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A review of electromechanical actuation system for more electric aircraft

Conference Paper · October 2016

DOI: 10.1109/AUS.2016.7748100

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 2016 IEEE/CSAA International Conference on Aircraft Utility Systems (AUS) October 10-12,2016 Beijing,China

A Review of electromechanical actuation system for more electric

aircraft*
Jianming Li, Zhiyuan Yu, Yuping Huang, Zhiguo Li

Abstract—The More Electric Aircraft (MEA) emphasizes the and applications of electromechanical actuators (EMA)
utilization of electrical power to replace hydraulic power. And proposed by governments, institutes and enterprises. In the
the electromechanical actuation is one of the key technologies for end, the challenges and tendencies towards EMA are analyzed.
MEA. There are a lot of advantages when electromechanical
actuators are used in civil aircraft, such as increasing the
TABLE I. PERCENTAGE CHANGES IN PARAMETERS FOR MEA OPTIONS
efficiency and reducing the take-off weight of aircraft. ON A MILITARY FAST JET [2]
Furthermore, it also can shorten the production cycle and
decrease operation and maintenance costs. So a great many of Item Base C1 C2 C3 C4
programs and researches are sponsored and proposed by
governments, institutes and industries incessantly. The review in Flight 0 0
0 0 0
this paper focuses on the researches and application of Control
electromechanical actuation systems using for aerospace and Hydraulics 0 -50 -100 -100 -100
civil aircrafts. Masses
Electrics 0 +50 +100 +150 +150
I. INTRODUCTION
Engine -5 -10
0 0 0
The concept of all electric aircraft (AEA) was put forward Inst & Sys
in the 1970s. However, there is a great disk to use all electric Power Off-take 0 -10 -10 -10 -10
technologies in the civil aircraft. So the traditional hydraulic
system has to be replaced by all electric system gradually Advance Tech. Factor 0 +3 +4 +6 +8
which is called more electric aircraft (MEA.) Ground Support Equipment 0 0 -10 -10 -10
There are many advantages of MEA, such as weight and Flight
0 -50 -50 -50 -50
noise reduction, higher power density and efficiency, simple Controls
Unscheduled.
test and maintenance, lower operation and production costs, Maintenance Hydraulics 0 0 -100 -100 -100
and so on. For example, if all electric actuation can be realized
in Airbus A3XX, a total of 500 kg can be removed from Electrics 0 +10 +20 +20 +20
aircraft systems. Furthermore, if efficiency gains brought by Scheduled. Maintenance 0 -10 -20 -25 -30
the all electric technologies are considered, the take-off weight
can be reduced by 1% and fuel consumption can be reduced by Notes: C1 (Flight controls based on EMAs), C2 (All hydraulics removed,
based on EMAs), C3 (Electric link secondary power system with embedded
near 9% [1]. The changes of actuation system based on starter/generator combined with hydraulics removal, based on EMAs), C4
EF2000 type aircraft are studied by Cranfield University. The (Electric link secondary power system with embedded starter/generator
changes in mass, power off-take and other factors are given in combined with hydraulics removal, based on EMAs).
Table I [2].
II. FLIGHT CONTROL SURFACE ACTUATION SYSTEMS
With the development of high-density servo motor, power
electronics and digital control technologies, the electrical Flight controls of aircraft are performed with a variety of
actuation system is widely recognized that it will provide control surfaces or mechanisms. As Figure 1 shown, some
significant weight and cost savings, better overall energy controls dedicated to the control of the roll, yaw and pitch
efficiency and improved reliability and maintainability. Hence, attitudes and of the trajectory of the aircraft, such as ailerons,
electrical actuation system is on the way of replacing hydraulic rudder, elevators, landing gear, are called the primary flight
actuation system not only in the aircrafts but also in the ground, controls (PFC). Secondary flight controls are dedicated to the
marine and aerospace vehicles. control of the lift of the wing, such as spoilers, flaps, slats,
landing gears and some trim controls, [1,3].
This paper introduces a review of the electric actuation
system for MEA. The review includes the research, programs In general, there are three types of actuators for the aircraft
control surface actuation, Electro-Hydraulic Actuator (EH),
Electro-Hydrostatic Actuator (EHA) and Electro-Mechanical
*Research supported by the national High Technology Research and
Development Program of China Foundation. Actuator (EMA).
Jianming Li is with National University of Defense Technology, Changsha,
410073, P.R.C. (email: lijianming001166@sina.com).
Zhiyuan Yu is with Beijing Research Institute of Precise Mechatronics and
Controls, Beijing, 100076, P.R.C. (phone: +86-10-68758093; fax:
+86-10-68382904; email: timmyu@hotmail.com).
Yuping Huang and Zhiguo Li are with Beijing Research Institute of
Precise Mechatronics and Controls, Beijing, 100076, P.R.C.

