties w ith the LDP and dummy w eapons to prove the mission and avionics systems.

The first Tranche 2 Eurofighter Typhoon made its first flight at EADS/Manching on January 16th 2008. Instrumented
Production Aircraft Seven (IPA7/GS029) w as piloted by EADS Test Pilot Chris Worning.

The aircraft represents the full Tranche 2 build standard and its first prominent task w ill be to accomplish Type Acceptance
for Block 8, the first capability standard of Tranche 2, in April 2008. This w ork w ill be carried out together w ith the BAE
Systems-operated IPA6 based at Warton. IPA6 (BS031) is essentially a Tranche 1 standard aircraft but utilises the full
Tranche 2 mission computer suite and avionics features. The first series of EJ200 engine flight testing for Tranche 2 w as
successfully concluded at the end of November w ith IPA2 in Italy.

The significant Tranche 2 capabilities focus mainly on the new mission computers w hich deliver the higher processing and
memory capacity required for the integration of future w eapons such as Meteor, Storm Shadow and Taurus. Differences in
the build standard to Tranche 1 are related to changes in production technology or obsolescence.
At the end of October 2008 the test flight series to obtain certification of the single-seater and tw in-seater Eurofighter
aircraft for air-to-air refuelling from the Airbus A310 MRTT tanker began at Military Air Systems (MAS) in Manching. The first
refuelling flights using this tanker, during w hich the aircraft w ere continuously airborne for up to five hours, w ere
performed by the Eurofighter IPA 3 and 7 test aircraft. Certification of Eurofighter for in-flight refuelling from the Airbus
tanker aircraft is expected by the end of 2008. A total of nine certification flights are planned for this purpose.

In-flight refuelling tests of a tw in-seat Eurofighter Typhoon w ith a KC-130J Hercules of the Italian Air Force w ere
successfully completed at Decimomannu, Sardinia in early November 2008. Aircraft IPA2 flew 5 missions, of w hich one
w as in a "clean" configuration and the others had a configuration of three external fuel tanks, tw o under the w ings and one
on the centre fuselage station. During these tests, including one at night, IPA2 made eight "w et" contacts w ith the tanker

In November 2008 the Typhoon test and development fleet exceeded 6000 flight hours. The current test fleet consists of six
Instrumented Production Aircraft plus one Instrumented Series Production Aircraft (ISPA1).

Images of a Typhoon in BAE Systems' anechoic chamber and test rig

On March 31st 2009 an AMRAAM firing test w as carried out in southern Spain against a Mirach target. The objective of the
testing w as to fire the AMRAAM from a Typhoon (IPA4) w hilst its radar w as in passive mode and thus invisible to ESM
systems. The necessary target data for the missile w as acquired by the radar of a second Typhoon (IPA5) and transmitted
using the Multi-functional Information Distribution System (MIDS). The aircraft w ere an unspecified distance apart.
IPA5 flew direct from Warton to Moron AB on Thursday 12th March to assist in the trials, and recorded a flight time of tw o
hours and four minutes, covering over 1000 miles w ith tw o external fuel tanks and w ithout air refuelling. IPA4 w ill now
begin an 11 month lay-up in order to bring the aircraft up to Tranche 2 functionality.

On May 26th 2009 the Phase 1 Enhancement flight test programme saw the first flight of a P1E product on a Tranche 2
aircraft.

IPA7 took off from Manching and confirmed the functionality of the Missile Approach Warner prior to a dedicated trials
campaign to be carried out over the North Sea in early September.

The first P1E flights focused on aeromechanical aspects of the new stores to be integrated in the P1E Capability Package.
These w ere carried out by IPAs 1, 2 an,d 4 all of w hich w ere of the Tranche 1 build standard.

IPA7 w as also used to complete the P1E air vehicle trials w ith Flight Control Handling Qualities flights w ith the new class of
P1E 500lb precision guided bombs (Pavew ay IV). During June 2008 the aircraft flew w ith a load of six Pavew ay IVs, four
MRAMMs and tw o SRAAMs. This test w as important in order to demonstrate how the Flight Control System (FCS) reacts
w ith a full w eapons load.

IPA7 has also completed five Missile Approach Warning (MAW) flights, carried out w ith the support of a Luftw affe F-4
Phantom and a Tornado.

IPA6 has recently (June 2008) undergone a series of DASS test flights as w ell as Helmet Equipment Assembly (HEA) and
Forw ard Looking Infra-Red (FLIR) flights. IPA 6 is the test bed for the Service Release Package 5.1 w hich is due to be
introduced to in-service aircraft in the near future.

Meanw hile IPA1 commenced a sequence of fifteen Pavew ay IV jettison drops on June 18th 2009. The trials saw Pavew ay
IVs dropped in a number of store configurations to ensure safe separation and verify that bombs do not interfere w ith their
neighbours w hen released. Carried out over the Irish Sea w ith a full load of w eapons, RAF pilots Rob Elw orthy, Duncan
Forbes along w ith Mark Bow man and Paul Stone, test pilots from BAE Systems Warton base, flew the aircraft during the
trials.

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© David Hastings