Editing Eurofighter Typhoon (section)

==Development==
{{For timeline|Timeline of the Eurofighter Typhoon}}

===Origins===
{{Further|British Aerospace EAP}}
In the UK, as early as 1971, work commenced on the development of a manoeuvrable, tactical aircraft to replace the [[SEPECAT Jaguar]] (that was then about to enter service with the RAF). This work soon expanded to include an [[air superiority]] capability. A specification titled ''Air Staff Target 403'' (AST 403), in 1972, led to the [[Hawker P.96]], an unbuilt design with a relatively conventional [[planform]], including a separate tail structure, in the late 1970s.

Simultaneously, in [[West Germany]], the requirement for a new fighter had resulted in competition between [[Dornier Flugzeugwerke|Dornier]], [[VFW-Fokker]] and [[Messerschmitt-Bölkow-Blohm]] (MBB) for a future ''Luftwaffe'' contract known as ''Taktisches Kampfflugzeug 90'' ("Tactical Combat Aircraft 90"; TKF-90).<ref>Buttler 2000, pp. 131–34.</ref> Dornier collaborated with Northrop in the US on an acclaimed, but unsuccessful design, known as the {{ill|Northrop-Dornier ND-102|de|vertical-align=sup}}. MBB was successful, with a design including a [[Delta wing#Design variations|cranked delta wing]], close-coupled-[[canard (aeronautics)|canard controls]], and artificial stability.

In 1979, MBB and [[British Aerospace]] (BAe) presented a formal proposal to their respective governments for a collaboration, to be known as the European Collaborative Fighter,<ref name="butl2" /> or ''European Combat Fighter'' (ECF). In October 1979, French firm [[Dassault Aviation|Dassault]] joined the ECF project.<ref name="butl2" /> It was at this stage of development the Eurofighter name was first attached to the aircraft.<ref name="butler3" /> The development of three separate prototypes continued however: MBB continued to refine its TKF-90 concept, and Dassault produced a design known as the ACX.

In the meantime, while the P.96 would have met the original UK specification, it had been cancelled because it was considered to offer little potential for future upgrades and redevelopment. In addition, there was a feeling within the UK aircraft industry that the P.96 would have been too similar to the [[McDonnell Douglas F/A-18 Hornet]], which was then known to be at an advanced stage of development. The P.96 would not have been available until long after the Hornet, which would therefore likely have met and closed off most potential export markets for the P.96.<ref name="Boot" /> BAe then produced two new proposals: the P.106B,{{refn|The P.106A was a single-engine version of the original P.96.<ref>Boot 1990, pp. 79–82.</ref> |group=N}} a single-engined [[light fighter|lightweight fighter]], superficially resembling the [[JAS 39 Gripen]], and the twin-engine P.110. The RAF rejected the P.106 concept on the grounds it had "half the effectiveness of the two-engined aircraft at two-thirds of the cost".<ref name="Boot" />

The ECF project collapsed in 1981 for several reasons, including differing requirements, Dassault's insistence on "design leadership" and the British preference for a new version of the [[Turbo-Union RB199|RB199]] to power the aircraft versus the French preference for the new [[Snecma M88]].<ref name="butler3" />

[[File:British Aerospace EAP at the Farnborough Air Show, 1986.jpg|thumb|[[British Aerospace EAP]] ''ZF534'' (for "Experimental Aircraft Programme") at the [[Farnborough Air Show]], 1986]]
Consequently, the [[Panavia]] partners (MBB, BAe and [[Aeritalia]]) launched the ''Agile Combat Aircraft'' (ACA) programme in April 1982.<ref name="butler4" /> BAe designers agreed with the overall configuration of the proposed MBB TKF-90, although they rejected some of its more ambitious features such as engine [[vectoring nozzle]]s and vented [[trailing edge]] controls – a form of [[boundary layer control]].<ref name="Boot" />  The ACA, like the BAe P.110, had a cranked delta wing, canards and a twin tail. One major external difference was the replacement of the side-mounted engine intakes with a chin intake. The ACA was to be powered by a modified version of the RB199. The German and Italian governments withdrew funding, and the UK [[Ministry of Defence (United Kingdom)|Ministry of Defence]] (MoD) agreed to fund 50% of the cost with the remaining 50% to be provided by industry. MBB and Aeritalia signed up and it was agreed that the aircraft would be produced at two sites: [[BAe Warton]] and an MBB factory in Germany. In May 1983, BAe announced a contract with the MoD for the development and production of an ACA demonstrator, the [[British Aerospace EAP|Experimental Aircraft Programme]].<ref name="butler4" /><ref name="KEY1" />