978-1-5090-1087-5/16/$31.00©2016 IEEE

490

Figure 1. Flight control surfaces of a commercial aircraft
An electro-hydraulic actuation system consists of 7 major
elements indicated in the diagram above: primary energy
source, electric power unit (EPU), motor and pump, servo
amplifier, servo valve and cylinder.
Figure 2. Block diagram and energy transmission of EH
Different from EH, EMA and EHA are also called as
electrically powered actuators (EPA) which are actuated by
electric power. The two actuation systems have the same
energy source, electric control unit (ECU), EPU and motor.
The unique difference between EHA and EMA is that EHA
uses hydrostatic transmission to take the place of mechanical
transmission in EMA.
Figure 3. Block diagram and energy transmission of EMA
Figure 4. Block diagram and energy transmission of EHA
491
According to the types of mechanical transmissions, the
EMA can be divided into linear EMA (ball screw, roll screw
and geared ball screw, etc.) and rotary geared EMA.
Because there is only one energy transmission in the
system, EMA has the high power density and overall system
efficiency among three actuation systems in medium power
output requirements. The comparison of the specific power vs.
power output for the various actuator types are shown in
Figure 5. The roller-helical drive EMA has the highest power
density with the power range from 1.45 kW to 45 kW. When
the power output beyond 15 kW, EHA has higher power
density than Ball-Helical drive EMA.The overall system
efficiency for the electro-hydrostatic actuator was determined
to be 0.6 as compared to the current state-of-the-art
electro-hydraulic actuator efficiencies of 0.3-0.35 [5].

Figure 5. Comparison of specific power vs. power output of various actuator
types [5]
The main performances of three actuation systems are
compared and shown on TABLE Ċ[6].
III. RESEARCHES ON ELECTROMETRICAL ACTUATION
A. USA
NASA and the US Air Force started EMA research in
military aircraft. For example, a rotary hingeline actuator and
is developed for B-52’s horizon stabilizer by AiResearch [7].
In 1986, the C-141A used in the flight test program with
the general arrangement of the hybrid hydro-mechanical /
electromechanical C-141 roll control system. The flight test
carried out a total of more than 1,000 flight hours successfully
[8]. In 1990s, NASA launched three programs on EMA. One is
for thrust vector control (TVC) of launch vehicle, called “The
Evolutionary Launch Vehicle Electric Actuation System
Modernization Program”. The EMA with two different types
of motor (permanent magnet motor and induction motor) is
developed, the stall force is 133 kN with the weight of 36.3 kg.
And the other two programs are for commercial aircraft.
Several redundant EMAs are demonstrated in the Power by
Wire Power Management and Distribution Test Bed and the
peak power densities approaching 62 W/kg are achieved [9].
 TABLE II. THE PERFORMANCE COMPARISON OF THREE TYPES OF EMAs are widely used in the new generation Hyper-X
ACTUATION SYSTEMS
programs which are developed by US Air Force, Navy and
NASA, such as X-33, X-37, X-38, X-43A and X-45A.
Performances EH EHA EMA
The X-38 Crew Rescue Vehicle V-201 space flight test
Power density of actuator + 0 0
article was carried out in 1996. All of the flight control surfaces
Power density of transmission - + + are actuated with EMAs and the biggest load up to 28,811 Nm.
Basic Load + + - Triple redundant configurations are used in the flaps and
rudder actuation, including triple motors, resolvers and brakes.
performances Dynamic performances + - 0 The peak power density of flap EMA is up to 56.3 W/kg
Controlable performances - 0 + [11,12].
Efficiency - 0 +

