Cockpit comparison - Jaguar F-type versus Eurofighter Typhoon

Dear God, it looks complicated. In front of me are three screens, each surrounded by unmarked buttons. Between my legs is a joystick that’s bristling with buttons and switches. “The joystick,” explains Chesham, “has 130 separate functions. It didn’t have that many on the first Typhoons, but we’ve kept adding to it.”

The cockpit is snug but not uncomfortable. To each side of me, there’s a long panel containing switches and buttons which stretches behind my back so that I can’t even see some of the controls.

“The idea is that the primary controls or the most important ones are to the forefront and the less crucial ones are out of the way,” explains Turner. “The other key point is that we try to group functions together, such as communications and the radio controls.” Sure enough, I can vaguely recognise knobs and switches that work the radios.

Many of the switches and knobs have designs that look influenced more by Bassett’s Liquorice Allsorts and Dolly Mixture than aviation’s history. “Because many of the controls are out of the pilot’s line of sight,” explains Chesham, “he has to be able to identify them quickly and accurately by feel.”

The three screens can each display a baffling amount of information, with the choice of which of them displays what being variable; for example, you could put information about the engines’ performance on any of the three screens.

The pilot can scroll across all the displays using a cursor controlled by a ‘coolie hat’ switch on the joystick. Turner and Chesham explain that flying the Typhoon is actually pretty straightforward. The tricky bit is operating all of the systems, and making this easier for the pilot is what their job is all about. 

The most obvious crossover between a fighter jet and a car is the head-up display, or HUD. The only difference is that in a car, you get speed, time and perhaps directions to the local chippy, whereas in the Typhoon, you’re presented with a huge amount of information spread across virtually the whole windscreen.

Target selection, interception details, speeds, times and a multitude of information can be displayed. Now I am beginning to understand why the selection process for fast jet pilots is so rigorous and why so few make the grade.

Time for Turner and Chesham to have a sit in our F-type. By chance, the week before coming up to Warton, I’d met Jaguar design boss Ian Callum and told him what we were up to. “Has the design of fighter cockpits influenced your work?” I asked. 

“No, but some of my designers talk about it,” Callum said. “But the switch that selects the driving mode in the F-type is the same design as the one in the Typhoon that selects ‘economy’ mode.”

A nice fit, but unfortunately it’s news to Turner and Chesham, because there is no such switch on the Typhoon. “The obvious difference between a car and a combat aircraft,” says Turner, “is that in a car, style takes preference over function. For us, it’s all about function and ergonomics.”

Both men agree that although the Jaguar’s cockpit looks great, it has virtually nothing in common with a fighter jet’s. And I’d lay money on them saying the same thing about the cabin of any other sports car.

There’s an interesting point to be made here: the modern car is getting more complicated, with manufacturers throwing more ‘infotainment’ features such as apps and internet access at drivers in what, I suspect, is an attempt to woo younger buyers. It is illegal to hold a phone handset to the ear but not to operate more and more complicated systems while on the move.