Where is the Eurofighter Typhoon made?

Eurofighter Typhoon "final assembly"
From the assembly to delivery - this is how a Eurofighter is created

Station 1: Reception of the main assemblies & mechanical assembly - called: "Splice"

Insertion of the main assemblies of the front fuselage, center fuselage and rear fuselage into the structural splice device.
The three fuselage sections are aligned with one another with an accuracy of 1/100 mm (= 0.0001 cm) and connected to one another with the main connecting bolts. About 800 connecting parts (special rivets) are built into the "Splice".

Station 2 or 2.1: Attachment of wings, tail unit, slat and landing gear as well as connection of the systems

In Station 2, the two wings, the vertical tail, the canards, the main landing gear and the slat flaps are attached to the fuselage completed in Station 1. In addition, the actuators for canards, rudders and flaperons are installed. Likewise, in station 2, the connections for the electrics, hydraulics, fuel, air conditioning and the secondary energy supply system between the main assemblies are established.

Station 3: Automatic wiring test

In the middle of the fuselage alone, 30 km of electrical cables and fiber optic lightwave conductors are installed - in the entire Eurofighter it is around 100 km.
In station 3, instead of the avionic boxes, red dummy boxes are used to which the cabling is connected. With the help of these boxes, the complete wiring can be checked for resistance, dielectric strength and insulation in the course of an automatic test controlled by the computer.

Station 4: Equipment installations and testing of the electrical, mechanical and hydraulic basic systems

After completing the wiring test, the Eurofighter is now ready to receive its avionics. The system computers are installed - and there are quite a few of them. The Missile Ejection Launcher are also installed in the fuselage and wings, the cabin roof is attached and its function is checked, and the auxiliary turbine is installed.
This is followed by system tests of fiber optic cables and conventional data buses as well as the control elements and display instruments in the cockpit. In addition, the chassis is tested and adjusted, and the hydraulic and air conditioning systems are tested and checked for leaks.

Station 5: engine installation and system tests

Station 5 is also being installed and tested. In addition to the installation of a cannon and ammunition container, the engines are also combined with the aircraft and a system test is carried out with the engine electronics. Radar cooling system is filled and the hydraulics are vented. Furthermore, the fuel system including the air refueling nozzle goes through a dry test. The flight control system, the catch hook, the brake parachute system, the cockpit ladder and once again the cabin roof are also subjected to system tests.

Station 6/7: Avionics and radar system tests

This is the last station in the hall before the Eurofighter comes out into the fresh air. The machine goes through tests of the radio and communication systems, the electronic self-protection system DASS, the fire control and identification system, the weapon control system, the cannon control, the exterior and interior lighting as well as the air conditioning system for the pilot.
In order to be able to carry out the system test of the radar, a "radar absorber chamber" is attached to the nose in order not to expose the personnel to the enormous electronic emissions of the radar system. In addition, the weapons stations and target facilities are being harmonized here.

Station 14: Fuel system and water leak test

At Station 14, the now completed Eurofighter will initially have three external tanks installed. This is followed by the function test of the fuel management system, which automatically checks the fill levels of the internal and external tanks in order to keep the center of gravity optimal and to guarantee the fuel supply for the engines.
In addition, selected aircraft are tested for watertightness using a sprinkler system. Then the external tanks are dismantled again.

Station 15: Ejection seat installation / COG test / engine floor run and tests

So far, no pyrotechnics have been installed for safety reasons. At station 15 the ejection seat and the charges for the detachable canopy are installed. The aircraft is then weighed and the center of gravity is determined. This is followed by preparation for the first test runs of the auxiliary turbine and the engines. After checking the power supply, the first test run of engines and auxiliary turbines is carried out in a noise protection hangar. All systems are then checked with the engines running.

Station 16: PFAT (Production Flight Acceptance Tests or acceptance flights)

This is where the seriousness of life begins for the airplane - from here it goes into the air. With two to three inspection flights of between 60 and 90 minutes each, the machine can usually be checked sufficiently to get it ready for delivery. Before each flight, the pilot prepares the flight in detail with regard to the tests to be carried out, as well as a thorough pre-flight check of the machine by the EADS technicians. If the pre-flight inspection or the flights still reveal any deficiencies, these will be eliminated, the system in question thoroughly checked again and the corresponding test repeated. A total of six works pilots share these tasks, but some pilots from the German Air Force - more precisely from the Wehrtechnischen Dienststelle 61 - are deployed for these tasks.

Station 19: painting

Since all tests and inspections have now been successfully completed and it can be assumed that all possible flaps are no longer continuously opened and closed and tools, cables and various other test equipment must be handled by the manufacturer on the machine, the machine is now fed to the paint shop where, in addition to the desired color, lettering and other markings are attached. A test of the electronic self-protection system DASS is then carried out on selected machines, and the radar cross-section may also be measured.

Station 21: Acceptance tests / transfer flight

The last station in the plant is of crucial importance for the customer and future users. This is where the preparation of the handover to the respective air force takes place. As part of the pre-flight inspection, all systems are put through their paces once again. Then the transfer flight to the future home of the machine takes place.