Stiffness + 0 0
Redundancy realization + + -
Heat suitability + - -
Relieablity
Overload suitablity + 0 0
Anti-fire - 0 +

Pollution - 0 -
Test equipments + + -
Costs Figure 8. Flap EMA (left) and rudder EMA (right) of X-38
manifacture + + -
The Boeing X-37, also known as the Orbital Test Vehicle
Maintenance + + -
(OTV), is a reusable unmanned spacecraft. The X-37 A/B/C is
developed by NASA and U.S. Department of Defense. It
conducted its first flight as a drop test in 2006 and the latest
flight in 2015. This aircraft is an electric actuated aircraft and
its nose wheel steering is also actuated by EMA during all
mission phases [13].
The X-33 developed by Lockheed Martin is a technology
demonstrator for the Venture Star orbital space plane, which is
also an all electric actuated aircraft. All the EMAs in this
aircraft are limited to 270 VDC and 50 A [14].
The X-43A project aimed to demonstrate the operation of
an airframe integrated scramjet engine at Mach 7 and 10 flight
conditions. The flight tests were conducted three times, first in
Figure 6. Modified C-141 with one electrically actuated aileron [8] 2001, and the other two in 2004. There are five EMAs with the
same model in this aircraft: two aileron actuators, two rudder
The EPAD program (Electrically Powered Actuation actuators and one cowl door EMA. Each EMA can provide 11
Design) in 2000 was jointly sponsored by the US Air Force, kN of thrust at 150 Vdc. The actuator controller can control
Navy, and NASA. It aimed to develop a series of actuators on a and drive five channels EMAs [15].
PFC surface. In the 25 hours’ flight test, a dual-redundant
EMA in place of hydraulic actuator at left aileron of an X-45A/B/C/N Joint Unmanned Combat Air System
F/A-18B System Research Aircraft (SRA) is used to validate (J-UCAS) is developed by Boeing from 2002 to 2008. There
the overall performance and compare with the hydraulic are 18 linear EMAs (HR Textron) to control and drive
actuator in the other aileron [10]. elevators, nose wheel steering, etc. As using all electric
actuation, the most concern of the flight test is the heat
generation and tolerance of electronics and actuators [16].

Figure 9. EMA and its controller of X-43A

Figure 7. 3.7 kW, dual-redundant EMA used in EPAD [10]

492
 A series of EMA for rocket TVC are developed by MOOG
Inc. The details of 12 HP, 21 HP and 38 HP EMA are shown in
Table II. The 38 HP TVC EMA (see Figure 10) uses dual
torque –summed motor that can operate full performance with
one motor [17].
Figure 10. 38 HP EMA for TVC ˄MOOG˅
switched reluctance motor (SRM) was adopted finally [19]. A
direct drive EMA for rudder control surface is demonstrated by
Smiths Aerospace. PMSM is used in this EMA with output
force of more than 159 kN [20].
The Newcastle University studied EMAs for flap and slat
surface of commercial aircraft in 2005. The EMA is integrated
with a power-off brake, 34 kNm loads and 0.25% positioning
accuracy [21]. Then in 2010, a dual-redundant EMA with
capable of load torque in excess of 7000Nm and an operating
speed in excess of 18°/s was developed for electric landing
gear extend and retract (ELGEAR) system. The actuator is
based around a 595:1 gearbox, housed within the centre of the
’Y-Y’ motor [3].

