Universitatea Politehnica Bucuresti Facultatea de Inginerie Aerospatiala

TEMA DE CASA

- Avion de vanatoare -Model EUROFIGHTER EF2000 TYPHOON

Titulari curs Student:Domocos George

S.I. ing. I. Predoiu Grupa:931 NA

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

Table of contents:

1. Introdiction

2. Origins

3. Testing & Upgradea

4. Design

4.1 Cockpit

4.2 Sensor

4.3 Armament

4.4 Airframe

4.5 Performance

5. History

6. Practical part

1. Introduction

Eurofighter Typhoon is a twin-engine, canard-delta wing, multirole fighter. It is

produced by three companies BAE Systems, Airbus Group and Alenia Aermacchi.

The whole project is managed by the NATO Eurofighter and Tornado Managemen

Agency.

Development of the aircraft effectively began in 1983 with the Future European Fighter

Aircraft program, a multinational collaborative effort between the UK, Germany, France,

Italy and Spain. Due to disagreements over design authority and operational

requirements, France left the consortium to independently develop the Dassault Rafale

instead.

Eurofighter Typhoon is one of the worlds most advanced new generation multi-

role/swing-role combat aircraft available on the market. With 707 aircraft ordered by six

nations (Germany, Italy, Spain, United Kingdom, Austria and the Kingdom of Saudi

Arabia), and in service with all nations, the aircraft is Europe’s largest military

collaborative program. Eurofighter Typhoon is the only fighter to offer wide-ranging

operational capabilities whilst at the same time delivering unparalleled fleet

effectiveness.

The Eurofighter Typhoon is a highly agile aircraft, designed to be an effective dogfighter

when in combat with other aircraft; later production aircraft have been increasingly more

well-equipped to undertake air-to-surface strike missions and to be compatible with an

increasing number of different armaments and equipment. The Typhoon saw its combat

debut during the 2011 military intervention in Libya with the Royal Air Force and the

Italian Air Force, performing reconnaissance and ground strike missions. The type has

also taken primary responsibility for air defence duties for the majority of customer

nations.

2. Origins

The UK had identified a requirement for a new fighter as early as 1971. While the design

would have met the Air Staff's requirements, the UK air industry had reservations as it

appeared to be very similar to the McDonnell Douglas F/A-18 Hornet, which was then

well advanced in its development. Simultaneous West German requirement for a new

fighter had led by 1979 to the development of the TKF-90 concept. This was a cranked

delta wing design with forward canard controls and artificial stability. Although the

British Aerospace designers rejected some of its advanced features such as vectoring

engine nozzles and vented trailing-edge controls, a form of boundary layer control, they

agreed with the overall configuration.

In 1979, Messerschmitt-Bölkow-Blohm (MBB) and British Aerospace (BAe) presented a

formal proposal to their respective governments for the ECF, the European Collaborative

Fighter or European Combat Fighter. In October 1979 Dassault joined the ECF team for

a tri-national study, which became known as the European Combat Aircraft. It was at this

stage of development that the Eurofighter name was first attached to the aircraft. By

1986, the cost of the programme had reached £180 million.

The maiden flight of the Eurofighter prototype took place in Bavaria on 27 March 1994,

flown by DASA Chief Test Pilot Peter Weger. On 9 December 2004, Eurofighter

Typhoon IPA4 began three months of Cold Environmental Trials (CET) at the Vidsel Air

Base in Sweden, the purpose of which was to verify the operational behaviour of the

aircraft and its systems in temperatures between −25 and 31 °C.[ The maiden flight of

Instrumented Production Aircraft 7 (IPA7), the first fully equipped Tranche 2 aircraft,

took place from EADS' Manching airfield on 16 January 2008.

3. Testing & Upgrade

The first production contract was signed on 30 January 1998 between Eurofighter GmbH,

Eurojet and NETMA. The procurement totals were as follows: UK 232, Germany 180, Italy 121,

and Spain 87. Production was again allotted according to procurement: British Aerospace

(37.42%), DASA (29.03%), Aeritalia (19.52%), and CASA (14.03%).