In 1983, Italy, Germany, France, the UK and Spain launched the "Future European Fighter Aircraft" (FEFA) programme. The aircraft was to have [[STOL|short take off and landing]] (STOL) and beyond visual range (BVR) capabilities. In 1984, France reiterated its requirement for a [[Aircraft carrier|carrier-capable]] version and demanded a leading role. Italy, West Germany and the UK opted out and established a new EFA programme. In [[Turin]] on 2 August 1985, West Germany, the UK and Italy agreed to go ahead with the Eurofighter; and confirmed France, along with Spain, had chosen not to proceed as a member of the project.<ref name="LEWIS" /> Despite pressure from France, Spain rejoined the Eurofighter project in early September 1985.<ref name="SPAININ" /> France officially withdrew from the project to pursue its own ACX project, which was to become the [[Dassault Rafale]].

By 1986, the programme's cost had reached [[Pound sterling|£]]180&nbsp;million.<ref name="FI" /> When the EAP programme had started, the cost was supposed to be equally shared by government and industry, but the West German and Italian governments wavered on the agreement and the British government and private finance had to provide £100&nbsp;million to keep the programme from ending. In April 1986, the [[British Aerospace EAP]] was rolled out at BAe Warton. The EAP first flew on 6 August 1986.<ref name="FAIRH" /> 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.<ref>{{cite web |url=https://www.nao.org.uk/pubsarchive/wp-content/uploads/sites/14/2018/11/Ministry-of-Defence-Eurofighter-2000.pdf |title=NAO report (HC 724 1994/95): Ministry of Defence: Eurofighter 2000 |date= |website=[[National Audit Office (United Kingdom)|National Audit Office]] |access-date=15 February 2022}}</ref>  The share of the production work was divided among the countries in proportion to their projected procurement – BAe (33%), [[DaimlerChrysler Aerospace|DASA]] (33%), Aeritalia (21%), and [[Construcciones Aeronáuticas SA]] (CASA) (13%).

The Munich-based Eurofighter Jagdflugzeug GmbH was established in 1986 to manage development of the project<ref name="COWTON" /> and [[EuroJet Turbo GmbH]], the alliance of [[Rolls-Royce plc|Rolls-Royce]], [[MTU Aero Engines]], FiatAvio (now [[Avio]]) and [[Industria de Turbo Propulsores|ITP]] for development of the [[Eurojet EJ200|EJ200]]. The aircraft was known as Eurofighter EFA from the late 1980s until it was renamed EF 2000 in 1992.<ref>Spick 2000, p. 438.</ref>

By 1990, the selection of the aircraft's radar had become a major stumbling-block. The UK, Italy and Spain supported the [[Ferranti]] Defence Systems-led [[ECR-90]], while Germany preferred the [[APG-65]]-based MSD2000 (a collaboration between [[Hughes Aircraft|Hughes]], [[AEG (German company)|AEG]] and [[GEC-Marconi]]). An agreement was reached after UK Defence Secretary [[Tom King, Baron King of Bridgwater|Tom King]] assured his West German counterpart [[Gerhard Stoltenberg]] that the British government would approve the project and allow the GEC subsidiary [[Marconi Electronic Systems]] to acquire Ferranti Defence Systems from its parent, the [[Ferranti]] Group, which was in financial and legal difficulties. GEC thus withdrew its support for the MSD2000.<ref name="RADAR1" />

