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critical system, the 270 VDC system would be designed to be fault tolerant and provide limited uninterruptible power. For EPS integration, the primary challenges were: 1) SR S/G flight certification, 2) fault-tolerant power generation and distribution, 3) 270 VDC power system stability with multiple variable power loads, 4) 270 VDC fill-in battery operation, and 5) electromagnetic interference (EMI) and electromagnetic compatibility (EMC). The following combination of components provided the baseline design for the J/IST engine S/G (ES/G) system. The inverter/converter/controller (ICC) for the ES/G system was taken from the UTAS LV100 SR S/G system. The power electronics converter and the SR generator were taken from the UTAS/General Electric Integrated High- Performance Turbine Engine Technology (IHPTET) research program. The ES/G system was required in two tests: the AFTI/F-16 flight test and a ground test. For the flight test it was used to demonstrate generation capability in an MEA application. For the ground test, it demonstrated motor, start, and generation capabilities. The ground test application included a demonstration of starting a Pratt & Whitney F119 engine and transitioning to generate mode. The ES/G system was designed to accommodate all applications. However, the ICC package design was driven by the AFTI/F-16 installation. Both the flight and ground demonstrations used nearly identical hardware, with minor changes made to adapt to their respective operating environments. The resultant J/IST MEA architecture is shown in Fig. 6. Fig. 6 AFTI F-16 J/IST electrical power and actuation flight demonstration architecture. The ground demonstrations exercised all the capabilities of the ES/G system, specifically its engine motoring and starting, power generation, and fault tolerance. The T/EMM motor/generator system provided 270 VDC power to the ICCs for engine motoring and starting. The ES/G system was transitioned from start to generate to provide 270 VDC power to two primary motor buses. Modifications were made to the ES/G and ICCs from the AFTI/F-16 configuration to enable bidirectional power flow and increased speed range operation. J/IST Electrically Powered Flight Control System Parker Aerospace was selected to provide the EHAS for the F-16. The company had previously developed prototype EHAs for various ground and flight test programs. Among them were the flight tests of an aileron actuator on the Lockheed Martin C-130 high-technology testbed. Previous electric actuation integration programs focused on Approved for public release 5/8/18, JSF18-365 7PDF Image | F-35 Air Vehicle Technology Overview
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