Def Stan 59-411 Part 4

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Defence Standard 59-411 Part 4

Issue 2 Date: 31 March 2014
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Electromagnetic Compatibility
Part 4: Platform and System Test and
Trials
_______________________________________
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DEF STAN 59-411 Part 4 Issue 2 UK OFFICIAL
Contents
Foreword ..........................................................................................................................................................vi
0 Introduction ........................................................................................................................................vii
1 Scope ....................................................................................................................................................1
2 Warning.................................................................................................................................................2
3 Normative References .........................................................................................................................2
4 Abbreviations and Definitions ............................................................................................................2
4.1 Abbreviations ..................................................................................................................................2
4.2 Definitions .......................................................................................................................................2
5 General Test Requirements ................................................................................................................3
5.1 Introduction .....................................................................................................................................3
5.2 Test Sites .........................................................................................................................................3
5.3 Ground Plane ..................................................................................................................................4
5.4 Power Supply Filtering ...................................................................................................................4
5.5 LISN and Power Supply Impedance..............................................................................................5
5.6 Length and Arrangement of Connecting Leads to an IUT..........................................................5
5.7 Ambient Electromagnetic Noise Levels .......................................................................................5
5.8 Position of Current Probe for Conducted Emission Tests.........................................................5
5.9 Conducted Emission Measurement, Test Methods DCE01 and DCE02....................................6
5.10 Radiated Emissions, (RF) Antenna Positions..............................................................................6
5.11 Test Method DCS01 ........................................................................................................................6
5.12 Test Layouts....................................................................................................................................6
5.13 Classification of IUT and Limits for EMC Testing .......................................................................9
Annex A Air Service .......................................................................................................................................11
A.1 Introduction ...................................................................................................................................11
A.2 Definitions .....................................................................................................................................11
A.3 Overview of Available Test Procedures to Produce an EMC Clearance for Military Aircraft12
A.4 EMC Test Routes to Release To Service....................................................................................14
A.5 Bulk Current Measurement Techniques.....................................................................................28
A.6 Low Level Swept Current Test (0.2 MHz to 400 MHz)................................................................29
A.7 Bulk Current Injection (BCI) Test (0.2 MHz to 400 MHz) ...........................................................34
A.8 Aircraft High Level Test (5 MHz to 40 GHz)................................................................................41
A.9 Low Level Swept Field (LLSF) Test (100 MHz to 18 GHz) .........................................................44
A.10 High Power Microwave (HPM) Test (100 MHz to 18 GHz) .........................................................49
A.11 Onboard Bulk Current Measurement (BCM) Test......................................................................49
A.12 Onboard HF/VHF/UHF Radio Enhanced Level Test ..................................................................50
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A.13 Swept Onboard BCM Test............................................................................................................51
A.14 Systems Interaction Test .............................................................................................................53
A.15 Personnel Exposure to Electromagnetic Energy ......................................................................55
A.16 Electrical Voltage Transient Survey Test (DCE03 Variation) ...................................................56
A.17 Antenna Coupling Test ................................................................................................................57
A.18 Antenna Noise Swept Test...........................................................................................................57
A.19 Harmonic Interaction Analysis Test ...........................................................................................58
A.20 Electrical Bonding Checks ..........................................................................................................58
Annex B Land Service....................................................................................................................................59
B.1 Introduction ...................................................................................................................................59
B.2 EMC In-Situ Testing......................................................................................................................59
B.3 Earth Bonding ...............................................................................................................................66
B.4 Antenna Radiation Patterns.........................................................................................................71
B.5 Degradation of Communications while Stationary or on the Move.........................................86
B.6 Mutual Interference.......................................................................................................................95
Annex C Sea Service ....................................................................................................................................100
C.1 Introduction .................................................................................................................................100
C.2 EMC In-Situ Testing....................................................................................................................100
C.3 Part I and Part II Trials for Submarines ....................................................................................103
C.4 WEMIT Trials for Surface Ships and Submarines ...................................................................111
C.5 Testing Full Size Mock-Up .........................................................................................................113
C.6 Scale Modelling...........................................................................................................................117
C.7 Land Based Sea Systems ..........................................................................................................118
Annex D Signal Format (Submarines) ........................................................................................................120
Annex E Typical Test Form for EMC Part 1 Trial (Submarines)...............................................................121
E.1 Object...........................................................................................................................................121
E.2 References...................................................................................................................................121
E.3 Prerequisites ...............................................................................................................................122
E.4 Special Precautions....................................................................................................................122
E.5 Notes ............................................................................................................................................122
E.6 Procedure ....................................................................................................................................123
E.7 Results Sheets ............................................................................................................................124
Annex F Typical Test Form for EMC Part II Trial (Submarines)...............................................................125
F.1 Objective......................................................................................................................................125
F.2 References...................................................................................................................................125
F.3 Prerequisites ...............................................................................................................................126
F.4 Special Equipment (Trials Team to Provide) ...........................................................................126
F.5 Special Precautions....................................................................................................................126
F.6 Notes ............................................................................................................................................127
F.7 Procedure ....................................................................................................................................127
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F.8 Results Sheets ............................................................................................................................128
Annex G List of Abbreviations Applicable to this Part of the Standard .................................................129
Tables
Table 1 Test Method Selection ..................................................................................................................10

Table 2 Test Applicability for EM External Environment........................................................................14
Table 3 Applied Safety Margins for External Environment Clearance..................................................18
Table 4 Applied Safety Margins for Aircraft EMC Self Compatibility Clearance..................................24
Table 5 Aircraft EMC Self Compatibility Test Requirements .................................................................26
Table 6 Typical Antennas Used for LLSC Test ........................................................................................30
Table 7 Typical BCI Test Frequencies ......................................................................................................36
Table 8 LLSF typical Transmit Antennas. ................................................................................................46
Table 9 Test DRE03 and DRE04 – Limits for HF and VHF Communications Installations..................61
Table 10 Maximum Variation in Antenna Power Gain and Directions of Maximum and Minimum
Gain ................................................................................................................................................74
Table 11 Total Angular Arc over which Antenna Power Gain is not more than 6 dB below
Maximum........................................................................................................................................77
Table 12 Power Gain (dBi) of HF Antenna System....................................................................................78
Table 13 Default Ground Constants ...........................................................................................................83
Table 14 Mutual Interference Applicability...............................................................................................112
Figures
Figure 1 Typical Layout for IUT with External Power Applicable to High Line Current >100 A .............7
Figure 2 Test Method DCE01 Limits for Aircraft Use Applicable to High Line Current ..........................8
Figure 3 Test Method DCE01 Limits for Land Service Use Applicable to High Line Current ................8
Figure 4 Test Method DCE01 Limits for Sea System Use Applicable to High Line Current...................9
Figure 5 Illustration of Platform/System/Equipment Definition...............................................................12
Figure 6 Route to RTS Recommendations for the EM External Environment .......................................23
Figure 7 Route to RTS Recommendations for Aircraft EMC Self Compatibility....................................27
Figure 8 BCM Technique Setup ..................................................................................................................28
Figure 9 LLSC Test Configuration..............................................................................................................32
Figure 10 LLSC Test Configuration..............................................................................................................32
Figure 11 LLSC Test – Helicopter Rotor Positions .....................................................................................33
Figure 12 LLSC Test Calibration...................................................................................................................34
Figure 13 Generation of BCI Target Level from LLSC and Onboard BCM Data ......................................35
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Figure 14 BCI Modulation Requirements.....................................................................................................37
Figure 15 Bulk Current Injection Test Method ............................................................................................40
Figure 16 Bulk Current Injection Ground Wire Issues ...............................................................................40
Figure 17 Bulk Current Injection Discontinuous Shield Issue ..................................................................41
Figure 18 Test Set-Up for Field Calibration .................................................................................................45
Figure 19 Test Set-Up for LLSF Measurement ............................................................................................47
Figure 20 Measurement Positions for Cockpit Area...................................................................................47
Figure 21 Bay Measurement Positions ........................................................................................................48
Figure 22 V/UHF Radio Enhanced Level Test Configuration.....................................................................51
Figure 23 Swept On Board BCM Test...........................................................................................................53
Figure 24 Typical DRE03 Test Configuration for Large Equipment and Vehicles...................................61
Figure 25 LLSC 500 kHz to 450 MHz.............................................................................................................63
Figure 26 Chart for Antenna Polar Radiation Plot ......................................................................................75
Figure 27 Relationship between available Communications Range and Reduction in Antenna
Gain or Communications Degradation for Free Space and Ground Wave
communications............................................................................................................................76
Figure 28 Measurement of Total Angular Arc .............................................................................................79
Figure 29 Graph of Total Angular Arc vs Measurement Frequency for an Installed Antenna ...............80
Figure 30 - Preferred Test Track Geometry .................................................................................................91
Figure 31 Signal Source Transmitter Variable Attenuator Settings..........................................................93
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Foreword
AMENDMENT RECORD
Amd No. Date Text Affected Signature and Date
REVISION NOTE
This part of the standard is raised to Issue 2 to update its content. The sponsor of this standard should be
consulted for a full description of the changes.
HISTORICAL RECORD
This standard supersedes the following:
Defence Standard 59-411 Part 4, Issue 1 Amendment 1, dated 31 January 2008
Defence Standard 59-411 Part 4, Issue 1, dated 23 January 2007
Defence Standard 59-41 Part 4, Issue 3, dated 12 January 1996
Defence Standard 08-112 Issue 1, dated 1 April 2000.
Defence Standard 58-06 Issue 1, Amendment 1, dated 27 September 1991
a) This standard provides requirements for electromagnetic compatibility (EMC) test and trials of platforms
and large systems for air, land or sea service. This standard is considered best practice and shall be
followed in contracts unless agreed otherwise with the project office prior to contract award.
b) This standard has been produced on behalf of the Ministry of Defence (MOD) by UK Defence
Equipment & Support (DE&S) Defence Electromagnetic Environmental Effects Authority (DE3A).
c) This standard has been reached following broad consensus amongst the authorities concerned with its
use and is intended to be used whenever relevant in all future designs, contracts, orders etc. and
whenever practicable by amendment to those already in existence. If any difficulty arises which
prevents application of the Defence Standard, DStan shall be informed so that a remedy may be
sought.
d) Please address any enquiries regarding the use of this standard in relation to an invitation to tender or
to a contract in which it is incorporated, to the responsible technical or supervising authority named in
the invitation to tender or contract.
e) Compliance with this Defence Standard shall not in itself relieve any person from any legal obligations
imposed upon them.
f) This standard has been devised solely for the use of the MOD and its contractors in the execution of
contracts for the MOD. To the extent permitted by law, the MOD hereby excludes all liability whatsoever
and howsoever arising (including, but without limitation, liability resulting from negligence) for any loss
or damage however caused when the standard is used for any other purpose.
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0 Introduction
0.1 Where Air, Land or Sea systems are developed, comprising many units and subsystems, trials of the
total system to demonstrate that the required EMC performance has been achieved should be seriously
considered for safety critical systems, otherwise significant safety margins in the clearance will be required.
In the case of mission critical and non-critical systems less rigour in verifying their susceptibility can be
tolerated and therefore total system testing can be minimised.
0.2 Complete validation of the EMC performance of a system, in all its various modes of operation,
against a complex environment, is likely to be prohibitive in time and cost. A less rigorous validation may be
acceptable by combining limited system level testing with evidence that the system has been designed with
a thorough understanding of the EMC risks to which the system will be subjected, in its intended
environment. If the results of testing at equipment and subsystem level show that the major risks have been
contained, confidence can be progressively built to justify limitations in the scope of system trials.
Alternatively where the approach is based on the integration of Commercial off the Shelf (COTS) or Military
off the Shelf (MOTS) equipment, this approach requires a more thorough assessment of the complete
system or platform due to the limited testing at equipment and subsystem level. It is for the Prime Contractor
to win prior approval from the MOD Project Manager for the chosen approach by ensuring complete visibility
of the design, the test rationale, all test plans and results, throughout system development.
0.3 Platform level EM testing comes with its own particular problems, as they can vary in size from man-
packs and missiles to aircraft and warships. Some platforms and/or systems are in fact distributed with long
interconnecting cables between them. Sometimes the system is located on a mobile platform such as a
tracked vehicle, an aircraft, ship or helicopter. Most systems are also supported by in-field test units, first line
repair and test facilities. Whilst it is accepted that testing should attempt to reproduce as closely as possible
the in-service environment and positioning of the system, particularly if this can influence the RF coupling
which takes place, there are practical problems with doing this for many systems. Some problems are
associated with achieving the threat levels due to a lack of RF power to achieve the fields when sweeping
over a wide bandwidth; others are associated with the size of the system and the limitations of test ranges.
Transmitter powers and frequencies in the battlefield are always increasing beyond the contemporary
capability of test laboratories and this will continue to make the EM testing of systems an evolving science.
0.4 This Part 4 of the Standard deals with the requirements for EMC of a platform or system referred to in
the text as the "Installation Under Test" (IUT).
This part of the Defence Standard is to be read in conjunction with the following parts in the Def Stan 59-411
series:
Def Stan 59-411 Part 1: Management and Planning
Def Stan 59-411 Part 2: The Electric, Magnetic and Electromagnetic Environment
Def Stan 59-411 Part 3: Test Methods and Limits for Equipment and Subsystems
Def Stan 59-411 Part 5: Code of Practice for Tri-Service Design and Installation
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Electromagnetic Compatibility - Part 4 - Platform and System

Test and Trials
1 Scope
1.1 Clause 5 of this Standard deals with general requirements for IUT test and trials.
1.2 Annex A of this Standard deals with Air Service requirements including Air System Trials for Release
to Service (RTS). The approval for release into service of aircraft is stringently controlled. MOD Project Office
is responsible for issuing the Military Aircraft (MA) Release documentation. Alternatively, if the project is
following the MOD Generic Aircraft Release to Service (RTS) process contained in Military Aviation Authority
(MAA) Regulatory Publication (MRP) RA 1300 Release to Service, then the aircraft RTS Authority is
responsible for issuing the aircraft’s RTS documentation. Before the release to Service can be issued a
number of engineering assessments and trials in accordance with Defence Standard 00-970 have to be
completed. These include theoretical studies and EMC trials of individual equipment’s, sub-systems and the
complete aircraft in its various configurations as described in this standard. Whilst any authority may conduct
these assessments and trials, both ground and flight, it is usual practice to involve the experience of experts
in the field who have the facilities for total aircraft and flight trials.
1.2.1 EMC testing of the complete aircraft will normally involve a number of differing techniques including
low level swept current (LLSC), bulk current injection (BCI), and mode stirring as well as full threat radiation.
The extent of testing necessary depends on aircraft type, its role, and the technologies employed for its
manufacture. Advice should be sought from DE&S DE3A and experts in the field.
1.2.2 Reference should be made to Annex B Land Service below for the relevant requirements agreed with
the MOD Project Officer for ground based Air Service systems.
NOTE. For aerospace ground equipment (AGE), refer to Part 1, support equipment requirements.
1.3 Annex B of this Standard deals with Land Service requirements. Land IUT may comprise military
vehicles, transportable containerised facilities or fixed facilities (buildings). Also included are man worn/man
portable platform (tri-service) for which the land service requirements of Annex B apply. This Annex
describes the requirements for EMC in-situ testing of IUTs in terms of emission and susceptibility testing, RF
earth bonding of the IUT, radiation patterns of omni-directional antenna(s) mounted on the vehicle or
container body (covering some but not all the requirements of antennas used for ground-to-air
communications), limitation of the degradation of communications quality due to on-board sources of
interference (applicable therefore, both to IUT which only communicate when stationary as well as to those
which may also be designed to communicate on the move) and mutual interference trials. This Annex is
applicable to fixed, transportable and mobile installations and communication systems (dependent on the
frequency range of co-located transmitters and receivers using omni-directional antennas) and supporting
point-to-point communication links over propagation paths which may be obstructed. This Annex is
applicable up to the “Installation Certificate of Design and Performance” stage of procurement. Parts of the
Standard may also be appropriate to production and in-service testing.
1.4 Annex C of this Standard deals with Sea Service requirements. Whole platform EMC trials should be
undertaken for new construction vessels and following major upkeep periods to provide assurance that total
system electromagnetic compatibility has been achieved. The Prime Contractor or Ship Repairer should
provide a test plan that identifies which trials are to be undertaken to demonstrate compliance with the EMC
requirements of the vessel. This Annex describes the requirements for EMC in-situ testing of large or
complex IUTs in terms of emission and susceptibility testing, EMC Part I and Part II trials of submarine
platforms, Weapon Electronic Mutual Interference Trials (WEMIT) for ships and submarines and
considerations for land based Sea systems. This Annex is applicable to large Sea systems, ship and
submarine platforms and land based Sea systems.
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1.5 The detailed application of this Standard to a specific project shall be agreed with the MOD Project
Manager. If the MOD Project Manager is to determine the detailed application then it should be included in
the procurement specification to be correctly costed by the tenderers.
1.6 The scope of this Part 4 is EMC. It also mentions Radiation Hazards (RADHAZ), Electrostatic
Discharge (ESD), Nuclear Electromagnetic Pulse (NEMP), armaments and Electro-Explosive Devices
(EED’s), only when it is pertinent to a specific service. This document does not deal with these topics
specially, and further standards should be referred to if these areas are of concern.
2 Warning
The Ministry of Defence (MOD), like its contractors, is subject to both United Kingdom and European laws
regarding Health and Safety at Work. Many Defence Standards set out processes and procedures that could
be injurious to health if adequate precautions are not taken. Adherence to those processes and procedures
in no way absolves users from complying with legal requirements relating to Health and Safety at Work.
3 Normative References
3.1 The publications referred to in the text of this standard are listed in Part 1, Annex A.
Note: Def Stan’s can be downloaded free of charge from the DStan web site by visiting
<http://www.dstan.dii.r.mil.uk> for those with rli access or <https://www.dstan.mod.uk> for all other
users. All referenced standards were correct at the time of publication of this standard (see 3.2, 3.3 & 3.4
below for further guidance), if you are having difficulty obtaining any referenced standard please contact the
DStan Helpdesk in the first instance.
3.2 Reference in this Standard to any normative references means in any Invitation to Tender or contract
the edition and all amendments current at the date of such tender or contract unless a specific edition is
indicated. Care should be taken when referring out to specific portions of other standards to ensure that they
remain easily identifiable where subsequent amendments and supersession’s might be made. For some
standards the most recent editions shall always apply due to safety and regulatory requirements.
3.3 In consideration of Clause 3.2 above, users shall be fully aware of the issue, amendment status and
application of all normative references, particularly when forming part of an Invitation to Tender or contract.
Correct application of standards is as defined in the ITT or contract.
3.4 DStan can advise regarding where to obtain normative referenced documents. Requests for such
information can be made to the DStan Helpdesk. Details of how to contact the helpdesk are shown on the
outside rear cover of Defence Standards.
4 Abbreviations and Definitions
4.1 Abbreviations
Related abbreviations referred to in the text of this part of this standard are detailed in Annex G.
4.2 Definitions
For the purpose of this standard the definitions in ISO/IEC Guide 2 ‘Standardization and Related Activities –
General Vocabulary’ and in Part 1 Annex B of this Standard will apply.
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5 General Test Requirements
5.1 Introduction
The following general requirements apply to EMC emission and susceptibility testing of an IUT. The
particular requirements for Air, Land and Sea trials are further described in the relevant service Annexes A,
B and C.
5.2 Test Sites
5.2.1 Anechoic or Semi-Anechoic Screened Room
Anechoic or semi-anechoic screened room based testing is the preferred site for EMC emission and
susceptibility testing for large systems or transportable installations. There are practical limitations on the
size of platform that can be accommodated dependent on the facility used. Anechoic or Semi-Anechoic
screened rooms shall meet the screened room damping performance verification requirements of Part 3.
There are doubts regarding the accuracy of radiated and emissions testing in screened rooms below about
30 MHz where the Radiofrequency Absorbent Material (RAM) performance is inadequate to simulate free
field test conditions. Guidance on the test methods which can be used for the Radiated Emission (RE),
Radiated Susceptibility (RS), Conducted Emission (CE) or Conducted Susceptibility (CS) testing on the
system inside the chamber can be obtained from Part 3.
5.2.2 Unlined Screened Room
An unlined screened room does not have anechoic material installed, (also see reverberation chamber in
Clause 5.2.4). The use of an unlined screened room for testing using the methods of Part 3 can result in
cavity resonances and wall reflections that contribute to increased measurement uncertainty and poor test
repeatability between facilities. However for vehicles or large systems, given the choice of a large unlined
room compared to an open site, the unlined room should be selected as it will provide an RF quiet zone and
allow RF fields to be generated without causing interference to other users of the RF spectrum. The use of
unlined screened rooms is therefore acceptable where no suitable anechoic or semi-anechoic facility is
available. In the event of a marginal radiated emission or susceptibility result within an unlined screened
room, best practise would include retesting the frequencies at which these marginal results occurred at an
open field site. This is to ensure that the marginal result (either a pass or a fail) was not due to cavity
resonances or wall reflections. A marginal result should be defined within the test plan and reflect the
scenario equipment installed on the platform and their criticality.
5.2.3 Open Site
Open site testing is used when there are no screened rooms large enough for the platform size or when
radio transmission is required. The open site (not necessarily an Open Area Test Site (OATS) designed for
the EU Directive) is a flat area, free from overhead wires and nearby reflecting structures and sufficiently
large to permit antenna placement at the specified distances and provide adequate separation between
antenna, platform and reflecting structures. The recommended obstruction free area is an ellipse with the
test antenna and IUT at the two foci and having a major axis equal to twice the measurement distance and a
minor axis equal to the product of the measurement distance and the square root of 3 (as specified in CISPR
16-1-4).The open area requires ambient electromagnetic noise levels to be measured and to be sufficiently
low to allow EMC emission testing or radio trials to be undertaken against the required limits. For radiated
susceptibility testing in an open site, appropriate transmitting licences must be obtained prior to the testing,
RF safety procedures implemented and test instrumentation hardened against the RF fields generated.
5.2.4 Reverberation Chamber
An alternative facility for radiated susceptibility tests (DRS02) is a reverberation chamber. The rationale for
using a reverberation chamber is given in Part 3 Clause 9.19.4.
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5.2.5 In-Situ Test Site
5.2.5.1 An in-situ test site is the actual installed environment for an IUT such as a compartment or room
within larger platforms such as submarines, ships or buildings. In this situation there is little control over the
configuration therefore testing will deviate from the standard screened room test conditions and this shall be
recorded. An in-situ test site is therefore not suitable for formal compliance testing but may be used for trials
data gathering or temporary equipment fits. It is possible to perform emission testing and low level conducted
susceptibility testing, but swept radiated susceptibility testing is not usually possible or only permitted at
licensed frequencies (as advised by the platform authority). Radiated susceptibility testing may take the form
of the use of co-located transmitters or mobile radios as the source of the radiated field expected in the
environment.
5.2.5.2 There are steps that should be taken to ensure that the installation is correct before testing, to
minimise uncertainty of test results and to allow test repeatability.
5.2.5.3 The IUT EMC performance in-situ will be determined partly by the quality of the installation. The
first part of the trial is therefore a visual inspection of the installation equipment and cables. The inspection
will assess the general condition of the equipment and cables, (doors, panels, fixings in place, connectors
tight, cable damage etc.). The inspection will be assessed against the manufacturer’s instructions, platform
installation specification and Part 5 (Design). Copies of these documents should be obtained prior to the trial
or arrangements made for them to be available during the trial. Where the equipment or installation is
deficient, the details will be recorded and photographed (if permitted).
5.2.5.4 Any unnecessary metal objects and loose cables not part of the installation should be removed
from the area.
5.2.5.5 For radiated emission testing the test antenna should be mounted at the correct test distance
from the IUT and as far away from surrounding metal surfaces as possible. A minimum 0.5 m separation
from surrounding surfaces should be the objective. If it is not possible to achieve the correct test distance, a
test at a closer distance may be used and the results applied to the standard limit (as an over test).
Adjustment of the limit is not recommended due to the uncertainties of near field gradients.
5.2.5.6 All test configurations shall be recorded and photographed (if permitted).
5.2.5.7 Further details of EMC in-situ test methods are given in Annex A, Annex B and Annex C for
Air, Land and Sea service respectively.
5.3 Ground Plane
5.3.1 An IUT that will be integrated with other systems should be installed upon a ground plane extending to
at least 1.5 m beyond the system boundaries. This ground plane shall have a safety earth connection where
the IUT is using power mains or generating power. The material of the ground plane can be aluminium as
the use of the ground plane is only temporary. If it is not practicable to mount the IUT upon a ground plane,
then a ground plane must be constructed and placed immediately adjacent to the boundaries of the IUT and
bonded to the IUT at frequent intervals (less than one metre apart). Details of the ground plane used shall be
included in the test report.
5.3.2 For IUTs that operate in isolation (except for cable and/or radio links) the ground plane should be
replaced by the normal earthing arrangements.
5.4 Power Supply Filtering
Where the IUT requires an external power source and the testing is in a screened room, the power supply
filtering shall comply with Part 3. For open site testing, the degree of filtering in power supplies which can be
achieved is limited and the filters may only be effective at the low frequency end of the specified frequency
range. Extra care must be taken to distinguish between ambient noise signals and those generated by the
IUT.
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NOTE: A safety earth will be required and shall be a solid earth, i.e. a local ground plane with low impedance
connections to filters; the connection to earth shall also be low impedance (see Figure 1).
5.5 LISN and Power Supply Impedance
The required impedance/frequency characteristics of the LISN are specified in Part 3. It is not practical to
insert a LISN where the line current exceeds 100 A. The preferred method in these cases is to use 5 m of
power lead from the system power input terminal to a 10 μF bushing capacitor connected between the power
line and earth. A second 10 μF bushing capacitor with a 1 Ω low inductance resistor in series is connected in
parallel with the first 10 μF (see Figure 1). This arrangement approximates to the LISN unit up to 10 MHz;
the 1 Ω resistor reduces the Q factor of the resonance between cable and capacitors.
NOTE. LISNs are required where the test conditions are to be controlled in accordance with Part 3. This
applies to testing within screened rooms and open sites. LISNs are not required for in-situ testing performed
in the actual installation or platform as it is preferable to measure the interference currents resulting from the
real installation power supply impedance rather than a standardised value. However if the test results are to
be read across to other platforms with differing power supply impedances, then LISNs are recommended.
5.6 Length and Arrangement of Connecting Leads to an IUT
The requirements stated in Part 3 of this Standard shall be met for screened room testing. For open site
testing the power leads shall be 5 m. The requirements for signal and control leads are also changed for
open site testing. The interconnecting cable form between separate units of the IUT shall be as short as
practical and the input and output cable forms shall be similarly short. The exact cable layout shall be
recorded and displayed in the test report.
5.7 Ambient Electromagnetic Noise Levels
5.7.1 The assessment of the ambient noise levels during conducted emission tests cannot always follow the
directions specified in Part 3. This calls for a resistive load to be connected in place of the IUT and drawing
the same line current. When the resistive load becomes unduly large, the IUT shall be disconnected and
10 µF capacitors connected to earth from the power or load terminals.
5.7.2 Part 3 recommends that the auxiliary equipment necessary to run the IUT should be housed in an
enclosure separate from the system. For open site testing, it is suggested that auxiliary equipment likely to
produce electromagnetic noise should be screened and the input and output connections filtered to such a
degree that the noise levels produced in the test circuit are at least 6 dB below the test limit.
5.7.3 Broadcast radio frequency signals, e.g. radio and television transmissions, cannot be reduced without
a screened room and will be present during emission testing. These signals shall be recorded and those
whose amplitude exceed a value 6 dB below the specified limit for the test concerned, shall be included in
the test report so that areas where compliance with the limit cannot be demonstrated can be identified.
Broadcast transmissions are not always continuous and overseas transmissions vary in amplitude
considerably with the time of day; so by choosing the time for test carefully, minimal disturbance can be
achieved.
5.7.4 Many automatic-receivers and controllers emit radio frequency noise and where tests are made in a
screened room with the recording equipment outside, the emitted noise can be eliminated from the test
circuit; but when open site testing no such protection exists. Therefore, when checking the ambient noise
levels the recording equipment must be operated in the same mode as that intended for the recording of the
IUT characteristics.
5.8 Position of Current Probe for Conducted Emission Tests
In Part 3, the current probe has to be placed 50 mm from the LISN terminal; for open site testing this
requirement is changed to within 0.5 m of the IUT terminal.
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5.9 Conducted Emission Measurement, Test Methods DCE01 and DCE02
5.9.1 The requirements of Part 3 of this standard apply to conducted emission measurement in accordance
with test methods DCE01 and DCE02 (up to 100 MHz) unless the line currents exceed the rating of the LISN
or measurement probe.
5.9.2 Alternative arrangements for the LISN are given in Clause 5.5.
5.9.3 Some IUTs require line currents at power frequencies which are in excess of the highest rated probe
current. For such IUTs a voltage measurement shall be made using a voltage probe. Suitable voltage probes
are described in Part 3.
5.9.4 The voltage shall be measured between each power terminal of the IUT and the ground plane. The
upper frequency limit for these tests shall be 10 MHz. Voltage limits for test DCE01, where current probe
measurements cannot be made due to very high power current, are shown in Figure 2 for Aircraft use,
Figure 3 for Land System use and Figure 4 for Sea Service use.
5.10 Radiated Emissions, (RF) Antenna Positions
In addition to the requirements laid down in Part 3 of this Standard, the position of the measuring antenna
around the IUT shall be at the centre of each side for IUTs with sides of 2 m or over or at positions opposite
likely leakage routes such as doors, windows, hatches, connection panels etc. Where a door or hatch may
be open during normal operation this position will be selected for test with the door or hatch open. For IUTs
with sides of less than 2 m, the antenna may be placed at two opposite sides in turn.
5.11 Test Method DCS01
This test method shall not apply to IUTs requiring more than 30 A power current. For IUTs with power line
current less than 30 A, tests shall be applied as detailed in Part 3 of this Standard.
5.12 Test Layouts
Figure 1 shows a typical layout for an IUT with external power supply requiring line current >100 A, but due
to the variation in shape, size and complexity of the IUT, variations will be inevitable. If, for example, the IUT
has two or more units spaced more than 5 m apart then separate ground planes for each unit would be
acceptable.
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NOTE For C the recommended value is at least 0.1 μF
Figure 1 Typical Layout for IUT with External Power Applicable to High Line Current >100 A
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Figure 2 Test Method DCE01 Limits for Aircraft Use Applicable to High Line Current
Figure 3 Test Method DCE01 Limits for Land Service Use Applicable to High Line Current
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Figure 4 Test Method DCE01 Limits for Sea System Use Applicable to High Line Current
5.13 Classification of IUT and Limits for EMC Testing
5.13.1 When considering testing of an IUT, the selection of tests and limits should be made with reference
to Part 1 and Part 3 of this standard and taking into account the position of the IUT relative to other systems.
For example, the IUT may be installed in the machinery space on a ship, or in an isolated radio relay station
physically separated from other systems, or physically separated but coupled by cables to other systems.
While the IUT containing electronics installed in a ship would require all the test methods, an isolated
equipment would not require the audio frequency H field emissions or susceptibility to be controlled.
5.13.2 If the IUT is physically separated but connected by cables to other systems, while the AF H field
emissions and susceptibility need not be controlled, the conducted emissions at audio frequency must be
controlled. It is, therefore, uneconomic to apply every test to all IUT and a broad distinction between the
various in-service working situations for the IUT is required. The dispositions of the IUT relative to other
systems can be categorized as follows:
a) Category LA. Electronic equipment which is integrated with other systems, e.g. heavy machinery
in ships.
b) Category LB. Electronic equipment isolated from other systems by at least 100 m, e.g. a self
powered container body system for communications or maintenance.
c) Category LC. Electronic equipment which is separated from other systems by at least 100 m but
connected by cables, e.g. ground power equipment.
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Table 1 Test Method Selection