===Delays===
The financial burdens placed on Germany by [[German reunification|reunification]] caused [[Helmut Kohl]] to make an [[1990 German federal election|election]] promise to cancel the Eurofighter. In early to mid-1991 German Defence Minister [[Volker Rühe]] sought to withdraw Germany from the project in favour of using Eurofighter technology in a cheaper, lighter plane. Because of the amount of money already spent on development, the number of jobs dependent on the project, and the binding commitments on each partner government, Kohl was unable to withdraw; "Rühe's predecessors had locked themselves into the project by a punitive penalty system of their own devising."<ref name="BBCwomc" />
[[File:Royal Air Force Eurofighter Typhoon FGR4 MOD 45160576.jpg|thumb|RAF Typhoon FGR4 ''ZK356'' shows its delta wing, July 2016.]]

In 1995 concerns over workshare appeared. Since the formation of Eurofighter the workshare split had been agreed at 33/33/21/13 (United Kingdom/Germany/Italy/Spain) based on the number of units being ordered by each contributing nation, all the nations then reduced their orders. The UK cut its orders from 250 to 232, Germany from 250 to 140, Italy from 165 to 121 and Spain from 100 to 87.<ref name="BBCwomc" /> According to these order levels the workshare split should have been 39/24/22/15 UK/Germany/Italy/Spain, however Germany was unwilling to give up such a large amount of work.<ref name="BBCwomc" /> In January 1996, after much negotiation between German and UK partners, a compromise was reached whereby Germany would purchase another 40 aircraft.<ref name="BBCwomc" /> The workshare split was therefore UK 37.42%, Germany 29.03%, Italy 19.52% and Spain 14.03%.

At the 1996 [[Farnborough Airshow]] the UK announced funding for the construction phase of the project.<ref name="Farn96" /> On 22 December 1997 the defence ministers of the four partner nations signed the contract for production of the Eurofighter.<ref name="CON97" />

===Testing===
[[File:typhoon f2 zj910 canard arp.jpg|thumb|Close-up view of [[RAF]] Typhoon F2 ''ZJ910'', showing the deflected [[canard (aeronautics)|canard]] control surface immediately below the pilot]]

The [[maiden flight]] of the Eurofighter prototype took place in [[Bavaria]] on 27 March 1994, flown by DASA chief test pilot Peter Weger.<ref name="maiden" /> In 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&nbsp;°C.<ref name="hastings" /> The maiden flight of Instrumented Production Aircraft{{nbsp}}7 (IPA7), the first fully equipped Tranche{{nbsp}}2 aircraft, took place from EADS' [[Manching]] airfield on 16 January 2008.<ref name="T2MAIDEN" />

===Procurement, production and costs===
The first production contract was signed on 30 January 1998 between Eurofighter GmbH, Eurojet and NETMA.<ref name="BBC" /> The procurement totals were as follows: the UK 232, Germany 180, Italy 121, and Spain 87. Production was again allotted according to procurement: BAe (37.42%), DASA (29.03%), Aeritalia (19.52%), and CASA (14.03%).

On 2 September 1998, a naming ceremony was held at [[Farnborough Airfield|Farnborough]], United Kingdom. This saw the Typhoon name formally adopted, initially for export aircraft only. The name continues the storm theme started by the [[Panavia Tornado]]. This was reportedly resisted by Germany; the [[Hawker Typhoon]] was a fighter-bomber aircraft used by the RAF during the [[Second World War]] to attack German targets.<ref name="NAMING" /> 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.<ref name="SPITFIRE" /> In September 1998, contracts were signed for production of 148 Tranche{{nbsp}}1 aircraft and procurement of long lead-time items for Tranche{{nbsp}}2 aircraft.<ref name="CON98" /> In March 2008, the final Tranche{{nbsp}}1 aircraft was delivered to the German Air Force.<ref name="holm" /> On 21 October 2008, the RAF's first two of 91 Tranche{{nbsp}}2 aircraft, were delivered to [[RAF Coningsby]].<ref name="RAFt1" />

