The United Kingdom is advancing the build of a new fighter demonstrator as part of its Tempest next-generation air combat program. The crewed flight test vehicle, known as the Flying Technology Demonstrator, is planned to take to the skies within the next three years. Its progress marks a significant milestone for the Tempest stealth fighter and the broader Future Combat Air System (FCAS) programs, which have recently faced scrutiny and questions regarding their future.
At the Farnborough International Airshow in England, Team Tempest released photos showing the progress made so far on the demonstrator aircraft. The program partners confirm that over 50 percent of the aircraft, by structural weight, is now being built or has already been completed. A pair of photos shows the forward fuselage section of the demonstrator taking shape on the production line at the BAE Systems facility in Warton, England. Further details of the demonstrator have also emerged. Team Tempest says the critical design review was completed in May of this year, although the manufacturing of components had already begun in 2023. Of these parts, 99 percent come from U.K. manufacturers.
Advanced new technologies are also being used to accelerate the production process, including hot isostatic pressing (HIP), in which materials are compressed under extremely high temperatures and pressures simultaneously. According to Team Tempest, the use of these technologies helps reduce lead times for components from four years to just six months, on average. Still, very little is known about the demonstrator aircraft, other than the fact that it will be powered by a pair of Eurojet EJ200 turbofans. These are the same engines used in the Eurofighter Typhoon, but they will not be used in the production Tempest, which will receive an all-new powerplant now under development. There remain big questions about the other elements of the demonstrator. In particular, it’s unclear how close it will be in terms of size and configuration to the Tempest. However, with a separate avionics testbed also being completed, on the basis of an adapted Boeing 757 airliner, this would seem to suggest that the demonstrator will be concerned with proving the configuration and dynamics of the Tempest design and not simply a platform for testing subsystems.
Image : Source: Rolls-Royce – Filton test rig mated EJ200 engine with ‘sixth-generation’ intake and duct
This would parallel the United Kingdom’s approach with the British Aerospace EAP, a fighter demonstrator that first flew in 1986 and proved the concept for the Typhoon that followed it. It was powered by engines used in the earlier Panavia Tornado combat aircraft, but its basic configuration was similar to that of the Typhoon. The new aircraft now being built at Warton is, notably, the first new flyable U.K. fighter demonstrator since the EAP. Once again, however, it’s uncertain how much in common the demonstrator will have with the Tempest. Major advances in computer simulation since the days of the EAP also mean that considerable amounts of critical test data can now be accumulated in the lab, rather than in actual test flights.
In the past, BAE Systems has said that, by using digital processes including auto-coding, in which entire program codes are created automatically, safety-critical systems software can be developed in “a matter of days rather than weeks.” This software is then proven in a simulator, testing, for example, the behavior of flight control systems during complex flight maneuvers. In this way, it’s expected that a great deal will be known about the demonstrator’s handling and performance before it even takes to the air. That will also help shorten the flight test program for the demonstrator.
At the same time, it’s also unclear how much commonality will exist between the final Tempest design and the latest 1:1 scale model of the aircraft that was unveiled on the first trade day at the Farnborough International Airshow this week. It’s also important to note that there had been previous significant changes in the appearance of conceptual studies and mock-ups representing the Tempest.
Image : Tempest program – source X (https://twitter.com/bandainokairai1/status/1816222525468336224)
Whatever the case, the development and manufacture of the demonstrator will provide valuable experience that will be fed into the Tempest program, reducing the risk for both this crewed sixth-generation fighter and the broader programs that it falls under. One of these is the aforementioned FCAS, a wide-ranging U.K. air combat initiative that will include uncrewed platforms, next-generation weapons, networks and data sharing, and more. The second is the Global Combat Air Program (GCAP), an international collaborative program that involves the United Kingdom, Italy, and Japan and seeks to field the aircraft, plus associated support and training, in each of these countries.
Plans for a supersonic crewed demonstrator aircraft for the Tempest program were first announced in July 2022, together with the aim of having it flying by 2027.
Image : The ‘Tempest’ concept is for a plane that is flexible and affordable, with a variety of capabilities according to BAE Systems ideas for the aircraft (pictured)
Previously, the closest that had been seen to the Flying Technology Demonstrator was during trials of its Martin-Baker ejection seat. This involved a “representative forward fuselage design” that accommodated the Martin-Baker Mk 16A ejection seat, during four tests using a rocket-propelled sled, with differently weighted instrumented mannequins being ejected at 280 knots and 450 knots. As well as the demonstrator’s crew escape system — tests of which have apparently been completed — there has been parallel work on the powerplant. Aerodynamic engine testing has taken place at the Rolls-Royce facility in Filton, England.