Test methods to be applied listed Category
in Part 3 using caveats from this
Part 4 LA LB LC
All test methods Yes No No
RF radiated emissions and radiated No Yes No

susceptibility methods only except
DRE02 and DRS01
All test methods except DRE02, No No Yes

DCS03a and DRS01
a DCS03 may be reinstated if the separation of the electronics is

not possible.
5.13.3 When the category of large IUT has been defined and referred to Test Method Selection (Table 1), a
further selection must be made referring to Part 3 of this Standard, to complete the range of test methods
used.
5.13.4 Taking the higher powered generator system for ships use as an example, Test Method Selection
(Table 1) indicates category LA which specifies all test methods. Referring then to Part 3 of this Standard,
having decided to test the generator and electronics separately, Type 2 (Emissions and Transient Test
Methods only) is correct for the generator and Type 1 for the electronics. This then indicates that the only
tests required on-site would be those of emission and transient with the generator manually excited, the
electronics to be tested within a screened enclosure as described in Part 3 of this Standard.
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Annex A
Air Service
A.1 Introduction
A.1.1 The objective of this Annex is to outline the methods, practices and principles associated with the
EMC testing of military aircraft platforms, including Unmanned Air Vehicles (UAVs), and their associated
systems leading to Release To Service (RTS). It is to be used in conjunction with the test methods outlined
in Part 3.
A.1.2 The term EMC covers both the self compatibility of the whole aircraft platform and installed systems as
well as the resilience to externally generated electromagnetic energy.
A.1.3 This Annex does NOT address the following aspects:
a) Electromagnetic Environment Effects related to Nuclear Electromagnetic Pulse (NEMP), Lightning Strike
and Electrostatic Discharge (ESD).
b) EMC aspects related to Electro Explosive Devices (EEDs) or other pyrotechnic devices and the
carriage, arming, release or jettison of armament systems
For the assessment of large ground based air systems, reference should be made to Annex B.
A.2 Definitions
Significant confusion exists in documentation as to the differences between aircraft platforms, systems, and
equipments. For the purpose of this Air Service Annex, the following terminology will be used throughout:
A.2.1 Platform
A platform is the whole aircraft structure into which systems are to be installed.
A.2.2 System/Sub-System
A set of equipment/modules interconnected to provide a function.
A.2.3 Equipment
Normally a single electrical/electronic box. However in the new modular electronics concept, the modules
forming the equipment may not be located in the same box.
Figure 5 shows an illustration of the terminology as applied to an aircraft.
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Figure 5 Illustration of Platform/System/Equipment Definition
A.3 Overview of Available Test Procedures to Produce an EMC Clearance for

Military Aircraft
A.3.1 The testing required to achieve EMC clearance by demonstrating to the customer that the aircraft is
free of critical problems is a process that starts as early as possible and continues throughout the
development of the aircraft. The testing can be divided up into three categories, namely: equipment testing,
system rig testing, and whole aircraft testing. The degree of testing will depend on the criticality of the
system, with systems performing SAFETY CRITICAL functions such as flight and engine control being
subject to more strenuous requirements than systems performing MISSION CRITICAL or OTHER (NON-
ESSENTIAL) functions.
A.3.2 Clause A.4, EMC Test Routes to Release to Service (RTS), provides the basic road map to
conducting the EMC assessment process. Clauses A.5 to A.20 describe the individual EMC test methods
addressed in Clause A.4.
A.3.1 EMC Specifications
A.3.1.1 The Equipment EMC Specification should contain all the required tests covering conducted and
radiated emissions and susceptibility in both the frequency and time domain (i.e. electrical transient spikes).
Each equipment will require qualification against all or some of these tests and the definition of failure shall
also be agreed, prior to testing.
A.3.1.2 It is recommended that the specification should require a control plan (see Part 1) and a
description of the interface circuits and the methods of protection to be adopted. This information is vital to
allow the cable loom design to be successful. Furthermore the equipment manufacturer should indicate how
it is intended to ensure that the EMC performance of the equipment will be maintained throughout the
production and service life. Although this latter requirement is mainly required for critical equipment, the DT
should additionally consider its applicability to non-critical equipment.
A.3.1.3 Finally, the specification should require a test plan for the qualification of the equipment. The
plan should include a description of the test method and a definition of the failure criteria of the equipment
during the test.
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In summary, the specification should aim to set up a technical and contractual arrangement which reduces
the risk of incompatibility to an acceptable level.
A.3.2 Equipment Qualification Testing
Before this stage is reached, testing to the appropriate test levels will have been conducted on breadboard
and prototype models to minimise the risk that the equipment will fail its formal qualification test with the
inherent cost penalties that would incur. Equipment qualification testing, if conducted using the test
procedures in the relevant standard and on test arrangements representative of the final aircraft installation,
can yield useful information which will help conduct a more effective aircraft test, potentially reducing test
time by providing information on emissions, types of malfunction, critical frequencies and levels at which
malfunctions may occur.
A.3.3 System Integration Rig Testing
A.3.3.1 For equipment performing SAFETY CRITICAL and/or MISSION CRITICAL functions, testing
and evaluation at system or sub-system level should be performed where this is practical thereby
significantly reducing the required amount of aircraft test time.
A.3.1.2 System integration tests conducted on a mock-up of the final installation may reduce the degree
of on-aircraft testing required if it can be shown that the mock-up adequately characterises the final
installation and that test levels are selected appropriately to reflect the predicted internal environment. To
take advantage of these tests, the physical installation of the equipment should be similar to that as
employed on the aircraft, i.e. bonding and grounding of the system. The composition and lay-up of the wiring
harnesses and the relative positions of the elements to each other and the ground plane should also be
closely representative of the actual installation, to be given clearance.
A.3.1.3 The usefulness of rig testing depends heavily on the electrical characteristics of the rig under
consideration. The characteristics do not just mean the behaviour of the electrical signals in the wanted
bandwidth (often quite low) but the behaviour of the out-of-band signals which arise in the EM threat band of
concern.
A.3.1.4 If the rig is built in the form of an "iron bird" test rig, the cable runs are identical to the aircraft
and adjacent to the metal skeleton. In this way the cable loom impedances are very similar to that within the
‘real’ aircraft installation.
A.3.1.5 A significant test programme could thus be carried out on the rig to achieve realistic results. The
difficulty arises because, in order to obtain the correct electromagnetic characteristics, the rig becomes
difficult to use for the equipment integration task. Thus there can be considerable resistance to carrying out
an EMC rig test programme.
A.3.1.6 If the integration rig is not electromagnetically representative, it is still possible to investigate the
upset behaviour of the complete system with all the active feedback simulated. This information will indicate
very accurate and meaningful definitions of upset criteria. For flight control systems, a rig with simulated
aerodynamic feedback is the best mechanism for determining these criteria, because aircraft testing on the
ground does not provide aerodynamic feedback.
A.3.4 Aircraft Test Approach Decision
Some test techniques may be more appropriate than others where size of the aircraft and the practicality of
providing the illumination of the entire structure with the appropriate external RF environment are
considered. Aircraft testing is essential for demonstrating compliance with the requirements. There is no
single test method, which can adequately demonstrate compliance. The various test methods proposed are
considered to be viable and are the subject of continuing evaluation.
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A.4 EMC Test Routes to Release To Service
A.4.1 EM External Environmental Clearance
This clause states the process for providing aircraft Release to Service (RTS) clearance recommendations
for the EM External Environment. The applicability of the tests is shown in Table 2 and the routes to
clearance are shown in Figure 6 and the associated steps are separately described in detail in this clause.
The individual test methods are described in Clauses A.5 to A.20.
a) New or Modified Equipment Installation. The test routes shown in Figure 6 should be followed. If the
equipment installation has elements which are of different criticality (Step 3 of Figure 6), then the test
route for each criticality element should be separately followed.
b) Impact on Existing Unmodified Equipment. Installation of new or modified equipment may have an
impact on the existing unmodified aircraft equipment. This is as a result of either additional EM coupling
(e.g. additional coupling through proximity of new wiring installations) or because the modification
affects the functionality/performance of the unmodified equipment (e.g. an additional aircraft role). In
this case the routes in Figure 6 should still be followed for the existing affected equipment, albeit
compliance with most of the steps may be achieved from the previous RTS clearance testing.
Table 2 Test Applicability for EM External Environment

Test Method HIRTA a Band A HIRTA Band B HIRTA Band C HIRTA Band D
0.2 to 2.0 MHz 2.0 to 32 MHz 790 MHz to 40

32 MHz to 400 400 MHz to 790
GHz
MHz range MHz range
A/C High Level N/A b c

Testing (HIRF 1 1 1 1
Test Facility)
HPM N/A N/A

1 1 1
For frequencies
greater than 100
MHz
LLSC/BCI d N/A N/A

1 2 2
LLSF/HPM N/A N/A

2 2 2
For frequencies
greater than 100
MHz
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32 MHz to 400 400 MHz to 790
GHz
MHz range MHz range
LLSF/EQE N/A N/A

3 3e 3e
Radsus
For frequencies Only used if Only used if
greater than 100 EQE Radsus EQE Radsus
MHz. Only used test setup and test setup and
if EQE Radsus procedure is procedure is
test setup and representative of representative of
procedure is A/C installation A/C installation
representative of
A/C installation
EQE Radsus
2 3 3 3e 3e
Only used if test Only used if test Only used if test Only used if test Only used if test
setup and setup and setup and setup and setup and
procedure are procedure are procedure is procedure is procedure is
acceptable and, acceptable and, representative of representative of representative of
in particular, has in particular, has A/C installation. A/C installation A/C installations
wiring looms wiring looms
fully laid out as fully laid out as
for aircraft for aircraft
installation. installation
a HIRTA is a High Intensity Radio Transmission Area. For further information refer to the Military Aeronautical Planning Low
Flying Document which describes the HIRTA scheme, see A.4.20.
b Cells marked N/A are not applicable predominantly because the test method is not useable in this frequency range.
c Relative weighting of test data in final analysis for RTS recommendations is given in square boxes. Aircraft High Level testing
caries the highest weight 1 as it is the most representative method of demonstrating whole aircraft clearance against the aircrafts
target external environment. Other test methods carry less weighting with 3 being the lowest. For new aircraft clearances, these
lower weighted methods provide further evidence to support RTS recommendations, in addition to evidence gained from test
methods with the highest 1 weighting. For existing aircraft, the lower weighted test methods may be used to support a current
clearance, however higher weighted test methods may be required depending upon the extent of the aircraft modifications or the
external environment being demonstrated.
d Due to the practical constraints in the current clamp transfer function the LLSC profile may be generated using a 20 dB per
decade roll-off from the frequency where the last reliable data was recorded. Using modern test equipment the roll-off start
frequency would not normally be expected to be above 2 MHz, however due to test equipment limitations may be up to
approximately 5 MHz. During application of BCI, the target current level at the first roll-off frequency should be maintained as the
injection frequency is reduced. If this is not practically possible, then the BCI level applied should be the maximum available but
not less than the LLSC profile generated using a 20 dB per decade roll-off. However the roll-off must not commence at a
frequency equal to or greater than the first airframe resonance.
e
If this process is monitored from an early stage, then a higher rating may be possible.
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32 MHz to 400 400 MHz to 790
GHz
MHz range MHz range
NOTE Key to Test Methods:
Radsus = Radiated Susceptibility
EQE = Equipment Qualification Evidence.
HIRF = High Intensity Radiated Field
HPM = High Power Microwave
LLSC/BCI = Low Level Swept Current/ Bulk Current Injection
LLSF = Low Level Swept Field
A.4.2 Step 1 - Establish Aircraft Target Clearance Environment
A.4.2.1 The Aircraft Target Clearance Environment must be agreed with the customer. This will usually
be based on target High Intensity Radio Transmission Areas (HIRTA) and Susceptibility RADHAZ Designator
(SRAD) restrictions, (the latter used when deploying to ship), but may include the contractually specified
environment placed on the Design Authority (DA).
A.4.2.2 A target HIRTA may be agreed with the user to reduce hardening and testing costs but with
possible operational restrictions, which could limit operational capability (for example, limitations where
operation in the vicinity of naval ships is required) (see Part 2, Clause 5).
A.4.2.3 An aircraft can have different HIRTA sensitivities depending on the aircraft role.
A.4.3 Step 2 - Establish EUTs to be Tested and Installation Details
A.4.3.1 It is important to gain as much detail as possible on the system (new or modified) to be cleared in
order to establish the EMC test requirements and ensure the system is installed to an acceptable standard.
The following aspects need to be addressed:
a) Obtain details of the system architecture and functionality in order to understand what the new/modified
system does and how it is functioned.
b) Establish the required aircraft operational build standard (including appropriate role fits) as this may
influence the coupling factor to the EUT(s).
c) Obtain details of the system installation, including location of Line Replacement Unit (LRUs) and
electrical wiring, in order to establish the following:
1) The build standard of the system.
2) That the system installation is to known, acceptable EMC requirements. This should address
grounding, bonding and shielding and installation layout of both the EUT LRUs and the associated
wiring looms
3) The approximate airframe screening levels and likely means of electromagnetic coupling.
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4) The degree of interaction and interface with existing cleared systems on the aircraft, in order to
assess whether those systems need to undergo further testing/assessment.
A.4.3.2 When the trial aircraft, with the new or modified system installed, is available, an assessment of
the aircraft should be carried out to address the following:
a) Confirm that the issues above apply to the test aircraft. This should include performing appropriate
electrical bonding checks in line with the installation EMC requirements.
b) Ensure that the aircraft is serviceable as required for the test
c) Consider the serviceability of external filters fitted to the EUT and be aware of the possible degradation
of the EUT’s internal EMC performance (i.e. internal filter/component serviceability) in the light of the test
results. In the event of EUT susceptibility, serviceability can be verified by installation of replacement
filters or EUT.
A.4.3.3 The conclusion(s) drawn from Step 2 should result in a clear understanding of how the new or
modified system is installed, what it does and how it functions. Step 2 should also identify the need for
additional testing on existing equipment on the aircraft because of the impact of the new installation.
A.4.4 Step 3 - Define the EUT Criticality and Susceptibility Criteria
A.4.4.1 It is important to firstly define the criticality of the EUT as this forms the basis of the EMC test
approach. Lack of correct criticality definition implies inadequate understanding of system operation and
related aircraft role which, in turn, could result in either inadequate or excessive EMC testing. Following this
definition, appropriate susceptibility criteria are then established. Note that this whole process requires an
integrated approach involving appropriate system specialists.
A.4.4.2 Definition of system criticality has been an evolving subject over recent years and so each project
may have a different detailed approach; Defence Standard 00-56 is now being adopted for future major
projects. The common feature however is that the Design Authority (DA) should produce a System Safety
Case related to the corresponding aircraft role. This will incorporate the following:
a) Hazard Analysis. This assesses the effect of EUT failures on the whole aircraft system regardless of
any probability aspects and categorises the resulting failure. This is based on an overall engineering
assessment of the aircraft systems as well as a more detailed analysis using, for example, a Failure
Mode and Effects Analysis (FMEA). No consideration is made of the likelihood (probability) of the
event as this will incorrectly bias the assessment at this stage.
b) Risk Assessment. A risk assessment is carried out in the Hazard Analysis. This incorporates the
use of failure probability figures and often requires use of a detailed flow chart defining the system
operation in terms of each failure and associated probability. The resulting overall failure probability
has to be within an agreed target value.
c) System Safety Assessment. This is the overall assessment for each system, which is usually
produced by the DA. The System Safety Assessment will form part of the overall Safety Case for
the aircraft.
A.4.4.3 From an EMC perspective, the Hazard Analysis is important since the effect of EMI on aircraft
systems is common mode and no means of assigning probabilities to individual system failures has yet been
devised. Caution is required here because many hazard analyses do incorporate probability assessments
e.g. multiple engine failure may not get a catastrophic failure definition because of an implied understanding
that this is an unlikely event and then could be further mitigated on the basis of the aircraft having a
crashworthy undercarriage. For EMC aspects all engines could be affected simultaneously unless, for
example, significant differences in coupling of RF energy to the engines can be demonstrated.
A.4.4.4 Based on the criticality assessment in the System Safety assessment, the EUT should be
assigned one of the following criticality categories:
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a) Safety Critical (SC). Disturbance to the EUT will inherently result in loss of life and/or damage to the
aircraft.
b) Mission Critical (MC). Disturbance to the system will result in cancelling the mission, but does not incur
significant safety issues to the aircraft itself or significantly increased pilot workload.
c) Other. Other aspects to that in a or b above.
A.4.4.5 The necessary susceptibility criteria (referred to as the susceptibility level for each monitored
parameter) are then defined for the EUT and it is again emphasised that this requires consultation with other
system specialists. The aircraft EUT must be set up as appropriate to display this susceptibility (if it occurs)
and a method for monitoring it must be used which does not introduce additional RF coupling to, or
unacceptably modify the performance of, the EUT.
A.4.4.6 The choice of susceptibility criteria is a judgement made prior to EMC testing based on knowledge
of the system at the time; if susceptibility occurs during the test then further more detailed assessment of
these criteria may be appropriate. This may result in additional repeat testing being required for EMC
susceptibility tests (e.g. BCI, Aircraft High Level Testing, HPM and Onboard V/UHF Radio Enhanced Test).
In order to prevent this, the following issues are to be addressed:
a) An attempt should be made to achieve the test target level even if the susceptibility level occurs at a
lower test level. However, caution will be required not to cause damage to the EUT or add additional
risk to the trial.
b) If any susceptibility occurs, take a number of readings above and below the susceptibility level, to
characterise the relationship of the susceptibility against the test level.
A.4.5 Step 4 - Establish Aircraft Test Environment
A.4.5.1 The Safety Margins given in Table 3 should be added to the Aircraft Target Clearance
Environment to define the required Aircraft Test Environment.
Table 3 Applied Safety Margins for External Environment Clearance

Criticality Category APPLIED SAFETY MARGIN FOR TEST TYPE
LLSC/BCI LLSF/Aircraft High Aircraft High Level or

Level or
High Power Microwave
LLSF/EQE or
LLSF/High Power
Microwave
Safety Critical (SC) 12 dB 12 dB 6 dB
Mission Critical (MC) 6 dB 6 dB 0 dB
Other 0 dB 0 dB 0 dB
A.4.5.2 Design Authority (DA) aircraft specification. The aircraft test environment should be reflected in
the DA aircraft specification or else there is a risk that the scope of the company design/testing will not
achieve the aircraft target clearance environment.
A.4.5.3 The applied safety margins for the SC category in Table 3 have been derived empirically from
historical EMC testing carried out by the UK MOD and are supported by uncertainty analysis (Ref: An
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Uncertainty Analysis of EMC Clearance Techniques, Dr N J Carter, 2003). The applied safety margins for the
MC and other categories have been reduced in comparison to the SC category, to the level considered
appropriate.
A.4.6 Step 5 - Establish Equipment Test Level
A.4.6.1 The equipment test level is the actual test level applied to the EUT allowing for airframe
coupling/attenuation. This can only be defined at this stage if representative coupling/attenuation data is
available. Further definition is given as follows:
a) For BCI testing (frequencies ≤400 MHz), LLSC data is required scaled to the aircraft test environment
from which the BCI target test level (which equates to the equipment test level for BCI) can be defined.
If LLSC data does exist from a similar equipment on the same aircraft and is considered acceptable,
then this can be used towards defining the required BCI test level during equipment EMC qualification
(Step 6).
b) For radiated susceptibility testing (frequencies ≥100 MHz), LLSF data is required. If LLSF data does
exist for a similar equipment location on the same aircraft and is considered acceptable, then this can be
used to define the Equipment Test Level as follows
Equipment Test Level (dBµV/m) = Aircraft Test Environment (dBµV/m) - Airframe Attenuation (dB)
A.4.6.2 For the case where airframe attenuation is zero then the aircraft test environment and equipment
test level are the same. (Note that in some cases the attenuation may be negative (i.e. gain) particularly at
higher frequencies where reflections in the airframe can occur).
A.4.7 Step 6 - Define Equipment Qualification Requirements
A.4.7.1 During development the equipment manufacturer will carry out EMC testing in order to
demonstrate equipment EMC qualification. This is carried out in line with an equipment qualification
specification.
A.4.7.2 For frequencies below 100 MHz, BCI is generally the more appropriate qualification susceptibility
test for simulating the external RF environment. This is because the test layout is often limited in size such
that the EUT wiring looms cannot be laid out to their full length. These looms cannot therefore couple
maximum energy to the EUT LRU by natural resonance at the lower frequencies for a radiated susceptibility
test (although this may not always be the case if the installation itself is relatively small). The BCI test is also
efficient and enables levels of current equivalent to high levels of external field to be generated. For
frequencies greater than 100 MHz, radiated susceptibility is the appropriate qualification test (allowing a
frequency overlap against BCI between 100 MHz and 400 MHz) as the BCI test is not usable for frequencies
greater than 400 MHz.
A.4.7.3 For BCI, the test levels are prescribed in the specification usually based on the criticality category
of the EUT. However, if the BCI Equipment Test Level has been defined (Step 5, Figure 6) it can be used to
enhance the BCI qualification test level. Similarly for radiated susceptibility testing, the equipment test level,
if defined in Step 5, can be used to enhance the radiated susceptibility qualification test level. The test
layout should be representative of the production aircraft system and particular care should be taken to
ensure LRU bonding and cable screening is to the correct standard. The test procedure should ensure that
the modes of operation and failure monitoring of the system during test are acceptable.
A.4.7.4 The EMC qualification test results should be reviewed to highlight areas of concern and
unacceptable failures identified for possible modification action. Marginal shortfalls or failures should be
addressed during the aircraft test process.
A.4.7.5 For equipment which has previously been qualified, an assessment of the test plan and test report
should be made to ensure that the quality of the test is acceptable and identify potential areas where there
are shortfalls from the required equipment test level.
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A.4.8 Step 7 - Assessment Route Decision – Testing or Similarity
The decision has to be made between two options, testing (Step 8, Figure 6) or assessment by similarity
(Step 18, Figure 6).
A.4.9 Step 8 - Test Route Decision – Equipment Criticality
The test route depends on the criticality of each EUT as defined in Step 3 of Figure 6. There are two options
as follows:
a) Systems defined as SC.
b) Systems defined as either MC or Other.
A.4.10 Step 9 – SC Systems LLSC/BCI Test
For SC systems, LLSC and BCI testing is required. The BCI test should be carried out on the aircraft,
however if this is impractical, EQE BCI data can be used if representative.
A.4.11 Step 10 - Test Requirement Decision – SC Systems
The test options are:
a) Steps 11 and 12 of Figure 6. LLSF and aircraft high level test.
b) Steps 13 to 16 of Figure 6. The aircraft high level test for frequencies up to 400 MHz. For frequencies
equal to and above 100 MHz, use LLSF coupling with either High Power Microwave (HPM) or EQE
Radiated Susceptibility data.
A.4.12 Step 11 - LLSF Option
The LLSF test should be carried out before the aircraft high level test for the following reasons:
a) To determine, for frequencies ≥ 100 MHz, the coupling path of minimum airframe attenuation to the EUT
to optimise the aircraft high level test illumination angles.
b) To determine the value of airframe attenuation to the EUT. This value can then be combined with the
aircraft test environment to generate the equipment test level. This gives an option during the aircraft
high level test (Step 12) to remove airframe screening around the selected EUTs and directly radiate
each EUT at the corresponding equipment test level.
A.4.13 Step 12 – SC Systems Aircraft High Level Test Option
Aircraft high level testing is carried out covering the whole frequency band and using the LLSC/BCI and EQE
results to highlight frequencies of concern in terms of susceptibility and/or shortfall from the test level. The
LLSF test results (Step 11) should be used, for frequencies greater than 100 MHz, to optimise the
illumination direction from the Aircraft High Level test antenna systems.
A.4.14 Step 13 - SC Systems Aircraft High Level Test Option for Frequencies ≤400 MHz
The aircraft high level test is to be carried out for frequencies up to and including 400 MHz using the
LLSC/BCI results to highlight frequencies of concern in terms of susceptibility and/or shortfall from the test
level.
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A.4.15 Step 14 - Test Requirement Decision SC Systems for Frequencies ≥100 MHz
The test options are:
a) Step 15. The LLSF test is used with radiated susceptibility EQE data.
b) Step 16. The LLSF and HPM tests are carried out.
A.4.16 Step 15 – LLSF/EQE Radiated Susceptibility Option for Frequencies ≥100 MHz
The LLSF test is used with radiated susceptibility EQE data. In order for this option to be chosen, the quality
of the EQE data needs to be to a suitable standard for use in RTS clearance. The aircraft test environment
is modified by the LLSF attenuation data to derive the equipment test level. The EQE test levels are then
compared to the equipment test Level; HPM testing will be required on the aircraft to make up any shortfalls
or further investigate susceptibilities.
A.4.17 Step 16 - LLSF/HPM Option for Frequencies ≥100 MHz
The LLSF and HPM tests are carried out. The aircraft test environment is modified by the LLSF attenuation
data to derive the equipment test level. HPM testing is then carried out on the aircraft at the equipment test
level.
A.4.18 Step 17 - Test Requirement Decision MC or Other Criticality
A.4.18.1 The first stage is to establish whether the customer actually requires an external environment
clearance. One example of this situation is when the DT requires a clearance for an installation in terms of
its impact on the rest of the aircraft but does not require a functionality/performance statement.
A.4.18.2 If an external environment clearance is required, EQE data should be used as much as possible.
For cases where EQE data cannot support the present aircraft HIRTA sensitivity then further testing may be
required (which may be incidental if other elements of the installation are to SC criticality).
A.4.19 Step 18 - Similarity
Similarity is defined as being able to provide RTS recommendations for an aircraft installation by using
previous EMC clearance test data with minimal, if any, testing required. This relies on the airframe and
installation against which similarity is being claimed (the “baseline” aircraft) to have been cleared using the
processes and guidelines given in this document. Conditions for which this may be possible are given
below.
a) Modifications are made to the airframe in terms of additional role fits and/or changes to apertures (e.g.
doors, windows). In this case the equipment(s) being cleared by similarity must have an identical
installation to the baseline aircraft equipment. The airframe changes will require detailed inspection to
assess whether the coupling on both airframes is the same; if necessary some limited LLSC and/or
LLSF testing may be required to confirm this.
b) Modifications are made to an equipment in the same airframe. A comparison of equipment qualification
should be made to confirm that the resilience of the equipment to EMI has not been compromised. If
the baseline clearance required aircraft testing which subjected the equipment to EM levels significantly
above the EMC qualification test levels, then similarity will not be possible.
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A.4.20 Step 19 - RTS Assessment
A.4.20.1 This is the process by which all the test data is analysed to generate the RTS recommendations.
These recommendations should include HIRTA sensitivity limitations and, in the case of aircraft operating
near or on naval ships, SRAD susceptibility index limitations.
A.4.20.2 The HIRTA scheme provides the required aircraft avoidance distances (radial and height) from
UK ground based transmitters as part of formal route planning procedures. Details of this scheme are
contained within JSP 846.
A.4.20.3 SRAD indices form part of the procedures used to avoid RADHAZ during NATO naval operations
and are fully described in AECP-2. The SRAD system is similar in principle to the HIRTA system although
the frequency bands and susceptibility levels (called indexes) are different.
A.4.20.4 Guidelines for generating the HIRTA band recommendations for SC equipments are given below.
a) HIRTA Band A Clearance is based on LLSC/BCI data and, if available, EQE radiated Susceptibility
data (if acceptable). A 20 dB per decade roll-off from the frequency where the last reliable data was
recorded is used to generate the LLSC data.
b) HIRTA Band B Clearance is principally based on an analysis of aircraft high level test data
combined with LLSC/BCI data. EQE data may be used if suitable. The BCI/LLSC comparison must
demonstrate that the LLSC profile does not reach or encroach above the BCI Achieved Test Level.
c) HIRTA Band C (Frequencies ≤400 MHz) The guidelines for HIRTA Band B should be followed. If
LLSF/HPM or LLSF/EQE radiated susceptibility evidence is available, this can be used to influence
the assessment.
d) HIRTA Band C (Frequencies ≥400 MHz) and HIRTA Band D The analysis is based on aircraft high
level test data, HPM or EQE radiated susceptibility data, factored as appropriate by LLSF data.
22 UK OFFICIAL
Figure 6 Route to RTS Recommendations for the EM External Environment
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A.4.21 Aircraft EMC Self Compatibility
A.4.21.1 Introduction. This clause states the test routes to achieving aircraft RTS clearance for aircraft
EMC self compatibility. The test routes are shown in Figure 7 and the associated steps are separately
described in detail.
A.4.21.2 New or Modified Equipment Installation. The routes shown in Figure 7 should be followed. If the
equipment installation has elements which are of different criticality (Step 2, Figure 7), then the test
requirements for each criticality element in Table 5 should be separately followed.
A.4.21.3 Impact on Existing Unmodified Equipment. The affect of the new or modified installation on
existing unmodified equipment is generally covered in Table 5 but assumes that existing equipment has
been previously cleared in line with Table 5 In addition, the new or modified installation should be inspected
to assess whether additional coupling is likely to existing systems through wiring loom proximity. In this latter
case, further onboard BCM testing may be required on selected systems. Ultimately if the new or modified
installation is of such a degree that inter coupling of all aircraft systems is considered to be affected, then an
EMC self compatibility assessment of the entire aircraft may be required.
A.4.22 Step 1 - Establish EUTs to be Tested and Installation Details
See Step 2 in Clause A.4.3.
A.4.23 Step 2 - Define the EUT Criticality and Susceptibility Criteria
See Step 3 in Clause A.4.4.
A.4.24 Step 3 - Define Equipment Qualification Requirements
During development the equipment manufacturer will carry out EMC testing in order to demonstrate
equipment EMC qualification. The qualification tests related to aircraft EMC self compatibility cover
conducted and radiated emissions, imported and exported transients and conducted and radiated
susceptibility. The results of these tests should be reviewed to highlight areas of concern and unacceptable
shortfalls or failures identified for possible modification action. Marginal shortfalls or failures should be
addressed during the aircraft test procedures.
A.4.25 Step 4 - Establish Test Safety Margins
The Safety Margins given in Table 4 should be applied to the Aircraft EMC Self Compatibility Test
Techniques:
Table 4 Applied Safety Margins for Aircraft EMC Self Compatibility Clearance
BCM/BCI Enhanced V/UHF
Safety Critical (SC) 12 dB 6 dB
Mission Critical 6 dB N/A (0 dB Safety

