Evolution of the Eurofighter Typhoon: TKF-90, AST 396, AST.403 and more

Two VFW studies for the TFK shown at the Hannover Salon in 1980 (Air et Cosmos 1980)

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MBB will fly TKF demonstrator in two years
MBB EXPECTS to fly two or three highly manoeuvrable technology demonstrators within the next few years. The F-4 Nachfolger Technologietrager (Technology Demonstrator for an F-4 Replacement) could lead to the much-modelled Taktischkampflugzeug (TKF) flying around 1987 or 1988, and entering Luftwaffe service in the early 1990s.

The German company is partnered with Dassault-Breguet, but there is no co-operation yet at Government level. Growing British Aerospace interest is centred more on the financial aspect of international cooperation than on the technology exchange side, but the French are known to prefer a bi- rather than a tri-national agreement.

The lack of Government funding in France, Germany, and the UK can be offset only by private-venture capital, and none of the companies can afford to go it alone on an expensive programme when costs could possibly be shared.

MBB's TKF model shows detail changes from previous editions, with pronounced curvature on the wing inboard leading-edges. The basic single-seat, twin-fin, all-flying-canard delta shape remains. Engines will be either the General Electric F404 or the Turbo-Union RB.199 with a modified hot-end. MBB is averse to a new engine/new airframe combination and needs a thrust-to-weight ratio of at least unity for the 12-tonne-class aircraft; the RB.199 therefore seems the likely choice.

The aircraft will be highly manoeuvrable, at least "twice as agile" as the F-16 or F-18. Full use of control-configured-vehicle technology, direct sideforce control, and limited thrust vectoring will be used. Up to 40 per cent of the airframe will beof carbon composites: "But we're not interested in a World Championship race for composite percentages in new aircraft," says MBB. "We'll use it where we can." Weapon fit for the TKF is seen as Amraam/Asraam and a large-calibre cannon.

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overscan said:

VFW Strake-Delta high AOA tests in the wind tunnel at Bremen.

Source:
Klaus Huenecke, Modern Combat Aircraft Design, Airlife 1987

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The best compromise between good conventional performance and good behavior at high angles of attack can be stated for the delta-canard configuration. The selection of this configuration can be justified due to the following reasons:

1. Drag standard at conventional angles of attack throughout the total Mach number range is superior to all configurations tested. The optimum instability margin for minimum induced drag polars can be obtained without any difficulty. This requirement is also not contradicting to trim and control requirements at high angles of attack.

2. Pitch-, Roll- and Yaw control power is available up to high angles of attack and still can be increased by further development work, if required.

3. The problem area of a weak cnBDyn behavior at medium angles of attack can be overcome by further development work as discussed in paragraph 4.2. Sufficient yaw and roll control power will allow to apply "Active Control Technic" by use of the Flight Control System and artificially stabilize the configuration.

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The Typhoon CAN supercruise, although I don't know in which configuration ( clean, with some
AA missiles or even with tanks on ?

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