In July 2009, after almost 2 years of negotiations, the planned Tranche 3 purchase was split into 2 parts and the Tranche 3A contract was signed by the partner nations.<ref name="CON09" /> The "Tranche 3B" order did not go ahead.<ref name="NOT3" />

The Eurofighter Typhoon is unique in modern combat aircraft in that there are four separate assembly lines. Each partner company assembles its own national aircraft, but builds the same parts for all aircraft (including exports); [[Premium AEROTEC]] (main centre fuselage),<ref name="BUILD" /> [[EADS CASA]] (right wing, leading edge slats), [[BAE Systems]] (BAE) (front fuselage (including foreplanes), canopy, dorsal spine, tail fin, inboard flaperons, rear fuselage section) and [[Leonardo S.p.A.|Leonardo]] (left wing, outboard [[flaperon]]s, rear fuselage sections).

Production is divided into three tranches (see table below). Tranches are a production/funding distinction, and do not imply an incremental increase in capability with each tranche. Tranche{{nbsp}}3 are based on late Tranche{{nbsp}}2 aircraft with improvements added. Tranche{{nbsp}}3 was split into A and B parts.<ref name="FI3A" /> Tranches were further divided up into production standard/capability blocks and funding/procurement batches, though these did not coincide, and are not the same thing; e.g., the Eurofighter designated ''[[Eurofighter Typhoon variants#Typhoon FGR4|FGR4]]'' by the RAF is a Tranche 1, block 5. Batch{{nbsp}}1 covered block 1, but batch{{nbsp}}2 covered blocks 2, 2B and 5. On 25 May 2011 the 100th production aircraft, ZK315, rolled off the production line at Warton.<ref name="ZK315" />

In 1985 the estimated cost of 250 UK aircraft was £7&nbsp;billion. By 1997 the estimated cost was £17&nbsp;billion; by 2003, £20&nbsp;billion, and the in-service date (2003, defined as the date of delivery of the first aircraft to the RAF) was 54 months late.<ref name="LATE54" /> After 2003, the MoD refused to release updated cost-estimates on the grounds of commercial sensitivity.<ref name="COMM" /> However, in 2011, the [[National Audit Office (United Kingdom)|National Audit Office]] estimated the UK's "assessment, development, production and upgrade costs eventually hit £22.9&nbsp;billion" and total programme costs would reach £37{{nbsp}}billion.<ref name="NAO" />

By 2007, Germany estimated the system cost (aircraft and training, plus spare parts) at €120{{nbsp}}million{{clarify|is this _per year_?|date=April 2012}} and said it was in perpetual increase.<ref name="DEUCOST" /> On 17 June 2009, Germany ordered 31 aircraft of Tranche 3A for €2.8{{nbsp}}billion, leading to a system cost of €90{{nbsp}}million per aircraft.<ref name="kunden" /> The UK's [[Public Accounts Committee (United Kingdom)|Committee of Public Accounts]] reported that mismanagement of the project had helped increase the cost of each aircraft by seventy-five percent.<ref name="PACCOST" /> The Spanish MoD put the cost of their Typhoon project up to December 2010 at €11.718{{nbsp}}billion, up from an original €9.255{{nbsp}}billion and implying a system cost for their 73 aircraft of €160{{nbsp}}million.<ref name="PEAs" />

On 31 March 2009, a Eurofighter Typhoon fired an [[AIM-120 AMRAAM]] whilst having its radar in passive mode for the first time; the necessary target data for the missile was acquired by the radar of a second Eurofighter Typhoon and transmitted using the [[Multifunctional Information Distribution System]] (MIDS).<ref name="MIDSF" /> The entire Typhoon fleet passed the 500,000 flying hours milestone in 2018.<ref name="HOURS" /> As of August 2019, a total of 623 orders had been received.<ref name="airbus" />