(MC) Margin)
Other N/A (0 dB Safety N/A (0 dB Safety

Margin) Margin)
A.4.26 Step 5 - Assessment Route Decision – Testing or Similarity
Figure 7 shows that a decision has to be made at Step 5 to determine which test route is followed, testing
(Step 6) or assessment by similarity (Step 7).
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A.4.27 Step 6 - Test Requirements
A.4.27.1 The test requirements are given in Table 5 and are described further. It is assumed that the
aircraft has previously been cleared in line with Table 5.
A.4.27.2 SC Systems. The following tests should be carried out:
a) The onboard BCM or swept onboard BCM (depending on frequency range) test should be carried out to
enable BCM and BCI data to be compared; the onboard enhanced V/UHF test is an alternative option
for the V/UHF frequency band.
b) The electrical voltage transient survey test should be carried out to assess transient emissions from the
new or modified EUT.
c) Antenna noise testing should be carried out to assess noise emissions from the new or modified EUT.
d) Systems interaction testing should be carried out and will include addressing any issues arising from the
tests above.
A.4.27.3 MC and Other Systems. The following tests should be carried out:
a) Antenna noise testing should be carried out to assess noise emissions from the new or modified
EUT.
b) The electrical voltage transient survey test should be carried out to assess transient emissions from
the new or modified EUT.
c) Systems interaction testing should be carried out and will include addressing any issues arising from
the tests above.
A.4.27.4 Additional Category. Where the new or modified equipment includes receiver/antenna and/or
transmitter/antenna elements, the tests in the corresponding columns of Table 5 should be included. These
tests are in addition to those required for the EUT criticality categories addressed in the paragraphs above.
Note that for a new/modified transmitter/antenna system, susceptibility tests for the whole aircraft system will need to be
addressed, including personnel exposure to EM energy.
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Table 5 Aircraft EMC Self Compatibility Test Requirements

EUT Criticality Additional Category a
SC MC Other New Rx New Rx New Tx New Tx
LRU Antenna LRU Antenna
Onboard Yb All Systems All

BCM/BCI Systems
Swept Onboard Yb All Systems All

BCM/BCI Systems
Onboard Option c Option c Option c

HF/VHF/UHF
Radio
Enhanced
Level Test
Systems Y Y Y Y Y Y Y
Interaction Test
Electrical Y Y Y Y Y
Voltage
Transient
Survey Test
Antenna Y Y
Coupling
Antenna Noise Y Y Y Y Y Y
Harmonic Y Y Y Y
Interaction
Personnel Y Y
Exposure to
EM energy
a The tests required for the New Receiver/Antenna and New Transmitter/Antenna categories are in addition to those required
against the EUT Criticality.
b Either Onboard BCM or Swept Onboard BCM can be used.
c The Onboard Enhanced V/UHF test can be used instead of BCM for the V/UHF range. The enhanced radio test may be
applicable at HF frequencies dependent on the power handling capabilities of the antenna system and adequate precautions against
affecting the aircraft coupling characteristics.
NOTE Y = carry out test.
A.4.28 Step 7 - Similarity
A.4.28.1 Similarity is defined as being able to provide RTS recommendations for an aircraft installation by
using previous EMC clearance test data with minimal, if any, testing required. This relies on the airframe and
installation against which similarity is being claimed (the “baseline” aircraft) to have been cleared using the
appropriate processes in this document.
26 UK OFFICIAL
A.4.28.2 Care should be taken to ensure that the equipment being cleared has an identical installation to
the baseline aircraft equipment. Also, a comparison needs to be made between the equipment fits on both
aircraft to ensure no new interactions are likely.
A.4.29 Step 8 - RTS Assessment
A.4.29.1 This is the process by which all the test data is analysed to generate the RTS recommendations.
These recommendations should include TRADs in the case where operation on or in the vicinity of naval
ships is required.
A.4.29.2 The BCI/BCM comparison graph must demonstrate that the BCM profile does not reach or
encroach above the BCI achieved test level.
A.4.29.3 When providing RTS recommendations for aircraft self compatibility, restrictions related to
personnel exposure to onboard generated EM energy should be given.
Figure 7 Route to RTS Recommendations for Aircraft EMC Self Compatibility
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A.5 Bulk Current Measurement Techniques
A.5.1 Purpose of Test
The Bulk Current Measurement (BCM) technique enables induced RF current on aircraft wiring looms to be
measured over the frequency range 0.5 MHz to 400 MHz (radio communication bands). This technique is
used as part of the BCI, LLSC and onboard BCM test methods.
A.5.2 Test Technique
A typical test configuration is shown in Figure 8. The induced RF current is measured using a special current
transformer placed around the aircraft system cable loom 50 mm from the LRU equipment connector under
test. The current transformer is designed to clamp around the loom without disturbing the wiring connections;
hence the common term “BCM clamp” for this device. The current transformer output is fed via a short co-
axial cable to a battery powered Fibre Optic Link (FOL) transmitter placed in the aircraft. The measured
signal is then transmitted to a remote spectrum analyser via a fibre optic cable and FOL receiver to minimise
unwanted coupling from the RF environment.
Figure 8 BCM Technique Setup
A.5.3 Test Guidelines
The following guidelines should be followed:
a) Positioning of the probe should consider issues of grounding wires and discontinuous shields as
described in Clause A.7 (BCI test).
b) The coaxial cables should be as short as possible. Ferrite loading of the cable may be required to
prevent common mode currents interfering with the measurement.
c) Run coaxial cables as close as possible to aircraft structure. Direct electrical contact between the BCM
clamps, coaxial cables or FOLs and aircraft structure must be avoided; use suitable support/padding
material and adhesive tape as required. Make sure that no excessive weight is being applied to the
wiring looms and connectors of the EUT and that the installation is retained and secure.
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d) Situate each group of coaxial cables and corresponding FOL in the same aircraft attenuation zone as the
BCM clamps i.e. if clamps are in a shielded compartment, install corresponding coaxial cables and FOL
within that area.
Allow suitable programme time to instrument the aircraft properly. In some cases, gaining access to the
required loom can be difficult requiring significant support from the platform stakeholders to install the
equipment correctly.
A.6 Low Level Swept Current Test (0.2 MHz to 400 MHz)
The Low Level Swept Current (LLSC) test measures, over the frequency range 0.2 MHz to 400 MHz, (refer
to Note d of Table 2), the coupling factor (or transfer function) in Amps per Volt per metre (A/V/m) between
the external RF environment and the wiring looms of the aircraft equipment under test. Analysis of LLSC
and BCI data contributes towards recommending aircraft restrictions in relation to the external RF
environment.
A.6.2 Test Method
The LLSC test method (see Figure 9 and Figure 10) illuminates the test aircraft from (typically) four sides
using a low level, swept frequency CW field and measures the induced bulk currents (BCM technique) in the
aircraft wiring looms. Typically this test is conducted open site as detailed in Clause 5.2.3.
Suitable measurement instrumentation includes spectrum analysers, synthesised test receivers and
analogue test receivers. A minimum of 1500 measurement points shall be used across the frequency range.
Caution should be taken to ensure resonances are captured with adequate resolution for convolution to time
domain. The measurement bandwidths shall be selected to enable adequate measurement sensitivity above
system noise.
A.6.3 Personnel Exposure to EM Energy
The field strengths generated by the LLSC system are relatively low and do not generally represent a risk
with respect to personnel exposure. As a precaution however it is advised that personnel are NOT present
in the test area, particularly in the vicinity of the antenna system, during RF transmission from the LLSC
system (see Part 3, Clause 6.31 of this standard).
A.6.4 LLSC Transmitting Antennas and Test Distances
The transmitting antennas and test distances used by the LLSC method must be chosen to ensure that the
test aircraft is uniformly illuminated, with the aim to achieve less than 4 dB variation in field strength over the
aircraft volume. Typical antennas used for LLSC measurements are shown in Table 6 below. These
antennas should be fed by a broadband balun to ensure that the required field polarization is maintained.
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Table 6 Typical Antennas Used for LLSC Test

Frequency Range Antenna
Up to approximately 32 MHz Dipole antenna, nominal diameter 3 cm, tapering to approximately 1.5 cm
at each end. For horizontal polarization nominal lengths are 31.7 m
between 1.5 MHz and 8 MHz and 12.4 m between 8 MHz and 32 MHz.
For vertical polarization, the length is shortened to 7 m approx.
A 50:600 Ohm balun is used to feed the antenna.
Above approximately 32 MHz Biconical, Log Periodic, Bilog
The separation distance D in Figure 9 should be at least 1.5 times the length, or wing span of the aircraft,
whichever is the greater, such that the field variation over the length or wing span of the aircraft is no greater
than 4 dB. Additionally the separation distance must be adequate to ensure that the field calibration is free
from any sharp resonances caused by ground reflections or reflections from surrounding structures.
For large aircraft, the use of multiple antennas as shown in Figure 9 may not be practical because of the test
area size.
A.6.5 Antenna Illumination Directions
Overall illumination of the aircraft is required to excite the aircraft airframe/wiring loom resonances. An
assessment of the aircraft structure and positions of the EUT LRUs and associated wiring should be made to
ensure that illumination directions for maximum coupling are used. This should include consideration of the
position of aircraft apertures such as doors, windows, ramps, bomb doors (open or shut), air vents and
environmental seals as well as position of wings, if they are variable. For helicopters, the test is carried out
twice, using two main rotor blade positions as shown in Figure 11. The standard illumination directions used
are as follows:
a) Helicopters: Nose, tail, port and starboard directions.
b) Fixed Wing Aircraft: In addition to the directions used for helicopters, illumination angles at
approximately 45˚, 135˚, 225˚ and 315˚ (referenced to the nose direction) should be considered for
baseline aircraft clearances. These angles will need to be adjusted to suit the exact dimensions and
layout of the wing/aircraft configuration. For subsequent aircraft clearances, only the four worst case
coupling angles, derived from the baseline aircraft test data need to be tested.
In some cases the aircraft may need to be raised to a height where illumination from underneath can be
performed (e.g. aircraft avionics being exposed by opening bomb doors).
A.6.6 Electric Field Calibration
A field calibration is carried out, using the layout shown in Figure 12 to establish the LLSC test field strength
in V/m and to verify the test equipment setup. This is performed, without the test aircraft being present,
sequentially for each antenna position, polarization and type.
The choice of calibration height H in Figure 12 requires consideration of the aircraft structure and position of
the EUT since the horizontally generated LLSC fields (and to some extent the VHF/UHF vertical fields) will
vary significantly with height. The coupling mechanism from the external environment to the EUT includes
the transfer characteristics of both the airframe and the aircraft wiring such that the height of a particular EUT
above the test site ground level is not necessarily the criterion for choosing height H. One option, particularly
where there are many EUTs at different aircraft locations, is to select a single mean height of the aircraft as
H (e.g. centre-line of fuselage). Alternatively, if a system of EUTs and their wiring is particularly concentrated
at one height level, and includes EUTs exposed outside the airframe, then that height may be chosen.
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A D-dot field strength sensor is used to calibrate the Electric (E) field and is supported on a non-metallic
stand and connected to the measuring equipment via a fibre optic link.
The field strength calibration data, and corresponding forward power to the antenna, is measured and
recorded sequentially for each transmitting antenna position, polarization and type.
A.6.7 Determination of Test Site Suitability
The LLSC E field calibration results will be influenced by the nature of the ground on which the test is made.
To maintain consistency of the calibration, test sites should be chosen which are free from local structures
and general clutter in order to avoid unwanted disturbances to the transmitted RF field. The ground should
also have, as best as can be ascertained, a homogeneous structure without significant metallic content; an
aircraft magnetic compass base is highly suitable for this requirement. The E field calibration should be
compared with similar calibrations made during previous tests (using the same measured forward power to
the transmitting antenna). Significant variation between these calibrations, particularly in the form of deep
resonances, will require further investigation.
A.6.8 Bulk Current Measurement Phase
The aircraft is firstly instrumented using the BCM technique in order to measure the induced RF bulk currents
at the EUT LRU connectors.
The aircraft, in an un-powered configuration and without any ground support equipment attached, is then
positioned centred on the calibration point and configured as for operation use. It might seem more logical to
power the aircraft to ensure the correct equipment terminating impedances are maintained. However, when
testing multi wire bundles, it is considered that connecting external cables to the aircraft would have a more
significant effect in terms of erroneous coupling. It is advisable however, particularly with a new aircraft, to
carry out a confirmatory test with the aircraft on internal electrical power (i.e. engine or APU powered).
Particular consideration is required as to the status of aircraft openings e.g. doors, windows, ramps, bomb
doors (open or shut), position of wings (if variable) and role equipment. The aircraft should be set up to
allow maximum coupling appropriate to the required aircraft role. For helicopters, the test may need to be
carried out twice using two rotor configurations i.e. the “plus” and the “cross” configurations as detailed in
Figure 11 (note that helicopters with three main rotor blades would follow a similar configuration to five
blades in Figure 11). Consideration should also be given to role equipment such as winches, sonar, 'bambi'
buckets etc.
The aircraft is then illuminated by swept frequency CW fields sequentially from the required directions, from
each antenna type and polarization during which the induced current on the aircraft connector looms are
measured and stored. It is important to use the same forward power to the transmitting antenna as was
used during the calibration procedure.
A.6.9 Normalization of LLSC Data
For each LLSC measurement, the ratio of the induced current to the illuminating field strength is computed
and normalised to 1 V/m.
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Figure 9 LLSC Test Configuration
Figure 10 LLSC Test Configuration
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Figure 11 LLSC Test – Helicopter Rotor Positions
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Figure 12 LLSC Test Calibration
A.7 Bulk Current Injection (BCI) Test (0.2 MHz to 400 MHz)
The BCI test enables high levels of bulk current to be induced on EUT wiring looms in order to establish a
susceptibility profile for each loom over the frequency range 0.2 MHz to 400 MHz. Analysis of this data with
LLSC or onboard BCM data contributes towards recommending aircraft restrictions in relation, respectively,
to the external RF environment and aircraft onboard generated RF environment.
A.7.2 Safety Issues
Because of the high induced currents required during the test program, care should be taken, in line with the
appropriate safety regulations, and also ensuring that the levels of electro magnetic energy in and around
the vicinity where personnel/contractors are working, are within the nationally accepted guidelines.
Appropriate warning signs should be placed around the aircraft to cordon off the potentially dangerous area.
Note that when operating in an aircraft hangar, many personnel not directly related to the trial may incidentally walk by
the aircraft.
A.7.3 Test Method Setup
Figure 15 shows a typical BCI test set-up. The injection and monitoring probes are clamped, in turn, around
each EUT loom allowing a distance of 50 mm between the monitoring probe and the EUT connector with a
further 50 mm between the two probes. Modulated RF current is then injected into the loom and the resulting
bulk current is measured by the monitoring probe.
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A.7.4 Test Level
A.7.4.1 BCI Target Level Generation
For each loom under test, it is necessary to generate the profile of induced current against frequency which
will be used as the target level during the BCI test. An envelope of the maximised LLSC and BCM data for
the loom is generated to which appropriate scaling (to the aircraft target clearance environment for LLSC
data) and safety margins are applied. The resulting profile (Figure 13 refers) will consist of many peaks and
troughs, because of the resonant nature of the LLSC and BCM data, and will need to be smoothed in order
to avoid rapid and erratic changes of test level during the BCI test. One approach is to box profile the graph,
as shown in using a minimum 3 dB margin to allow for future coupling variation. Alternatively a smoothing
algorithm can be used. The resulting profile is the BCI target level.
Figure 13 Generation of BCI Target Level from LLSC and Onboard BCM Data
A.7.4.2 BCI Target Level Generation at Low Frequencies
For each loom under test, a 20 dB per decade roll-off curve is applied (decreasing current with decreasing
frequency) from the frequency where the last reliable LLSC/BCM data was recorded (scaling and safety
margins included). During application of BCI, the target level at the first roll-off frequency should be
maintained as the injection frequency is reduced. If this is not practically possible, then the BCI level applied
should be the maximum available but not less than the LLSC profile generated using a 20 dB per decade
roll-off. The level actually achieved during the test is referred to as the BCI achieved test level.
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A.7.5 Test Frequencies
Table 7 gives the minimum required set of test frequencies required to cover the frequency range 0.2 MHz to
400 MHz. The frequencies have been chosen to give an approximately constant ratio change. Additional test
frequencies should be added based on both knowledge of the EUT and frequencies at which high levels of
coupling have been established from the LLSC and BCM tests. During the test, the injected RF energy will
be swept between each designated test frequency.
Table 7 Typical BCI Test Frequencies

Frequency Frequency Frequency Frequency Frequency Frequency
(MHz) (MHz) (MHz) (MHz) (MHz) (MHz)
0.2 1.1 5.0 15.0 50.0 150.0
0.25 1.2 5.5 16.0 55.0 165.0
0.3 1.4 6.0 18.0 60.0 180.0
0.35 1.6 6.5 20.0 65.0 200.0
0.4 1.8 7.0 22.0 70.0 220.0
0.45 2.0 7.5 24.0 75.0 240.0
0.5 2.25 8.0 26.0 80.0 260.0
0.55 2.5 9.0 28.0 90.0 280.0
0.6 2.75 10.0 30.0 100.0 310.0
0.7 3.0 11.0 33.0 110.0 340.0
0.8 3.5 12.0 36.0 120.0 370.0
0.9 4.0 13.0 40.0 130.0 400.0
1.0 4.5 14.0 45.0 140.0
A.7.6 Modulation
The modulation applied at each test frequency should consider the following as a minimum (see also
Figure 14):
a) CW
b) A modulated square wave at a frequency set at or between 0.5 Hz and 3.0 Hz (nominally 1 Hz) with
at least 90% modulation depth.
c) A modulated square wave at a frequency set at or between 0.5 Hz and 3.0 Hz (nominally 1 Hz) with
at least 90% modulation depth. In addition, apply a swept square wave modulation varying between
300 Hz and 3 kHz synchronised to the ON period of the 0.5 Hz to 3.0 Hz square wave.
d) Additional modulation may need to be included based on knowledge of the EUT and from EQE.
36 UK OFFICIAL
Figure 14 BCI Modulation Requirements
A.7.7 Susceptibility Criteria
It is important that the EUT is set up representative of its operational use, appropriate susceptibility criteria
are established and suitable means of monitoring for the potential susceptibilities are used.
A.7.8 BCI Test Equipment Installation
Install the monitoring probe and injection probe on the loom to be tested as illustrated in Figure 15 in a
similar manner to the BCM probe, ensure that the injection probe does not come into metallic contact with
the airframe structure and that no excessive weight is applied to the wiring looms and connectors of the
EUT. If engine running is required for the test, extra care is required to ensure robustness of the BCI
Installation. Note the following precautions:
a) Grounding Wires. In some installations, a short wire is run from inside the LRU or from the
connector backshell to aircraft ground (If the BCI test is carried out with the injection probe around
this wire and the main loom (incorrect position in Figure 16), misleading results can occur
particularly for frequencies below 100 MHz. The injection probe should be placed around the loom
outside of this wire (correct position in Figure 16). The position of the monitoring probe will depend
on the size of the grounding wire. Position A should be chosen for the BCM monitoring probe if the
grounding wire is long enough to incorporate it, in which case the BCI probe should be positioned
50 mm back from the grounding wire. Alternatively, Position B should be chosen as per Figure 16.
It is important that the monitor probe is placed in the same position for the BCI test as that used
during the LLSC test.
b) Discontinuous Shields. Some wiring loom installations have a section which is unshielded and a
section which is shielded. An example of this may exist where equipment is mounted externally to
the airframe (e.g. engines, armament systems) where the section of the loom exposed to the
external RF environment is shielded and the section internal to the airframe is unshielded. Ideally,
the BCI and BCM probes should be positioned on an unshielded section of the loom, at a distance
of 50 mm from the EUT (see Figure 17). Due to physical and practical constraints this is not always
possible and other positions need to be considered. Selection of an alterative position for the BCI
and BCM probes should be prioritised using the guidance below, however it is essential that the
UK OFFICIAL 37
BCM probe is placed in the same location for both the LLSC and BCI test. The final position
selected for the testing should be detailed in the test report. The prioritisations of BCI and BCM
probe positioning are:
1) On an unshielded section of the wiring as close to the EUT as practicable (but within 1 m) (Test
position example 1 in Figure 17)
2) On a shielded section of the wiring loom 50 mm from the EUT (Test position example 2 in
Figure 17)
3) On a shielded section of the wiring loom as close to the EUT as practicable. However, in
installations where the looms respective bonding points preclude currents from being induced into
the loom, this test position should be discounted and other techniques for demonstrating aircraft
clearance considered.
A.7.9 Loop Impedance Test
Prior to commencement of the BCI test, it is useful, although not mandatory, to carry out a swept
measurement of the induced loom current per unit forward power to the injection probe. The induced loom
current is measured over the test frequency range for a forward power of the order of 1 mW and is then
normalised to a power of 1 W. This information is useful in that it indicates the variation in induced current
that will occur, particularly during loom resonance, when frequency sweeping during the BCI test and to
show similarity between laboratory testing and aircraft testing.
A.7.10 BCI Test Procedure
Set up the aircraft in line with the test schedule/trials plan.
A.7.10.1 Stage 1
During operation of the EUT, as required in the test schedule/trials plan, set up the first formal test frequency
(based on Table 7). Slowly increase the RF injected power until the CW target level has been achieved and
held for the required dwell time and then apply the modulation(s) for the required dwell time before taking a
reading (situations may occur where it is appropriate to apply the modulation to the CW signal prior to
increasing the power level of the signal and then once the target level is reached the CW signal is used).
Increase the injected level until one of the following occurs:
a) Susceptibility occurs to the EUT.
b) The induced current test level is reached.
In order to avoid damage to the aircraft from BCI testing, overall loom current and forward power limits may
be assigned prior to testing, which may override the target level currents.
NOTE If the induced current target level cannot be achieved, it is permissible to change the position of the injection
probe in an effort to achieve a better match to the cable. Warning: Do not apply excessive forward power to the injection
probe as this could damage the aircraft wiring.
If it is necessary to change the position of the injection probe to gain better coupling at a test frequency, the
change shall be detailed in the test report. The probe should however be moved back to the position in
Figure 15 for the remaining test frequencies unless the same coupling problem reoccurs.
If susceptibility occurs, follow the procedure at Stage 2 Clause A.7.10.2. If no susceptibility occurs, record
both the induced current level on the loom and forward power to the injection probe and move to Stage 3
Clause A.7.10.3.
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A.7.10.2 Stage 2
If susceptibility occurs, it is important to ensure that the susceptibility profile within the range up to the next
test frequency point is established. This will require making measurements at a number of intermediate test
frequencies and repeating parts of the sweep to confirm susceptibility data has not been missed. At each
intermediate test frequency, reduce the test level by 30 dB then increase slowly up to the susceptibility level
to check for window effects. Then check for hysteresis by decreasing slowly and then increasing the test
signal through the threshold of susceptibility; the lowest value of induced current being correct. Record the
test frequency, induced current level and forward power to the injection probe. Continue establishing the
susceptibility profile until the next formal test frequency has been reached and measured. An attempt should
be made to achieve the BCI Target Test level even if the susceptibility level occurs at a lower test level.
However, caution will be required not to cause damage to the EUT or add additional risk to the trial. If any
susceptibility occurs, take a number of readings at different test levels to characterise the relationship of the
susceptibility against the test level.
If susceptibility is occurring at this next test frequency, reduce the injected power by approximately 3 dB in
order to reduce the susceptibility effect and then follow the procedure at Stage 3 Clause A.7.10.3.
A.7.10.3 Stage 3
Sweep the frequency towards the next test frequency and adjust the induced current to maintain the required
test level. If the data from the loop impedance plot (if measured) shows significant variation in induced
current between the test frequencies, extra care is required to maintain the level. In this case it is
recommended that the induced current level is checked at a frequency equidistant between the two test
frequencies. If susceptibility occurs during the sweep, follow the procedure at Stage 2 Clause A.7.10.2. If
the test frequency is reached and no susceptibility has occurred, record the test frequency, induced current
level and forward power to the injection probe. After every five test frequencies the injected power should be
reduced by 30 dB and increased back to the test level to check for window effects.
A.7.10.4 Stage 4
Repeat the procedure at Stage 3 Clause A.7.10.3 until all test frequencies have been covered.
A.7.10.5 Stage 5
Install the BCI equipment onto the next test loom in the Test Schedule/Trials Plan and follow the procedure
at Stage 1 Clause A.7.10.1.
A.7.11 Data Analysis
Following completion of the BCI test, the resulting data (BCI achieved test level) is to be plotted against the
maximised LLSC data extrapolated to an appropriate threat environment and BCM profile for the cable loom
under test. For RTS clearance recommendations to be given from this data, both at the aircraft target
clearance level and for aircraft self compatibility, the maximised LLSC and BCM profile should not reach or
encroach above the BCI achieved test level. If this does occur then the significance of the encroachment
must be analysed and a decision made regarding whether a more restrictive clearance is necessary.
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Figure 15 Bulk Current Injection Test Method
Figure 16 Bulk Current Injection Ground Wire Issues
40 UK OFFICIAL
Loom Shield A/C Bulkhead

50 mm 50 mm 50 mm 50 mm
EUT
EUT Wiring
BCI BCI BCI BCI

Monitor Injection Monitor Injection
Probe Probe Probe Probe
Test Position Example 2 Test Position Example 1
Figure 17 Bulk Current Injection Discontinuous Shield Issue
A.8 Aircraft High Level Test (5 MHz to 40 GHz)
The purpose of this test is to illuminate whole aircraft with RF/microwave energy over the frequency range
5 MHz to 40 GHz during which the aircraft systems are monitored for susceptibility. Analysis of this data
contributes towards recommending aircraft HIRTA and SRAD restrictions in relation to the external RF.
SRAD restrictions are specified in STANAG 1380 (NATO Naval Radio and Radar Radiation Hazards
Manual).
A.8.2 Aircraft Illumination
For frequencies below 400 MHz, overall illumination of the aircraft is ideal to excite the aircraft
airframe/wiring resonance. However, depending on the size of the aircraft and required test field, more
localised illumination may be necessary for frequencies below 400 MHz, although this is not allowed in the
HF frequency band. For frequencies above 400 MHz, only the last λ/2 length of the EUT connector and
wiring, plus direct case penetration, are the dominant coupling paths. Localised illumination can therefore be
used providing the EUT and all access routes for RF energy are included. The following aspects should also
be considered:
a) Aircraft Assessment. An assessment of the aircraft structure and positions of EUT LRUs and
associated wiring should be made to ensure that the worse case points of entry have been
established. This should include consideration of the position of aircraft apertures such as doors,
windows, ramps, bomb doors (open or shut), air vents and environmental seals as well as position
of wings (if variable) and rotor blades. If data is available from the LLSC and LLSF, this will also aid
in deciding where to illuminate the EUT. Consideration is also required to ensure that the aircraft is
fitted to the required operational build standard (including appropriate role fits and stores) as this
may also influence both the coupling factor to, and inherent susceptibility of, the EUT.
b) Aircraft Condition. If the test requires engine running or rotors turning, positioning of the antennas
will have to consider avoidance of jet blast and moving surfaces.
c) Antenna Beamwidth. The half power beamwidth of the antenna will define the area of the aircraft
illumination.
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A.8.3 Antenna Distance
The distance between the antenna and the aircraft should ideally be greater or equal to the antenna far field
boundary. To assess this distance, consult the information provided by the antenna manufacturer or
calculate from the following classifications:
a) Thin Wire Antennas. This includes monopoles, dipoles, biconical antennas, log-periodic and Yagi
arrays. For these antennas, a good approximation is that the far field is the region outside a
distance of 2λ where λ is the free space wavelength.
b) Aperture Antennas. This includes reflecting dish and horn. The far field distance is given by the
formula:
2D 2 2Ae
R = ≈
λ λ
and:
Gλ2
Ae =
4π
Where R = Aperture aerial far field distance
D = maximum dimension of aperture.
λ= free space wavelength.
Ae = effective aperture.
G = far field linear gain.
A.8.4 Test Frequencies and Modulation
A.8.4.1 Test Frequencies
Test frequencies should be chosen to address issues arising during EQE and BCI aircraft testing. Authority
from the appropriate agencies will be required before outdoor transmission can be made at these
frequencies.
A.8.4.2 Modulation
For frequencies below 1 GHz, the following modulations should be applied:
a) Modulated square wave at a frequency between 0.5 Hz and 3.0 Hz (nominally 1 Hz) with at least
99% modulation.
b) CW
c) Additional modulations (if legal authority to transmit is available) resulting from results of EQE and
aircraft BCI testing.
For frequencies above 1 GHz, pulse modulation shall be applied with PRF and pulse width representative of
the threat environment.
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A.8.5 Field Calibration
The test area is calibrated, without the aircraft present, to establish the test field strength and verify the test
equipment set-up. The position of the calibration sensors will depend on the assessment carried out Clause
A.8.2.
A.8.5.1 Calibration Height
For frequencies below 1 GHz, the choice of calibration height H requires consideration of the aircraft
structure and position of the EUT since the horizontally generated fields (and to some extent the VHF/UHF
vertical fields) will vary significantly with height. The coupling mechanism from the external environment to
the EUT includes the transfer characteristics of both the airframe and the aircraft wiring such that the height
of a particular EUT above the test site ground level is not necessarily the criteria for choosing H. One option,
particularly where there are many EUTs at different aircraft locations, is to select a single mean height of the
aircraft as height H. Alternatively, if a system of EUTs and their wiring is particularly concentrated at one
height level, and includes EUTs exposed outside the airframe, then that height may be chosen.
For frequencies above 1 GHz, the calibration is performed at the EUT height because the RF beam-width of
the antennas used for the testing are relatively small.
A.8.6 Aircraft Test Procedure
Assess issues related to personnel exposure to RF/microwave energy in line with accepted guidelines. This
may result in time limitations being applied to each test frequency.
The aircraft is positioned on the test facility for the first illumination angle and test antenna.
The aircraft systems must be set up as appropriate to display susceptibility if it occurs. To monitor this
susceptibility, test equipment may be required and must not introduce additional RF coupling to, or
unacceptably modify the performance of, the aircraft systems. Commonly used test equipment includes the
following:
a) Cameras.
b) Air data test set.
c) Radar Altimeter delay lines.
d) Stimulation equipment for the aircraft mission sensors/navigation aids.
e) Databus high level bus analyser connected to the aircraft via FOL to monitor for correct databus
transactions.
NOTE Equipments a and b above would be connected to the remote test control room either via FOLs, or plastic
piping in the case of the Air Data test set, to prevent erroneous pick up being induced into the aircraft or the test facility.
The aircraft is set up as required in the trials plan and is then illuminated at the first test frequency and
appropriate modulation during which the aircraft systems are operated and monitored for susceptibility. The
process is then repeated at the next test frequency until the run is complete. The whole sequence is then
repeated for the next antenna/aircraft position.
Ideally the aircraft should be operated with engines running (rotors engaged for helicopters) if necessary to
simulate a fully operational aircraft state. If the aircraft is powered from a ground rig supply when testing at
frequencies below 200 MHz, the rig cables may induce additional coupling into the aircraft and the rigs
themselves tend to be susceptible to the RF transmissions. To simplify the testing, one approach is to accept
this risk below 200 MHz and, where susceptibility occurs, repeat frequencies with the aircraft on internal
power to validate the susceptibility effects.
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A.9 Low Level Swept Field (LLSF) Test (100 MHz to 18 GHz)
A.9.1 Test Philosophy
LLSF attenuation tests will be applied to the aircraft to determine the degree of protection afforded by the
airframe against HIRF over the frequency range 100 MHz to 18 GHz.
The aim of this test is to determine the field strength values that exist within the aircraft in various equipment
bays for a given external field strength. The basic procedure will be used to set up a defined field without the
aircraft present and then place the aircraft in this field, measuring the field penetration into various equipment
bays. This internal RF environment can then be extrapolated to any level of external threat field.
There are however significant problems in making field strength measurements within metal enclosures due
to the standing wave patterns that are set up within the bay. As any changes to the avionics installation in
the bay will affect this standing wave pattern it is considered inappropriate to measure the field at the
location of the equipment. In addition the field patterns change depending upon the illumination angle and
polarization of the source. Therefore the only realistic and repeatable measurement that can be made is to
determine the maximum field, regardless of location within the bay, for a given frequency for all polarizations
of external field. This can be done by either:
a) Instrumenting the bay with a large number of sensors.
b) Making multiple measurements at various locations in the bay with one sensor.
c) Measuring at one location and using mode stirring techniques to modify the standing wave pattern to
ensure that the peak field existing within the bay occurs at the location of the sensor at one instant
of time during one revolution of the mode stirrer.
As it is important to minimise test time where aircraft are involved, due to the cost of having an aircraft set
aside for EMC testing, Clause A.9.1c will be selected, where practical, as the primary test method since it is
inherently shorter in test time compared to b and less instrumentation is required than a.
The LLSF attenuation technique requires illuminating the aircraft from various angles with a known level,
swept frequency electromagnetic field and measuring the field within the various aircraft locations and bays
to determine the attenuation provided.
A.9.2 Test Procedure
A.9.2.1 General
The test procedure is divided into two parts:
a) Calibration
b) Measurement
A.9.2.2 LLSF Calibration
The first stage of the LLSF attenuation process is to carry out the field strength calibration measurements at
a suitable separation distance (usually 10 m) from each of the transmitting antennas, prior to the installation
of the aircraft.
Using non-conducting tripods, the transmitting antennas will be supported at a suitable transmit height
(typically around 2.5 m), which should be determined after inspection of the aircraft under test.
The field strength receiving system will comprise a small omni-directional biconical antenna. For the
frequency range 100 MHz to 1000 MHz a FOL system will be used to relay the receive antenna output to the
instrumentation trailer and above 1 GHz low loss coaxial cable will be used until suitable FOLs are available
44 UK OFFICIAL
for this frequency range. To measure the peak value of the field strength and remove the effect of the ground
reflected wave, the height of the transmitting antenna will be varied by either ± 40% of its previously
determined height or by ± 1 m, which ever value is greater. The spectrum analyser will be used in peak hold
mode.
Figure 18 shows the test arrangement for calibration.
Figure 18 Test Set-Up for Field Calibration
There is an alternative method of reducing the effect of ground reflections without having to vary the height
of the transmit antenna, which involves using RAM. The RAM must be used during both the calibration and
measurement stage. The transmitting and receiving antennas are supported at a suitable transmit height
adopted after inspection of the aircraft under test, on non-conducting tripods. The ground is covered with RF
absorbent material (RAM) to reduce any undesirable effects from reflections of the field from the ground. The
absorber is laid in a straight line from the transmit antenna to the receive antenna. In addition anechoic
lining is placed behind the receive antenna.
It is only necessary to use one of the methods given for reducing ground reflections and for testing outside
typically the varying height method is preferred over the use of RAM.
Transmitting antenna, polarizations and frequency ranges used are shown in Table 8.
Each of the transmitting antennas is energised from the tracking generator output of the spectrum analyser
and amplified to the appropriate level using a broadband amplifier.
The maximum received field is measured whilst using either the transmit antenna height variation method or
the RAM method.
Two files for each antenna are recorded with both transmit and receive horizontally polarised and then with
transmit and receive vertically polarised.
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Table 8 LLSF typical Transmit Antennas.