On 2 September 1998, a naming ceremony was held at Farnborough, United Kingdom. This saw

the Typhoon name formally adopted, initially for export aircraft only. This was reportedly

resisted by Germany, perhaps because the Hawker Typhoon was a fighter-bomber aircraft used

by the RAF during the Second World War to attack German targets.[30] The name "Spitfire II"

(after the famous British Second World War fighter, the Supermarine Spitfire) had also been

considered and rejected for the same reason early in the development programme. In

September 1998 contracts were signed for production of 148 Tranche 1 aircraft and

procurement of long lead-time items for Tranche 2 aircraft.[31] In March 2008 the final aircraft

out of Tranche 1 was delivered to the German Air Force, with all successive deliveries being at

the Tranche 2 standard.[32] On 21 October 2008, the first two of 91 Tranche 2 aircraft, ordered

four years before, were delivered to RAF Coningsby.[33]

6.Practical Part – General characteristic of the wing

1. Geometria aripii

- anvergura aripii b 10.95 m

- suprafata aripii S 50 m2

- coarda in axa fuselajului c0 5.9 m

- coarda la extremitatea aripii ce 1 m

- raza fuselajului in dreptul aripii Rf 0.85 m

- unghiul la bordul de atac 0 45 deg 0 0.785

- unghiul la 25% din coarda 25 60 deg 25 1.047

- unghiul la 50% din coarda 50 75 deg 50 1.309

- unghiul la 100% din coarda 100 90 deg 100 1.571

- coarda la incastrare

- alungirea b

2

S 2.398

- raport trapezoidalitate rc0

ce

r 5.9

- coarda medie aerodinamica cma

2

S

0

b

2

yc0

ce c0

0.5 by

2

d

cma 3.045 y 0

- pozitia cma fata de axa fuselajului

ycma root c0

ce c0

0.5 by cma y

ycma 3.19

DIAGRAMA DE MANEVRA

EUROFIGHTER TYPHOON

Calculul factorilor de sarcina corespunzatori diagramei de manevra :

z 16000 0 1.225

1.225 1 2.26105

z 4.225

0.184

S 50 ma 23500

Mc 1.9 To 216.65 c

0

Th To 6.5z

1000 a 1.4 8.314 28.9 Th

a 295.05

vc Mc a vc 560.595 ORIGIN 1

n1 7 n1 7

n2 0.6 n1 n2 4.2

Nm kg

sec2

ma 23500kg masa avionului

S 50 m2

suprafata portanta a aripilor

h 16000m inaltimea considerata pentru efectuarea calculelor

0.184kg

m3

densitatea aerului la inaltimea de 12000 de metri

a 295.05m

sec

viteza sunetului la inaltimea de 12000 de metri

Czmax 1.9 valoarea coeficientului de portanta maxima

Czmax' 0.9 Czmax coeficientul 0.9 semnifica imposibilitatea determinarii precise

a valorii coeficientului de portanta Czmax

Md 2 numarul Mach corespunzator punctului D al diagramei

Vd a Md viteza punctului D al diagramei este viteza maxima constructiva a

avionului

Vd 2124.36kph

Vd 590.1m

sec

DEFINIREA PUNCTULUI A

viteza minima de manevra si reprezinta viteza minima la care se poate

efectua o resursa cu factor de sarcina maxim Va2 n1 ma g

S Czmax'

Va 452.862

m

sec

Va 1630.305kph

numarul Mach corespunzator punctului A al diagramei de manevra Ma

Va

a

Ma 1.535

n' x( )1

2

S

ma g Czmax'

x

c

2

legea de variatie a factorului de sarcina

DEFINIREA PUNCTULUI C

Mc 1.85 nc n1

Vc Mc a Vc 1965.033kph Vc 545.843m

sec

DEFINIREA PUNCTULUI D

nd n1 nd 7

Vd 2.124 103

kph Vd 590.1m

s

DEFINIREA PUNCTULUI E ne 0

Ve Vd Ve 2.124 103

kph Me Md

Ve 590.1m

s

DETERMINAREA PUNCTULUI G

ng n2 ng 4.2

Czmax'' 0.65Czmax Czmax'' 1.235

Vg2 n2 ma g

S Czmax'' Vg 1.486 10

3 kph Vg 412.768

m

sec

MgVg

a Mg 1.399

n'' x( ) 1( )1

2

S

ma g Czmax''