In July 2016, the ten-year Typhoon Total Availability Enterprise (TyTAN) support deal between the RAF and industry partners BAE and Leonardo was announced that aims to reduce the Typhoon's per-hour operating cost by 30 to 40 percent.<ref name="TYTAN" /> This should equate to a saving of at least £550{{nbsp}}million ($712{{nbsp}}million), which "will be recycled into the programme" and, according to BAE, will result in the Typhoon having a per-hour operating cost "equivalent to a [[General Dynamics F-16 Fighting Falcon|F-16]]".<ref name="OPCOST" />  By 2022 it was estimated that savings would be "over £500{{nbsp}}million."<ref>{{cite web |url=https://uk.leonardocompany.com/en/innovation/tytan |title=Typhoon Total Availability eNterprise – TyTAN |publisher=Leonardo |access-date=21 April 2022}}</ref>

===Upgrades===
In 2000, the UK selected the [[Meteor (missile)|Meteor]] from [[MBDA]] as the long range air-to-air missile armament for its Typhoons with an in-service date (ISD) of December 2011.<ref name="Meteorcontract" /> In December 2002, France, Germany, Spain and Sweden joined the British in a $1.9bn contract for Meteor on Typhoon, the Dassault Rafale and the Saab Gripen.<ref name="Meteorcontract" /> The protracted contract negotiations pushed the ISD to August 2012,<ref name="Meteorcontract" /> and it was further put back by Eurofighter's failure to make trials aircraft available to the Meteor partners.<ref name="METTRIAL" /> In 2014 the "second element of the Phase{{nbsp}}1 Enhancements package known as 'P1Eb'" was announced, allowing "Typhoon to realise both its air-to-air and air-to-ground capability to full effect".<ref name="P1Eb" />

In 2011 ''Flight International'' reported that budgetary pressures being encountered by the four original partner nations were limiting upgrades.<ref name="FILIMIT" /> For example, the four original partner nations were reluctant at that stage to fund enhancements that extend the aircraft's air-to-ground capability, such as integration of the [[MBDA Storm Shadow]] cruise missile.<ref name="MEU" />

Tranche 3 aircraft ESM/ECM enhancements have focused on improving radiating jamming power with antenna modifications, while EuroDASS is reported to offer a range of new capabilities, including the addition of a digital receiver, extending band coverage to low frequencies ([[Very high frequency|VHF]]/[[Ultra high frequency|UHF]]) and introducing an interferometric receiver with extremely precise geolocation functionalities. On the jamming side, EuroDASS is looking to low-band<ref name="DASS0" /> (VHF/UHF) jamming, more capable antennae, new ECM techniques, while protection against missile is to be enhanced through a new passive MWS in addition to the active devices already on board the aircraft. The latest support for self-protection will however originate from the new [[active electronically scanned array]] (AESA) radar which is to replace the Captor system, providing in a spiralled programme with passive, active and cyberwarfare RF capabilities. [[Selex ES]] has developed a self-contained expendable [[Digital Radio Frequency Memory]] (DRFM) [[Radar jamming and deception|jammer]] for fast jet aircraft known as [[BriteCloud]] which is being studied for integration on the Typhoon.<ref name="centurion" />

[[File:Nozzle of EJ200 afterburning turbofan (5).jpg|thumb|EJ200 TVC prototype]]
Eurojet is attempting to find funding to test [[thrust vectoring]] control (TVC) nozzles on a flight demonstrator.<ref name="FITV" /> In April 2014, BAE announced new wind tunnel tests to assess the aerodynamic characteristics of [[conformal fuel tank]]s (CFTs). The CFTs, which can be fitted to any Tranche 3 aircraft, could carry 1,500 litres each to increase the Typhoon's [[combat radius]] by a factor of 25% to 1,500 n miles (2,778&nbsp;km).<ref name="CFT" />