Frequency Range Antenna Type Field Polarization
100 MHz to 1000 MHz Bi-Log or WJ crossed LP Horizontal
100 MHz to 1000 MHz Bi-Log or WJ crossed LP Vertical
100 MHz to 1000 MHz Bi-Log Horizontal
100 MHz to 1000 MHz Bi-Log Vertical
1 GHz to 8 GHz Double Ridged Horn Horizontal
1 GHz to 8 GHz Double Ridged Horn Vertical
A.9.2.3 LLSF Measurement
The field strength at the test points on the aircraft will be measured from each transmitting antenna, in turn,
using the same values of power driving the transmitting antennas as for the field calibration measurements.
The spectrum analyser and computer system will normalise the aircraft internal field to the field calibration to
obtain the fuselage attenuation.
The arrangement is basically the same as for calibration except the field sensor and associated pre-amplifier
are placed inside the platform bay to be measured. Where the RF cable penetrates the platform skin, the
cable is fed through RF absorber to prevent the shielding of the platform being degraded. Where practicable
the field sensor is placed at an angle of 45 degrees with respect to the vertical.
The aircraft will be illuminated from a sufficient number of illumination angles to ensure that the attenuation is
characterised at each test point.
These measurements will be carried out using the equipment configuration shown schematically in
Figure 19. The transmitting antenna will normally be positioned directed at the centre of the bay being
measured or in the case of the cockpit, level with the aircraft centre-line or the bottom of the cockpit
windows, whichever is the higher.
Figure 20 and Figure 21 show the minimum number of illumination angles to be used for the cockpit or the
bays. If the cockpit can be shown to be symmetrical in design then only one side and the nose needs to be
irradiated (3 positions). Where symmetry can be claimed for a bay, the number of illumination angles may be
reduced but a minimum of three must be used for a particular test point.
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Tx Antenna Spectrum
Amplifier Tg out
Analyser
Input
FOL or Cable
Rx Antenna
Figure 19 Test Set-Up for LLSF Measurement
Figure 20 Measurement Positions for Cockpit Area
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In situations where an aircrafts cockpit side windows have a lower sill than the windscreen, it may be
appropriate to add extra test positions to those shown in Figure 20, one at 135 degrees and the other at
225 degrees, as it may be possible to illuminate the instrument panel from these positions with a direct line
of sight through the windows.
The aircraft measurements should be conducted in a worst case configuration (i.e. where doors can be
opened during flight, they should be opened during testing). Also, if after inspection potentially vulnerable
illumination angles are identified, these angles should be added to the test plan.
Figure 21 Bay Measurement Positions
The field is measured for all illumination angles and for both vertical and horizontal polarizations of the
transmit antenna, with the mode stirrer rotating. If a mode stirrer cannot be used then at least 3 positions per
bay and two polarizations of the receive antenna must be measured.
The attenuation is derived from the difference between the internal fields measured and the calibration file. A
worst case attenuation plot for all illumination angles and polarizations is produced for use during the
radiated susceptibility test.
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A.10 High Power Microwave (HPM) Test (100 MHz to 18 GHz)
The HPM test illuminates selected areas of the aircraft with RF/microwave energy over the frequency range
100 MHz to 18 GHz during which time the aircraft systems are monitored for susceptibility. Analysis of this
data contributes towards recommending aircraft restrictions in terms of the external environment.
A.10.2 Test Description
This test is similar to the aircraft high level test with the exception that small portable test antennas are used
that cover the frequency range 100 MHz to 18 GHz. These antennas are typically positioned at 1 m from the
EUT. In all other respects, the aircraft high level test method (Clause A.8) should be followed.
A.11 Onboard Bulk Current Measurement (BCM) Test
The onboard BCM test measures the bulk current induced into aircraft EUT wiring looms as a result of
operating aircraft transmitters in the frequency range up to 400 MHz. Analysis of onboard BCM and Bulk
Current Injection (BCI) data contributes towards recommending aircraft limitations in relation to the aircraft
generated environment up to 400 MHz.
Ensure that RADHAZ avoidance distances for the aircraft onboard transmitters are adhered to (see Part 3
Clause 6.31). These are usually calculated by the aircraft Design Authority for inclusion in the aircraft
airworthiness documentation. If this data is not available, a separate assessment should be carried out.
A.11.3 Aircraft Radio Test Requirements
The trials plan should include the following information:
All radio/antenna combinations to be tested.
The test frequencies for each radio; these should be selected to cover the operational band and include
frequencies likely to cause interference based on previous experience or from known frequencies of concern
from EQE.
Note that permission to transmit on the test frequencies will be required from the appropriate authority at the location of
the test.
The radio mode and modulation should be chosen to give maximum transmitted power from the radio.
The radio duty cycle for each radio should be taken into account to prevent reduction in output power during
the test, as a result of excessive transmission time.
The aircraft radios should be tested for serviceability, including confirmation that their output power is to the
equipment specification. If operation of any radios are prevented on the ground e.g. by the aircraft Weight
On Wheels switch (WoW), suitable override procedures will need to be applied.
A.11.4 Onboard BCM Test Procedure
Following installation of the test equipment on the EUTs, the aircraft is situated outside and away from
buildings and general clutter, which could effect the operation of the aircraft radios (see Clause 5.2.3). The
aircraft is then electrically powered from a ground rig, which should be positioned, with associated cables, to
UK OFFICIAL 49
minimise additional RF coupling to the aircraft. As a general rule, the rig cable should be run on a radial
away from the aircraft as far from the aircraft onboard HF antenna as possible.
Particular consideration is required as to the required status of aircraft openings e.g. doors, windows, ramps,
bomb doors (open or shut), position of wings (if variable). The aircraft should be set up to allow maximum
coupling appropriate to the required aircraft role. For helicopters, the test is carried out using the cross rotor
configuration as shown in Figure 11.
Transmissions are then made sequentially at each test frequency, in line with the trials plan, from each
radio/antenna combination during which the induced currents are measured. Care should be taken not to
exceed the duty factor for each radio.
The data obtained from the BCM measurements shall be compared, with appropriate safety margin applied,
to the BCI test limits for the corresponding aircraft wiring loom. Frequencies where the BCM data exceeds
the BCI profile will need further investigation during the systems interaction test.
A.12 Onboard HF/VHF/UHF Radio Enhanced Level Test
The onboard V/UHF Radio Enhanced Level test assesses the compatibility of the aircraft onboard radios
with the aircraft systems. Results of this test contribute towards recommending aircraft restrictions in relation
to operation of the aircraft onboard radio transmitters. The enhanced radio test may be applicable at HF
frequencies dependent on the power handling capabilities of the antenna system and adequate precautions
against affecting the aircraft coupling characteristics.
Ensure that RADHAZ avoidance distances for the aircraft onboard transmitters are adhered to. These are
usually calculated by the aircraft Design Authority for inclusion in the aircraft airworthiness documentation. If
this data is not available, a separate assessment should be carried out. In addition, allowance should be
made for the increase in output power from the antennas under test (see Part 3 Clause 6.31).
A.12.3 Test Method
The V/UHF radio enhanced level test method is designed to ensure that the tests performed on one aircraft
can be read across to the fleet. The objective of the test is to increase the specified V/UHF transmitted
power output to include the required test safety margin. The onboard VHF and UHF transmitter outputs are
fed separately via a co-axial cable to a variable attenuator fitted to an amplifier external to the aircraft. The
output is then coupled to a power meter whose output is connected via a 50 ohm co-axial cable back into the
aircraft and connected separately to the VHF and UHF antenna cables. The tests are carried out across
each radios frequency band. At each separate transmission frequency, the attenuator is slowly adjusted until
the indicated power output is increased above the specified transmitted power. The test configuration is
illustrated in Figure 22.
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Figure 22 V/UHF Radio Enhanced Level Test Configuration
The test is performed with the aircraft powered and systems set up in accordance with the trials plan. The
aircraft systems are then observed for any indicated malfunction during the increase of the transmitted
power. If any susceptibilities occur the increase in the transmitted power is stopped and the power output
indicated on the power meter is recorded. When the power level has reached the specified level, the value is
recorded and the process is repeated at the next selected frequency.
The tests are performed on a clear site and each V/UHF radio is assessed separately when switched to its
appropriate antenna. Where the radio is selectable to upper and lower antennas of the aircraft, the test will
be separately carried out on each antenna.
A.13 Swept Onboard BCM Test
The swept onboard BCM test measures the current induced into aircraft EUT wiring looms as a result of
operating aircraft transmitters in the frequency range up to 400 MHz. Analysis of swept onboard BCM data
with BCI data contributes towards recommending aircraft restrictions in relation to the aircraft generated
environment up to 400 MHz.
Assess issues related to personnel exposure to RF/microwave energy in line with accepted guidelines (see
Part 3 Clause 6.31).
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This test is similar to the onboard BCM test except that the input power to the aircraft radio transmission
antennas is provided by a swept power source instead of transmitting on the radio system itself, Figure 23
refers. This technique is applicable to untuned antenna systems although the method may be extended to
tuned systems if the antenna can be tuned in synchronism with the sweep.
Particular consideration is required regarding the status of aircraft openings e.g. doors, windows, ramps,
bomb doors (open or shut), position of wings (if variable). The aircraft should be set up to allow maximum
coupling appropriate to the required aircraft role. For helicopters, the test is carried out using the cross rotor
configuration as shown in Figure 11.
The test equipment drives the aircraft antenna via a coaxial cable as shown in Figure 23. This cable may
need to be long depending on the position of the test equipment compared to the aircraft. The technique is
conducted in three stages as given below.
A.13.3.1 Stage 1 Establish the Rated RF Output Power of the Radio Tx/Rx LRU
The output power from the radio Tx/Rx unit is measured over the operational frequency range. This data is
then compared to the maximum power specified for the radio and the maximum of the two is taken at each
frequency point.
A.13.3.2 Stage 2 Calibrate Output of Swept BCM System
The output power at the calibration point in Figure 23 is measured over the operational frequency range of
the radio. For maximum output power of the test equipment, the resulting output power at the calibration
point should be approximately 6 dB lower than the maximum radio output power (from Stage 1 Clause
A.13.3.1) to ensure no damage occurs to the antenna system. To achieve this, it is likely that an inline
attenuator of suitable power rating will be required.
A.13.3.3 Stage 3 Swept BCM Measurement
The set up calibrated in Stage 2 (Clause A.13.3.2) is connected to the antenna feeder at the radio Tx/Rx
unit. The frequency range is then swept during which BCM measurements are made on the selected aircraft
wiring looms. The resulting BCM currents are then normalised to the rated output power of the radio from
Stage 1 (Clause A.13.3.1).
A.13.3.4 Stage 4
Some limited onboard BCM measurements should be made to validate the results of the swept test.
The resulting data is then processed as per the onboard BCM test.
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Figure 23 Swept On Board BCM Test
A.14 Systems Interaction Test
The systems interaction test is a qualitative test which contributes to providing RTS recommendations for the
EMC self compatibility of the aircraft.
Ensure that RADHAZ avoidance distances for the aircraft onboard transmitters are adhered to. These are
usually calculated by the aircraft DA for inclusion in the aircraft airworthiness documentation. If this data is
not available, a separate assessment should be carried out (see Part 3 Clause 6.31).
A.14.3 Test Methodology
The system interaction test requires all systems on the aircraft to be defined in terms of being either a
potentially susceptible system to EMI (susceptor) or a potential source of emission of EMI (emitter) or both.
A test matrix can then be set up to ensure that all emitters are operated with all susceptors active to assess
the self compatibility of the aircraft.
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A.14.3.1 Susceptor Equipment
An equipment can be susceptible to EMI if it contains electronic components, including those associated with
RF receiver circuits. Particular attention should be paid to systems with which are designated as Safety
Critical.
A.14.3.2 Emitter Equipment
An equipment can be defined as an EMI emitter under the following conditions:
a) It is an intentional RF transmitter (e.g. onboard HF radio, radar system)
b) It contains magnetically operated elements such as motors or relays.
c) It contains electronic components.
d) It consumes significant electrical current such that switching the equipment on or off will generate
electrical transients.
A.14.4 Aircraft Test
When writing the trials plan it is advisable to carry out the test in two phases as described below.
a) Phase 1. The aircraft is powered from ground electrical and, if necessary, hydraulic rigs. This
simplifies the test and is adequate for many EUTs. The ground rigs and associated cables should
be positioned to minimise coupling from on board RF transmitters. As a general rule, the rig cable
should be run on a radial away from the aircraft as far from the aircraft onboard HF antenna as
possible.
b) Phase 2. The aircraft is on APU or engine power as necessary. This covers test conditions not
possible in Phase 1 (e.g. engine susceptibility) and can repeat issues resulting from Phase 1, with
the aircraft now self powered and in a more representative condition.
Each test phase should address the following aspects:
The aircraft systems must be set up as appropriate to display susceptibility if it occurs. To monitor this
susceptibility, test equipment may be required which must not introduce additional coupling to, or
unacceptably modify the performance of, the aircraft systems. Commonly used test equipment includes the
following:
a) Cameras, remotely controlled via a FOL.
b) Air data test set, remotely connected via plastic piping.
c) Radar altimeter delay lines.
d) Stimulation equipment for the aircraft mission sensors/navigation aids.
e) Databus high level bus analyser connected to the aircraft via fibre optic link to monitor for correct
databus transactions.
All intentional onboard transmitters should be sequentially operated using their maximum output power whilst
monitoring the susceptor systems. For communication radios, frequencies should be selected to cover the
operational band and include frequencies likely to cause interference based on previous experience and the
results of EQE and onboard BCM/BCI data comparisons (if available). A 1 kHz in-line tone generator may be
used as a signal source for this test, when transmitting from the radios. Connection to the radio may be via
the microphone, direct connection into the microphone lead or via a breakout panel, as appropriate.
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All emissive systems should be switched off and on, and through appropriate modes of operation to include
conditions when maximum electrical load is being taken by the system e.g. an electrically driven hoist should
have the maximum specified weight attached during the test. The trials plan should contain an appropriate
equipment switching list.
A subjective assessment should be made of the aircraft receiver systems during operation of the emissive
equipment. For communications systems the test should be carried out at a number of frequencies over the
receiver operating range. The receiver should be stimulated with a test signal set 3 dB above the squelch
level or minimum detectable level. The severity of any EMI is generally determined by the increase in level
needed by the wanted signal to return it to an agreed and acceptable level of quality. Typically, less than
6 dB of increase in level is indicative of slight EMI. Moderate levels of EMI occurs if an increase around 6 dB
is required, with the EMI considered severe with increases in level of 10 dB or greater.
When carrying out the test, which may involve a number of crew operating and monitoring various
equipment, it is advisable to convert the test matrix into individual crew member briefing sheets. For more
complicated tests, a number of separate runs may also be required to cover the test requirements.
A.15 Personnel Exposure to Electromagnetic Energy
This assessment is carried out to ensure that the crew are not exposed to unsafe levels of electromagnetic
energy during operational use of the aircraft as a result of EM sources both onboard and external to the
aircraft (see Part 3 Clause 6.31).
A.15.2 Test Description – Aircraft Onboard Sources
During operational use of the aircraft, it is necessary to ensure that personnel are not exposed to levels of
electromagnetic energy generated by transmitters on the aircraft that exceed safe limits. An example of this
issue is where a “bubble” viewing window is in close proximity to the onboard HF radio antenna resulting in
levels of electromagnetic energy, within the bubble window itself, potentially exceeding safe levels by a
significant margin.
A review should be carried out of all transmitters on the aircraft with respect to all possible crew/personnel
positions, including those outside the aircraft during maintenance and aircraft preparation phases. Particular
transmitters of concern are radar and HF radio systems. Areas of close proximity should be established for
detailed review as given below:
a) Carry out a Theoretical Assessment. Transmitters operating in the frequency range up to 1.2 GHz (i.e.
encompassing IFF (Identification, Friend or Foe) systems) can be analysed as a monopole radiating into
free space, the aircraft being the ground plane. This is inevitably a crude approximation for HF systems
because of the long wavelength and resulting complex nature of the propagation. For frequencies above
1.2 GHz, the propagation takes the form of a focussed beam. The calculations at this stage should
assume continuous operation of the transmitter at maximum specified output power. The resulting E
field calculated levels should be multiplied by a factor of 1.414 (i.e. a 3 dB margin included to cover
calculation inaccuracies) and compared with the safe levels authorised by the appropriate authority.
Aircraft positions at which the calculated levels exceed the limits, or where there is any other concern,
will require aircraft measurements to be carried out.
b) Carry out Aircraft Measurements. Measurements should be carried out and to which a 3 dB safety
margin should be added.
c) Data Analysis. For crew/personnel positions where the measured values exceed the exposure limits,
appropriate RTS limitations will need to be applied in terms of transmitter avoidance areas or prohibition
of transmitter usage. In assessing this, consideration should be made of the operational duty cycle of
the transmitter system as this may ease the required restriction if time averaging is allowed by the
authorising authority for exposure limits.
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A.15.3 Test Description – External Environment
When providing HIRTA and/or SRAD RTS recommendations, consideration needs to be given to resulting
crew exposure.
For clearance levels which exceed the HPARPD field strength/power density investigation levels, appropriate
advice must be given. If aircraft attenuation factors are known, these should be included in the assessment.
For clearance levels below the HPARPD investigation (or reference) levels, field enhancement may occur in
the aircraft and should also be included in the assessment.
Personnel RADHAZ Designator (PRAD). The use of PRADs is being adopted for some aircraft projects. For
further information refer to document AECP-2.
A.16 Electrical Voltage Transient Survey Test (DCE03 Variation)
The electrical voltage transient survey test measures the short duration electrical voltage transients induced
on the aircraft electrical busbars as a result of operating aircraft systems. The results of this test contribute
towards providing RTS recommendations for the EMC self compatibility of the aircraft.
A.16.2 Background
Operation of aircraft electrical equipment inevitably results in the generation of electrical transient voltages
as a result of inductive effects particularly during switching the equipment on or off The qualitative effects of
this are covered in the system interaction test. It is necessary however to quantify this effect in order to
demonstrate that the generated transients are within an acceptable level.
Ideally DCE03 measurements have been conducted on many of the systems operating within the aircraft,
however this test will not necessarily reflect the true nature of transients due to the different loading between
systems and the various supplies of the aircraft. Repeating the transient emission test at each aircraft LRU
connector would be an onerous task requiring much test preparation (i.e. breaking in at each equipment
connector) and test time. It is more practical to measure transients at the electrical busbars corresponding to
the EUT.
A.16.3 Test Method
The test method consists of the following stages:
A.16.3.1 Stage 1
Establish an aircraft equipment switching list to cover all equipment for which electrical transients are to be
measured (as for the System Interaction Test). The equipment should be switched off and on and through
appropriate modes of operation to include conditions when maximum electrical load is being taken by the
system e.g. an electrically driven hoist should have the maximum specified weight attached during the test.
The list should include the corresponding busbar for each equipment at which the transients will be
measured.
A.16.3.2 Stage 2
Assess the aircraft to establish that access can be gained to the busbar positions required in the switching
list. In particular, access to a local aircraft grounding point is necessary.
A.16.3.3 Stage 3
Set up the aircraft for the test. It is advisable to carry out the test in two phases:
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a) Phase 1 with the aircraft powered from ground electrical and, if necessary, hydraulic rigs. This
simplifies the test and is adequate for many EUTs
b) Phase 2 With the aircraft on APU or engine power as necessary. This covers test operations not
possible in Phase 1 (e.g. engine susceptibility) and can repeat issues resulting from Phase 1, with
the aircraft now self powered and in a more representative condition.
A.16.3.4 Stage 4
Connect transient measuring equipment to each busbar in turn and then operate each corresponding
equipment a minimum of three times during which the transient waveform is measured. Note that the probes
from the transient measuring equipment should be connected directly to the busbar; the use of long lengths
of electrical wiring should not be used for this purpose.
The maximum measured transient for each equipment is compared with the appropriate specified levels from
the equipment qualification evidence conducted susceptibility test (or in some cases an aircraft specified test
level). If the measured levels exceed the specified level, a judgement needs to be made as to whether
mitigation can be made dependant on the results of the system interaction test or whether further
investigation is required.
Reference should also be made to Part 3, DCE03.
A.17 Antenna Coupling Test
The antenna coupling test measures the in band and out of band coupling between aircraft transmitters and
the antenna input to receiver systems. Analysis of this data highlights frequency ranges at which aircraft
receiver and transmitter systems may interact.
The test requires sweeping each aircraft transmitter antenna across its operational frequency band using an
amplifier and swept signal generator. The resultant signal at the antenna to each aircraft receiver is
measured to establish the coupling factor between each transmitter/receiver antenna combination. The
signals received for the specified output power of each transmitter system can then be quantified.
Comparison of the measured signal for each receiver system against the aircraft receiver sensitivity
highlights and quantifies frequencies at which aircraft receiver problems may occur. These frequencies will
be included during the system interaction tests.
A.18 Antenna Noise Swept Test
The antenna noise swept test measures the noise level at each aircraft receiver antenna generated as a
result of operating the aircraft electrical/avionics equipment. Analysis of this data contributes towards
defining frequencies for test during the system interaction test.
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The test requires connecting a test receiver or spectrum analyser to the antenna of the aircraft receiver
under test. The induced noise across the operational frequency band is then measured using appropriate
bandwidths for the aircraft receiver. The test is normally performed initially with no aircraft power applied, to
establish a noise baseline, and then aircraft systems are progressively turned on to identify any particularly
noisy aircraft systems.
Comparison of the measured noise profile against the aircraft receiver sensitivity highlights and quantifies
frequencies at which aircraft receiver problems may occur. These frequencies will be included during the
system interaction tests.
A.19 Harmonic Interaction Analysis Test
Harmonic interference analysis identifies frequencies at which aircraft receiver and transmitter systems may
interact. The interaction frequencies are included in the system interaction test.
A.19.2 Test Analysis
All aircraft equipment that receives EM energy can erroneously respond to frequencies that are a multiple or
sub multiple of its operating frequencies including internal local oscillator and intermediate frequencies.
These frequencies can, in turn, be generated by aircraft transmitter equipment at multiples or sub multiples
of the transmission frequency.
To predict all possible interaction frequencies requires a detailed analysis of the aircraft systems. The
resulting interaction frequencies should be included in the System Interaction Test.
A.20 Electrical Bonding Checks

Electrical bonding checks should be carried out as specified by the aircraft DA.
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Annex B
Land Service
B.1 Introduction
In general, total system trials of Land service equipment can be divided into five parts:
a) In-situ conducted emissions, conducted susceptibility, radiated emissions and radiated susceptibility test
in accordance with B.2.
b) Measurement of bond resistance in accordance with B.3.
c) Antenna polar plots in accordance with B.4.
d) Radio range degradation in accordance with B.5.
e) Mutual Interference (MI) trials in accordance with B.6.
B.2 EMC In-Situ Testing
B.2.1 Introduction
The extent of EMC testing required for an IUT will depend on the approach taken in the design of the IUT.
For an IUT comprising EMC qualified equipments and sub-systems there may be no need for additional EMC
in-situ testing at the platform or system test level other than the trials described in the remainder of this
Annex. However for an IUT comprising COTS and/or MOTS equipment and sub-systems where the platform
or system provides the electromagnetic barrier and protection, a comprehensive test programme will be
required to verify the design.
In accordance with Part 1 of this standard, the verification approach shall be described in the EMC Control
Plan and the associated EMC Test Plans shall define the testing required.
B.2.2 Conducted Emissions
Conducted emission measurements are not normally necessary on vehicles or self sufficient army equipment
but may be applicable to mobile/transportable C3I facilities and fixed facilities. Mutual compatibility of
interconnected subsystems is usually adequately demonstrated during performance trials as described in
Clauses B.5 and B.6. Provided they are designed to cover all possible operating conditions. If, however, an
IUT supplies power to external systems or has a DON 10 or similar electrical signal-line which can be
connected to another type of IUT, then, conducted emission measurements shall be conducted on these
lines. The procedure to be adopted shall follow Part 3 tests DCE01.B or DCE02.B as appropriate and as
modified by this standard. These lines should be terminated using the actual in service equipment or an
equivalent impedance as specified in the EMC test plan/procedure. It is preferable to use a passive
termination as service or test equipment may introduce unwanted emissions. Test DCE03 exported
transients is not applicable to an IUT as the power quality will be determined in accordance with Defence
Standard 61-5.
NOTE Conducted emission measurements are not required on inter-vehicle slave leads for vehicle engine starting.
B.2.3 Electric Field Radiated Emissions
Radiated emission measurements are essential on receiver equipment installations and any IUT that need to
operate in their vicinity in order to demonstrate that the external RF environment is not being degraded. That
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is unwanted emissions are not degrading the local reception of intentionally radiated signals from both
civilian and military sources. Although individual LRU's and sub systems may have been subjected to
radiated emission tests in accordance with Part 3 of this standard, these tests are rarely representative of
the complete IUT and therefore radiated emission testing of the IUT is recommended. Test method DRE01 is
applicable to all IUTs. For IUTs required to meet Class A or B limits it may not be possible to perform
radiated emission tests using DRE01 methods alone due to limitations of antenna sensitivity and test DRE03
shall be performed over part of the frequency band as detailed below. For (fitted for radio) FFR IUTs and
general service IUTs fitted with communication systems (i.e. radio, video, command and control, etc), test
DRE04 is applicable in addition. Attention is drawn to Clause 5.7 for the control of ambient electromagnetic
noise levels. The test receiver and support equipment must be sufficiently isolated from the test antenna by
separation or screening so that ambient levels are not degraded. For test DRE04 it is preferable to locate the
test receiver inside the IUT for connection to the installed antenna (assuming the IUT offers sufficient
screening) and DRE04 test results must include ambient emission plots.
B.2.3.1 DRE01 Electric (E) Field Radiated Emissions (14 kHz – 18 GHz)
Measurements in accordance with test DRE01.B shall be made on all four sides at a minimum of one
position on each side, in the region of potentially maximum emissions. For IUTs required to meet Class A
and B limits, test method DRE03 shall also be used in place of DRE01 over the frequency range 1.6 MHz to
30 MHz for Class A and B limits, see Clause B.2.3.2.
NOTE Part 3 allows the use of active antennas below 30MHz within screened rooms. When measurements are
performed in-situ or on open sites there is a severe risk of overload of the active antenna. Therefore, an overload test
shall be performed for any Part 4 tests or trials that use active antennas outside of a screened room to demonstrate that
overload is not occurring. Where overload occurs, the active antenna shall be replaced by a passive antenna.
B.2.3.2 DRE03 Electric (E) Field Radiated Emissions Tuned Antenna (1.6 MHz – 30 MHz)
For IUTs required to meet Class A and B limits, test method DRE03.B shall be used over the frequency
range 1.6 MHz to 30 MHz. DRE03 is not required for Class C or D limits where DRE01 shall be used.
Measurements in accordance with DRE03 tests shall be made using a test antenna on all four sides at a
minimum of one position on each side in the region of potentially maximum emissions, see Figure 24.
B.2.3.3 DRE04 Electric (E) Field Radiated Emissions Installed Antenna
For (fitted for radio) FFR IUTs and general service IUTs fitted with transmitter/receiver systems,
measurements shall be made at the antenna input of each installed receiver, using its installed antenna
system and cabling. A test receiver shall be connected to the installed antenna in place of the installed
receiver. If the receiver can be fed from more than one antenna then measurements shall be made using
each antenna in turn. When testing an IUT fitted with more than one antenna system, all the IUTs antennas
not under test must be fitted and terminated as agreed by the respective EMC working group, using either an
appropriate dummy load or the respective transmitter/receiver equipment suitably configured.
HF CNR radio requires an appropriate tuning unit, in accordance with DRE03.B, to be installed prior to
performing the DRE04 testing. The length of tail used to connect the tuning unit to the antenna base should
ideally be as short as practically possible and never longer than the actual tail installed on the platform. The
tuning unit shall be bonded to the same ground plane used by the HF antenna, see Clause B.3.5.7.
B.2.3.4 Measurement Bandwidth / Limits
Test DRE03 and DRE04 are designed to measure interference levels seen across the input terminals of
receiver equipment (i.e. voice/data radio, video receivers, RCV and UAV communications equipment, etc).
The measuring bandwidth to be used by the test receiver should be as close as possible to that of the
receiver equipment under test when in its normal mode of operation. The limiting factor could be that by
increasing the measuring bandwidth, the resultant rise in level of the receiver noise-floor exceeds the limit
line. In such cases, the measurement bandwidth closest to that desired which does not exceed the limit line
should be used. For further information consult the MoD EMC Policy Section, see Part 1 Annex K.
Limits for HF and VHF installations are shown in Table 9 below.
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Table 9 Test DRE03 and DRE04 – Limits for HF and VHF Communications Installations
Frequency Band Limit