Image : Martin-Baker Mk 16A ejection seat – source https://martin-baker.com/ejection-seats/mk16a-nxg-for-typhoon/
Novel technologies are also being used for the powerplant system, including using “advanced manufacturing processes” to produce the engine duct for the serpentine intake. Then there is the ground-based simulator that has been developed for the project at a new facility in Warton. A digital representation of the Flying Technology Demonstrator has already been extensively ‘flown’ in the simulator, with a team of pilots from BAE, Rolls-Royce, and the U.K. Royal Air Force.
| Category | Hot Isostatic Pressing (HIP) | Eurojet EJ200 Turbofans | Martin-Baker Mk 16A Ejection Seat |
|---|---|---|---|
| Process | High pressure (up to 207 MPa) and temperature (up to 2,000°C) in an inert gas environment (argon) to densify materials | High-performance turbofan engine for military aircraft | Advanced ejection seat for pilot safety during emergencies |
| Applications | Aerospace: turbine blades, structural components; Automotive: engine parts; Medical: implants; Energy: oil & gas components | Used in Eurofighter Typhoon, providing superior thrust and efficiency | Used in Eurofighter Typhoon, F-35 Lightning II |
| Key Features | Increased density, enhanced mechanical properties, uniform microstructure | Twin-spool, axial flow, low-bypass ratio; Thrust: 20,000 lbf (89 kN) without afterburner, 30,000 lbf (135 kN) with afterburner | Zero-zero capability, advanced rocket motors, automatic parachute deployment, ergonomic design |
| Technological Innovations | High-Pressure Heat Treatment (HPHT), Uniform Rapid Cooling (URC®), Steered Cooling | Digital Engine Control (FADEC), advanced cooling systems, use of high-temperature materials | Continuous improvements in materials, enhanced ergonomic design |
| Future Prospects | Customized HIP cycles, advanced control systems | Next-generation combat air systems, integration into the Tempest program | Further enhancements in pilot safety and comfort, integration with new aircraft platforms |
| Economic Impact | Supports various industries by improving material properties, leading to higher performance and longevity | Significant contributor to the economies of partner nations, creating thousands of high-skilled jobs | Critical for pilot survival, extensive use in modern military aircraft |
| Key Components | Pressure vessels, high-temperature furnaces, inert gas environment (argon) | Three-stage fan, five-stage high-pressure compressor, annular combustor, single-stage turbines | Rocket motors, automatic parachute systems, ergonomic seating |
| Mechanical Properties | – Tensile Strength: Improved by up to 20% – Fatigue Life: Enhanced by up to 50% | – Fuel Efficiency: 1.25 lb/lbf/h – Thrust-to-Weight Ratio: 9:1 | – Ejection Time: 2.5 seconds from handle pull to parachute deployment – Safe Ejection Speed: 0-600 knots |
| Datasheet Values | – Pressure: Up to 207 MPa – Temperature: Up to 2,000°C – Thrust: 20,000 lbf (without afterburner), 30,000 lbf (with afterburner) – Weight: 2,440 lbs (1,110 kg) – Ejection Force: 12-14 g – Weight: 92 kg | ||
| Technologies | – Argon Gas Pressure – High-Temperature Furnaces – FADEC (Full Authority Digital Engine Control) – Advanced Cooling Systems – Zero-Zero Ejection Capability – Multi-Stage Rocket Motors | ||
| Economic Data | – Market Size: $1.2 billion (2023) – CAGR: 6.5% (2024-2029) – Number of Engines Delivered: 1,300+ – Total Flight Hours: 1.5 million+ – Ejection Seats Delivered: 17,000+ – Lives Saved: 7,600+ |
The 757-based flying testbed for the Tempest program, named Excalibur, is also being converted, with its sensors expected to include the Multi-Function Radio Frequency System radar from Leonardo, plus communications systems and electronic warfare equipment. The end result will be very similar in concept to the other flying testbeds used for similar development work in the United States and China. While the Flying Technology Demonstrator is so far understood to be a British effort, it’s possible that Italy and Japan could become involved, reflecting the tri-national nature of the GCAP program. As well as contributing expertise and funding to this part of the program, such a move might also work to allay reported fears from those two countries about the future of the Tempest and FCAS/GCAP within the United Kingdom.