x

c

2

DETERMINAREA PUNCTULUI F

Vf Vc Vf 1.965 103

kph Vf 545.843m

s

MfVf

a Mf 1.85

i 1 4 j 1 3 k 1 2

TRASAREA DIAGRAMEI DE MANEVRA

Ms

Ma

Mc

Md

Me

ns

n1

n1

n1

ne

Mi

Mf

Mg

Mg

ni

n2

n2

n2

MlMc

Me

nln2

ne

x 0.1

Ves Ms a c

Vea Ma a cs

m Ved Md a c

s

m

Vei Mi a c

Vel Ml a c Veg Mg a cs

m

x1 0 0.001 Vea x 1

x2 0 0.001 Veg y 1

x3 0 0.01 Ved

0 200 400 600

0

5

Diagrama de manevra

viteza

fact

or

de

sarc

ina

DIAGRAMA DE RAFALA -metoda rafalelor discrete

w1 20m

sec w2 15

m

sec w3 7.5

m

sec

Czmax' 1.71 b 10.95m

cmgS

b

cmg 4.566m

Czb 3.724 rad1

Calculul punctului B'

g

2ma g

S

cmg g Czb g 300.431

b0.88 g

5.3 g b 0.865 M < Mcr

ca1

2

S

ma g Czmax' cb

1

2

S

ma g Czb b w1 cc 1

f v( ) ca v2

cb v cc

ca 3.413 105

s

2

m2

cb 1.286 103

s

m

v1cb cb

24 ca cc

2 ca v1 687.712kph

v1 191.031m

s

v2cb cb

24 ca cc

2 ca

v2 552.12 kph v2 153.367m

s

Se ia in considerare solutia pozitiva => Vb' v1

Calculul factorului de sarcina in punctul B' nb'1

2

S

ma g Czmax' Vb'

2 nb' 1.246

Punctul C'

Czcma g

1

2 Vc

2 S

Czc 0.168

Mc 1.85

Czc 4.255

g

2ma g

S

cmg g Czc g 262.939

M < Mcr

c0.88 g

5.3 g

c 0.863

Calculul factorului de sarcina in punctul C'

nc' 11

2

S

ma g Czc c w2 Vc nc' 1.6

PUNCTUL D'

Czdma g

1

2 Vd

2 S

Czd 0.144 Md 2

Czd 3.34

g

2ma g

S

cmg g Czd g 334.971

M > Mcr

dg

1.03

6.59 g1.03

d 0.984

Calculul factorului de sarcina in punctul D'

nd' 11

2

S

ma g Czd d w3 Vd nd' 1.29

PUNCTUL G'

Vb' 687.712kph ng' 1

1

2

S

ma g Czb b w1 Vb' ng' 0.754

PUNCTUL F'

nf' 11

2

S

ma g Czc c w2 Vc nf' 0.4 Vc 1.965 10

3 kph

PUNCTUL E'

Vd 2.124 103

kph ne' 1

1

2

S

ma g Czd d w3 Vd ne' 0.71

Vech Vb' cs

m

nrs' v( )1

2

S

ma g Czmax'

v

c

2

v 0 0.1 Vech v' 0 0.0001 0.9

nrs

nb'

nc'

nd'

ne'

nri

1

ng'

nf'

ne'

mrs

Vb'

Vc

Vd

Vd

c mri

0

Vb'

