Eurofighter Typhoon

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Image:Eurofighter logo.png Image:Typhoon.750pix.jpg

The Eurofighter Typhoon is a twin-engine multi-role canard-delta strike fighter aircraft, designed and built by a consortium of European aerospace manufacturers, Eurofighter GmbH, formed in 1983.

The series production of the Eurofighter Typhoon is now underway and the aircraft has formally entered service with the Italian Air Force. 'Initial Operational Capability' is expected to be declared by Germany, Spain and the United Kingdom in 2006. By December 2005 Austria had purchased 18 Typhoons, while Saudi Arabia had signed a MoU (but not a contract) for up to 72.

Contents

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Development

In the mid 1970s France, Germany and the UK established the European Combat Aircraft programme (ECA). In 1979, following differing requirements (particularly the French requirement for carrier compatibility,) British Aerospace (BAe) and Messerschmitt-Bölkow-Blohm advised the European Combat Fighter (ECF). The development of different national prototypes and continued differences over specification lead to cancellation of ECF programme in 1981.

As a result the Panavia partners (Germany, Italy and UK) launched the Agile Combat Aircraft (ACA) programme. Following the failure of Germany and Italy to fund development, the UK MoD paid £80m to BAe, to develop the European Aircraft Programme demonstrator (EAP). In 1983 the UK, France, Germany, Italy and Spain launched the Future European Fighter Aircraft (F/EFA) programme. The aircraft was to have Short Take Off and Landing (STOL) and Beyond Visual Range (BVR) capabilities.

In 1984 France reiterated its requirement for a carrier capable version and demanded a leading role. The UK, Germany and Italy opted out and established a new EFA programme. The following year France officially withdrew from the project to pursue its own ACX project, what was to become the Dassault Rafale.

Image:Typhoon.t1.zj807.arp.jpg

Also in 1985 the BAe EAP was rolled out at BAe Warton, by this time also funded by MBB and BAe itself. The EAP first flew in August 1986. The Eurofighter bears a strong resemblance to the EAP. Design work continued over the next five years using data from the EAP. Initial requirements were UK 250 aircraft, Germany 250, Italy 165, and Spain 100. The share of the production work was divided among the countries in proportion to their projected procurement - British Aerospace (33%), Daimler-Benz (33%), Aeritalia (21%), and Construcciones Aeronáuticas SA (CASA) (13%).

1986 also saw the establishment of the Munich based Eurofighter Jagdflugzeug GmbH to manage development of the project and EuroJet Turbo GmbH, the alliance of Rolls-Royce, MTU Aero Engines, FiatAvio (now Avio) and ITP for development of the EJ200.

The maiden flight of the Eurofighter prototype took place on March 27, 1994 (then just known as the Eurofighter EF 2000). Messerschmitt-Bölkow-Blohm chief test pilot Peter Weger took the prototype on a test flight around Bavaria. The 1990s saw significant arguments over work share, the specification of the aircraft and even participation in the project.

When the final production contract was signed in 1997, the revised procurement totals were as follows: UK 232, Germany 180, Italy 121, and Spain 87. Production was again allotted according to procurement: British Aerospace (37%), DASA (29%), Aeritalia (19.5%), and CASA (14%).

The project has been named and renamed a number of times since its inception, having been known as EFA (European Fighter Aircraft), Eurofighter, EF2000 (Eurofighter 2000), and most recently Typhoon.

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Production

The Eurofighter Typhoon is unique in modern combat aircraft in that there are four separate assembly lines (the F-16 Fighting Falcon was only produced internationally under limited licences). Each partner company assembles its own national aircraft, but builds the same parts of all 620 aircraft.

  • Alenia
    • Left wing, outboard flaperons, rear fuselage sections
  • BAE Systems
    • Front fuselage (including canards), canopy, dorsal spine, tail fin, inboard flaperons, rear fuselage section
  • EADS Germany
    • Main centre fuselage
  • EADS CASA
    • Right wing, leading edge slats

Production is divided into three "tranches" (see table below) with an incremental increase in capability with each tranche. Tranches are further divided up into batches and blocks, eg the RAF's Tranche one twin seaters are batch 1 T1s and batch 2 T1As.