TABLE III. EMAS FOR TVC OF LAUNCH VEHICLES (MOOG)

Out power/Model 12HP 21 HP 38HP

Stroke f48.8mm f38mm f140mm

Stall Force 20.5kN 138kN 247kN
Output Force 17.8kN 107kN 213.5kN
No-load Velocity 508mm/s 149mϹ/s 132mm/s
Supply Voltage 280VDC 280VDC 270VDC
B. European Union (EU)
As Figure 11 and TABLE IV shown, since 2nd Frame Figure 12. Flap EMA (Newcastle University)
Programme (FP2) in 1990, more than 20 programs sponsored
by EU have focused on the demonstration of the feasibility of
the concept and the fundamental problems related to the
electro-mechanical actuator technology, some of them still
open today. Various EMA structures, high power density
motor, power electronics and controller, health management
for EMA are studied in these programs [18].

Figure 13. ELGEAR (Newcastle University)

Figure 11. Programs sponsored by EU from 1990 to 2020
Apart from the EU programs, some European governments
and enterprises are also carried out a series of programs on
electromechanical actuator.
LEMAS (Large Electro-Mechanical Actuation System),
funded by the British government, aimed to demonstrate an
EMA prototype of spoiler actuation in 1999. Brushless DC
motor (BLDC) or permanent magnet synchronous motor
(PMSM) was considered at the beginning, but a 25kW 4-phase
Another program, TIMES (Totally Integrated More
Electric Systems), is jointly funded by the UK Department of
Trade and Industry (DTI) and Lucas Aerospace. It was set-up
to investigate the issues associated with large EMA's, a key
objective being the comparison of two potential drive
technologies; SRM and BLDC [22]. BAE System sets up a
program called Helicopter HEAT (Electro-Mechanical
Actuation Technology) to develop EMA for helicopter
primary flight control systems [23].

493
 TABLE IV. PROGRAMS OF ELECTRIC ACTUATION APONSORED BY EU

Project Abbrev. Frame Project Goal

1990-1992 Roller/ball screw linear EMA and fixed/variable

All electric aircraft flight control actuation AEAFCA
FP2 displacement pump EHA for primary flight controls.

Electrically powered integrated control actuators: Flight 1993-1996

EPICA Thermal behavior research and test of EHA and EMA.
testing in primary flight controls FP3
Electrical actuator with brushless/sensorless permanent 1996-1997
magnets synchronous motor for aircraft and submarine EAAS 1 to 10 kW Sensorless EMA.
application FP4

1997-2002 Electric actuation for large commercial aircraft and

Electrical innovative surface actuation ELISA active-standby EMA development for regional
FP4 airplanes
2000-2030 A low frequency hydraulic ram and high frequency
Hybrid actuator testing system HATS
FP5 magnetstrictive force actuator aligned in series.

Distributed and Redundant Electro-mechanical nose 2006-2009 a distributed and redundant electrical steering system
DRESS
wheel Steering System FP6 technology for an aircraft nose landing gear

New Track integrated Electrical Single Flap Drive 2007-2011 A track integrated single flap drive system for the
NEFS
System FP6 deployment of wing high lift surfaces

Design and development of an Adaptive, Smart and 2009-2011 Test Bench for linear actuators with environmental
Eco-efficient Test Bench for synchronized testing of ASE-TB
FP7 impacts.
linear actuators in the aeronautic sector

Innovative Technological platform for Compact and 2009-2013 High performance and reliability capacities of EMA in
CREAM
Reliable Electronic integrated in Actuators and Motors FP7 hard thermal environmental conditions

HP-SMART Extremely light, reliable and smart EMA for turbine

Development of high power density electrical actuators 2010-2013 FP7
EMA engines.
Modular Electro Mechanical Actuators for ACARE 2020 Standardised, modular and scalable EMA resources
ACUATION 2011-2016 FP7 for all aircrafts actuators.
Aircraft and Helicopters
Development of key technology components for high
HPEM 2012-2014 FP7 High power density, fault tolerant actuator PM motors
performance electric motors