Vc

Vd

c i 1 4

DIAGRAMA DE RAFALA

0 200 400 600

0

1

2

3

Viteza

Fac

tori

de

sarc

ina

ANVELOPA DE ZBOR A AVIONULUI

x 0 0.001 Md 0.05

0 200 400 600

0

5

Viteza

Fac

tor

de

sarc

ina

SARCINI DE CALCUL PE AMPENAJE

1.MANEVRA BRUSCA DE PROFUNDOR

p.poz 25 deg p.neg 15 deg bracajele de profundor

s0 26.5 suprafata ampenaj orizontal

L0 12.5 7.3 5.2

dCz_dp 0.8

xcg 7.3 pozitia cg avion fata de bot

P 0.poz1

2 VA

2 s0 dCz_dp p.poz P 0.poz 2.5466 10

4

P 0.neg1

2 VA

2 s0 dCz_dp p.neg P 0.neg 1.528 10

4

Jy 1070550 momentul de inertie masic in jurul axei Oy

y.poz

P 0.poz L0

Jy

y.poz 0.1237

y.neg

P 0.neg L0

Jy

y.neg 0.0742

npoz x( ) 1P 0.poz

G y.poz

x xcg

g nneg x( ) 1

P 0.neg

G y.neg

x xcg

g

x 0 1 50

0 20 400.6

0.8

1

1.2

1.4

npoz x( )

nneg x( )

x

npoz 0( ) 1.0184 npoz 11.3( ) 1.1609

nneg 0( ) 0.9889 nneg 11.3( ) 0.9035

2.MANEVRA CONTROLATA DE PROFUNDOR

vc 0.5 VA VC

vc 499.352

y120

vc

n1 n1 1.5( ) y1 1.542

n'poz x( ) 1y1 Jy

L0

1

G

y1 x xcg

g

n'neg x( ) 1y1 Jy

L0

1

G

y1 x xcg

g

x 0 1 50

0 10 20 30 40 5010

5

0

5

n'poz x( )

n'neg x( )

x

n'poz 0( ) 1.2296 n'poz 11.3( ) 3.0058

n'neg 0( ) 0.7704 n'neg 11.3( ) 1.0058

3.MANEVRA BRUSCA DE DIRECTIE

d.poz 15 deg d.neg 15 deg bracajele de directie

sv 18.61 suprafata ampenaj vertical

Lv 5.3 hv 0.3 distanta dintre cg avion si focar amp. vertical

dCzv_d 1.15

P v.poz 1.5425 104

P v.poz

1

2 VA

2 sv dCzv_d d.poz cresterea de portanta pe

a.v.

P v.neg1

2 VA

2 sv dCzv_d d.neg P v.neg 1.5425 10

4

Jz 1185800 momentul de inertie masic in jurul axei Oz

z.poz

P v.poz Lv

Jz

z.poz 0.0689

z.neg

P v.neg Lv

Jz

y.neg 0.0742

ny.poz x( )P v.poz

Gz.poz

x xcg

g ny.neg x( )

P v.neg

Gz.neg

x xcg

g

0 10 20 30 40 500.4

0.2

0

0.2

0.4

ny.poz x( )

ny.neg x( )

x

ny.poz 0( ) 0.0156 ny.poz 11.3( ) 0.095

ny.neg 0( ) 0.0156 ny.neg 11.3( ) 0.095

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

d'.neg 25 deg bracajele de directie

jj 15 deg unghiul de deriva

dCzv_djj 3.6

Pv1

2 VA

2 sv dCzv_djj jj Pv 4.8287 10

4 portanta a.v.

modificarea de portanta

pe a.v. P v

1

2 VA

2 sv dCzv_d d'.neg P v 2.5708 10

4

z

Pv P v Lv

Jz

z 0.1009 acceleratia unghiulara

ny x( )Pv P v

Gz

x xcg

g

0 10 20 30 40 500

0.2

0.4

0.6

ny x( )

x

ny 0( ) 0.0228 ny 11.3( ) 0.1391

SARCINI DE CALCUL LA ATERIZARE

1. Aterizare pe 3 puncte cu reactiuni inclinate

la 7.3 3.8 3.5 pozitia jambei de bot, respectiv a jambelor principale fata de cg avion

lp 1.4

nat 2.5 factorul de sarcina la aterizare

n'at 0

Lat 0.5 cit reprezinta portanta din G la aterizare , P=Lat*G

0.3 coeficientul de frecare cu pista

Given

nat Lat G Rza Rzp 0

la Rza lp Rzp 0

sol Find Rza Rzp

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

1.3173 105

3.2934 105

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

Rzp' nat Lat G Rzp' 4.6107 105

h 1.65

y.at

h Rzp' lp Rzp'

Jy

y.at 0.8161

reactiuni pe jambele principale

acceleratia unghiulara la aterizare