Production Summary
Country Tranche 1 Tranche 2 Tranche 3 Total
Austria 0 18 0 18
Germany 44 68 68 180
Italy 29 46 46 121
Saudi Arabia 0 (48)Template:Ref (24)Template:Ref (72)
Spain 20 33 34 87
UK 55 89 88 232
TOTAL 148 254 (302) 236 (260) 638 (710)Template:Ref
  1. Template:Note Not official, widely quoted. [1] Some RAF deliveries may by diverted to fulfil part of this order, with the UK's full allocation delivered later. [2]
  2. Template:Note Potential options for a total of 72; not official, widely quoted. [3]
  3. Template:Note N.B. Figures in parenthesis include unconfirmed Saudi Arabian total. Total excluding RSAF aircraft is 638.
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Exports

On July 2, 2002, the Austrian government announced the decision to buy the Typhoon as its new air defence aircraft. The purchase of 18 Typhoons was finalised on July 1, 2003, and included 18 aircraft, training for pilots and ground crew, logistics, maintenance, and a simulator.

After unsuccessful campaigns in South Korea and Singapore, on December 22 2005 it was announced that Saudi Arabia would purchase an undisclosed number of Typhoons [4]. Though details were unconfirmed, it was soon reported that at least 12 Eurofighter Typhoons would be drawn from the UK Royal Air Force's allocation of 89 Tranche 2 Eurofighters, and that these would be among 24 T2 aircraft replacing RSAF Tornado ADVs. The RAF will receive additional airframes at the end of Tranche 2 to offset this transfer, resulting in a delay to RAF deliveries, but no change to RAF numbers. It was said that Saudi Arabia will eventually receive 72 Typhoons, replacing some RSAF Northrop F-5s and Boeing F-15s, and that there may even be an eventual requirement for as many as 200 aircraft. The balance of 48 aircraft might be locally assembled, but the split between T2 and T3 is largely speculative.

Other countries which have expressed interest in the Typhoon are India <ref>[5]</ref>, Denmark, Greece, Norway,Pakistan and Turkey, while the type was rejected by South Korea and Singapore. Less likely 'prospects' have reportedly included Chile and Brazil.

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Combat performance

For a detailed comparison of the Typhoon and other fighters, see Comparison of 21st century fighter aircraft.

Its combination of agility, performance, stealth features and advanced avionics make it one of the most capable fighter aircraft currently in service. Compared to its rivals, Typhoon's cockpit and man/machine interface are claimed to be significantly advanced and intuitive, resulting in a lower pilot workload, building on the early glass cockpits pioneered by aircraft like the F/A-18 and Mirage 2000, looking similar, but working in a much more intuitive and effective way, with given operations requiring fewer pilot inputs.

The Typhoon's combat performance, particularly compared to the new F-22A Raptor and the upcoming F-35 fighter under development in the United States and the Dassault Rafale developed in France, has been the subject of much speculation. While making a reliable assessment is impossible with available information, there is a study by the UK's DERA comparing the Typhoon to other contemporary fighters; in it, the Typhoon was second only to the F-22A in combat performance. Especially in France, it is claimed that 10 years after this study, Typhoon hasn't shown evidence of any superiority during international competitions, though recent UK and US reports (in Flight Daily News, Aviation Week, Show News and Defence Analysis for example) indicate that the aircraft was the preferred technical solution in Singapore, though Typhoon was ousted from the competition before Rafale and F-15.

In March 2005, United States Air Force Chief of Staff General John P. Jumper, then the only person to have flown both the Typhoon and the Raptor, talked to Air Force Print News about these two aircraft. He said that "the Eurofighter is both agile and sophisticated, but is still difficult to compare to the F/A-22 Raptor. They are different kinds of airplanes to start with; it's like asking us to compare a NASCAR car with a Formula 1 car. They are both exciting in different ways, but they are designed for different levels of performance".

In June 2005, The Scotsman reported that, when 'attacked' by two USAF F-15E Eagle fighter aircraft, a Eurofighter on a 'Case White' conversion training sortie was able to out manoeuvre the attacking aircraft and "shoot them down".