1.6 MHz – 30 MHz -6 dBμV
30 MHz – 88 MHz -6 dBμV
Note: DRE03 and DRE04 testing is not limited to the frequency
ranges shown above.
For typical point to point communications equipment outside of the bands shown in Table 9, the test limit
must be agreed by the MoD Project Manager and defined in the test plan. In general, a limit of 6 dB above
the receive sensitivity of the system should be deemed acceptable. Dependent on the type of emission, a
6 dB signal would equate to approximately a 30% loss of absolute maximum communication range of the
system under test for ground-ground communications, see Figure 27.
For TACSAT Communications equipment the test limit must be agreed by the MOD project manager and
defined in the test plan. In general, a limit of 4 dB above the receive sensitivity of the TACSAT system should
be deemed acceptable for worse case conditions. As a minimum requirement, the test receiver used for
measurements must be able to provide a noise floor of -10 dBµV when using a peak detector and a
resolution bandwidth of 10 kHz, see Part 3 Clause 6.10. The test receiver should also be capable of a
100 ms dwell time or greater. For IUTs where there is a risk of overload to the test receiver, a band pass filter
can be used provided it is documented in the test report and the pass band attenuation does not exceed 1
dB. For TACSAT antennas with multiple connections, care must be taken to ensure that measurements are
taken on the appropriate connection for TACSAT communications. Simply relying on IUT cable identification
markings shall not be deemed acceptable as proof of the correct antenna connection being used for testing.
Results on the type and number of emissions which exceed the agreed limit line should be used as test
frequencies when performing Range Degradation testing, see Clause B.5.5.8.
It should be noted that many receiver systems cause interference in their intended frequency band of use,
which can result in channel blocking. For single radio installations, these emissions are likely to be
undetected as the receiver under test will not be connected to it’s antenna system when performing DRE03
tests. However, providing the antenna is connected and the system powered, any such emissions should be
captured when performing the DRE01 measurement. For multiple communications installations on platforms,
all communications systems not under test should be connected to their respective antenna and powered,
but not transmitting.
IUT
1m
Antenna Measuring
Counterpoise Receiver Antenna
TU
Tuner Unit and Antenna mounted on Counterpoise Use 50 mm insulating mounts for
(Note: the counterpoise shall be bonded to ground) large floor mounted equipment
Figure 24 Typical DRE03 Test Configuration for Large Equipment and Vehicles
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B.2.4 Magnetic Field Radiated Emissions
If an IUT is physically separated from other systems by more than 1 m, then the magnetic field emissions do
not need to be controlled or measured unless magnetically sensitive co-located equipment are present, e.g.
CRT displays. Where the magnetic field from the IUT needs to be measured, the test method DRE02 given
in Part 3 can be applied; however note that this method measures localised fields 70 mm from the surface of
the IUT. For large IUT the positions likely to produce the maximum magnetic fields should be determined,
based on the layout of magnetic field sources within the IUT, in order to minimise the number of positions to
be measured.
B.2.5 Conducted Susceptibility
If an IUT has no external signal or power cable connections to other systems, then conducted susceptibility
tests are not applicable. For IUTs with external cables to other or external systems, conducted susceptibility
testing of external signal and power cables should follow tests DCS01, DCS02 and DCS03. Generally
equipment on the battlefield is unlikely to experience significant externally generated fields at frequencies
below 500 kHz. Therefore RF conducted susceptibility tests on vehicles and other Land service equipment is
normally limited to between 500 kHz and 400 MHz to 450 MHz (dependent on the frequency range of co-
located transmitters using omni-directional antennas) for test DCS02.
Transient conducted susceptibility tests DCS05 (switching/NEMP HF transient on control, signal and power
lines) and DCS06 (long transient on power lines) may be required where external power is required and
external cables are used. If the individual equipments within the IUT are protected and tested against these
transients then further testing of the IUT is not required. If the IUT provides the line protection, then testing of
the IUT or the line protection elements is required. Full threat lightning and nuclear EMP testing of the IUT is
outside the scope of this standard.
Electrostatic discharge test DCS10 shall be applied to all user controls and connectors within air-conditioned
IUTs. If individual equipment have been tested to DCS10 or BS EN 61000-4-2 then the test is not required.
B.2.6 Electric Field Radiated Susceptibility
Similarly for radiated emissions, equipment level radiated susceptibility tests are not fully representative of a
complete installation, particularly at low frequencies. Hence, some IUT radiated susceptibility testing is
essential to demonstrate that safety critical systems (e.g. vehicle controls) will remain operational within the
In-Service and civilian environments. Also it is highly desirable to demonstrate that the IUT can function
correctly without degradation or malfunction in the battlefield environment.
Radiated susceptibility tests at equipment level are specified in Part 3 of this standard for land based
equipment from 10 kHz to 18 GHz. Land service equipment on the battlefield is unlikely to experience
significant externally generated fields at frequencies below 500 kHz. Therefore radiated susceptibility tests
on an IUT is normally limited to between 500 kHz and 18 GHz. Even then the upper frequency may be
reduced. Provided, that the operational scenario can justify its reduction.
Within the UK there are few large screened rooms suitable for testing large vehicles or equipment. Even then
these are not all commercially available and few are anechoically lined. A correctly terminated parallel plate
transmission line is capable of generating an equivalent radiated far field at low frequencies. But, its upper
frequency is inversely proportional to its size and is therefore not a practical solution for vehicles of the size
of a Main Battle Tank (MBT). In the past a terminated parallel line has been used as a source of Electric (E)
field to test MBTs, but again the E-field is not constant throughout its length. Because of these difficulties
alternative methods of demonstrating immunity to the EM environment are recommended as follows.
Warning: The following test procedures may present a hazard to trials personnel and equipment.
Before any trials are conducted a safety assessment shall be undertaken and safety procedures
specified in the test plan/procedure to avoid all personnel hazards highlighted.-
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B.2.6.1 Susceptibility Tests Between 500 kHz and 450 MHz
The upper frequency of this range is dependent on the frequency range of co-located transmitters using
omni-directional antennas. This frequency range covers all the current military communication systems, in
particular Combat Net Radios including Land service point to point systems but excluding Satellite
Communications (SATCOM). It also covers radio broadcast bands but not land based television. To
demonstrate immunity of an IUT over this part of the frequency spectrum, Low Level Swept Current (LLSC)
coupling measurements and bulk current injection shall be employed.
Instrumentation
Installation Under Test

Antenna Positions Fibre Optic
Protection Barrier or Skin
Link
Equipment A
Current Cable
Probe Under
Test
Equipment B
Antenna Positions
Figure 25 LLSC 500 kHz to 450 MHz
B.2.6.2 Low Level Swept Current Test 500 kHz to 450 MHz
The response of cable bundles within an IUT to external field illumination is resonant in nature and is
dependent on both the structure and the installation. The layout of external IUT cables will determine the
coupling efficiency of field to internal cables. It is recommended to position external cables in a
representative manner, dropping vertically to the ground and then positioned on 50 mm spacers away from
the IUT. An external field illumination test is required to measure this response; this test is known as the Low
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Level Swept CW Current measurement. This procedure is used to measure directly the transfer function
between the external field and the IUT cable bundles. Since the transfer function relates cable currents to the
external field, the induced bulk cable current test levels can be related to an external field. The IUT is
uniformly illuminated sequentially from all four sides by both horizontally and vertically polarised swept
frequency fields, and the current induced on the IUT cable bundles is measured. The separation distance of
the antenna to the IUT in Figure 25 should be at least 1.5 times the length of the IUT. It may not be practical
to test all cable bundles in an IUT and therefore priority should be given to safety critical system cables (all
cables), functionally critical system cables, cables with external interfaces, cables near apertures, sensitive
system cables and long cables. Figure 25 shows a typical test arrangement. The ratio of this current to the
illuminating field strength is computed and normalised to 1 V/m. Thus provides the transfer function in terms
of induced current per unit external field strength, which can then be extrapolated to the required RF threat
field strength by multiplying the induced current at 1 V/m by the external RF field strength. The extrapolated
RF currents for all measurement configurations for each bundle being assessed are overlaid and a worst
case induced current profile produced. These profiles therefore define the induced current applied during the
bulk current injection (BCI) susceptibility test in Clause B.2.6.3.
A comparison between the worst case current signature for a particular wire bundle and the induced current
at the test level or malfunction of the equipment is made over discrete frequency bands e.g. 0.05 MHz to
0.5 MHz, 0.5 MHz to 30 MHz, 30 MHz to 100 MHz and 100 MHz to 450 MHz. This breakdown into coarse
bands is required because resonances may differ between the equipment test and the IUT test.
B.2.6.3 High Level Bulk Current Injection 500 kHz to 450 MHz
The purpose of the test is to inject RF currents onto the IUT wiring via a current injection probe and monitor
the current at malfunction or at the test level.
The IUT is tested using BCI with the test levels determined from Clause B.2.6.2. Each bundle in the IUT is
tested by injecting and measuring the induced bundle/loom current. If a bundle branches, then each relevant
branch containing wiring of the system under test may need to be tested. It may not be practical to test all
cable bundles in an IUT and therefore priority should be given to safety critical system cables (all cables),
functionally critical system cables, cables with external interfaces, cables near apertures, sensitive system
cables and long cables.
During BCI testing, the IUT should be fully operational and the IUT placed in various operating modes.
To allow for measurement uncertainty and provide a margin of safety for safety critical systems, the injected
currents shall exceed the extrapolated induced current levels by 6 dB without malfunction, for each harness.
For systems essential to mission success only, this safety margin may be reduced to 0 dB.
B.2.6.4 Susceptibility Tests up to 18 GHz
Beyond the upper frequency of the LLSC test method and up to the upper frequency derived from the EMC
scenario, the basic procedure for test DRS02 given in Part 3 of this standard shall be used, preferably in an
anechoically lined enclosure. Antenna positions around the IUT shall be selected to illuminate points of
greatest coupling risk closest to each safety critical or mission critical LRU, e.g. door seals, external cable
vaults and aperture/air vents. The field strength for safety critical systems shall be 6 dB above the specified
EM environment and for systems essential to mission success no margin is required. If the space within the
IUT close to the LRU permits, it should be stirred with a small mode stir paddle wheel/tuner, whilst
illuminating the IUT, to perturb the standing wave field pattern within the enclosure.
B.2.6.5 Susceptibility Tests Between 400 MHz and 18 GHz (Alternative Method)
For a small IUT, a reverberation chamber radiated susceptibility test can be conducted in accordance with
test DRS02 Alternative Method given in Part 3 of this standard. Then the minimum attenuation of the IUT
structure, with all hatches open and closed, shall be determined using the low level swept open site
procedures.
The internal enclosure fields are measured instead of the cable bundle current and various techniques are
used to ensure that the maximum internal field in the vicinity of the equipment is measured. Dependent on
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the space available, multi-point measurements or internal enclosure mode stirring can be used. In this
frequency band more localised illumination is permissible providing the complete enclosure area where the
equipment is situated is illuminated to ensure leakage through any access points into the enclosure (such as
hatches) are measured.
To provide a margin of safety for safety critical systems, the minimum attenuation measured should be such
that the malfunction level determined during the reverberation chamber test shall exceed the measured
internal environment by a minimum of 6 dB. Again for systems essential to mission success, no margin is
necessary.
B.2.7 Magnetic Field Radiated Susceptibility
If an IUT is physically separated from other systems by more than 1 m, then the magnetic field susceptibility
does not need to be controlled or measured unless magnetically sensitive equipment are present, e.g. CRT
displays. Where the magnetic field susceptibility of the IUT needs to be measured, the test method DRS01
given in Part 3 can be applied; however note that this method applies localised fields 50 mm from the
surface of the IUT. For large IUT the positions likely to produce the maximum susceptibility should be
determined, based on the layout of equipment or cables likely to be susceptible to magnetic fields within the
IUT, in order to minimise the number of positions to be tested.
B.2.8 Immunity to On-Board Transmitters
IUT subsystems may experience the near fields from on-board radios (where fitted) in addition to the far
fields of other nearby transmitters. Test DRS02 given in Part 3 of this standard, or LLSC coupling, employing
antennas some distance from the vehicle are therefore not sufficiently representative of this condition.
The use of the on-board transmitters themselves to perform a mutual interference trial addresses this
requirement in a qualitative manner and is described in Clause B.6.
For safety critical equipment (refer to Part 1 for safety critical guidance) it is necessary to consider an
overtest to address the maximum transmitter power within the fleet of platforms. An additional margin (e.g.
6dB or as agreed with the platform or system design authorities) is necessary to address the uncertainty in
the test methods. The additional margin can be achieved by either the use of a more powerful transmitter
amplifier or by consideration of the currents coupled into cables and the use of enhanced bulk current
injection tests. This requirement may be applied to mission critical equipment if specified by the MOD Project
Manager.
B.2.8.1 Radio Enhanced Level Test
For radio transmitters with untuned antennas, a signal generator and amplifier can be used. The frequency
range of the on board transmitter is then swept using 6 dB more power (or margin as agreed with the
platform or system design authorities) than the maximum rated power of the fitted radio and all safety critical
systems monitored for signs of any malfunction.
B.2.8.2 Bulk Current Injection Enhanced Level Test
Additional testing may not be required if the equipment level test results represent an adequate margin as
determined below. The enhanced bulk current injection levels required to demonstrate an adequate margin
can be determined by the following procedure.
By positioning a current probe transducer as described in the low level swept coupling measurements,
Clause B.2.6.2, the coupling of safety critical harnesses with each on-board transmitter shall be determined
in terms of the coupled current. Based on a worst case analysis, measurements shall be made for the
required antenna/ transmitter combinations and modes of transmitter operation. The spacing between
transmitter channels shall not be greater than 0.5 MHz (unless specifically agreed by the MOD Project
Manager). In addition all frequencies shall be included for which coupling has been shown to be high from
previous test results for low level swept current tests and any known susceptibilities from DCS02 tests. The
coupled current shall be normalised relative to the maximum allowable rated power of the transmitter, by
measuring forward and reverse power to the antenna system. These results shall then be compared to the
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equipment level limits for test DCS02, to demonstrate a minimum 6 dB margin (or as agreed with the
platform or system design authorities) for safety critical systems. Similarly the margin necessary for mission
critical systems (if any) shall be agreed with the platform or system design authorities.
Where safety margins are not achieved for safety critical systems the MOD Project Manager has the
following choices:
a) Redesign the platform or victim or cabling / installation to achieve ALARP risk mitigation.
b) Specify additional in-situ bulk current injection susceptibility tests, see Clause B.2.6.3. The test
levels are those measured above in Clause B.2.8.2, normalised relative to the maximum allowable
rated power of the transmitter plus a margin (6 dB or as agreed with the platform or system design
authorities). Where the tests results show no susceptibility of the safety critical equipment, this is
considered to mitigate the risk.
In addition, where susceptibilities occur for normal/mission critical systems the MOD Project Manager has
the following additional choices:
c) Enforce the contract or offer a concession.
d) Accept the reduced capability, informing the Requirements Manager and User who could mitigate
the problem through operating procedures including:
1) To introduce operating procedures to prevent these critical frequencies from being used (difficult
to achieve).
2) Reducing the output power of the transmitter.
3) Not using the source and victim at the same time.
B.3 Earth Bonding
B.3.1 Introduction
This clause deals with requirements for RF earth bonding and is intended for application to all
mobile/transportable communications procured by the MOD.
The purpose of this Clause B.3 is to define earth bonding requirements which will promote electromagnetic
compatibility (EMC) and, where applicable, the TEMPEST performance of the installation under test (IUT).
Guidance on the design of earthing systems and earth bond design can be found in Part 5.
B.3.2 Scope
This Clause B.3 defines requirements to help ensure that two main functions of earth bonding have been
achieved by the IUT. The first is the provision of common reference points for RF sources (both intentional
and unintentional) within equipments, which are connected by means which minimise undesirable coupling
between circuits and equipments. The second is the diversion from sensitive circuits, of currents induced by
RF and electrostatic fields external to an equipment, sub-system, system installation. Both functions promote
good EMC and TEMPEST performance.
Undesirable coupling between (or radiation from) circuits may result in equipment performance degradation
of which inadequate TEMPEST performance is an example. The RF fields referred to include those set up by
on-board or nearby radio/radar transmitters or the EMP generated by a nuclear explosion. Electrostatic fields
may be generated by the movement and consequent charging of personnel within the installation. Discharge
by arcing or by direct contact with equipments (Electrostatic Discharge) may lead to performance
degradation or malfunction.
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The measurements described in this clause B.3 are to be made for reasons of simplicity and convenience in
testing and as a consequence, compliance with the test limits provides no guarantee of performance at
higher frequencies. It is however reasonable to assume that the RF impedances of such bonds are more
likely to be stable and reproducible.
This Standard is not a substitute for RF impedance tests, such as screening effectiveness and cable sheath
transfer impedance, on IUT items whose RF performance is critical.
The measurement technique used must provide bidirectional information relating to the bond(s).
This Standard also defines requirements to demonstrate that the earth bonding measures used in the IUT
provide linear junctions for the passage of RF current, which are also mechanically and chemically stable in
the environment to which the IUT will be subjected in service.
Satisfaction of the above requirements may also promote personnel safety where the IUT is powered by or
generates hazardous voltages. In these cases, however, it is the responsibility of the procurement authority
to invoke those Standards dealing specifically with personnel safety to ensure that all appropriate safety
precautions have been defined.
B.3.3 Applicability
This Clause B.3 is applicable to all equipments, sub-systems and systems including mounting hardware,
comprising the complete IUT on or in vehicles and container bodies.
Appropriate parts of this Clause B.3 will, therefore, also be applicable to the procurement of individual
equipments, sub-systems and systems, as well as non FFR vehicles and container bodies forming the
elements of complete installations.
This Clause B.3 is applicable up to and including the Installation "Certificate of Design and Performance"
stage of procurement. Parts of the Clause B.3 may also be appropriate to production and in-service testing.
B.3.4 General Test Requirements
B.3.4.1 The Multiplicity and Nature of Bonds to be Tested
This Standard is concerned with demonstrating the adequacy of earth bonds which occur at a great many
points in the IUT, e.g. between equipments, the secondary and primary mounting hardware and the platform.
These bonds will be achieved by one or more of the following methods.
a) The metallic hardware used to define the physical position of equipments within the IUT.
This method is strongly recommended because the mechanical requirements to be met by such
hardware can usually be exploited at little or no extra cost to provide stable, low impedance electrical
connections between equipments and the primary installation earth. Care must be taken to preserve
earthing continuity over resilient but insulating equipment mountings. The only special additional feature
usually needed to satisfy electrical requirements is the avoidance of insulating finishes (e.g. paint) on
the small areas where metal to metal contact is required for a low resistance joint. The resultant earth
impedance will usually be lower and more stable than that achieved with an earth braid.
b) Special earth braids and straps.
This method is most often used where a readily detachable or flexible connection is required. The
connections are preferably bolted in place but must sometimes be made using finger terminals which
may not be well bonded to their associated equipment case and are certainly difficulty to keep tight.
c) The outer screens of cable assemblies used to interconnect equipments.
The integrity of the screening must extend through to the equipment case in which the fixed connector is
mounted, using 360° screening if it is to be effective. This Standard includes checks on the bond
UK OFFICIAL 67
resistance between the cable screen and the back shell of the free connector as well as the bond
resistance between the body of the fixed mating connector and the equipment case on which it is
mounted.
The actual earth bond test is simple but it is of great importance to identify precisely what is measured and
where. For this reason, a rather detailed description of some aspects of the IUT forms a general test
requirement as defined in clauses B.3.4.2, B.3.4.3, B.3.4.4 and B.3.4.5.
It is the responsibility of equipment and installation designers to implement earth bonding measures by
means which allow the testing of these measures on installed equipments without damage to protective
finishes.
B.3.4.2 IUT Block Schematic
A block schematic is required for each sub-system in the IUT which identifies the equipments used and their
interconnections. Leads which are screened should be so marked. When TEMPEST considerations apply,
guidance should be sought from the MOD Project Manager.
B.3.4.3 Physical Layout
The physical configuration of items in the IUT must now be defined by appropriate drawings or sketches, to
show the nature and location of earth bonds and cable runs. The drawings must identify the attachment of
primary mounting hardware to the platform, secondary mounting hardware to the primary, equipment to
secondary hardware, earth braids, screened cable routes, so that measurement sites can be specified.
B.3.4.4 Earth Bonding Policy
A statement on the earth bonding policy adopted must be supplied. It could perhaps be extracted from the
control plan. The statement will give the rationale for the particular earth bond arrangements adopted e.g.
segregation of "clean" and "dirty" earths in EMP applications, segregation of TEMPEST and other earths if
applicable, choice of star, tree or hybrid earth system.
B.3.4.5 Implementation Statement
This statement should describe those features of the particular implementations used which give confidence
that they will result in reproducible and stable earth bonds when subjected to the physical and chemical
environment to which the IUT will be exposed in service. Those earth bonds should be identified, whose
length and proximity to metallic hardware require provision of an insulating sleeve to prevent unintentional
and intermittent connection to that hardware. The statement should also address the maintenance
requirements deemed necessary to ensure that all relevant earth bond resistances are accessible for testing
and remain at an acceptably low level in service. The statement should include experimental results
supporting the claims made, wherever possible.
B.3.5 Specific Tests
B.3.5.1 Conditions of IUT
The IUT will be provided complete, with all items properly installed and in working order and fully
representative of the developmental condition which the supplying contractor states it to represent.
B.3.5.2 Measurement Method
Bond measurements shall be made to plus or minus 0.1 mΩ accuracy. The measurement method shall
reduce errors due to thermal emf effects. The applied measurement current shall not exceed 100 mA.
Bonding measurements to the requirements of this standard shall be undertaken before any electrical safety
bonding tests to avoid possible change to the characteristics of the bond due to the higher currents used for
these tests (for example, DIT02.B as defined in Defence Standard 61-5, Part 6).
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B.3.5.3 General Test Conditions
The resistance measurements may be made under the prevailing laboratory or workshop temperature
conditions. It may be found convenient, and in some cases essential, to make measurements on items
before they are installed or connected.
In all cases, reasonable manual mechanical force, intended to simulate operational conditions, should be
applied to an earth bond after it has been measured. If mechanical movement of the bond is observed then
the fact should be noted and the bond tightened and re-measured.
The installation contractor will be required to measure a variety of earth bonds, including some for whose
design he may not be contractually responsible, e.g. he will usually be required to install a number of existing
equipments designed and supplied by other contractors. Nevertheless earth bonds associated with such
equipments must be measured to provide comprehensive information on the IUT as a whole and the
installation contractor should draw attention to any apparent earth bond deficiencies.
In all cases where limits are exceeded an explanation is required together with a recommendation for a
modification whose implementation is considered likely to ensure compliance.
B.3.5.4 Identification of Earth Bonds to be Measured
In any application of this specification to a specific project, the earth bonds to be measured will be defined in
the test plan (see Part 1) to the satisfaction of the MOD Project Manager. The following paragraphs give
detailed guidance on the types of earth bond which should be measured. They cover the measurement of
screened cable assemblies, equipments, earth braids, secondary and primary mounting hardware and state
maximum limits.
B.3.5.5 Screened Cable Assemblies
a) Measure the bond resistance between cable screen and connector back shell at each end of the
cable, before and after flexing the cable near the connector to check the stability of the bond (see b
when connection to the cable screen is not possible).
Limit: 2 mΩ maximum (unless the screen is, by design, insulated from the back shell to prevent an earth
loop).
b) In the case of screened cable assemblies where the cable screen is insulated and thus not
accessible for such measurements, the resistance shall be measured between the back shell at one
end of the cable assembly and the back shell at the other. Since this measurement includes the
resistance of the cable screen between the back shells a correction for it must be made by
measuring a separate sample of the cable used, of the appropriate length.
Limit: 4 mΩ maximum.
c) Measure the bond resistance between the back shell and the body of the connector to which it is
secured. Flex the cable near the connector to check stability of bond.
B.3.5.6 Equipments
a) Identify all fixed connectors on the equipment case, to which screened cable assemblies are intended to
mate. Measure bond resistance between connector body and equipment case in the near vicinity of the
connector body.
b) If the equipment is provided with an earth terminal measure the terminal-to-case bond resistance in the
vicinity of the terminal.
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c) Measure the resistance between any detachable portion of the equipment case (e.g. the lid, cover or
front panel) and the main body of the case.
d) Identify the region on the equipment case which is used as an RF earth for the internal circuitry. Measure
the resistance between this region and the earth terminal (if fitted) and to the points on the case used for
mechanical mounting (provided insulation is not employed).
B.3.5.7 Equipment Earth Bonding
The equipment will be bonded to the secondary (or perhaps, primary) mounting hardware, by an earth braid
or by some mechanical retaining bolt or clamp, or by both. The bond resistance between the equipment
terminal (for a braid) or relevant case region (for the mechanical method) to the mounting hardware, should
be measured separately.
If this limit is exceeded because of the length of earth braid needed to earth an equipment (and not because
of poor connections to the braid) and the mounting hardware cannot be used to ensure compliance, the
installation contractor should seek a concession.
B.3.5.8 Secondary Mounting Hardware
Identify the point(s) which should be in good contact with the equipment case and the point(s) which should
make good contact with the primary mounting hardware. Measure the resistance between these points.
Secondary (and primary) mounting hardware often comprises metallic rods, bars, tubes or sheets which
have been riveted or bolted together. The joints between these parts should be inspected carefully when
considering an explanation for non-compliance.
B.3.5.9 Bonding Between Secondary and Primary Mounting Hardware
Identification of measurement points follows the same rationale given at Clause B.3.5.8 above.
B.3.5.10 Primary Mounting Hardware
This hardware forms an interface (and presents an impedance) between the secondary mounting hardware
and the primary installation earth. The rationale for selecting measurement points is similar to that given at
Clause B.3.5.9 above.
B.3.5.11 The Platform
The platform on which the IUT is constructed will comprise a number of metallic structures between which
stable and preferably low electrical impedances should exist during the operational use and throughout the
life of the platform. The installer may have to provide additional metallic screening for antenna ground
planes, particularly if GRP-bodied vehicles are involved. In all cases the need for low impedance bonding
should have been established during installation design, and the bonds to be measured identified in the test
plan.
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The maximum single bond resistance should not exceed 2 mΩ and 25 mΩ is the maximum for a multiple
joint measurement (i.e. ≥ 13 bonds), see Clause B.3.5.12 below. If direct bolting or riveting between
structures is not feasible then a concession should be sought by the installation contractor which will permit
the use of the minimum necessary length of well terminated earth braid.
B.3.5.12 Series - Parallel Earth Paths
Preceding paragraphs have identified individual earth bonds and limited their individual resistances. It may
be possible to consider the complete earth bonding system as comprising several earth bonding sub-
systems each of which is made up of series-parallel combinations of individual earth bond resistances. For
reasons of economy in testing time it may be adequate to measure between identified points on each sub-
system. The limits to be set on sub-system resistance and specified in the test plan, shall be calculated from
the number of hardware and bond resistances, taking into account that individual bond resistances shall not
exceed 2 mΩ (i.e. 2 bonds give 4 mΩ, 6 bonds give 12 mΩ, 12 bonds give 24 mΩ and 13 bonds give 25 mΩ
and any number of bonds ≥13 give at total joint resistance of 25 mΩ). This method of calculation is also
appropriate for the measured value of resistance of a multiple joint between any equipment earth terminal
and primary installation earth.
B.4 Antenna Radiation Patterns
B.4.1 Introduction
This Clause B.4 identifies test procedures for determining the performance of antenna systems designed for
omnidirectional radiation in azimuth after installation on Land Service vehicles and portable containers
comprising the IUT for procurement by MOD. The procedure can also be applied to directional antenna
installations.
B.4.2 Scope
This Clause B.4 is for use by contractors tasked by MOD to generate a test plan for testing antenna systems
on an IUT. It identifies the earth bonding and VSWR tests that are required prior to making antenna radiation
measurements, and it outlines techniques for making antenna azimuthal radiation pattern and gain
measurements. Details are given of the requirements to be met by the experimental area (range), as well as
the necessary test equipment and method of measurement.
Guidance is given on the testing of both single and multiple antenna systems installed on the IUT.
The specification also defines certain antenna performance characteristics of operational significance and
the method by which they can be derived from the radiation patterns.
The recommendations of specification limits for antenna systems in this Clause B.4, shall be used as a
guide. The specification limits in the contractor's test plan shall be related to a user requirement for
communications for the IUT and should specify the parameters to be measured. Antenna azimuthal radiation
pattern can be measured and presented as a relative measurement against the maximum indication of gain
without measuring absolute gain or both antenna azimuthal radiation pattern and gain can be measured
providing an absolute measure of gain.
B.4.3 Applicability
This Clause B.4 of the Standard is applicable to antenna systems installed on an IUT
The procurement cycle stages to which this Clause B.4 of the Standard is particularly applicable are
prototype, development, and early production.
The detailed application of this Standard to a specific project shall be determined by the MOD Project
Manager.
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B.4.4.1 General
Prior to submission for testing, the antenna system(s) shall have been installed to instructions defined by the
Installation DA. Where antenna lengths are adjustable the lengths to be used over defined frequency ranges
shall be specified. Complete bonding tests, in accordance with Clause B.3, on all items in the antenna
system shall be carried out. If there is any failure in the above tests, corrective action must be taken prior to
undertaking radiation pattern tests.
Before any installed transmitter station is activated, determine the RF exposure due to the radiation to which
measurement personnel may be exposed. Methods for calculating and measuring field strength are given in
JSP 392 Volume 2 leaflet 35 Radiofrequency Radiations and care should be exercised to ensure that
exposure levels remain within the acceptable limits recommended in JSP 392.
The IUT shall be evaluated with all internal and external sub-systems assembled according to the latest
installation drawings. Any subsequent physical adjustments, additions or removal of sub-systems after test
shall invalidate previous results. The IUT configuration for test shall be defined in the IUT test plan.
The test site must be electrically quiet and signals resulting from reflections from buildings and fences etc.
must not result in producing composite signal variation of more than 1 dB at the measurement receiving
antenna (see Clause 5.2.3). The suitability of the test site and measuring system shall be demonstrated,
over the frequency range used for the antenna system tests.
The following measurement frequencies are an example providing a good spread over the frequency range
for typical communication installations, although the IUT test specification may call up alternative or
additional frequencies where necessary:
a) HF – (2.1, 2.9, 4.1, 5.7, 8.0, 11.1, 15.4, 21.5, 25.2, 27.3) MHz
b) VHF/UHF - 5 MHz intervals between 30 MHz and 225 MHz
- 25 MHz intervals between 225 MHz and 512 MHz.
NOTE For narrowband antennas, frequencies within the tuned frequency band are relevant, e.g. top, middle and
bottom frequency of the band.
For equipment operating with preset channels then selecting and testing frequencies at the top, middle and
bottom of each preset channel may provide more targeted information than randomly selecting frequencies
at regular intervals across the equipments band of operation.
The following measuring equipment is required:
B.4.4.2 Measuring Receiver
An electromagnetic field intensity meter covering the frequency range of the antenna system under test. It
shall have a sensitivity better than -20 dBμV in a 1 kHz bandwidth with an Average detector output. The
output shall be interfaced to a data recording system for the capture of data and presentation of graphical
results.
B.4.4.3 Directional Wattmeter
A calibrated directional wattmeter with an accuracy of +/- 5% over the frequency range of the antenna
system under test. (Only required for the measurement of antenna gain).
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B.4.4.4 HF Measuring Antenna
A standard antenna system covering the frequency range 1 MHz - 30 MHz. (Only required for gain
measurement where a calibrated antenna is required.)
B.4.4.5 VHF/UHF Measuring Antenna
A standard antenna system covering the required frequency range (only required for gain measurement
where a calibrated antenna is required).
B.4.4.6 Standard Transmitting Dipole
A standard dipole system to operate in the required frequency range. The length of the antenna shall be
continuously adjustable over the frequency range of the antenna system under test (only required for
VHF/UHF gain measurement).
B.4.4.7 Step Attenuator
A variable attenuator 0-100 dB in 0.1 dB steps to operate over the required frequency range. The insertion
loss shall not be greater than 0.25 dB and the attenuation accuracy shall be +/- 0.1 dB.
B.4.4.8 A Data Recording System
A computer and software (or equivalent) that will produce a polar plot of radiation patterns accurate to +/- 0.5
dB in which the measuring receiver output is displayed against the output from the turntable azimuth position
indicating system. (An optional requirement for gain measurement).
B.4.4.9 Turntable or Test Track
A turntable to carry the vehicle under test or test track for use with the alternative method, see Clause
B.4.6.2. As an option, the turntable should be capable of remote control from the measurement location and
should provide feedback of its angular position.
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B.4.4.10 Results Format
The following is recommended as a general format for results.
Figure 26 is a copy of a suitable polar plot radiation chart. The dynamic range of 20 dB is adequate for most
IUTs. A reduction in antenna gain of 20 dB would result in a reduction in communications range to about
30% of that achievable with the maximum antenna gain (see Figure 27). The rotation angle (degrees) is
taken as zero when the IUT axis (drawn in the direction of forward motion) is aligned with the remote
receiving antenna. The rotation angle increases (to 360 degrees) as the IUT rotates counter-clockwise as
seen from above.
Various operationally significant parameters may be derived from the polar plot which can be conveniently
tabulated as follows.
The range (maximum - minimum level) of radiated levels on a polar plot and the directions in which the
maximum and minimum levels occur, are basic parameters which can be derived for each measurement
frequency and installation configuration as in Table 10.
Table 10 Maximum Variation in Antenna Power Gain and Directions of Maximum and Minimum
Gain
Frequency F1
(MHz)
Installation
Max – Min of Pattern Direction of Max/Min Radiation
Configuration
(dB) (degrees)
Max Min Diff Max Min
C1
C2
C3
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Figure 26 Chart for Antenna Polar Radiation Plot
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100
Ground Wave Curve Free Space Curve
10
Percentage Range Availability (%)
0.1
0 5 10 15 20 25 30 35 40 45 50 55 60
Reduction in Antenna Gain or Communication Degradation (dB)
Figure 27 Relationship between available Communications Range and Reduction in Antenna Gain
or Communications Degradation for Free Space and Ground Wave communications
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The total horizontal angular arc (expressed as a percentage of the full 360°) over which the antenna power
gain does not fall more than say, 6 dB below its maximum value, is a parameter of operational importance.
From Figure 27 it can be seen that over this percentage of directions the communications range does not
fall below about 70% of that achieved in the direction of maximum antenna gain.
Table 11 shows a recommended format for providing this information derived from polar plots taken at
various frequencies on different installation configurations. An example of an actual polar plot, taken at 35
MHz, is shown in Figure 28. In this case the total angular arc over which the Antenna Power Gain is not
more than 6 dB below maximum, is 204°.
Table 11 Total Angular Arc over which Antenna Power Gain is not more than 6 dB below Maximum
Installation Frequency
Configuration MHz
F1 F2 F3
C1 A11 A12 A13
C2 A21 A22 A23
C3 A31 A32 A33
NOTE C – Configuration of vehicle, F – Frequency in MHz, A – Total angular arc in degrees
Comparison of antenna configurations using the Table 11 data can be facilitated by the use of a simply
calculated Figure of Merit (M), which averages the polar plot data for a particular antenna configuration, over
all the measurement frequencies. The rationale for this Figure of Merit stems from a consideration of the
graph produced when a particular configurations Total Angular Arc (TAA) figures are plotted against
frequency, see Figure 29. The area under the graph is a measure of the average circularity of the polar
plots, over the measurement frequency range.
Figure 29 shows an example of a TAA vs Frequency plot based on practical measurements of total angular
arc between 30 MHz and 75 MHz, at 5 MHz intervals.
The TAA at 30 MHz is 210°, while the TAA at 35 MHz is 204°, as exemplified in Figure 28.
The area under the graph between 30 MHz and 35 MHz is thus:
TAA f1 + TAA f2 210 + 204