Development of Electric Smart Actuator for gas turbine 2012-2014

E-SEMA Light, reliable and smart EMA for gas turbine engines.
engines FP7
Design, development and manufacturing of an 2012-2016
electro-mechanical actuator and test rig for Aircrafts ARMLIGHT EMA for landing gear actuation and failure tests rig.
Main Landing Gear actuation systems. FP7

2013-2016
FIGHT-EMA (E-RUDDER) E-RUDDER EMA for primary flight controls and test big.
FP7

Health On Line Monitoring for Electro-mechanical 2013-2016 Develop a reliable tool for the health monitoring of
HOLMES
actuator Safety FP7 EMAs.

2013-2016 Connect/disconnect device for jam tolerant linear

Disconnect device for jam tolerant linear actuators FASTDISC
FP7 EMAs.

2013-2016 Weight optimization (10-15% reduction) and

Reliability and Safety Enhanced Electrical Actuation
RESEARCH consumption (10-15% reduction) with respect to
System Architectures FP7 current EMAs.

Design and Implementation of a Load Simulator Rig and 2013-2016 Load Simulator Rig and Ground Test Bench for
TESTHEMAS
Ground Test Bench Adaptation Kit FP7 helicopter EMAs

Scaling of a midsized patented low energy, light weight, 2014-2015

highly efficient actuator to meet the demands of smaller SmartAct-2-3 Smart, RIFT Driven® actuators
and larger scale functions FP7

Hyper Performance Motor, Air-Cooled HyPerMAC 2014-2016/FP7 High performance multi-phase PM motor drive

494
 COVADIS project (Flight Control with Distributed
Intelligence and Systems Integration), supported by the French
government, Airbus and Sagem, achieved this first flight test
with an electromechanical actuated aileron as PFC of A320 in
2011. This flight test of EMA in a commercial aircraft lasted
about 114 flight hours. In 2016 and 2017, this program will test
more electrical actuation wings with ailerons, spoilers, high lift
and trimmable horizontal stabilizer [23].
IV. APPLICATIONS
A number of next generation launch vehicles like VEGA
(Europe) [29], Ariane 5ME and Ariane 6 (Europe), Delta III
(USA) [30], Evolutionary Expendable Launch Vehicle (USA)
[31], Affordable Responsive Spacelift (USA) [32], H-IIA
(Japan) have started to use electromechanical actuators.
Vega Carrier Rocket is an expendable launch system
developed by the Italian Space Agency and the European
Space Agency. Development began in 1998 and the first
launch took place in 2012. Vega is a single-body launcher with
three stages. The upper module is a liquid rocket called
AVUM. Vega is an all-electric actuation launcher with all of
the three stages and AVUM actuated by EMAs. The TVC
performances are shown in TABLE V.

TABLE V. TVC PERFORMANCES OF VEGA [24]

Figure 14. MEA flight test of COVADIS Parameter st nd rd th

1 2 3 4
stage stage stage stage
Input power [kW] 51 15 5 1.2
C. Other Countries Output power [kW] 2 x 16 2 x 5.4 2 x 1.1 2 x 0.14
A 25 EMA with a stall torque of 96.7 kN was also Min voltage [V] 270 135 45 45
developed by India Space Research Organization (ISRO) for Max voltage [V] 410 210 75 75
the TVC of launch vehicle for an effort to provide lighter, Flight duration [s] 120 275 395 4060
Stall force [kN] 100 30 20 2.5
cleaner and more reliant control actuators. A quadruplex motor
No-load speed [mm/s] 400 275 125 80
is used to meet the high reliability requirements [24, 25].
Bandwidth [Hz] 8 8 3.5 3.5
Full stroke [mm] 340 225 225 72