Recent reports indicate concerns that a reassessment of U.K. defense spending priorities may affect these future air power efforts, with one possible outcome being a reduction in the priority assigned to the Tempest program. It’s unclear how such a move might affect the demonstrator effort, but this is already assigned a very aggressive — and arguably optimistic — schedule.
Team Tempest is relying heavily on digital engineering to speed the development of both the demonstrator and the fighter that will follow it. While it promises much, there have also been more questions of late, including from senior U.S. Air Force officials, as to whether the digital engineering approach necessarily delivers on this. Aside from these questions, there are inherent challenges in developing from scratch a new fighter, especially one incorporating stealth technologies, which will be fundamental to the Tempest. Simply put, long development times and high costs are essentially inevitable. Not only is a new crewed fighter under development but FCAS is also expected to include advanced uncrewed aircraft as well as new-generation air-launched weapons, all of which bring their own elements of risk — as well as big costs.
Furthermore, the finished Tempest fighter is expected to be in service by 2035.
As reported back in July 2022, when the demonstrator was first announced:
“The capabilities promised by the Tempest look convincing, on paper, at least, although they may look less so once the aircraft is actually available for service. After all, the timeline as it stands looks to be exceedingly ambitious. If, as stated, a demonstrator starts flying within the next five years, that could leave as little as eight years between its first flight and the planned initial operating capability for the production-representative Tempest. Compare this with the Typhoon, for which 17 years passed between the demonstrator’s first flight and service entry.”
Now it also appears that a political dimension, at least on the U.K. side of the program, could further complicate matters, with the Tempest potentially competing for funds with various other big-ticket defense programs, including new nuclear-powered ballistic missile submarines.
With plenty of challenges ahead, today’s announcement of progress in building the Flying Technology Demonstrator is surely a welcome development.
The Technological Edge: Innovations and Advancements in the Tempest Program
The Tempest program is not only a leap forward in terms of aircraft capabilities but also in the methods of design and production. The program is leveraging advanced manufacturing processes and digital engineering to achieve its ambitious goals. One of the standout technologies being employed is hot isostatic pressing (HIP), which allows materials to be compressed under high temperatures and pressures. This technology significantly reduces lead times for component production, cutting them down from four years to just six months on average.
Moreover, digital engineering plays a crucial role in the development of the Tempest. By using digital processes, including auto-coding, safety-critical systems software can be developed rapidly, sometimes in a matter of days. This software is then rigorously tested in simulators, ensuring that much of the necessary data about the aircraft’s performance and handling is known even before the first flight. This approach not only shortens the development timeline but also reduces costs and risks associated with traditional methods of aircraft testing.
The integration of digital twins — virtual replicas of physical systems — allows engineers to simulate and
analyze the behavior of the aircraft under various conditions. This ensures that potential issues can be identified and addressed early in the development process, further enhancing the efficiency and reliability of the Tempest program. The use of these advanced digital tools is a testament to the innovative approach being taken to bring the Tempest from concept to reality.
Collaboration and International Partnerships
The Tempest program is a collaborative effort, involving multiple countries and companies. The United Kingdom, Italy, and Japan have joined forces under the Global Combat Air Program (GCAP) to develop this next-generation fighter. This international collaboration brings together a wealth of expertise and resources, enhancing the program’s capabilities and potential for success.
Italy and Japan’s involvement not only provides additional funding and technical expertise but also ensures that the Tempest meets the diverse operational requirements of multiple air forces. This collaborative approach reflects the global nature of modern defense programs, where partnerships are crucial for sharing the burden of development costs and leveraging the strengths of different nations.
Furthermore, the Tempest program is supported by leading aerospace companies, including BAE Systems, Rolls-Royce, Leonardo, and MBDA. These companies bring their specialized knowledge and experience to the project, contributing to the development of cutting-edge technologies and systems that will define the Tempest as a sixth-generation fighter.
Challenges and Future Prospects
Despite the significant progress made, the Tempest program faces numerous challenges. Developing a new fighter aircraft from scratch is a complex and costly endeavor, particularly one that incorporates advanced stealth technologies and next-generation systems. The ambitious timeline for the Tempest’s development and entry into service adds to the pressure on the program’s stakeholders.
One of the primary challenges is securing sustained funding and political support. The Tempest program competes with other major defense initiatives, including the development of new nuclear-powered ballistic missile submarines. Ensuring that the Tempest receives the necessary resources and attention amidst these competing priorities will be crucial for its success.