Segment Area(f1− f2) = (f2 − f1) × = (35 − 30 ) × = 1035 oMHz
2 2
The area under each of the remaining 8 segments is calculated separately giving a total area under the
graph of 12745° MHz.
If the measurements at each frequency had shown a total arc of 360°, indicating a perfect omni-directional
pattern, the area would have been:
(75-30)*360 = 16200 ° MHz.
The Figure of Merit (M) is thus 12745/16200 = 0.787.
A larger Figure of Merit (M) indicates a more omnidirectional antenna configuration, averaged over all the
measurement frequencies. It can be seen that M must lie between 0 and 1 (M = 0, antenna configuration
does not radiate in any direction at any of the test frequencies; M = 1, antenna configuration is perfectly
omnidirectional at all test frequencies) and is an easily calculated statistic for comparing the performance of
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different antenna configurations. For armoured vehicles, M has been found to fall in the range 0.70 to 0.95
with a median around 0.87. A value under 0.8 would probably be operationally unacceptable but that is for
the end User to decide.
Table 12 is a suggested format for gain measurements of HF antenna systems.
Table 12 Power Gain (dBi) of HF Antenna System

Frequency
MHz
Configuration
F1 F2 F3
C1 G11 G12 G13
C2 G21 G22 G23
NOTE 1 C – Configuration of vehicle, F – Frequency in MHz, G – Maximum Azimuthal Gain dBi
NOTE 2 The gain of the calibrated HF and VHF/UHF antennas should be identified on the polar plot (see
Clauses B.4.7 and B.4.8)
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Antenna A: Hatches Open,

Max MinMin Diff
Diff Mast Down
-0.2 -9.2 9
Lobe Angles° (G <= 6 dB down)
357 to 137 140
dBs Below Peak 218 to 282 64

357°
0
Total Angular Arc 204
330° 1 30°
3
4
5
300° 6 60°
7
8
9
10
12
282° 14
16
18
20
0 1 2 3 4 5 6 7 8 9 10 10 9 8 7 6 5 4 3 2 1 0
270° 90°
20
18
16
14
12
10
9
8
7
240° 6 120°
5
4
2 137°
218°
210° 1 150°
Linear Scale AGC Off
0
180°
Frequency 35 MHz
Attenuation 48 dB Figure No. Date 20-8-90
Figure 28 Measurement of Total Angular Arc
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Graph of Total Angular Arc vs Frequency, for a Specific Antenna Configuration

360
360 352
340
Actual area under graph is 12745 ºMHz
Total Angular Arc (º) (Gain ≤ 6 dB down from max)
Maximum area under graph is 360 x 45 = 16200 318 318

320
300
280
270 270
260
248
240
220
210 208
204
200
Segment
Area (ºMHz) 1035 ºMHz 1185 ºMHz 1295 ºMHz 1295 ºMHz 1470 ºMHz 1590 ºMHz 1695 ºMHz 1780 ºMHz 1400 ºMHz
180
25 30 35 40 45 50 55 60 65 70 75 80
Freq (MHz)
Figure 29 Graph of Total Angular Arc vs Measurement Frequency for an Installed Antenna
B.4.5 Specific Tests with Limits
B.4.5.1 Visual Examination
Prior to testing, a visual examination of the IUT shall be performed to ensure that all items, cables and
connectors, earth braids etc. are correctly installed and connected. Verify that the antenna specified in the
test plan is fitted to the antenna base.
B.4.5.2 Bonding
Bonding checks on all items of the antenna system shall be performed in accordance with Clause B.3. The
particular leads to be measured should be identified from the IUT specification.
B.4.5.3 Voltage Standing Wave Ratio (VSWR)
Some antenna systems (e.g. CNR systems) are particularly sensitive to the length of RF feeder between the
antenna base and antenna tuning units.
Prior to making radiation pattern measurement, verify that the antenna system tunes and matches correctly
at frequency intervals across the range of the radio station. As a minimum, the bottom, middle and top
frequency of each radio band shall be checked and in addition the frequencies used for the polar plot and
gain measurements.
The VSWR shall be measured by connecting a directional wattmeter in series with the coaxial cable
connecting the transmitter to the antenna system under test. It is usual to make this connection between the
transmitter and the tuning unit.
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Turn on the transmitter and measure the forward power Pf and the reverse power Pr.
Pr
1+
Pf
VSWR =
1 − Pr
Pf
Verify that the VSWR complies with the equipment specification limits and repeat the above at all
frequencies for which antenna radiation patterns are to be measured.
B.4.5.4 Radiation Pattern
The radiation pattern, over 360 degrees in azimuth, shall be measured on each of the IUT antennas in turn,
(see Clause B.4.6).
The variation between maximum and minimum radiation should be less than 6 dB.
If this requirement is not satisfied, the operational communications range requirement should be examined to
see if it is satisfied, even in the direction of lowest antenna gain. Consideration should also be given to the
use of an alternative antenna position (or perhaps in appropriate cases, an improved ground plane) which
could give improved antenna performance.
When more than one antenna is fitted, the additional antennas act as reflectors or directors causing deep
nulls at certain frequencies. For this reason a specification figure has not been quoted, but radiation plots
shall be taken for information purposes from all antennas with all other antennas fitted. In this case it is
necessary to have all antennas connected to their respective antenna matching unit where applicable. As in
operational practice, no on-board antenna shall be tuned to a frequency closer than 5% of the tuned
frequency of any other antenna. The frequencies of the radios not under test should be tuned to a frequency
that is:
a) Not harmonically related to any other radio tuned frequency or,
b) Not harmonically related to any of the measurement frequencies.
These frequencies should be recorded and presented in the test report.
NOTE It is customary to tune passive antennas to approximately the metric mean of the frequency band of the radio
to which they are intended to be connected. The passive antennas shall be connected to the appropriate matching unit
(AMU) if applicable. The AMU shall be tuned to the radio frequency specified in the test plan. The input/output port of an
AMU which is normally connected to a radio, shall be terminated either with that radio or a resistive termination with a
magnitude equal to the input impedance of the radio.
The results will then have to be assessed against a User or Specification Requirement for the IUT.
If required, gain in the VHF and UHF bands is determined by comparing the radiation level from the IUT
antenna with that from a standard 1/2 wave dipole, see Clause B.4.8. At HF, this method is impracticable
due to the physical length of a dipole. To overcome this, a different technique is required that combines
theoretical prediction with measurements to establish the absolute gain for HF antenna, see Clause B.4.7.
B.4.6 Radiation Pattern at HF and VHF/UHF
The preferred method for radiation pattern measurements is to place the IUT on a turntable and to excite the
antenna under investigation with the appropriate transmitter installed in the IUT. The transmitted signal is
received by an antenna at approximately the same height above ground as the IUT antenna. The separation
between transmitting and receiving antennas should not be less than 30 times the maximum height of the
transmitting antenna.
The receiving antenna is connected via a variable attenuator to a measuring receiver. The detected output
from the receiver is connected to a data recording system (or equivalent) together with an output from the
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turntable azimuth position indicating system. The amplitude of the received signal is recorded on a polar
chart.
B.4.6.1 Instructions for the Measurement of Radiation Patterns on an Equipped Antenna Range
Using a Turntable
The IUT shall be driven onto the turntable (Clause B.4.4.9).
A receiving antenna shall be connected via the attenuator (Clause B.4.4.7) to the receiver (Clause B.4.4.2).
The detected receiver output shall be connected to a data recording system (or equivalent). The data
recording system shall then be calibrated to the receiver output and synchronized to the turntable position.
(This operation shall form part of the local range procedures.)
The receiver calibration shall be checked and the receiver set to the average (field intensity) mode. (This will
reduce the effect of any locally generated impulses or noise.)
After ensuring with a listening test that no transmission is taking place at the test frequency, the IUT
transmitter shall be caused to transmit at the lowest power output available (the transmitter could be
replaced by a signal generator provided the IUT transmitter doesn’t utilised a tuning/matching unit). The
receiver shall be tuned to the IUT transmitter frequency and the level of the received signal adjusted for near
maximum output on the polar plot by means of the input attenuator.
The turntable shall then be rotated and the variable attenuator unit and the receiver input attenuator
adjusted, so as to normalise the recording device using the maximum received signal to ensure the data
recording system is between 0 dB to 2 dB below the outer circle on the polar chart. The radiation pattern
shall then be recorded for a complete revolution of the turntable. The required spacing between the
measuring points is dependent on the directive properties of the antenna and the desired accuracy. As a
guide the maximum angular step should be Beamwidth/60 (i.e. for an omni-directional antenna with 360
degree beamwidth, a step of 6 degrees).
B.4.6.2 Instructions for the Measurement of Radiation Patterns on an Equipped Antenna Range
Using a Circular Track
When no turntable is available, an alternative method must be found. The most satisfactory alternative
method uses the following technique to ensure that sharp nulls are not missed, to minimise errors due to
radio path loss variation and to achieve adequate angular accuracy:
Set up a test range as before but, instead of a turntable, mark out a circular track at one end of the range, of
diameter equal to the vehicle's minimum turning circle;
Ensure that there are no reflected nulls at the measurement position, regardless of where the IUT antenna is
positioned on the circular track at the other end of the range;
Ensure that the length of the test range is the greater of the distances given by 30 times the maximum height
of the transmitting antenna, or 30 times the diameter of the circular track or one quarter of a wavelength at
the test frequency;
Transmit a steady signal from the IUT antenna whilst it is driven slowly at constant speed around the circular
track for at least one complete circuit, flicking the transmitter off for a moment each time the IUT is pointed
directly at the remote measurement position (this will be the reference azimuth);
Simultaneously measure the signal received at the measuring site at the far end of the test range and record
it on a data recording system (or equivalent);
Transfer the measured data to a polar chart: the transmitter interruptions provide markers to define the
reference azimuth and the points between which the azimuth must be interpolated;
Repeat the measurement using a different reference azimuth if it is necessary to confirm the absence or
presence of a real null at the original reference azimuth.
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B.4.7 Antenna Gain at HF
B.4.7.1 Gain Measurement Preparation
The theoretical field strength Eo (dBμV/m) for the range is calculated for a 20 W transmission from an
isotropic radiator by the method below.
A suitable method of propagation prediction is required. There are internationally recognised methods of
prediction utilised by the International Telecommunications Union (ITU) that use a software package titled
GRWAVE. This package performs a calculation of ground-wave field strength in an exponential atmosphere
as a function of frequency, antenna heights and ground constants, approximate frequency range 10 kHz to
10 GHz. The program is available, with documentation, from the ITU-R website.
The key to the prediction is knowledge of the ground constants applicable to the test site, i.e. the relative
permittivity ε r, and the ground conductivity σ in Siemens/metre. However methods of measuring these
ground constants are not commonly available and therefore Table 13 shows default values applicable to
average ground conditions likely to be encountered at a flat test site. For test sites with very wet or dry soils
the appropriate ground constants must be established:
Table 13 Default Ground Constants

Conductivity σ Approximate Soil Conditions
Relative Permittivity εr
S/m Represented
15 0.01 Average soil, wet
13 0.005 Average soil
10 0.002 Average soil, dry
In order to confirm that the ground constants selected are representative, it is recommended that a test is
performed on the test site with a transmitting HF antenna of known gain and a suitable measuring antenna
(Clause B.4.4.4). This test will confirm that the predicted field strength is comparable with the measured field
strength (i.e. using equation (5) to derive Eo for an isotropic radiator from the known gain Gt of the HF
antenna used) within a reasonable measurement uncertainty. It should be noted that the ground constants
are to a degree frequency dependent with conductivity rising with frequency, and this may need to be taken
into account by selecting different constants for each test frequency. The ground constants for a test site will
obviously vary with the moisture content of the soil and this should be taken into account in selecting the
ground constants used.
The other parameters required by the GRWAVE program are, test frequencies in MHz, range distance km,
transmitter and receiver antenna centre height above ground and polarization vertical or horizontal.
The GRWAVE program returns a field strength in dBμV/m at the receive location that would be produced by
a 1 kW transmitter. This value is corrected to represent the field strength due to a 20 W transmitter:
Eo (due to 20 Watt transmitter) = GRWAVE result dBμV/m – 10 log10 (1000/20) (1)
This calculated field strength value Eo, due to an isotropic radiator is used in the subsequent calculation in
equation (5).
A suitable measuring antenna (Clause B.4.4.4) shall be placed at the distance from the centre of the
turntable for which the calculation was made above. The measuring antenna shall be connected to the input
of the measuring receiver.
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The radiation pattern measured at each test frequency, as described in Clause B.4.6, shall be used to define
the vehicle heading at which maximum radiation occurs. This heading is used for the gain measurement.
B.4.7.2 Gain Measurement
A directional wattmeter shall be inserted in series with the feeder of the antenna under test. The transmitter
shall be caused to transmit and the following readings recorded:
Forward power on the wattmeter, Pf (W).
Reverse power on the wattmeter, Pr (W).
The measurement attenuator setting, A (dB).
The measurement receiver meter reading, M (dBμV)
B.4.7.3 Gain Calculation
In general we can write for any test frequency:
Er (dBμV/m) = Pt (dBW) + Gt (dBi) - constant (2)
Er is the field strength at the receive antenna position which has been set up over the test range by the
transmitting antenna of power gain Gt which is fed by transmitter power Pt. The constant takes account of
the path loss between transmitter and receiver antennas.
For the practical set up
Er (dBμV/m) = 10Log(Pf - Pr) + Gt - constant (3)
The theoretical link calculation of Clause B.4.7.1 was based on the use of a 20 W transmit power and an
isotropic radiator being used (Gt = 0 dB for an isotropic radiator) therefore:
Eo (dBμV/m) = 10Log(20)+ 0 - constant
Eo (dBμV/m) = 10Log(20) - constant (4)
Based on the assumption that the path loss constant is the same for both the practical and theoretical
formulas, the difference between the theoretical and practical field strength values is given by the following:
Eo - Er = 10Log(20) - constant - ( 10Log(Pf - Pr) + Gt - constant)
Eo - Er = 10Log(20) - 10Log(Pf - Pr) - Gt - constant + constant
20
Eo - Er = 10Log( ) - Gt (5)
Pf - Pr
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Transposing formula 5 to make Gt the subject gives:
20
Gt = Er - Eo + 10Log( ) (6)
Pf - Pr
The practical field strength value (Er) can be calculated from the practical measurements described in
Clause B.4.7.2 above, therefore we can write:
Er (dBμV/m) = M + A + C (7)
Where: M is the measurement receiver reading (dBµV) of the calibrated receiving antenna,
A is the measurement attenuator setting (dB) and
C is the antenna factor (dB) of the calibrated receiving antenna,
Substituting formula 7 into formula 6 gives the following:
20
Gt = (M + A + C) - Eo + 10Log( ) (8)
Pf - Pr
The gain of the transmit antenna under test can be calculated using formula 8.
The method of calculating the antenna gain contained in this clause relies on the principle that the path loss
constants of formulas 3 and 4 are identical. Although in practice there is likely to be some variation between
the theory and practical values, this method relies on that difference not being significant, otherwise
alternative techniques should be considered that do not rely upon the accuracy of theoretical values (such as
the gain transfer method or absolute gain measurements).
B.4.8 Antenna Gain at VHF/UHF
B.4.8.1 Gain Measurement Preparation
Antenna radiation patterns are obtained by the method described in Clause B.4.6. The IUT shall be rotated
to the heading that gives maximum output from the antenna at the chosen frequency.
A directional wattmeter shall be inserted in series with the antenna feeder of the IUT transmitter under test.
The forward power (P1) and the reverse power (P2) shall be recorded. The variable attenuator feeding the
measurement receiver shall be adjusted until an appropriate level of input signal is present (i.e. a suitable
level that enables both an increase or decrease in signal level to be visible without risk of damage to the
receiver equipment). This input signal from the IUT being labelled Mt (dBμV).
B.4.8.2 Gain Measurement
A standard tuned dipole (Clause B.4.4.6) shall be erected close to the IUT and the length of its elements
adjusted to the frequency in use.
NOTE The standard dipole should theoretically be placed in precisely the same position and at the same height as
the IUT antenna but this is impractical because it would necessitate the removal of the IUT for each measurement. In
practice a satisfactory position for the antenna can be found obviating the need to remove the IUT.
The standard tuned dipole shall be connected to the IUT transmitter and the forward power (P3) and the
reverse power (P4) recorded. At the measurement receiver end, the level of signal obtained from the
standard dipole shall be noted and is labelled Ms (dBμV).
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B.4.8.3 Gain Calculation
Using the measurements taken in the test set ups described in clauses B.4.8.1 and B.4.8.2, the gain
transfer technique can be used to calculate the gain of the antenna under test relative to that of the standard
dipole, using the difference in the received levels and the four power measurements taken, see formula 9.:
⎛ P3 - P4 ⎞
Gt - Gs = (Mt - Ms) + 10Log⎜ ⎟ (9)
⎝ P1 - P2 ⎠
B.5 Degradation of Communications while Stationary or on the Move
B.5.1 Introduction
The path loss capability of a vehicle/container mounted transmitter/receiver in an installation under test (IUT)
is a function of the transmitter power output, the receiver sensitivity (perhaps reduced by IUT electrical noise)
and the gains of the transmitting and receiving antennas. The maximum range at which satisfactory
communication is obtainable is additionally dependent on antenna heights, type of terrain and ambient radio
frequency (RF) noise level at the receiver antenna. The ambient noise level at the receiving antenna
comprises atmospheric noise (lightning etc.), cosmic noise (sunspot activity etc.), interfering signals and
locally generated (man-made) noise. It is the effect of this last item which is covered by this Standard.
The purpose of this Clause B.5 is to define a way of measuring the reduction in range of a radio station
installed in an IUT, which is caused by radio frequency interference from the IUT (vehicle electrical systems
and/or equipment installed).
This degradation in performance, resulting in a reduction of the maximum achievable communication range
of the radio station can be caused in two ways:
a) Radio Frequency Interference (RFI) produced by the IUT vehicle itself (e.g. track, wheel or brake static),
the IUT vehicle electrical system (e.g. ignition, generator, air-conditioning, windscreen wipers,
instruments etc.) or by other installed equipment in the IUT (e.g. thermal imaging, computers, visual
display units, printers etc.).
b) Mobile Electromagnetic Incompatibility (MEMIC) produced by the radiated field from a transmitter
usually on the same IUT. This RF field sets up currents in metallic parts of the IUT. Relative movement
between parts of the IUT (caused, for example by mechanical vibration) results in abrupt changes in the
magnitude of the currents and this produces broadband RFI.
B.5.2 Scope
This Clause B.5 defines the method by which the degradation in performance of a receiver station, installed
in an IUT, shall be measured.
The method of measurement described herein shall be used for determining the reduction in range of
installed receivers, both stationary and on the move as applicable.
This Standard does not cover methods of reducing interference produced by the IUT or MEMIC.
B.5.3 Applicability
This Clause B.5 is applicable to receiver equipment, for voice and data traffic, installed in all Land Service
IUTs.
This Clause B.5 is applicable up to the IUT Qualification Verification Stage of Procurement. The Clause B.5
may also have application for Production and In-service testing.
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The detailed application of this Clause B.5 to a specific project shall be determined by the MOD Project
Manager.
The test method below is appropriate for voice communications or data links (i.e. video, command and
control).
B.5.4 Principle of Measurement Method
The reduction in radio communication range for the two sources of interference (RFI and MEMIC) detailed
previously is measured in the following way.
B.5.4.1 A radio link is established between a fixed transmitter external to the IUT (the signal source) and
the receiver installed in the IUT to be tested. The transmitter is modulated by one of the sources described
below and an attenuator is inserted between the antenna socket of the signal source transmitter and its
antenna. The attenuation is gradually increased to the point at which the necessary signal to noise criteria
(described below) is reached. The amount of attenuation inserted between the signal source transmitter and
its antenna to produce this condition is noted and is designated as the reference attenuation. The following
methods a) or b) are suitable for voice links and c) is suitable for data links.
a) The output from a sound recorder, which is playing recorded speech. The signal to noise ratio for the
reference attenuation is determined by an experienced radio operator listening to the audio output of
the vehicle mounted receiver and is the attenuation at which he considers the speech to be
"readable with difficulty" (Readability 3 or R3).
b) A CW tone (e.g. 500 Hz) modulation source and SINAD meter on the received output. The signal to
noise criteria for the reference attenuation is determined by connecting a SINAD meter to the audio
output of the vehicle mounted receiver. A value of SINAD is selected equivalent to the minimum
required signal to noise ratio (e.g.10 dB) and the signal source is attenuated until this SINAD value
is achieved.
c) A data traffic generator modulation source and a Bit Error Rate (BER) analyser on the received
output. The signal to noise criteria for the reference attenuation is determined by connecting a BER
data traffic analyser to the output of the vehicle mounted receiver. A value of BER is selected
equivalent to the minimum required signal to noise ratio and the signal source is attenuated until this
BER value is achieved.
B.5.4.2 This test is performed for three IUT conditions, reference, stationary and mobile (if applicable):
a) With the IUT stationary and its engine/generator and all other installed equipment in the OFF
condition (the reference condition).
b) The test is then repeated (with the IUT stationary) to determine the effects of radiating a signal from
a transmitter installed in the IUT, running the engine/generator and operating the vehicle/container
electrical systems and other installed equipment.
c) If applicable, the test is performed with the IUT moving to determine the effect of the on-board
transmitter when the IUT is mobile.
The differences between condition a), the reference attenuation, and the attenuation required to reinstate the
signal to noise criteria for conditions b) or c), is the reduction in communication range.
All these measurements must be performed with the signal source antenna the same distance from the IUT.
When using a radio operator to monitor a voice link within the IUT, there is a need for a separate radio link
between the operator in the IUT and the operator controlling the attenuator at the fixed transmitter. This link
is used by the IUT operator to demand a succession of attenuation settings designed to bracket and then
coincide with the setting which gives an R3 signal at the reference point, see Clause B.5.6.3.
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B.5.5.1 The IUT to be tested shall be supplied complete with all items properly installed and in working
order.
B.5.5.2 Before commencement of range degradation tests, the following tests shall be performed:
a) Earth bonding tests to ensure compliance with the test plan for the IUT in accordance with
Clause B.3;
b) All installed transmitters/receivers shall be tested for compliance with the appropriate specification in
respect of transmitter output power and receiver sensitivity;
c) The VSWR of all antenna systems shall be measured at the frequencies to be used in the tests;
d) For mobile range degradation, the azimuth radiation pattern of the IUT antennas shall be measured
to ensure there are no sharp nulls which could significantly affect the path loss as the IUT traverses
the reference point in accordance with Clause B.4;
e) A visual examination of the receiver installation shall be carried out to ensure that all connectors are
secured and there are no damaged cables.
B.5.5.3 The site at which range degradation measurements are to be made shall be free from man-made
RFI and strong RF fields (see Clause 5.2.3).
Firstly this shall be verified by measuring the noise level at the antenna socket of the receiver to be tested at
the frequencies specified in the test plan. This shall be carried out in the IUT with the engine/generator and
all installed electrical equipment off. The noise level shall be measured with an electromagnetic interference
measuring receiver operating in the peak detector mode. The receiver bandwidth shall be commensurate
with that of the IUT under test. The level of noise measured shall be at least 3 dB less than the specified
sensitivity of the receiver concerned.
Secondly the field strength resulting from local radio transmitters shall be measured and shall be less than
5 V/m.
Where the IUT can only operate in a static configuration, the test site can be a screened room or hangar.
B.5.5.4 For mobile range degradation, the ideal test site would have a test track along which the IUT will
be driven, which is an arc of a circle at the centre of which is the transmitter which will radiate the signal used
to establish the reduction in radio communication range. This would ensure that the distance between the
signal source and the IUT remained constant at all times. In practice, only a straight track is usually available
but this has been found to be satisfactory.
B.5.5.5 The length of the test track along which the IUT will be driven must be sufficient to enable the IUT
to reach a steady speed some distance prior to the reference point at which assessment of mobile
communication performance is made. With tracked armoured vehicles a distance of not less than 250 metres
from the point at which the IUT commences its run to the reference point is recommended with a similar
distance available beyond the reference point for the IUT to brake.
B.5.5.6 The transmitter used as the signal source to establish the reduction in communication range shall
be sited along a line which is at 90 degrees to the test track and intersects same to the reference point.
The distance between the signal source and the reference point is not critical (providing the signal is linear).
The closer the signal source is to the test track, the greater will be the variation in distance between the
signal source and the IUT as it proceeds along the test track. The minimum recommended distance between
the signal source and the test track is 250 metres. The maximum distance is governed only by the
requirements that there shall be line-of-sight between the signal source antenna and the IUT and that there
shall be no conductive obstructions (including trees) of any significant size between the signal source
antenna and the IUT (see Figure 30).
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It is vital that the received signal from the transmitter is seen to be linear when measured with an
electromagnetic interference measuring receiver, especially at lower levels. This is because at these lower
levels, while attenuating the input signal to the radiating antenna should reduce the antenna’s output linearly,
it will have no effect upon the level of case and/or cable emissions radiating from the transmitter. Best
practise would be to house the radio transmitter in a Faraday cage with only the antenna and attenuators
outside.
If the received signal is not seen to be linear, then the separation distance between transmitter and receiver
must be increased until the case emissions are no longer detected by the receiver otherwise this could give
rise to false results.
The radio system under test should ideally be operated with the same modulation and encryption
requirements, as it would normally be used in its operational situation.
B.5.5.7 All equipment including the communications equipment installed in the IUT to be tested shall be
installed in accordance with the appropriate installations specification or instructions. No superfluous items
shall be carried loose inside or outside the IUT. All in-service stowage bins shall be fitted to the IUT, and
securely affixed and any access lids closed during the test. Additionally, it is recommended that normally
fitted “loose” items are fitted for this test, e.g. a bridge when testing a bridge launcher platform or an external
generator when testing a command platform.
B.5.5.8 The degradation in communication range shall be measured at the frequencies specified in the
test-plan. Radio equipment capable of operating at a range of discrete frequencies over a specified
frequency band shall ideally be tested at or near the upper and lower limits of the frequency band serviced
by the receiver being tested with an additional frequency at or near the middle of the band. It is for
consideration whether communications degradation should also be measured at any of the frequencies of
narrow band signals found to be emitted from the installation, e.g. from data processing equipment at clock
and harmonic frequencies. EMC emission test results on installed equipment should be inspected for the
presence of potentially desensitising emission signals. Alternatively the emission frequencies can be
measured by connecting a receiver/spectrum analyser to the installed antenna and operating the IUT
systems and recording the frequencies produced by the IUT that occur within the receiver band. The actual
frequencies used will depend upon local frequency allocations and availability of unoccupied channels. A
listening check must always be made before using any frequency for a voice link.
Where measured, a graphical representation of the IUT noise emission profile detected in the radio band
shall be presented to allow for future understanding of the choice of frequencies, be they at frequencies that
are not degraded by the introduction of platform noise or at frequencies that have been degraded by
narrowband or broadband noise. This is important, as choosing the former (a frequency at the noise floor)
will yield very different range degradation results to a frequency that already has significant noise present.
B.5.5.9 It is essential that the azimuth radiation pattern of the antenna used for the signal source
transmitter does not vary in gain by more than +/- 1 dB over the arc subtended from 150 metres before the
reference point to 150 metres after the reference point.
B.5.5.10 The results of communication range degradation tests shall include the following information:
a) Location where testing was undertaken;
b) A site plan showing position of test track, type and condition of surface, location of signal source
transmitting antenna and any structures of significance within 200 metres of the triangle formed by
the test track and the lines from the signal source antenna to each end of the test track;
c) Photographs of the IUT showing the positions of the antennas and identifying them, i.e. HF, VHF,
UHF etc., receiving and transmitting;
d) The date of the test;
e) Weather and test track conditions affecting production of electrostatic electricity, rain and muddy
going inhibit track static;
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f) Site noise data from Clause B.5.5.3 measurements;
g) Type of IUT vehicle;
h) Registration number of vehicle under test;
i) Actual speed of vehicle under test to be stated. Minimum speed shall be 20 km/hr with a
recommended speed of 30 km/hr;
j) Gear used and drive employed where applicable, i.e. two wheel or four wheel;
k) Direction the platform was moving when the individual frequency measurements were taken, e.g. left
to right for a linear track or clockwise as viewed from above for a circular track. The direction might
need to be different for individual frequency combinations and should be ascertained from a study of
the antenna radiated pattern measurements for the antenna/receive frequency under test, see
Clause B.5.5.2d.
l) Type of transmitter/receiver being used and its serial number (including all the components that
comprise the radio transmitter/receiver system, e.g. antenna base, antenna tuner);
m) Details of antenna system, i.e. antenna matching unit, type and length of antenna;
n) Radio frequencies used by transmitter and receiver on vehicle;
o) Output power and attenuation in antenna feeder of signal source transmitter;
p) Type of modulation and criterion of acceptable reception;
q) Forward and reverse power of vehicle transmitter;
r) A graphical representation of the IUT noise emission profile detected in the radio band, see Clause
B.5.5.8;
s) Status of systems on IUT for each test, i.e. whether vehicle engine, vehicle electrics, other installed
equipment or IUT transmitter are on or off and whether the IUT is static or mobile;
t) Block diagrams of the signal source and IUT receiver installations;
u) Disposition of intentionally movable IUT features, e.g. hatches open or closed, position of gun(s);
v) Disposition of external IUT fittings making ill-defined electrical contact with metal parts of the vehicle,
e.g. stowage baskets, towing cables.
B.5.5.11 A recommended format for test information items (d) to (o) above is shown in Figure 31.
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Figure 30 - Preferred Test Track Geometry
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B.5.6 Specific Tests with Limits
B.5.6.1 IUT Status
The IUT to be tested shall be complete, with all items properly installed and in working order. The IUT shall
be fully representative of the development condition which the supplying contractor states it to represent.
B.5.6.2 Preliminary Tests
Before attempting measurement of receiver communication range reduction, the preliminary tests detailed in
Clause B.5.5.2 shall have been carried out viz:
a) Earth bonding tests;
b) Specification testing of radios;
c) Measurement of antenna systems VSWR;
d) Polar diagrams of antennas;
e) A visual examination.
B.5.6.3 Use of an Engineering Link
It will be necessary to set up an engineering radio link between the operator on the IUT and the operator at
the signal source transmitter. This link must operate on a frequency which will not interfere with the receiver
to be tested in the IUT and the output power of the transmitter on the IUT must be small enough to ensure
that it does not cause detectable MEMIC when the IUT is mobile.
NOTE When making range reduction measurements on radio installations operating in the frequency band 1.6 MHz
to 88 MHz, an engineering link using UHF transceivers operating in the 420 MHz - 470 MHz frequency band with a
transmitter output power of 150 mW has been used successfully.
B.5.6.4 Standard Test Procedures
When making measurements of radio communication range as detailed below, the following procedures
shall apply unless stated otherwise:
a) Each test shall be performed at all the frequencies specified in the test plan;
b) When the (interfering) transmitter on the IUT is required to transmit it shall always be set for its
maximum output power. The forward and reverse power shall be measured by connecting a
directional wattmeter between the transmitter antenna socket and the vehicle antenna feeder and
the readings recorded. The transmitter shall be switched off at the conclusion of each test;
c) The antenna matching units of the radios on the IUT shall be re-tuned (if applicable) for each
frequency at which they are used.
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RADIO COMMUNICATION RANGE REDUCTION TESTS
TEST LOCATION ................................................................................................................................................