BAE has completed development of its Striker II Helmet-Mounted Display that builds on the capabilities of the original Striker Helmet-Mounted Display, which is already in service on the Typhoon.<ref name="STRIKER" /> Striker II features a new display with more colour and can transition between day and night seamlessly eliminating the need for separate night vision goggles. In addition, the helmet can monitor the pilot's exact head position so it always knows exactly what information to display.<ref name="STRIKER2" /> The system is compatible with [[Active noise control|ANR]], a [[3-D audio]] threats system and 3-D communications; these are available as customer options.<ref name="STRIKER3" /> In 2015, BAE was awarded a £1.7{{nbsp}}million contract to study the feasibility of a common weapon launcher that could be capable of carrying multiple weapons and weapon types on a single pylon.<ref name="CL" />

[[File:EurofighterLEX2.jpg|thumb|AMK Leading Edge Root Extension]]
Also in 2015, Airbus flight tested a package of aerodynamic upgrades for the Eurofighter known as the Aerodynamic Modification Kit (AMK) consisting of reshaped (delta) [[Strake (aeronautics)|fuselage strakes]], extended trailing-edge [[flaperon]]s and [[Leading–edge extension#Leading–edge root extension|leading-edge root extensions]]. This increases wing lift by 25% resulting in an increased turn rate, tighter turning radius, and improved nose-pointing ability at low speed with angle of attack values around 45% greater and roll rates up to 100% higher.<ref name="AMK" /><ref name="AMK4" /><ref name="AMK5" /> Eurofighter's Laurie Hilditch said these improvements should increase subsonic turn rate by 15% and give the Eurofighter the sort of "knife-fight in a phone box" turning capability enjoyed by rivals such as Boeing's F/A-18E/F or the Lockheed Martin F-16, without sacrificing the transonic and supersonic high-energy agility inherent to its delta wing-canard configuration.<ref name="AMK2" /> Eurofighter Project Pilot Germany Raffaele Beltrame said: "The handling qualities appeared to be markedly improved, providing more manoeuvrability, agility and precision while performing tasks representative of in-service operations. And it is extremely interesting to consider the potential benefits in the air-to-surface configuration thanks to the increased variety and flexibility of stores that can be carried."<ref name="AMK3" />

In April 2016, Finmeccanica (now Leonardo) demonstrated the air-to-ground capabilities of its Mode{{nbsp}}5 Reverse-[[Identification friend or foe]] (IFF) system which showed that it is possible to give pilots the ability to distinguish between friendly and enemy platforms in a simple fashion using the aircraft's existing transponder.<ref name="RIFF" /> Finmeccanica said [[NATO]] is considering the system as a short- to mid-term solution for air-to-surface identification of friendly forces and thus avoid collateral damages due to friendly fire during close air support operations.<ref name="RIFF" />

====UK Project Centurion upgrades====
With the confirmed retirement date of March 2019 for RAF Tornado GR4s, in 2014 the UK commenced an upgrade programme that would eventually become the £425 million Project Centurion to ensure the Typhoon was able to assume the precision strike duties of the ageing Tornado. The upgrade was delivered under different phases:<ref name="centurion" />
*Phase 0 – initial multirole upgrades.
*Phase 1/P2EA – MBDA Meteor integration and initial Storm Shadow Capability.
*Phase 2/P3EA – Full Storm Shadow capability as well as Brimstone integration.

Phase 1 standard aircraft were used operationally for the first time as part of [[Operation Shader]] over Iraq and Syria in 2018. On 18 December 2018 the RAF approved release to service for the full Project Centurion package.<ref name="centurion" />

====Proposed upgrade for German Tornado replacement====
On 24 April 2018, Airbus announced its offer to replace Germany's Panavia Tornado fleet, proposing the integration of new weaponry, performance enhancements and additional capabilities to the Eurofighter Typhoon.<ref name="FG.COM" /> This is similar to that being performed as part of the UK's Project Centurion. Integration of air-to-ground weapons already has begun on German Typhoons as part of Project Odin. Among the weapons being offered are the Kongsberg Joint Strike Missile for the anti-ship mission and the Taurus cruise missile.