While the Typhoon lacks the all-aspect stealth technology of the F-22A, the design does incorporate some low-observable features. Its actual detectability on radar is classified.

It is also capable of sustained supersonic cruise without using afterburners. The F-22A is the only other current fighter with supercruise capabilities. According to EADS, the maximum speed possible without reheat is Mach 1.5 in what EF GmbH regard as a 'clean' configuration - eg without tanks but with four BVRAAMs and two IR AAMs. (Supercruise performance drops to Mach 1.3 with a full air-to-air weapons load, including tanks). Rafale's supercruise capabilities have been described as marginal with the current engine (the aircraft failed to demonstrate the capability during the Singapore evaluation), while the F-22 by comparison can supercruise rather faster with a full internal weapons load.

Canards, an extreme lightweight construction (>70% carbon fibre composites) and the inherently unstable design with a quadruplex digital control system providing artificial stability allow superior agility both at supersonic speed and at very low speed.

The MBDA Meteor, the planned long-range air-to-air armament, will be one of the world's most advanced long-range air-to-air missile when it is completed, with a longer range and greater manoeuvrability than any current American missile, and with mach 4 capabilities. This should prove a major advantage over fighters with less advanced missiles, particularly ones without the benefit of stealth and thus easily detectable on radar. America has not committed itself to a similar long-range ramjet missile. This is partly due to the fact that USAF tactics will involve the deployment of the stealthy F-22, which is supposed to be able to close to within range of the current AMRAAM undetected and a longer range missile would be unnecessary for it. Improved versions of the AMRAAM such as the AIM120D should also significantly boost the range of the AMRAAM.

The Meteor as planned is too large for internal carriage in the F-22 or the F-35 Joint Strike Fighter although MBDA has planned to adjust the design so that it can fit into the weapons bay of the F-35. Meteor integration on JSF remains unfunded, however. This model may also be able to fit within the bays of the F-22 but it would be likely that only four could be carried rather than the six AMRAAM. While the USAF has not expressed interest in the Meteor the US Navy may yet require an equivalent to the Meteor as they will continue to use the more conventional F/A-18E Super Hornet.

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Air-to-ground capabilities

Always intended as a replacement for RAF Jaguars as well as air defence roled Tornado F.Mk 3s, Typhoon has always been planned to be a swing role tactical fighter with robust air-to-ground capabilities. The aircraft's potential has even led to a study for additional weapons capacity to replace the Tornado GR.4

The RAF's urgent air-to-ground requirement has driven the integration of an 'austere' air to ground capability, based on the Litening III laser designator and the Enhanced Paveway II G/LGB, earlier than was originally planned. This will now be available in the Block 5 aircraft delivered at the end of Tranche 1 - and, by retrofit, on all RAF Tranche 1 jets.

Testing of the latest air-to-ground Flight Control Software (FCS Phase 5), written by an EADS led team, began in 2006. The software will undergo rigorous testing in all four partner nations and six aircraft will be used for testing and validating the required clearances.

Development Aircraft DA2 at BAE Warton began conducting carefree and low speed handling tests in the spring 2006, and then moved on to flying with asymmetric loads. DA2 was picked for these tests, as it was the only test aircraft flown with an anti-spin gantry to guard against departure during extreme flight manoeuvres.

Also at Warton Instrumented Production Aircraft IPA1 focused on Paveway II clearances, and from February 2006 conducted flutter and vibration testing, envelope expansion and jettison trials.

Warton's IPA5 was used for carefree handling, low altitude and transonic testing.

IPA3 at Manching was be used for underwing load tests with the full air-to-air weaponry load, flying with up to four Paveway II LGBs, three external fuel tanks and a full air-to-air load. Taxi tests began at the end of February, before symmetric and astmmetric flight trials.

Alenia Finmeccanica used DA3 for performance, lift and drag testing, before progressing to jettison trials of various air-to-ground weapons.

EADS CASA used IPA4 for GBU-16 clearances. Following electro-magnetic compatibility (EMC) tests with the GBU-16 IPA4 was used for flutter and vibration testing, then conducted pit drops and actual separation of GBU-16s.