DATE OF TEST ...................................................................................................................................................
WEATHER CONDITIONS ....................................................................................................................................
SITE NOISE DATA ..............................................................................................................................................
TEST TRACK SURFACE .....................................................................................................................................
VEHICLE TYPE ...................................................................................................................................................
VEHICLE REGISTRATION. NO...........................................................................................................................
VEHICLE SPEED ................................................................................................................................................
GEAR SELECTED ...............................................................................................................................................
TYPE OF DRIVE .................................................................................................................................................
VEHICLE RECEIVER .................................................................... S/No ............................................................
ANTENNA SYSTEM (Rx) ....................................................................................................................................
VEHICLE TRANSMITTER ............................................................. S/No .............................................................
ANTENNA SYSTEM (Tx) ....................................................................................................................................
ADDITIONAL INFORMATION .............................................................................................................................
CONDITION STATIC MOBILE STATIC SIGNAL SOURCE
TRANSMITTER
MAIN OUTPUT
ENGINE OFF OFF ON ON ON ON ON OFF POWER
ELECTRICS/ FIXED
OTHER EQPT OFF OFF OFF ON ON ON ON OFF ATTENUATOR
VEHICLE VEHICLE
TRANSMITTER OFF ON OFF OFF ON OFF ON OFF TRANSMITTER
FREQ FWD REV

TEST NO 1 2 3 4 5 6 7 8 MHz PWR PWR
FREQ
A
MHz
FREQ
B
MHz
FREQ
C
MHz
Figure 31 Signal Source Transmitter Variable Attenuator Settings
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B.5.6.5 Establishing the Reference Attenuation
For IUTs that operate in a static configuration the IUT location within the test site should follow the general
guidance for open field sites, see Clause 5.2.3.
For mobile IUTs, to establish the reference attenuation (see Clause B.5.4) the IUT should be positioned at
the reference point (see Figure 30) on the test track facing towards the end of the test track (i.e. broadside
on to line joining the reference point to the signal source antenna).
The vehicle engine and all other installed equipment should be off. The signal source transmitter shall then
be caused to transmit and attenuation inserted between the transmitter and its antenna until the signal to
noise criteria is achieved. The setting of the attenuator interposed between the signal source transmitter and
its antenna required to produce the signal to noise criteria shall be recorded in the appropriate box on the
results proforma. This is the reference attenuation.
B.5.6.6 Measuring Range Reduction (IUT Stationary)
Having established the reference attenuation as described above, the reduction in range due to the various
sources of interference can then be determined.
a) Effect of a IUT Mounted Transmitter
With the IUT positioned as in Clause B.5.6.5, the transmitter on the IUT shall be caused to transmit. The
attenuation between the signal source transmitter and its antenna shall then be adjusted to produce the
signal to noise criteria at the output of the receiver being tested and the setting of the attenuator
recorded. The difference between this setting and the reference attenuation is the reduction in range
due to the radiated field produced by the IUT mounted transmitter.
b) Effect of IUT Engine/Generator
The engine/generator shall be started and run at a fast tick-over (about 1000 rpm). The signal source
attenuator shall then be re-adjusted to produce the signal to noise criteria at the vehicle receiver output
and the attenuator setting recorded.
c) Effect of IUT Engine/Generator and Other Installed Equipment
With the engine/generator running as in b, any equipment installed in the IUT the effect of which is to be
ascertained shall be switched on. The signal source attenuator shall then be re-adjusted to produce the
signal to noise criteria at the vehicle receiver output and the attenuator setting recorded.
d) Effect of Installed Equipment Under Battery Power
With the engine/generator turned off, any equipment installed in the IUT the effect of which is to be
ascertained shall be switched on and run from battery power. The signal source attenuator shall then be
re-adjusted to produce the signal to noise criteria at the vehicle receiver output and the attenuator
setting recorded. Under these conditions the range may be improved compared to c.
e) Combined Effect of Interference due to All Sources
With the engine/generator running and all equipment installed in the vehicle the effect of which is to be
ascertained switched on, the transmitter on the vehicle shall be caused to transmit. The signal source
attenuator shall then be re-adjusted to produce the signal to noise criteria at the vehicle receiver output
and the attenuator setting recorded.
B.5.6.7 Measuring Range Reduction (IUT Mobile)
Effect of IUT interference. The IUT shall be positioned at the start of the test track with engine running and
any equipment installed in the IUT the effect of which is to be ascertained switched on. The signal source
attenuator shall be adjusted to produce the signal to noise criteria at the receiver output. The IUT shall then
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be driven towards the reference point. The IUT shall be travelling at the speed at which the test is to be
performed when it is not less than 100 metres from the reference point and shall then maintain a constant
speed until it is 100 metres past the reference point. The signal source attenuator shall be re-adjusted to
produce the signal to noise criteria as the IUT passes the reference point and the attenuator setting
recorded.
B.5.6.8 Stability of Measurement Conditions
The importance is stressed of always conducting a Test 8 (see table in Figure 31) after a set of
measurements, to check the stability of the reference conditions, including operator performance where
applicable. Experience has shown that the difference between attenuator settings for Tests 1 and 8 (same
nominal conditions) should rarely exceed 2 dB. Greater changes are indicative of a change in conditions
requiring investigation before the test programme is resumed.
Consideration should be given to measuring and recording the level of the received signal at Test 8 for each
frequency to ensure the level received is within 6 dB of that specified for the particular receiver under test.
Best practise would include measuring the received level after each test to provide a greater degree of
confidence in the operator performance, receive system performance, linearity of the fixed transmitter system
and ambient conditions (including adjacent channel).
B.5.6.9 Results
The signal source attenuator settings obtained as a result of the tests detailed in Clause B.5.6.6 and Clause
B.5.6.7 when subtracted from the reference attenuation Clause B.5.6.5 give the degradation in range
caused by the various combinations of interference.
The actual receiver communication range available, expressed as a percentage of the range obtainable in
the absence of interference, can be found by using the graph shown in Figure 27. This graph is based on
measurements of the propagation loss for civil and military point-to-point, non line-of-sight, radio links of
various lengths. The results are characterised by the median propagation loss, for links of any particular
length, varying as the fourth power of the distance between the two stations. The range reduction is mainly
independent of the land terrain type and is valid for flat or mountainous locations. Figure 27 is not
appropriate to line-of-sight links, such as direct ground-air, where the propagation loss varies as the square
of the link length. Figure 27 provides a conservative estimate of range reduction. For a more accurate
assessment of range reduction, reference should be made to International Telecommunications Union
publication ITU-R P.368 Ground-wave propagation curves for frequencies between 10 kHz and 30 MHz.
The wanted signal at a receiver must be increased to overcome interference and maintain satisfactory
communications by an amount termed "Communications Degradation" in Figure 27. One way of achieving
this is to work over a shorter range and so reduce the propagation loss.
Some communications degradation is inevitable but a value of 6 dB, resulting in about 70% of the
interference-free range over non line-of-sight paths, is often an achievable and acceptable value. However it
is for the ultimate User to specify at the outset, the minimum operational range he seeks and for the Project
Manager to consider and advise whether there are any special circumstances which might make this value
unattainable, e.g. deficiencies of Government Furnished equipment to be installed or known MEMIC
problems associated with the IUT.
B.6 Mutual Interference
B.6.1 Introduction
The mounting of a transmitting antenna or high energy device on an installation under test (IUT) can result in
a severe electromagnetic environment for other co-located equipment within the IUT due to the high field
strength from the antenna and its close proximity. If the co-located equipment is susceptible to the
electromagnetic sources this may compromise the safety of the IUT or degrade its availability or reliability.
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LRU and sub system equipment may have been tested to the appropriate susceptibility tests given in Part 3
of this standard but the test configurations may not be fully representative of the complete IUT. Radiated
susceptibility testing of the complete IUT is described in Clause B.2.6. Radiated susceptibility testing may
not be practical in all cases and may not fully represent the electromagnetic environment produced by on-
board transmitters therefore a mutual interference trial is also recommended as described in this Clause B.6.
If, during a mutual interference trial, the levels of induced current on cables needs to be known for
comparison to test limits, refer to Clause B.2.8. For an IUT design using COTS or MOTS equipment within a
protective IUT electromagnetic barrier, it is essential to verify the design by performing radiated susceptibility
testing of the IUT and a mutual interference trial.
B.6.2 Scope
This Clause B.6 defines a method of assessing the susceptibility of co-located equipment and systems
within an IUT to the electromagnetic environment generated by transmitters and high energy devices on-
board the IUT. Of particular concern are safety critical systems (e.g. vehicle electrical/electronic controls,
turret controls) and mission related system availability and reliability.
The method of assessment described is applicable to IUT both stationary and on the move as applicable.
The degradation of receiver communications has been fully addressed in the previous Clause B.5 and is not
addressed in this Clause B.6.
The issue of radiation hazards to personnel or ordnance due to transmitters is outside the scope if this
standard.
B.6.3 Applicability
This Clause B.6 of the Standard is applicable to land service vehicles, transportable C3I facilities and fixed
facilities.
This Clause B.6 is applicable up to the Qualification Verification Stage of Procurement. The Clause B.6 may
also have application for Production and In-service testing.
The detailed application of this Clause B.6 to a specific project shall be determined by the MOD Project
Manager.
B.6.4 Principle of Assessment Method
The co-located equipment within the IUT will be monitored for susceptibility in accordance with an agreed
criteria stated in a test plan or specification. Where applicable, the assessment will also be performed during
a mobile trial in order to assess those vehicle systems that are speed dependent (direction controls, brakes,
gear selection, speedometer etc).
Each transmitter or high energy source on-board the IUT will be operated in turn. Where multiple antenna
positions are provided each position shall be assessed in turn.
Where multiple transmitters may be operating simultaneously, the impact must be considered for safety
critical systems (and controlled as per Part 1 Annex H). The impact typically being an increase in average
power delivered to a victim equipment and interference resulting from intermodulation products from multiple
frequency transmissions.
The transmitter or source shall be operated over its range of frequencies. For frequency hopping radios the
frequency hopping mode of operation will also be assessed. Where frequency hoping radios use non
tuneable antennas, the hop set should include all frequencies. Where a radio uses a tuned antenna, as a
minimum it shall be tuned in turn to the top, middle and bottom of its frequency band, the hop set should then
include all the frequencies within the sub-band.
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For each combination of transmitter, antenna and transmitting frequency, the susceptibility status of all the
co-located equipment will be recorded. The transmitter must be operated for a sufficient period for each co-
located equipment to complete is operating cycle and respond to any potential susceptibility.
The following is an example of the checks that may be carried out on a vehicle:
a) Confirmation that all gears are fully selectable
b) Confirmation that the braking system is fully operational
c) Check that all vehicle lights (internal and external) including indicators are functioning correctly
d) Check that all windscreen wipers work correctly
e) Confirm that the vehicle fuel pump is operating correctly
f) Confirm the NBC system operates correctly
g) Confirm that electrically operated weapons (e.g. feed motor) operate correctly
h) Confirm that turret movement controls operate correctly
B.6.5.1 The IUT to be tested shall be supplied complete with all items properly installed and in working
order. The test configuration should be as close as possible to that in which the IUT would be configured
when in its operational situation.
B.6.5.2 Before commencement of mutual interference trials, the following tests shall be performed:
a) Earth bonding tests to ensure compliance with the test plan for the IUT in accordance with
Clause B.3;
b) All installed transmitters shall be tested for compliance with the appropriate specification in respect
of transmitter output power;
c) The VSWR of all antenna systems shall be measured at the frequencies to be used in the tests;
d) A visual examination of the transmitter installations shall be carried out to ensure that all connectors
are secured and there are no damaged cables
B.6.5.3 The mutual interference shall be assessed at the transmitter frequencies specified in the test-plan.
The transmitter should ideally be operated with the same frequency, modulation and encryption
requirements, as it would normally be used in its operational situation. Where applicable, the results of
equipment or IUT susceptibility testing shall be used to select known frequencies of susceptibility for test. In
addition a range of operating frequencies should be selected e.g.:
a) HF between 1.6 MHz and 30 MHz - 0.5 MHz steps
b) VHF between 30 MHz and 300 MHz - 1 MHz steps
c) UHF between 300 MHz and 3000 MHz - 5 MHz steps
NOTE For narrowband antennas, frequencies within the tuned frequency band are relevant, e.g. top, middle and
bottom frequency of the band.
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B.6.5.4 The results of mutual interference trials shall include the following information:
a) Type of test site and location where testing was undertaken;
b) Sketches or photographs of the IUT showing the positions of the antennas and identifying them, i.e.
HF, VHF, UHF, UAV, RCV, etc., receiving and transmitting;
c) The date of the test;
d) IUT/vehicle type and serial numbers;
e) Whether the IUT is static or mobile and speed;
f) Disposition of intentionally movable IUT features, e.g. hatches open or closed, position of gun(s);
g) Transmitter type and serial numbers;
h) Antenna system details, i.e. antenna matching unit, type and length of antenna;
i) Radio frequencies used by transmitter(s) on IUT;
j) Type of modulation;
k) Block diagrams of the IUT radio installations and co-located equipment;
l) Forward and reverse power of IUT transmitter(s);
m) Operating mode of co-located systems on IUT for each test;
n) Susceptibility criterion and result for each co-located system
B.6.5.5 A risk assessment shall be performed prior to test to assess the consequence of failure of safety
related systems during the test and contingency actions required to ensure the safety of personnel and to
prevent damage to the IUT or its surroundings.
B.6.6 Specific Test with Limits
B.6.6.1 IUT Status
The IUT to be tested shall be complete, with all items properly installed and in working order. All installed
equipment to be monitored shall be turned on and monitored together. The IUT shall be fully representative
of the development condition which the supplying contractor states it to represent.
B.6.6.2 Preliminary Tests
Before attempting an assessment of mutual interference, the preliminary tests detailed in Clause B.6.5.2
shall have been carried out viz:
a) Earth bonding tests;
b) Specification testing of radios;
c) Measurement of antenna systems VSWR;
d) A visual examination.
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B.6.6.3 Standard Test Procedures
When making assessments of mutual interference as detailed below, the following procedures shall apply
unless stated otherwise:
a) Each test shall be performed at all the frequencies specified in the test plan;
b) When the (interfering) transmitter on the IUT is required to transmit it shall always be set for its maximum
output power. The forward and reverse power shall be measured by connecting a directional wattmeter
between the transmitter antenna socket and the vehicle antenna feeder and the readings recorded. The
transmitter shall be switched off at the conclusion of each test;
c) The antenna matching units of the transmitters on the IUT shall be re-tuned (if applicable) for each
frequency at which they are used.
B.6.6.4 Assessing Mutual Interference
The IUT shall be positioned at the test site for static configurations.
For mobile tests the IUT shall be positioned at the start of the test track and driven along the test track and
travelling at the speed at which the test is to be performed.
The mutual interference due to the on-board sources of interference shall be determined as follows.
a) Effect of a IUT Mounted Transmitter
Each transmitter/antenna combination on the IUT shall be caused to transmit in turn at the frequencies
specified in the test plan. The co-located equipment will be operated and monitored for susceptibility and
the result recorded.
b) Effect of IUT High Energy Source
The high energy source shall be operated in each of its operating modes specified in the test plan. The
co-located equipment will be operated and monitored for susceptibility and the result recorded.
B.6.6.5 Results
The results will comprise a listing of the sources and frequencies tested and a statement of susceptibility for
co-located systems.
Where a susceptibility is found, the threshold of susceptibility in terms of transmitter power shall be
established at the most susceptible frequency. Details of the susceptibility shall be recorded including as
applicable, video recordings of malfunctioning systems, photographs of visual interference, recordings of
audible interference and data files or printouts of system error reports etc.
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Annex C
Sea Service
C.1 Introduction
Large Sea systems that are fitted on-board ships and submarines or at land based sites but are too large or
complex to test in a test laboratory can be tested in-situ using the emission test methods given in Clause
C.2. These methods are intended to demonstrate that the IUT does not present a hazard to the ship or site in
terms of excessive levels of emissions. Additionally an assessment of the IUT immunity to portable radios
used on-board can be made as described in Clause C.2. General susceptibility testing on-board operational
ships and submarines is not recommended due to possible interference with safety critical systems.
Susceptibility to fixed transmitters and other sources of interference can be assessed via mutual interference
trials as described in clauses C.3 and C.4.
For submarines, the procedure for whole boat EMC Part I and Part II trials is described in Clause C.3. The
objective of this trial is to quantify the degree of interference picked up by sensitive electronic systems
(mostly mission critical systems) and determine whether the interference can be tolerated without prejudice
to the operation and use of the equipment.
It is mandatory for warships which have completed build, major upkeep or repair to have a Weapon
Electronic Mutual Interference Trial (WEMIT) or Enhanced WEMIT (EWEMIT) carried out. The objective of
this trial is to determine and accurately record the type and extent of EMI between all weapon electronic
equipment fitted. It is generally the final item in the Trials Programme, after all associated equipment has
achieved its required performance standards. Further details of WEMIT and EWEMIT requirements are given
in Clause C.4.
Additional Ship E3 trials are routinely carried out during a ship’s life, including RADHAZ trials, communication
checks on the vessels HF transmitting system and TEMPEST assessments. Further details of these trials
are given in BR 4050 and Defence Standard 08-50 respectively.
For the first ship of a class, a mock-up or a scale model is one of a number of tools to predict the EMI/EMC
performance of a vessel. The approach to testing mock-ups and scale models is described. Other tools such
as computer modelling are described in Part 5.
Land based Sea systems in Dockyards or at land based test sites, require special consideration due to their
land based environment as described in Clause C.7.
C.2 EMC In-Situ Testing
C.2.1 Introduction
EMC in-situ testing is performed with the IUT in-situ in its normal installed configuration on a ship, submarine
or at their installation site for land based systems. An in-situ test is not suitable for formal compliance testing
but may be used for trials data gathering or assessing hazards. It is possible to perform emission testing but
swept radiated or conducted susceptibility testing is not usually possible or only permitted at licensed
frequencies (as advised by the platform or site authority). Radiated susceptibility testing can take the form of
the use of selected portable radios as the source of the radiated field expected in the local environment.
Further mutual interference trials on board submarines and surface ships are described in clauses C.3 and
C.4.
C.2.2 EMC In-Situ Trial Prerequisites
The following list provides guidance on the preparation before departure for the trial.
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a) Notify the Vessel or site of your arrival
b) Determine the Vessel or site location
c) Notify security
d) Check security clearance is adequate
e) Establish contact on board or at site: i.e. CMDR, WEO, MEO, CPO or PO
f) Attend security brief at the Dockyard, Vessel or site if required
g) If applicable, check engineers are submarine escape qualified (Depending on the type of tests to be
conducted)
h) Perform risk assessment for health and safety for the area of test
i) If applicable, establish Dive and Surface times (if a dived trial)
C.2.3 Arrival in the Compartment or Site of Test
Set up the test equipment and ensure it is working correctly.
Carry out checks on the site power supplies to determine the voltage/frequency, using a calibrated Multi-
meter.
Where the parameters of the test are not fully in accordance with Part 3 of this standard then all deviations
should be recorded as non-conformances.
Perform testing in accordance with Part 3 of this standard as modified by the test methods below.
Record photographs or drawings of the test location, IUT equipment, cable runs and installation aspects.
(Any Photographs taken on the vessel or site should be vetted by the WEO, MEO or security manager for
security issues.)
C.2.4 Installation Inspection
The EMC performance in-situ will also be determined by the quality of the installation. The first part of the
trial is therefore a visual inspection of the equipment and cables and its installation in accordance with the
suppliers installation instructions, the installation specification and Part 5 Design (Sea Service) of this
standard.
Copies of these documents should be obtained prior to the trial or arrangements made for them to be
available during the trial.
The inspection will assess the general condition of the equipment and cables, (doors, panels, fixings in
place, connectors tight, cable damage etc.).
Where the equipment or installation is deficient, the details will be recorded and photographed (if permitted).
C.2.5 Test Methods and Limits
C.2.5.1 Radiated Emissions Electric Field DRE01 14 kHz to 1 GHz
The test method will follow DRE01 except that it is not necessary to fit line impedance stabilization networks
(LISN) into the power lines. The test set up will be the in-situ test site. Ship service above or below decks
limits shall be selected as applicable to the IUT environment.
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The antenna should be set up 1 m from the IUT equipment or at several positions to encompass the IUT
installation. The rod antenna (Passive type), will be mounted on a metal counterpoise sheet and placed on
the floor. The biconical and log periodic antenna will be mounted on a tripod. Due to the size of standard
biconical or log periodic antenna, it is recommended that a compact style antenna be used that covers the
frequency range 30 MHz to 1 GHz. If a smaller test distance is necessary due to confined space, compare
the result to the DRE01 limit in the first instance. If the levels are acceptable no further action is required. If
the levels exceed the limit, a measurement of the fall off distance at which they comply should be attempted
as described below.
As with screened room testing, an ambient measurement will have to be taken, it is almost certain that this
measurement will be in excess of the specification limit.
Measurements with the IUT powered on are compared to the ambient measurement.
If, when the IUT is operational, no emissions exceed the previous ambient, then it is safe to say that the IUT
does not contribute to the overall emission profile present in that compartment space, and as such would not
be considered to be an EMC threat.
If the emissions do however exceed the ambient measurements, then a further risk assessment will have to
be performed. (This assumes that the emissions exceed the specification requirements)
C.2.5.2 Radiated Emissions Magnetic Field DRE02 20 Hz to 100 kHz
The test method will follow DRE02 except that it is not necessary to fit line impedance stabilization networks
(LISN) into the power lines. The test set up will be the in-situ test site. The antenna should be set up 70 mm
from the IUT equipment or at several positions to encompass the IUT installation.
As with screened room testing, an ambient measurement will have to be taken.
Measurements with the IUT powered on are compared to the ambient measurement.
does not contribute to the overall emission profile present in that compartment space, and as such would not
be considered to be an EMC threat.
If the emissions do however exceed the ambient measurements, then a further assessment will have to be
taken. (This assumes that the emissions exceed the specification requirements)
Taking the worst case emissions present, compare the emission to the equivalent susceptibility requirements
of Part 3 DRS01 of this standard.
If this emission result is less than the susceptibility limit then there is a low risk that it will cause a problem to
co-located equipment’s.
If the emission however is in excess of DRS01 then a measurement of the fall off distance at which the
emission complies should be attempted and compared to the separation of the IUT from co-located
equipment. Calculation is not reliable due to the complexity of the fields.
If the IUT emission exceeds the susceptibility limit DRS01 at the co-located equipment location, then there is
a potential risk of susceptibility.
C.2.5.3 Conducted Emissions DCE02, Control Signal & Power Lines 500 Hz to 100 MHz
The test method will follow DCE02 except that it is not necessary to fit line impedance stabilization networks
(LISN) into the primary power lines. The test set up will be the in-situ test site.
As with screened room testing, an ambient measurement will have to be taken.
Measurements with the IUT powered on are compared to the ambient measurements.
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does not contribute to the overall emission profile present on the power lines, and as such would not be
considered to be an EMC threat.
If the emissions do however exceed the ambient measurements, then a further risk assessment will have to
be performed. (This assumes that the emissions exceed the specification requirements)
C.2.5.4 Radiated Susceptibility to Portable Radios
An assessment of the IUT immunity to portable radios likely to be used in the vicinity can be made by using
the radios themselves as the susceptibility sources of transmission.
A list of approved radios that can be used on board or at the site should be obtained from DE&S DE3A.
Examples of each of the radios should be obtained with the necessary batteries, chargers and programming
facilities.
The licensed frequency bands and maximum power outputs should be established and the radio channels
programmed at maximum permitted power to cover the complete band and as a minimum, to cover the
bottom, mid and top frequencies of the band.
The IUT shall be set to work and a susceptibility criteria agreed for monitoring the IUT to indicate any
degradation or failure in its operation.
For each radio and each frequency of operation the following procedure is followed:
Transmit from the radio and holding it against the IUT, move the transmitting radio over all faces of the IUT
and associated cables, intermittently keying the transmission.
Monitor the IUT for any susceptibility. Where a susceptibility is found, record the susceptibility details with
photographs or records as applicable. Repeat the test and move the radio away from the IUT to find the
threshold distance at which susceptibility occurs and measure the distance from the radio antenna.
In a suitable open area, set up a calibrated receiving antenna and receiver set to the portable radio
frequency and record the field strength from the portable radio at the distance established during the
susceptibility test. This provides an estimate of the equipment susceptibility threshold. If it is less than 10 V/m
or as specified by the project manager, then the IUT is considered to have insufficient immunity and remedial
measures are required.
C.3 Part I and Part II Trials for Submarines
C.3.1 Objective
The objective of the EMC trials is to demonstrate that electrotechnical equipment (including rotating
machines) does not produce radiated or conducted emissions which cause electrical interference with other
equipment within the submarine, or cause interference within itself.
C.3.1.1 Achievement of EMC by Design
The objective is to be achieved by the design and testing of individual equipments to the correct Ministry of
Defence specifications and standards, followed by correct installation. These are:
a) Design of equipment following the requirements of Part 5.
b) Environmental conditions of Defence Standard 08-123.
c) Tests specified in Part 3 or this Part 4 for large systems.
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d) Installation using the guidelines of Part 5.
C.3.1.2 Trials
On completion of the building, refitting, CUP or MCU of a submarine, EMC trials are to be carried out to
demonstrate that the objective has been achieved. Trials may also be required by the Submarine DT after a
major sensor update. It is MOD policy that these trials should be conducted in two parts, with the first part
having a limited aim:
a) EMC Part I Trial. The Part 1 Trial is carried out before proceeding for initial Sea Trials to ensure that
systems needed for safety at sea are acceptably free of EMI.
b) EMC Part II Trial. The Part II Trial is to be conducted during CSTs for new construction submarines, and
as soon as can be arranged as part of the Weapons Trials programme on completion of a submarine
refit or MCU. The Part II is conducted as part of the Sea Trials following refit, or after inter-patrol
maintenance period.
It should be noted that in SSBN's the SWS compartments will be tested by a separate United States
Electromagnetic Interference Test Procedure which will be conducted in isolation from the procedures in this
Standard.
C.3.2 Responsibilities and Organization for EMC Trials
C.3.2.1 Contractual Requirements
The requirement to meet the EMC specifications is to be included in each equipment contract and its
procurement documentation.
The Shipbuilder or Ship repairer will be contracted to conduct EMC Part I and Part II Trials and to make good
any shortcomings found. It may be necessary to refer equipment shortcomings to the appropriate Design
Authority.
C.3.2.2 Trials Presentation
For new construction submarines, each trial is to be presented by the Shipbuilder. For submarines
completing refit, CUP or MCU, each trial is to be presented by the Ship repairer.
C.3.2.3 Test Forms
Test Forms are to be prepared in accordance with BR 3018 Chapter 7 et seq.
C.3.2.4 Trials Sites
EMC Part I Trials are to be carried out with the submarine afloat alongside with all shore cables removed.
EMC Part II Trials are to be carried out dived at a static trials site.
C.3.2.5 Responsibilities
The trials are to be conducted by the Trials Director, who is to be a senior representative of the Shipbuilder
or Ship repairer (or a nominated specialist Sub contractor) well acquainted with the requirements of EMC.
The appointment of the Trials Director is to be endorsed by the Submarine DT. Exceptionally, an MOD officer
may be appointed to conduct a trial.
Ship's Staff are only to operate equipment if operational control has been transferred to the Commanding
Officer.
Due to the complexity of modern submarines, a Systems Co-ordinator is to be appointed to ensure that
systems and equipment are run as required. He is to be an experienced Shipbuilder's or Ship repairer's
representative, or exceptionally the Weapons Engineering Officer of the submarine.
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For new construction submarines, the trials are to be witnessed and accepted by the Submarine DT. The
Submarine is to be satisfied with the conduct and completion of the trial. For submarines completing refit,
CUP or MCU, a representative of Superintendent Fleet Maintenance carries out this acceptance function.
C.3.2.6 Acceptance Standards
Acceptance standards are to be determined by the Submarine DT and based on the Staff Requirement
(Sea) for the submarine. Guidance as to acceptance levels for equipment systems may be obtained from
factory acceptance tests and procurement specifications.
C.3.2.7 Reports
Initial `quick - look' reports are to be made by signal by the Superintendent Fleet Maintenance on completion
of each trial, giving clearance or noting brief details of unsatisfactory performance (see Annex A.). The
signal is to be addressed to FOSM with copies to FOSM (G), Squadron, Submarine, Submarine DT, DG
Munitions DT, D Log Maritime Equipment and the Shipbuilder/ Ship repairer.
Formal reports of each trial are to be made by the Trials Director to the Submarine DT with copies to all
authorities referred to in the clause above.
The style of the report is to be similar to Acceptance Reports rendered by Captain Weapons Trials and
Acceptance, complete with Annexes A, B, and C. as appropriate. Reference is to be made to BR 4050
Annex 8, B1.
C.3.2.8 Corrective Action
Corrective action to make good faults found during the trial is to be authorised by the Submarine DT, and
carried out by the Shipbuilder or Ship repairer. It is recognised that Post Design investigations may be called
for by equipment Design Authorities; these are to be initiated by the Submarine DT on receipt of the formal
report.
It should be noted that EMC Trials are NOT investigatory periods for location and cure of interference
problems. It is the responsibility of the Shipbuilder/ Ship repairer to investigate problems highlighted by the
Trials Team and, if deemed necessary by the Trials Director, to repeat the appropriate trial.
C.3.3 EMC Part I Trials
C.3.3.1 Objective
The objective of the EMC Part I Trial is to establish by subjective judgement of the visual and aural outputs
of the electronic systems that they are acceptably free of electrical interference and that from the EMC
aspect the submarine is Safe to Proceed to Sea. 'Acceptably free from electrical interference' is to mean that
the interference level can be tolerated by the operator without prejudice to the operation and use of the
equipment.
The principal electronic systems to be investigated are:
a) Sonar Equipments, including Sonar Aural Recording Equipment, Echo Sounders and Analysers.
b) Radio and Radar Equipments, including WT emergency Motor Generator.
c) Reactor instrumentation and APDs in nuclear submarines.
d) Internal Communications.
e) Autopilot.
f) Navigation Systems.
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g) Ship Control Console electronics.
h) Machinery Control electronics.
i) Other systems/equipments may be investigated as directed by the Submarine DT.
C.3.3.2 Duration of Trial
The EMC Part I Trial should be completed in one 12 hour period.
C.3.3.3 Briefing Meeting
The Trials Director is to hold a briefing meeting before the commencement of the EMC Part I Trials to ensure
that the trials objectives are known, to define individual responsibilities and to describe in outline the
programme and trials requirements.
C.3.3.4 Prerequisites
Before commencement of the EMC Part I Trial, the following prerequisites are to be satisfied:
a) Submarine to be secured alongside, out of dock.
b) All electrotechnical equipment including internal communications is to be operational having been set to
work and passed HAT.
c) Submarine to be self-sustaining (nuclear submarines). Shore supply is not acceptable.
d) All shore cables are to be removed from the submarine, including the earth cable, with the exception of a
single emergency telephone.
e) Only one hatch is to be open to limit access.
f) All masts are to be lowered.
g) Contractor's or ship's staff are to be available to assist the trials team by operating machinery and
systems as required.
h) No other trials or work (including painting) is to be permitted during the EMC trial without the specific
agreement of the Trials Director.
i) The Trials Team is to be allowed access to all compartments and spaces in which electrotechnical
equipment is installed (see Clause C.3.3.8).
C.3.3.5 Trials Personnel
The Trials Team will include the following personnel:
a) Trials Director.
b) Systems Co-ordinator.
c) Contractor's or Ship's Staff. Weapons systems operators and maintainers will be required to operate and
monitor their equipment when required.
d) MOD Staff. Staff of the Superintendent Fleet Maintenance will be present to witness and accept the trial.
Representatives from the Submarine DT or D Log Maritime Equipment may also be present.
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C.3.3.6 Documentation
A Test Form for the EMC Part I Trial is to be prepared by the Shipbuilder or Ship repairer. Two copies are to
be sent to the Submarine DT at least six months before the trial for vetting or comment.
C.3.3.7 Reports
A `quick look' signal is to be made in accordance with Clause C.3.2.7 above on completion of the trial.
A formal report of the trial is to be prepared by the Trials Director in accordance with Clause C.3.2.7 above.
C.3.3.8 Security
Attention is directed to CB 03329 and JSP 440. Emission security regulations are to be observed. Normal
rules are to apply for access to compartments or equipment to which security restrictions apply.
C.3.3.9 Safety
When in Shipbuilder or Ship repairer hands, the safety and operation of the submarine and its equipment is
the responsibility of the Shipbuilder or Ship repairer. When in commission, the Commanding Officer is
responsible for the safety and operation of the submarine and its equipment at all times. Attention is to be
given to possible hazards to divers.
C.3.3.10 Procedure
Staff will be required to operate the submarine's machinery as required by the Trials Director. In a nuclear
submarine, the starting and stopping of all machinery is to be arranged through the Engineer Officer of the
Watch.
a) For Stage 1 of the trial, the minimum of electrical equipment is to be energised, acceptable for
submarine and reactor safety. The sonar and radio reception systems, reactor instrumentation,
internal communications, navigational systems and ship control systems are to be operated and
their outputs checked for quality and freedom from interference. The quality of these systems is to
be based on the operators' judgement and experience; sonar and WT operators are to check their
systems through their frequency range and assess the noise on the system. Should interference be
present, this is to be reported to the System Co-ordinator immediately and efforts made to identify
its source.
When the Trials Director is satisfied that all relevant systems have been checked and assessed, Stage 2
of the trial will commence.
b) In Stage 2 of the trial, as many electrotechnical systems are to be energised as is practicable. As