Additionally, the program must navigate the inherent risks associated with developing cutting-edge technologies. The integration of advanced avionics, sensors, and weapons systems presents technical challenges that require innovative solutions. The use of digital engineering and advanced manufacturing processes helps mitigate some of these risks, but uncertainties remain.
Looking ahead, the Tempest program holds immense potential for transforming air combat capabilities. If successful, the Tempest will set new standards for fighter aircraft, offering superior performance, stealth, and versatility. Its development will also provide valuable lessons and technological advancements that can be applied to future defense programs.
In conclusion. the United Kingdom’s Tempest next-generation air combat program represents a bold and ambitious effort to develop a state-of-the-art fighter aircraft that will redefine air combat capabilities. With the Flying Technology Demonstrator set to take to the skies within the next three years, significant progress has already been made in the program. The use of advanced technologies, digital engineering, and international collaboration positions the Tempest as a frontrunner in the development of sixth-generation fighters.
Despite the challenges ahead, the Tempest program’s innovative approach and strong support from industry partners and international allies provide a solid foundation for its success. As the program continues to advance, it will undoubtedly contribute to shaping the future of air combat and ensuring the security and defense capabilities of the United Kingdom and its allies for decades to come.
APPENDIX 1 – Advanced Cooling Systems in the Eurojet EJ200 Turbofan Engine
The Eurojet EJ200 turbofan engine, powering the Eurofighter Typhoon, employs several advanced cooling technologies to ensure optimal performance, efficiency, and durability under extreme operating conditions. Here is a detailed breakdown of these cooling mechanisms:
Blade Cooling
The turbine blades in the EJ200 engine operate at extremely high temperatures, often exceeding the melting point of the material used to manufacture them. Advanced cooling techniques are essential to prevent overheating and maintain structural integrity.
Internal Cooling Channels:
- Cooling Air: Air is bled from the compressor and directed through internal cooling channels within the turbine blades. This air flows through a network of precisely designed passages, absorbing heat from the blade material.
- Film Cooling: Small holes on the blade surface allow cooling air to exit, creating a thin, insulating film of cooler air that protects the blade from the hot gases in the engine.
Combustor Cooling
The annular combustor in the EJ200 engine also requires efficient cooling to handle the high temperatures generated during combustion.
Effusion Cooling:
- Micro-perforations: The combustor liner features numerous tiny perforations through which cooling air is introduced. This technique creates a protective layer of cooler air, reducing the thermal load on the combustor walls.
Casing Cooling
To maintain the structural integrity of the engine and ensure efficient operation, the engine casing is also cooled.
Casing Airflow Management:
- Compressor Bleed Air: Air bled from the compressor stages is used to cool various parts of the engine casing. This cooling air is carefully managed to balance thermal expansion and maintain optimal clearances between rotating and static components.
Advanced Materials
The use of advanced materials plays a crucial role in the cooling strategy of the EJ200 engine.
High-Temperature Alloys:
- Single-Crystal Superalloys: Turbine blades and other critical components are often made from single-crystal superalloys, which offer superior resistance to high temperatures and thermal fatigue.
- Ceramic Coatings: Thermal barrier coatings (TBCs) made from ceramics are applied to components such as turbine blades and combustor liners. These coatings provide an additional layer of thermal protection, reducing the need for excessive cooling air.
Overall Cooling System Integration
The integration of these cooling technologies is managed by the engine’s full authority digital engine control (FADEC) system.
FADEC:
- Real-Time Monitoring and Control: FADEC continuously monitors engine parameters and adjusts the flow of cooling air to optimize performance and efficiency. This system ensures that the engine operates within safe temperature limits under all conditions.
Benefits of Advanced Cooling in the EJ200 Engine
The advanced cooling systems in the EJ200 engine provide several key benefits:
- Increased Thrust: Efficient cooling allows the engine to operate at higher temperatures, increasing the thrust output.
- Enhanced Durability: By maintaining lower component temperatures, the cooling systems reduce thermal stresses and extend the lifespan of critical engine parts.
- Improved Fuel Efficiency: Optimal cooling reduces the need for excess fuel to manage temperatures, thereby improving overall fuel efficiency.
- Reliability: The sophisticated cooling mechanisms contribute to the engine’s reliability, ensuring consistent performance in demanding environments.