Completion of these tests will lead to the final clearances for the Full Operational Capability (FOC) specified under the Main Development Contract. This is expected in early 2007 in time for the first Tranche 1 Block 5 aircraft. The first Block 5 aircraft is already in final assembly in Germany.

Alongside the Phase 5 software tests, the FOC avionics functionality (including the new Eurofighter Typhoon pilot helmet) is now also undergoing flight testing, following the conclusion of rig tests in 2005. The NATO Eurofighter and Tornado Management Agency (NETMA) issued a clearance for flight testing in December 2005.

Eurofighter GmbH are making progress towards achieving an air-to-ground capability on the Eurofighter Typhoon. The absence of such a capability is believed to have been of pivotal importance in the type's rejection from Singapore's fighter competition in 2005. When the Typhoon was dropped from the final shortlist the Singaporean MINDEF commented that: “the committed schedule for the delivery of the Typhoon and its systems did not meet the requirements of the RSAF.”

Flight Daily News and other magazines reported that the Singaporeans were concerned about delivery timescales and by the Eurofighter partner nations' inability to accurately and finally define the content of the Tranche 2 and Tranche 3 Typhoon capability packages. Singapore needed Tranche 2 capabilities that were 'road-mapped' but which are still unfunded, and wanted them in a timescale that required Tranche 1 aircraft.

The interim 'austere' air-to-ground capability being developed for the RAF Block 5 aircraft fell far short of the capability required but even this had not been fully funded by the time Typhoon was rejected by the RSAF.

Despite this, according to Flight Daily News, Typhoon reportedly impressed the RSAF evaluation team enough to be the air force's favoured 'technical solution' though a "shambolic performance by BAE Systems during the early part of the bidding process" undermined the Typhoon's chances.

By addressing the aircraft's lack of air-to-ground capability, Eurofighter GmbH hope to increase the Typhoon's appeal to other potential export customers, and to make the aircraft more useful to partner air forces.

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Problems

In 2001, it was announced that the RAF would not use the aircraft's internal cannon. This is not due to any perceived inadequacy in the cannon, but instead reflected a need to save money by removing gun support costs, ammunition stocks, training costs, etc. The gun was also deemed unnecessary since the missile armament was believed to be adequate in the Typhoon's fighter role. [6] However, because removal of the cannon would affect the aircraft's flight characteristics, requiring modification of the aircraft's flight software the RAF decided that all of its Typhoons would be fitted with the cannon but that it would not be used or supported. The service argued that this would save money by reducing the requirement for ground equipment, removing training costs and avoiding the fatigue effects of firing the cannon. The RAF maintains the option to activate the cannons at very short notice should operational requirements change. [7]

Similar beliefs were held by the United States military during the 1950s, which led to the development of a number of cannonless fighters including the McDonnell F4H Phantom II, which were later retrofitted with either internal cannon (USAF) or external gun pods (USN/USMC).

Though most of the programme's problems have been political, with major delays imposed by funding delays and governmental procrastination, the Typhoon has suffered some minor technical problems.

On 21 November 2002, DA-6, the Spanish two-seater prototype crashed due to an engine problem. The problem was said to be specifically related to the experimental trial standard of engine being used by that aircraft.

In May 2004, the London Evening Standard reported that QinetiQ's official "release to service recommendations" report had revealed that without an automatic low speed recovery (ALSR) system there was a real risk of a disastrous and irrecoverable loss of control in flight, that there was an "unquantifiable risk" that computer corruption problems could cause a "catastrophic" failure and that because of information display failures the aircraft should not fly in cloud or perform "dynamic manoeuvres" unless it carried a second, fully-trained safety pilot.

Air Vice Marshal David Walker, the Assistant Chief of the Air Staff, disagreed with what some called QinetiQ's over-cautious approach, and approved the Eurofighter's release to service on 13 May, two weeks after receiving the report. All of the issues raised were, in any case, soon solved.

