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single-surface operation or non-flight-critical control surfaces. Two examples are the F/A-18 Electrically Powered Actuation Development (EPAD) and F-15 Fly by Light Advanced Systems Hardware (FLASH) programs. By contrast, J/IST focused on integrating all primary flight control surfaces, with no hydromechanical backup system. This bold approach was essential to convincingly prove that the MEA concept supported the JSF technology transition criteria. Lockheed Martin worked closely with Parker Aerospace to define the EHAS system-level requirements, integration test requirements, and software configuration management. The development and testing of the EHAS was the most challenging of the contracted tasks. The selection of the F-16 as the flight vehicle provided known air vehicle and system-level requirements, which made the development task easier. However, multiple hardware and software development challenges were encountered that provided valuable lessons learned for the SDD program. The Lockheed Martin team conducted a detailed design of two EHASs: one to replace the F-16 flaperon and horizontal tail integrated servo-actuators (ISAs), and one to replace the F-16 rudder ISA (Fig. 7). The designs incorporated a common power electronics package for all five actuation systems. The Lockheed Martin team also provided an analog interface with the existing F-16 digital flight control computer (DFLCC). To do so, it developed and integrated a separate interface box that required no major flight control software or hardware changes to the DFLCC. This approach resulted in four major component designs: an F-16 flaperon/horizontal tail dual-tandem EHA, an F-16 rudder dual-tandem EHA, a common power drive electronics package, and an EHA interface controller electronics unit. Fig. 7 Key AFTI F-16 modifications. EHAS integration testing of all five actuators with electronics was successfully completed at Parker Aerospace’s facility. The testing verified that the hardware and software met all design requirements. Further, it provided detailed visibility into the system’s operation and added confidence in the EHAS software. It also reduced risk in the integration of the system into the AFTI/F-16 aircraft. The few technical issues discovered were resolved in the laboratory environment, avoiding the risks of discovery on aircraft. Throughout the on-aircraft flight control integration and test, minimal EHAS changes were required. The power and actuation flight demonstration provided key technical proof to mature MEA technologies for the JSF EMD phase. This demonstration tested the external S/G, the 270 VDC power distribution system, and the EHAs in a realistic aircraft environment. It provided valuable integration and installation data for thermal environment, Approved for public release 5/8/18, JSF18-365 8PDF Image | F-35 Air Vehicle Technology Overview
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