The advanced cooling systems in the Eurojet EJ200 are a critical component of the engine’s design, enabling it to achieve high performance and reliability. By combining internal cooling channels, effusion cooling, advanced materials, and real-time control through FADEC, the EJ200 can operate efficiently under extreme conditions, making it a formidable powerplant for the Eurofighter Typhoon.
APPENDIX 2 – Advanced Manufacturing and Aerospace Engineering: A Comprehensive Analysis of HIP, EJ200 Turbofans, and Martin-Baker Ejection Seats
Hot Isostatic Pressing (HIP)
Hot isostatic pressing (HIP) is a manufacturing process utilized to enhance the mechanical properties and structural integrity of metals and ceramics. By applying high pressure and temperature in an inert gas environment, HIP eliminates internal porosities, thus increasing the density and uniformity of materials. This process is widely adopted in various industries, including aerospace, automotive, medical, and energy sectors.
Technical Overview
Process Mechanism:
- Pressure Application: HIP operates typically at pressures up to 207 MPa.
- Temperature: The process temperature can reach up to 2,000°C, depending on the material being treated.
- Environment: An inert gas, usually argon, is used to apply isostatic pressure uniformly around the material.
- Densification: The combination of heat and pressure causes the material to flow and densify, filling any internal voids and enhancing mechanical properties.
Material Benefits:
- Increased Density: HIP significantly reduces porosity, leading to improved density.
- Enhanced Mechanical Properties: Improved tensile strength, fatigue resistance, and fracture toughness.
- Uniform Microstructure: The process ensures a uniform grain structure, which enhances overall material performance.
Applications in Industries:
- Aerospace:
- Turbine Blades: HIP is used to densify single-crystal turbine blades, eliminating internal porosity and enhancing fatigue life.
- Structural Components: Aircraft components such as wing spars and fuselage sections benefit from the enhanced mechanical properties provided by HIP.
- Automotive:
- Engine Components: HIP improves the properties of turbochargers and pistons by densifying castings and reducing porosity.
- Lightweight Materials: The process is used to manufacture lightweight and high-strength components for high-performance vehicles.
- Medical:
- Implants: Biocompatible implants such as hip and knee replacements are processed using HIP to ensure durability and eliminate porosity.
- Biomedical Coatings: HIP enhances the bonding of coatings to medical implants, improving their longevity and compatibility.
- Energy:
- Oil and Gas Components: HIP is used to manufacture complex parts with minimal machining for the oil and gas industry, ensuring high wear and corrosion resistance.
Technological Innovations:
- High-Pressure Heat Treatment (HPHT):
- Combines multiple thermal processes into one cycle under high pressure, beneficial for additive manufacturing .
- Enhances the microstructural properties of nickel-based superalloys and other materials.
- Uniform Rapid Cooling (URC®):
- Reduces cooling times significantly compared to conventional methods.
- Allows for precise control over cooling rates, resulting in better-tailored material properties.
Future Prospects:
- Steered Cooling: Advanced control systems using load thermocouples to manage cooling rates precisely.
- Tailored HIP Cycles: Customizing HIP cycles to meet specific material and application requirements.
Eurojet EJ200 Turbofans
The Eurojet EJ200 is a high-performance turbofan engine developed for the Eurofighter Typhoon. This engine, a result of collaboration between Rolls-Royce, MTU Aero Engines, Avio Aero, and ITP Aero, is renowned for its advanced design and superior performance characteristics.
Technical Specifications
- Engine Design:
- Configuration: Twin-spool, axial flow, low-bypass ratio turbofan.
- Thrust: Approximately 20,000 pounds-force (89 kN) without afterburner and up to 30,000 pounds-force (135 kN) with afterburner .
- Components:
- Fan: Three-stage fan with wide-chord fan blades.
- Compressor: Five-stage high-pressure compressor with blisks (bladed disks).
- Combustor: Annular combustor for efficient fuel burning.
- Turbine: Single-stage high-pressure and low-pressure turbines with advanced cooling techniques.
- Performance Enhancements:
- Digital Engine Control: Full-authority digital engine control (FADEC) for optimized performance and fuel efficiency.
- Advanced Materials: Use of lightweight, high-temperature materials to reduce weight and increase durability.
Applications and Impact
Eurofighter Typhoon:
- Multirole Capabilities: The EJ200 powers the Eurofighter Typhoon, enabling it to perform a variety of missions, including air superiority, ground attack, and reconnaissance.
- Agility and Speed: The engine’s high thrust-to-weight ratio contributes to the Typhoon’s exceptional agility and top speeds.