In 2004 German newspapers reported that the few Eurofighters in service with the Luftwaffe did not then meet specifications. Because of technical difficulties, the aircraft was reportedly only allowed to take off without cannon ammunition and at moderate temperatures. Eurofighter Gmbh and the Luftwaffe denied these claims. It is important to note that it was always planned that early aircraft would be delivered at a baseline state, with capability to be increased incrementally. BAE has stated that the capability of the aircraft will increase at a faster rate than the training of pilots.

On 16 January 2006 an RAF Typhoon T1 made an emergency landing at RAF Coningsby. The nosewheel failed to deploy - both via the normal and emergency system. The aircraft landed on the main gear and used aerodynamic braking whilst simultaneously deploying the brake chute. The nose was then gently lowered, minimising the damage to the aircraft. The pilots vacated the aircraft once a suitable ladder was positioned next to the aircraft. This entirely routine incident was eagerly seized upon by those wishing to denigrate the aircraft and the programme.

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Versions

  • Development aircraft (DA)- Seven aircraft with varying equipment fits and missions
    • DA1 (Germany) - Airframe, engine and Flight Control Software (FCS)
    • DA2 (United Kingdom) - FCS development and envelope expansion
    • DA3 (Italy) - Weapons systems development
    • DA4 (United Kingdom) - Radar and avionics development, being upgraded to Tranche 2 standard
    • DA5 (Germany) - Radar and avionics development, being upgraded to Tranche 2 standard
    • DA6 (Spain) - Airframe development and handling (crashed)
    • DA7 (Italy) - Navigation, avionics and missile carriage
  • Instrumented Production Aircraft (IPA) - Five production standard aircraft for further system development
    • IPA1 (United Kingdom) - Defensive Aids Sub System (DASS)
    • IPA2 (Italy) - Air-to-surface weapons integration
    • IPA3 (Germany) - Air-to-air weapons integration
    • IPA4 (Spain) - Air-to-surface weapons integration and environmental development
    • IPA5 (United Kingdom) - Air-to-surface and air-to-air weapons integration
  • Series Production Aircraft (SPA) - Production aircraft for partner nations.
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Development timeline