The consortium is keen to make use of the engine's growth potential to boost thrust by around 15% as well as improve fuel efficiency and range. This will be combined with a new design and enlarged 1,800-litre fuel tank. The aircraft currently is fitted with 1,000-litre fuel tanks. Other modifications will include the Aerodynamic Modification Kit, test flown in 2014, to improve maneuverability and handling, particularly with heavy weapon loads. Eurofighter says it is comfortable with delivering integration of the U.S. [[B61 nuclear weapon]] onto the aircraft, a process that requires U.S. certification. Paltzo said he was confident the U.S. government would not use the certification requirements of the weapon as "leverage" to force Germany towards a U.S. platform.{{citation needed |reason=Previous 3–4 sentences are all unsourced!|date=July 2019}} A next-generation electronic warfare suite has been planned by the four-country consortium.<ref name="NEWEW" />

In November 2019, Airbus proposed a [[Suppression of Enemy Air Defenses|SEAD]] capability for the aircraft, a role which is currently performed by the Tornado ECR in German service. The Typhoon ECR would be configured with two Escort Jammer pods under the wings and two Emitter Location Systems at the wing tips. Armament configuration would include four MBDA Meteor, two [[IRIS-T]] and six [[SPEAR 3|SPEAR-EW]] in addition to three [[drop tank]]s.<ref name="SEAD" />

On 5 November 2020, the German government approved an order for 38 Tranche 4 with ground attack capabilities for the replacement of Tranche 1 units in German service.<ref>{{cite web|title=Germany approves billion-euro purchase of 38 Eurofighter jets |website=DW.com|url=https://www.dw.com/en/germany-approves-billion-euro-purchase-of-38-eurofighter-jets/a-55513389|access-date=19 March 2021|language=en-GB}}</ref>

The Luftwaffe ordered 15 ECR electronic warfare aircraft conversions for the ''Luftgestützte Wirkung im Elektromagnetischen Spektrum'' (luWES) requirement in March 2022.<ref>{{cite web |url=https://www.janes.com/defence-news/news-detail/germany-opts-for-f-35-eurofighter-to-fulfil-future-fighter-requirements |title=Germany opts for F-35, Eurofighter to fulfil future fighter requirements |work=Jane's |last=Jennings |first=Gareth |date=15 March 2022 |access-date=21 April 2022}}</ref> The 15 Typhoon EK model will be transformed from existing German Typhoons and will be equipped with [[AGM-88E AARGM]] [[Anti-radiation missile]]s. The aircraft are expected to be NATO-certified by 2030.<ref>{{cite web |last1=Trevithick |first1=Joe |title=Electronic Warfare Typhoon EK Fighter To Join German Air Force |date=30 November 2023 |url=https://www.thedrive.com/the-war-zone/electronic-warfare-typhoon-ek-fighter-to-join-german-air-force |publisher=The Drive |access-date=1 December 2023}}</ref><ref>{{cite web |last1=Dörr |first1=Christian |title=Airbus to make Eurofighter fit for electronic combat |url=http://www.airbus.com/en/newsroom/press-releases/2023-11-airbus-to-make-eurofighter-fit-for-electronic-combat |publisher=Airbus |access-date=3 December 2023}}</ref>

The Tranche 4PE is a further development package aiming at integrating improved missiles (Meteor, Taurus, AMRAAM, GBU, JDAM).<ref>{{Cite web |last=ES&T Redaktion |date=29 April 2024 |title=Fast eine halbe Milliarde Euro für NH90, Eurofighter und Nebelhandgranaten |url=https://esut.de/2024/04/meldungen/49173/fast-eine-halbe-milliarde-euro-fuer-nh90-eurofighter-und-nebelhandgranaten/ |access-date=29 April 2024 |website=esut.de |language=de-DE}}</ref>

===Replacement===
Germany is to replace the Eurofighter with the [[New Generation Fighter]] (NGF), co-developed with France and Spain.<ref name="NGFTEMPEST" /> The [[Global Combat Air Programme]] is a ‘6th Generation’ fighter envisioned as a replacement for the RAF and [[Italian Air Force]] (AM), part of the UK's wider [[Future Combat Air System (UK)|Future Combat Air System]].<ref name="NGFTEMPEST" />