Economic and Industrial Impact:
- Job Creation: The Eurofighter program supports thousands of high-skilled jobs across partner nations, contributing significantly to their economies.
- Technological Advancement: Continuous upgrades and developments ensure the EJ200 remains at the cutting edge of military aviation technology.
Future Developments:
- Tempest Program: Building on the success of the EJ200 and Eurofighter, the Tempest program aims to develop the next generation of combat air systems, incorporating advanced technologies for future warfare.
Martin-Baker Mk 16A Ejection Seat
The Martin-Baker Mk 16A ejection seat is a state-of-the-art safety device designed to ensure pilot survival during emergency situations. Known for its reliability and advanced features, the Mk 16A is used in several modern fighter jets.
Technical Features
- Zero-Zero Capability:
- Allows safe ejection at zero altitude and zero airspeed, crucial for low-speed emergencies during takeoff or landing.
- Rocket Motors:
- Advanced rocket motors provide the necessary thrust to propel the seat clear of the aircraft.
- Multi-stage rockets ensure controlled ejection sequences, reducing the risk of injury to the pilot.
- Parachute Deployment:
- Automatic deployment systems ensure rapid and stable parachute opening, enhancing pilot safety.
- Ergonomic Design:
- The seat is designed to accommodate various pilot sizes, ensuring comfort and reducing the risk of injury during ejection.
Applications and Innovations
Aircraft Integration:
- Eurofighter Typhoon: The Mk 16A is standard equipment in the Eurofighter Typhoon, providing unmatched safety for pilots in high-performance aircraft.
- Lockheed Martin F-35 Lightning II: The seat is also used in the F-35, highlighting its versatility and reliability in different aircraft platforms.
Safety Record:
- Proven Performance: Martin-Baker ejection seats have saved over 7,600 lives worldwide, underscoring their importance in military aviation.
Future Innovations:
- Material Advancements: Continuous improvements in materials and manufacturing techniques enhance the performance and reliability of ejection seats.
- Ergonomics and Comfort: Ongoing research focuses on improving the comfort and reducing the physical strain on pilots during ejection.
Hot isostatic pressing, Eurojet EJ200 turbofans, and Martin-Baker Mk 16A ejection seats represent the pinnacle of advanced manufacturing and aerospace technology. Each plays a critical role in enhancing the performance, safety, and reliability of modern military aircraft. As technology continues to evolve, these innovations will remain at the forefront of aerospace engineering, driving the future of aviation and manufacturing.
APPENDIX 3 – MK16A NXG for Typhoon
Technical Specifications
| Operating ceiling | 55 000ft (16,764m) |
| Minimum height/speed | Zero/zero in near level attitude |
| Crew boarding mass range | 103lbs (46.7kg) to 245lb (111.1kg) (nude) light crew switch fitted mass boundary set at 150lbs (68kgs) |
| Crew size range | CAESAR multi-variate body size cases 1-6 |
| Maximum Speed for ejection | 600 KEAS |
| Parachute type | IGQ Type 6000 aeroconical 4-colour |
| Parachute deployment | Cartridge initiated |
| Drogue parachute | Yes |
| Drogue deployment | Cartridge initiated |
| Harness type | Generation 5 Integrated Harness (MG5 Integrated) |
| Ejection seat operation type | Catapult and underseat rocket motor |
| Ejection gun | Twin catapult |
| Ejection initiation | Handle on seat bucket initiates gas operated seat firing system |
| Automatic back-up unit | Yes, mechanical system |
| Electronic Sequencer | Martin-Baker Sequencer (MBS), powered by thermal batteries |
| Timers | Time delays imposed by sequencer, ABU and CJS |
| Seat adjustment | Up/down actuator operated 28 Vdc with 5.9” (15cm) stroke Fore/aft manual tilt mechanism adjustment Tilt mechanism enables installation to aircraft with different bulkhead configurations |
| Arm restraints | Yes, active system Type II |
| Leg restraints | Yes, passive system |
| Oxygen supply | Bottled back-up/emergency oxygen Connection to main On Board Oxygen Generation System (OBOGS) |
| Seat survival kit | Yes + automatic deployment and liferaft inflation |
| Aircrew services | Connection to main oxygen supply, mic/tel, anti-g, thermal cooling and Interface to helmet |
| Canopy jettison | Yes |
| Canopy fracturing system | No |
| Interseat sequencing system | Yes |
| Auto eject system | No |