Figure 15. Redundant EMA with quadruplex motor for TVC (ISRO) [25]
(a) EMAs for 1st stage (left) and 2nd/3rd stage (right)
Technodinamika Holding carried out a research on the
landing gear electrification for replacing the landing gear
hydraulic drive [27]. Technodinamika is also developing an
electromechanical thrust reverser actuator system for the
PD-14 engine designed to power MS-21. EMA prototypes are
undergoing research trials as part of the PD-14 engine installed
on the IL-76LL flying laboratory [28].
(b) PCUs for 1st stage (left) and 2nd/3rd stage (right)

Figure 17. Photographs of EMAs and PCUs of Vega

Linear EMA (Goodrich Inc.) is used for nose wheel

Figure 16. EMA for landing gear (Technodinamika, Russia)
steering actuation system of F-16 Fighting Falcon. It integrates
the potentiometer into the housing, which can operate in harsh
environments and eliminate misalignment because it is a sealed
system [34].
The Sukhoi Superjet 100 (SSJ100) is a new, clean-sheet
designed commercial aircraft optimized for the
short-to-medium range market. High lift flap & slat actuation
systems adopt EMAs, including actuators, power drive units,
wing tip brakes, electronic control units, cockpit levers,
transmission shafts & sensors [35].

495
 Figure 18. Linear electromechanical nose wheel steering system for F-16
Figure 19. Electrometrical actuation systems for SSJ100 [36]
The Airbus A380 flight control actuation system consists in
eliminating one hydraulic system and replacing it with more
EPAs, with a 2H/2E arrangement (Figure 20). In the primary
control surface actuation, such as ailerons, electrical back-up
actuator (EBHA) is used as active actuation while EHA as a
backup [37].
In 2014, the first A350XWB, newest “Xtra-widebody” jet
airliners of Airbus, was delivered to Qatar Airways. A350
XWB is called the first commercial airplane to adopt EHAs
flight control technologies, a step forward to the “all-electric
airplane”. There are a mix of EHs and advanced EHAs to
control the aileron, elevator, rudder and spoiler flight surfaces.
Moreover, trailing edge actuation system of the A350 XWB is
using inboard and outboard geared rotary actuators [38].
Figure 20. A380 actuator and power sources distribution [37]
496
Figure 21. Flight actuation systems for A350XWB
The Boeing 787 Dreamliner is a long-range, mid-size
wide-body, twin-engine jet airliner developed by Boeing
Commercial Airplanes. The primary flight control actuation
system of Boeing 787 controls 21 flight surfaces and includes a
mix of EHs and EMAs with all associated control electronics.
The spoiler actuation, horizon stabilizer trim actuation and
high lift actuation adopt EMAs.
Figure 22. EMA for spoiler actuation (left) and high lift actuation (right)
V. CHALLENGES AND THE FUTURE
The electric actuation technologies have made a great deal
progress by the academics and industries. More and more
EMAs are used in secondary flight control systems or
unmanned aircrafts.
Nevertheless, there are still many challenges to use electric
actuation in high reliability requirements such as PFC in civil
aircraft. Firstly, EMA suffers from fatigue failures, such as
mechanical jam and thermal failure, which restricts the
development of EMA. So it is very significant for EMA to
solve this problem. Before that, EHA will be the main EPA
technologies for primary flight control of commercial aircraft.
Secondly, the existing redundancy EMAs consider increasing
reliability unilaterally, but ignore the dynamic performances
and weight requirements, which lead to weaken the advantages
of EMA. Last but not least, fault diagnosis, fault isolation and
health management of EMA is not well developed, which also
hinders EMA’s application expedition.
Due to the technological advantages and economic
benefits, the all electric actuation for aircraft or vehicles is on
the way. More power output, higher power density, partial or
entire integration, lower electromagnetic and mechanical
noise, high reliability and digital intelligent control are the
main tendencies for electromechanical actuation systems.
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