  • 1972
    • RAF issues Air Staff Target 396 (AST-396), a requirement for a STOVL aircraft to replace the Harrier and Jaguar fleets.
    • AST-403, specification revised for an air superiority fighter. STOVL requirement dropped and AST-409 lead to the development of Harrier GR5.
  • Mid-1970s
    • France, Germany and UK initiate the European Combat Aircraft programme (ECA).
  • 1979
    • Following differing requirements (particularly French requirement for carrier compatibility,) BAe and MBB propose the European Combat Fighter (ECF)
  • 1981
    • Development of different national prototypes and continued differences over specification lead to cancellation of ECF programme.
    • Panavia partners (Germany, Italy and UK) launch Agile Combat Aircraft (ACA) programme. Following failure of Germany and Italy to fund development the UK MoD pays £80m prototype, the European Aircraft Programme (EAP).
  • 1983
    • May - Contract for production of EAP prototype signed.
    • The UK, France, Germany, Italy and Spain launch Future European Fighter Aircraft (F/EFA) programme. Aircraft to have Short Take Off and Landing (STOL) and Beyond Visual Range (BVR) capabilities.
  • 1984
    • France reiterates requirement for carrier capable version. The UK, Germany and Italy opt out and establish new EFA programme.
  • 1985
    • France officially withdraws, commences ACX project.
    • October 27 - EAP demonstrator rolled out at BAe Warton.
  • 1986
  • 1988
    • November 23 - Contracts signed for production of demonstrator engines and airframes.
  • 1990Image:CAPTOR Radar.JPG
    • EuroRADAR formed for development of ECR-90 (CAPTOR) radar (right).
  • 1991
    • May 1 - Last flight of EAP demonstrator.
  • 1992
    • EuroDASS formed for development of Defensive Aids Sub System (DASS.) Initially only UK and Italy participate. When Eurofighter enters service only RAF aircraft will exploit all capabilities of DASS.
    • July - Germany announces intention to withdraw from the DASS element. Negotiations begin to reduce costs. As a single engine aircraft is ruled out Germany decides to fit cheaper systems, e.g., F/A-18's APG-65 in place of ECR-90, and delay its service entry by two years. Germany eventually participates in all systems.
    • December - Renamed Eurofighter 2000.
  • 1994
    • March 27 - Maiden flight of first development aircraft, DA1 from DASA at Manching with RB199 engines.
    • April 6 - Maiden flight of second development aircraft, DA2 from BAe Warton. DA2 also flew with RB199s.
  • 1995
    • June 4 - Maiden flight of Italian DA3, the first with EJ200 engines.
  • 1996
    • August 31 - Spanish DA6 becomes the first two-seater to fly.
  • 1997
    • January 27 - First flight of DA7 from Turin.
    • February 24 - Maiden flight of German DA5, first aircraft to be fitted with ECR-90.
    • March 14 - Maiden flight of UK's DA4, the second two-seater and last of the seven development aircraft.
  • 1998
    • January - First aerial refuelling trials, involving DA2 and an RAF VC10 tanker.
    • January 30 - NETMA and Eurofighter GmbH sign production and support contracts for 620 aircraft.
    • September - Typhoon name adopted, announced as strictly for export contracts. There is some controversy as the last aircraft to bear the name was the Hawker Typhoon, a World War II aircraft.
    • December 18 - Tranche 1 contract signed.
  • 1999
    • Eurofighter International established as single contracting/management company to handle all export sales.
  • 2000
    • March 8 - First export sale, 60 ordered and 30 options by Greece (but delayed, maybe cancelled).
    • May 16 - UK commits to MBDA Meteor BVRAAM, leading to significant benefits for export prospects.
    • July 7 - DA2 emerges from ten month stand down with latest avionics. Finished in black (see below) to reduce cosmetic effect of 490 pressure transducers applied to airframe.
  • 2002
    • April 5 - Instrumented Production Aircraft (IPA2) makes maiden flight from Turin.
    • April 11 - IPA 3 makes maiden flight from EADS Military Aircraft, Manching, Germany.
    • April 15 - IPA 1 makes maiden flight from BAE Warton.
    • July 2 - Austria announces acquisition of 24 Typhoon's, later reduced to 18.
    • July 23 - "Typhoon" name officially adopted as in-service name by four partner nations.
    • November 21 - DA6, flying out of Getafe crashes. Twin engine failure is blamed.
  • 2003
    • February 13 - First Series Production Aircraft, GT001 flies from Manching. This is the first of Germany's 180 aircraft.
    • February 14 - In the space of just over an hour Italy's IT001 and Britain's BT001 make their maiden flights.
    • February 17 - Spain's ST001 flies from EADS Military Aircraft, Getafe, Spain.
    • June 30 - "Type Acceptance" signed, marking formal delivery of aircraft to the partner nations.
    • October - Integration of Meteor begins
  • 2004
    • June 27 - Two RAF Typhoon T1s depart UK for Singapore for marketing and training
    • December 15 - UK confirms purchase of second batch of 89 aircraft, the last nation to commit to "Tranche 2" production of 236 aircraft.
  • 2005
    • April - Singapore drops the Typhoon from its shortlist to supply the country's next generation fighter.
    • December 16 - The Aeronautica Militare Italiana (Italian Air Force) declares the Typhoon's Initial Operational Capability and sets it on Quick Reaction Alert from Grosseto Air Base.
    • December 21 - Saudi Arabia agrees a purchase of an unspecified number of Typhoons with the UK Ministry of Defence.
  • 2006
    • January - First AMI operational squadron formed
    • February - First operational mission undertaken by the Italian Air Force as Eurofighter Typhoon defends the airspace over Turin during the 2006 Winter Olympics
    • April - First RAF operational squadron formed
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In fiction

  • The Eurofighter Typhoon is featured in many console/PC flight sims. One of the more prominent is EF-2000, by Digital Image.
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Pictures

RAF Typhoon T1

Eurofighter prototype on display at Dubai Air Show 1998

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Specifications (Typhoon)

Image:EJ200-Eurofighter-Turbine-apel.JPG Template:Airtemp

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External links

Template:Commons

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Related content

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|similar aircraft=

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