previously, the operators are to check for freedom from interference. Where practical constraints
prevent operation of all equipments simultaneously, Stage 2 of the trial is to be continued with all
those not initially energised in operation. Any interference detected is to be reported and its source
identified.
c) With the WT systems in normal working order transmissions are to be made at full power. During
these transmissions potentially susceptible systems are to be checked for breakthrough.
On completion of the trial the Superintendent Fleet Maintenance is to hold a wash-up meeting to form an
initial appreciation of the EMC results, and draft the signal required by Clause C.3.3.7.
For corrective action see Clause C.3.2.8.
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C.3.4 EMC Part II Trials
C.3.4.1 Objective
The objective of the EMC Part II Trial is to observe and, for equipments specified in the Test Form, make
quantitative measurements of the interference picked up by electronic systems to demonstrate that the
installed equipments meet the EMC requirements for the vessel, and do not cause interference with other
equipments.
The following equipments are to be investigated:
a) Sonar Equipments (including analysers and aural recording equipment) and Echo Sounders.
b) Radio, Radar and ESM Equipments (including WT emergency Motor Generators).
c) Reactor Instrumentation and APD's (Nuclear Submarines).
d) SIRS.
e) AIO, Fire Control and Weapon System Data Highways.
f) Navigation Systems.
g) Ship Control Console electronics.
h) Internal Communication Systems.
i) Machinery Control electronics.
j) Other susceptible computers and systems as called up on the EMC Part II Trials Test Form.
C.3.4.2 Dived Trials
The trials are to be carried out with the submarine dived at periscope depth and 30 m as required.
C.3.4.3 Duration of Trial
The trials of a new construction first of class submarine will require two 12 hour periods. Follow-on
submarines and those that have been refitted or completed CUP or MCU should only require one 12 hour
period. It is recommended that these periods are at night when the submarine is quieter, access to
equipment is easier and sonar sea noise from boat traffic is at a minimum.
C.3.4.4 Briefing Meeting
The Trials Director is to hold a briefing meeting before the commencement of the EMC Part II Trials to
ensure that the trials objectives are known, to define individual responsibilities and to describe in outline the
programme and trials requirements.
C.3.4.5 Prerequisites
Before commencement of EMC Part II Trials, the following prerequisites are to be satisfied:
a) The EMC measuring equipment is to have been checked as conforming to Part 3 for
electromagnetic compatibility and care is to be exercised to ensure that the measuring equipment
when connected does not generate interference within the system under test.
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b) All submarine equipments are to have been set to work and operable. It is highly desirable that the
Shipbuilder or Ship repairer provides documentary evidence that each equipment sponsor has met
the requirements of Part 3.
c) The submarine is to be self-sustaining or using its own electrical supplies. Shore supply is not
acceptable.
d) The submarine is to be dived between the buoys of the static noise range.
e) Ship's staff are to be available to assist the Trials Team by operating machinery and systems as
required.
f) Dummy loads are to be provided by the Trials Team for all receiver antennas and for other sensors
as required.
g) The Trials Director is to have ensured that all members of the Trials Team are aware of the general
rules for safety of personnel and any rules applicable to the particular submarine.
h) No other trials or work is permitted during the EMC trial without the specific agreement of the Trials
Director, and test equipment not associated with the EMC trial is to be disconnected and removed.
i) The Trials Team is to be allowed access to all compartments and spaces in which electrotechnical
equipment is installed (see Clause C.3.4.9).
j) The connection and use of British Telecom telephones to the submarine at the trials site is to be at
the discretion of the Trials Director.
C.3.4.6 Trials Personnel
The Trials Team will comprise the following personnel:
a) Trials Director.
b) Systems Co-ordinator.
c) Contractors' Representatives. Contractors' representatives including EMC engineers will be on board

to monitor the systems and to measure interference levels.
d) MOD Staff. Staff of the Superintendent Fleet Maintenance will be present to witness and accept the
trial. There may also be representatives from the Submarine DT, D Log Maritime Equipment, DG
Munitions DT.
C.3.4.7 Documentation
The Test Form for the EMC Part II Trial together with the Test Forms for the individual systems are to be
produced by the Shipbuilder or Ship repairer. Two copies of these are to be sent to the Submarine DT at
least six months before the trial for vetting or comment. The EMC Part II Trials Test Form is to include a list
of the special test equipment to be provided.
The Test Forms for the individual systems to be tested are to give instructions on observations or
measurements required, and are to specify the criteria of acceptability.
C.3.4.8 Reports
A `quick - look' signal is to be made in accordance with Clause C.3.2.7 on completion of the trial.
A formal report of the trial is to be prepared by the Trials Director in accordance with Clause C.3.2.7.
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C.3.4.9 Security
Attention is directed to CB 03329 and JSP 440. Normal rules will apply for access to compartments or
equipment to which security restrictions apply. Emission security regulations are to be observed.
Appropriate classification is to be given to Reports and Test Forms.
C.3.4.10 Safety
When in Shipbuilder or Ship repairer hands, the safety and operation of the submarine and its equipment is
the responsibility of the Shipbuilder or Ship repairer. When in commission, the Commanding Officer is
responsible for the safety and operation of the submarine and its equipment at all times.
C.3.4.11 Procedure
Ship's Staff will be required to control the submarine's machinery as required by the Trials Director and
authorised by the Commanding Officer. In a nuclear submarine, the starting and stopping of all machinery
and changes in Quiet States are to be arranged through the Engineer Officer of the Watch.
Sonar Sea State is to be recorded at the beginning and end of the trials period, and at such other times as
required by the Trials Director.
With machinery running as required by the Trials Director, electrical interference measurements are to be
taken on the systems specified in the EMC Part II Trial Test Form.
The Weapons and Navigation systems are to be monitored as detailed in the specific part of the Test Form.
Selected WT antennas are to be monitored, with the test bandwidths as stated in the Test Form and as
described in Clause C.4.2.
For nuclear submarines, the reactor instrumentation and APD's are to be monitored according to the
instructions on the System Test Procedure.
Internal communications systems are to be assessed by subjective aural judgement. Psophometer readings
are to be taken at each out-station in first of class for record purposes.
Electrical systems which are not included in specific test requirements are to be monitored for abnormal or
fluctuating meter readings, spurious initiation of alarms etc.
With the appropriate masts raised, WT transmissions are to be made at full power. Potentially susceptible
systems are to be checked for breakthrough during these transmissions.
Active sonar transmissions are to be made at full power. Potentially susceptible systems are to be checked
for breakthrough during these transmissions.
The Systems Co-ordinator is to be informed immediately any malfunction or deviation from normal working is
detected. Attempts are then to be made to identify the cause by switching off equipment until the malfunction
is reduced or eliminated.
On completion of the trial, the Superintendent Fleet Maintenance is to hold a wash up meeting to form an
initial appreciation of the EMC results, and draft the signal required by Clause C.3.4.8.
For corrective action, see Clause C.3.2.8.
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C.4 WEMIT Trials for Surface Ships and Submarines
C.4.1 Weapon Electronic Mutual Interference Trial (WEMIT)
C.4.1.1 Introduction
Electromagnetic Interference (EMI) degrades combat systems performance in all Sea platforms. The
operational constraints caused by the different forms of EMI range from minor restrictions of operating
frequencies to the inability to use both "soft kill" and "hard kill" systems at the same time:
a) The purpose of these trials is to determine, and accurately record, the type and extent of EMI
between all weapon electronic equipment fitted.
b) The results are used to decide what action is required to be taken or to confirm that the interference
experienced by any particular weapon system is operationally acceptable. (Strategic systems are
excluded from the scope of these trials).
C.4.1.2 Mutual Interference Causes
No warship is totally free from interference, and a large number of factors might contribute to any
interference experienced. These factors include:
a) Design of equipment.
b) Siting of antennas.
c) Cable Separation, including feeder routes.
d) Inter-modulation products possibly caused by non-linear junctions or receiver overload.
e) RF arcing in rigging, or objects not fully earth-bonded, adjacent to high-powered RF transmissions

(Rigging noise).
f) Earth bonding, RF screening, and RF dead fronting.
g) Inadequate maintenance, loose RF feed points, dirty insulators, unauthorised wiring, un-terminated
antenna lines, poorly rigged wire antennas.
h) Lack of peripheral bonding of screened cables etc. on penetration of hull.
i) Parasitic re-radiation from the RF front ends of some equipment.
j) Inadequately spaced COMPLAN.
k) System configuration.
C.4.1.3 WEMIT Types
Two main types of routine MI Trials are conducted:
a) The Enhanced WEMIT (EWEMIT) is a trial carried out by DE&S DE3A. Details are given in BR 4050.
The Sea Phase is as per Ships’ Staff WEMIT given in BR 4050.
b) Ship's Staff conducts the WEMIT. Details are given in BR 4050. The DE&S DE3A will offer advice on
planning, execution and will, if requested, provide documentation to support a WEMIT.
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C.4.1.4 Mutual Interference Trial Programming
MI Trials will be programmed as follows:
a) Ships and submarines undergoing Build, CUP, Repair Period, LOP(R) or Refit must include a
WEMIT/EWEMIT as a mandatory serial in their Post-Refit Sea Trials Programme or Part IV type Trial
programme. It should generally be one of the final items in the Trials Programme after all associated
equipment has achieved the necessary sea trial performance standards and are fully ready for use. The
type of MI trial that should be carried out is detailed in Table 14.
b) For those platforms where the MI Trial cannot be completed before ODMA, responsibility passes to the
CINCFLEET (PROGO).
c) Ship's Staff may conduct a WEMIT at any time when interference is suspected, or after new equipment
has been fitted outside the periods stated in i.e. MTE fit.
d) Platform DTs may also request a trial to be conducted, for example in support of OPDEF rectification
action.
Table 14 Mutual Interference Applicability

EWEMIT WEMIT
New Construction Warship Yes
Warship Post Refit a Yes a
New Construction MCMV Yes
MCMV/SRMH Post Refit Yes
MCMV/SRMH Post DED Yes
All Submarines Yes
a At the discretion of the Combat System Manager an EWEMIT may be carried out.
C.4.1.5 Environment and Location for Successful WEMIT
A successful WEMIT requires:
a) The ship or submarine must be in a quiet RF environment, be positioned away from busy shipping
routes.
b) Domestic electrical equipment should be running as normal, however, unless directed, heavy
electrical equipment should not be started during the trial. ME Departmental cover should be
arranged to observe machinery control and monitoring equipment.
c) No other trials or evolution are to take place during the WEMIT.
NOTE It is not possible to undertake trials at anchor if a full assessment of all emitters is required owing to
reflections from land and shallow water that may cause interference.
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C.4.2 Receiver Interference Trial
BS 1597 receiver interference trials should be carried out to ensure the satisfactory operation of
communication systems. This trial should be performed with and without the antennas connected and with
the ships electrical load in various stages of operation.
C.5 Testing Full Size Mock-Up
C.5.1 Introduction
A mock-up is one of a number of tools to predict the EMI/EMC performance of a vessel. A full size mock-up
is normally expensive, but is in some cases found to be a very useful tool in the concept phase of a new
building program. Its shortcoming is that it cannot fully duplicate the actual EME and all of the ship parts that
will be present on a completed ship. When there is a need for in-depth studies of shielded materials
installation methods, transmitter and receiver performance and optimised top deck design, a mock-up should
be considered. The mock-up can also be used to define EMI levels inside the ship, and also has the
advantage that it can be used for other purposes after the EMI studies, for example internal layouts. No
matter how accurate or detailed the mock-up is, it will not identify all of the EMI problems that will be found
on the first ship of a class.
A mock-up is a replica of a part of a vessel, including constructional details and system installations,
manufactured for the purpose of assessing prospective EMI/EMC conditions onboard.
This Clause C.5 deals with the use of mock-ups in the initial phases of a new building program to establish
the prospective EMI/EMC conditions onboard in order to carry out detail design of the vessel and the
onboard systems, and to provide system specifications.
C.5.2 Definition of Test Program Objectives
The first stages of a mock-up program shall establish the objectives of the measurement program. Potential
objectives to be considered can be divided into four categories:
C.5.2.1 Objective 1. Establish prospective radiated susceptibility (RS) and conducted susceptibility (CS)
EMI levels onboard as caused by the most critical EMI sources located onboard and external to the ship (if
applicable):
a) Establish maximum radiation emission levels inside and outside shielded rooms.
b) Establish maximum conducted emission levels inside and outside shielded rooms.
c) Establish maximum interference currents induced in the core of the cables.
d) Establish and verify the shielding effectiveness of space shielding.
e) Establish and verify the ground system philosophy intended for use onboard.
f) Establish and verify the required shielding effectiveness of the shields of cables to be used onboard,
taking the intended termination of cable shields into consideration.
g) Establish and verify the filtering philosophy to be used onboard, with particular attention to the
filtering of power and signal circuits which penetrate the shielding of shielded rooms.
These measurements shall mainly be used to determined unknown design and construction features, and to
establish emission and susceptibility limit values in a form applicable for the specification of equipment and
systems.
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C.5.2.2 Objective 2. Establish and verify the adequate performance of transmitter and receiver systems
which require provision of a ground plane onboard and/or are particularly sensitive:
a) Transmitter system output power from antennas according to specification in all applicable directions and
for all applicable frequencies:
b) Adequate ground plane to be determined
c) Grounding conditions to be determined
d) Receiver system sensitivity according to specification:
e) Adequate ground plane to be determined (when applicable)
f) Grounding conditions to be determined
g) Influence of the proximity to cable installations onboard to be assessed
C.5.2.3 Objective 3. Determine the properties (immediate and long term) of materials, material
combinations, construction and installation methods to be applied onboard in connection with the installation
of EMI shielding and systems:
a) Space shielding materials, the installation methods and methods used to interconnect lengths of
shielding materials for example wire mesh.
b) Interconnections between shielding materials and other elements which are to be integrated as part of
the space shielding (for example windows, doors, hatches, fixing devices for cable feed-through etc,
ventilation ducts).
c) Integration of shielding materials and devices with the composite materials.
d) Fixing of shock mountings internal to shielded spaces.
C.5.2.4 Objective 4. Further use of the mock-up for other purposes following completion of the EMI/EMC
tests:
a) Internal Layouts.
b) User interface studies.
c) Training.
C.5.3 Mock-Up Design, Construction and Outfitting
Using a preliminary ship and ship system design as a basis, the following should be considered:
a) The major EMI sources onboard (particular attention to HF transmitters).
b) Any severe EMI sources external to the ship.
c) The planned philosophy regarding shielding of rooms and spaces.
d) Any particularly susceptible systems (receivers and other systems).
e) The intended grounding philosophy (emphasis on common ground systems used as combined reference
ground for susceptible systems and transmitters).
f) Antenna systems which need a ground plane onboard (for example, HF transmitters).
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This will result in a specification for the mock-up, systems to be installed in connection with the mock-up and
a test program which is to be executed. It is to be noted that the mock-up program can be simplified if well
known and documented construction methods, materials and equipment are to be used onboard.
The following design and construction details which should be included in the mock-up program, refer to the
main objectives 1 to 4 given in "Definitions of test program objectives" above.
C.5.4 Objective 1, EMI Levels
C.5.4.1 Mock-Up
a) Space shielding, including shielding materials (and associated welding/soldering or other applicable
installation methods), doors, hatches and other elements to be implemented as an integrated part of the
shielding to be provided and installed as planned for the actual ship. This is to determine as accurately
as possible the prospective EMI levels internal to the shielding, when EMI sources are applied external
to the space shielding. If doors, windows, hatches etc. equivalent to those which are to be used onboard
are not available, such components should be replaced by arrangements with excessive attenuation
capacity compared to the space shielding. This will ensure that results obtained are not open to doubt
due to leakage through such openings.
b) Ground systems to be installed as close to the actual as possible.
c) Cable feed-throughs through shielding to be installed as close to the actual as possible
d) Power supplies to equipment inside the shielded enclosure to be installed (with filters where applicable)
as close to the actual as possible. Auxiliary power used to supply measurement equipment shall, if
routed through the shielding, be well filtered such that no doubts will arise regarding to suspected
leakage of conducted and radiated emission into the shielded room through such auxiliary systems.
C.5.4.2 Systems to be Installed
a) The critical sources of EMI to be installed external to the shielded room with particular emphasis on HF
transmitters. Such systems to be correctly physically located when compared to the position of the
shielded room.
b) When the transmitters are connected to the same ground system as other equipment onboard, the same
transmitters as will be installed onboard should be used during the tests. These transmitters are to be
installed on the mock-up with all electrical and ground connections identical to those onboard.
c) Other EMI sources may be simulated.
d) Typical cable installations to be installed, including cables which penetrate the space shielding. Cable
type, installation and termination at both ends to be as close to the actual ship as possible.
e) This will ensure verification of decoupling of EMI which is picked up externally to the space shielding at
the point of penetration of the space shielding. Such cable runs should have typical lengths 5-20 metres
such that the assessment of the effects of standing waves on the cable shields due to HF radiation can
be evaluated.
f) It is recommended that two typical/representative shipboard computer systems, one located internal to
and one located external to the shielded room are installed and set to work. These systems should be of
representative types regarding EMI hardening. Ground systems and cable installations shall be identical
to the prospective system onboard. This will facilitate assessment of the applicability of the planned
ground systems, with particular emphasis on possible interactions between a clean electronic zero
reference and disturbances due to grounding of transmitters.
g) The mock-up ground system is to be disconnected from any ground system related to auxiliary power
supplies used to supply power to lighting, measurement equipment etc. The mock-up ground systems
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should preferably originate from earth plates of the same type and size as will be used onboard. These
earth plates are to be submerged in the sea during the tests.
NOTE 1 The geometry and size of the shielded room does not have to be identical to the geometry onboard providing
the room is sufficiently large to enable reliable measurements internal to the shielded room by use of antennas to be
undertaken.
NOTE 2 The mock-up does not have to be located above the sea, or at correct elevation above the sea.
NOTE 3 Composite and other materials do not have to be the same as onboard the ship, provided they are non-
metallic. The same applies to construction and installation methods, provided they are representative, in order to obtain
the correct EMI attenuation for the shielding.
C.5.5 Objective 2, Transmitter and Receiver Performance
C.5.5.1 Mock-Up
a) To test transmitter performances, the transmitters should be installed as close to the actual as possible.
This means a full size ground plane with correct geometry, correct grounding, correct physical location
with regard to the shielded room(s) and correct elevation above sea level.
b) To test receiver sensitivities, the suspected worst sources of interference have to be correctly installed
(transmitters, cable runs etc). The receiver system has to be correctly installed with correct ground plane
(size and geometry), correct elevation above the sea level, correct cable installations, correct power
supplies etc.
NOTE 1 The mock-up has to be located above the sea at correct elevation. This is to cater for the effects of the sea
acting as a ground plane.
NOTE 2 If the shielded room(s) have significant effect on the antenna ground plane, the shielded room has to be full
size with correct geometry and position in relations to the transmitter antennas.
C.5.6 Objective 3, Properties of Materials and Installation Methods
C.5.6.1 Mock-Up
a) All materials, installation methods etc. related to the installation of the space shielding have to be
identical to (or at least representative of) those which are to be installed onboard.
b) Composite materials and details have to be identical to those which are to be used onboard. This applies
in particular where shielding and composite materials are integrated with each other.
NOTE 1 Long term corrosion effects in connection with compatibility of different metallic materials are critical. This
applies not only to the materials. Soldering/welding etc. procedures, including the use of fluxes, additives etc. and
subsequent cleaning before installation have to be considered. It is recommended that tests are run in a climatic
chamber (heat, humidity, salt mist) to assess ageing properties.
NOTE 2 Remaining aggressive components from fluxes, additives etc. may react with composite materials, glue etc.
materials to cause delamination, corrosion etc. Such properties should also be assessed.
C.5.7 Objective 4, Further Use of the Mock-Up
For EMI testing purposes, it is sufficient to concentrate on the geometry and construction of those decks and
bulkheads on which the space shielding is to be applied. If the mock-up is to be used for other purposes, the
arrangement of the interior of the mock-up has also to be full size with correct geometries and arrangements.
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C.6 Scale Modelling
C.6.1 Introduction
Scale modelling of naval vessels is frequently used as a tool for evaluating the performance of antenna
layouts. These studies have been mainly for HF frequency band broadband antenna systems on
conventional steel ships. These models are water line models only and are normally made out of copper
sheet and have a scale factor 1:50.
It is theoretically possible to use a model of a proposed composite vessel to predict the EMI levels within it
due to the vessel's own HF transmissions. However, there are serious practical limitations which make the
results obtained by this technique very uncertain. This uncertainty has been confirmed in practice when
comparing the results obtained from a model with measurements made on an actual vessel.
For this reason it is recommended that scale modelling be used only for HF antenna performance aspects.
C.6.2 Reason for Scale Modelling
To ensure good compatibility of the HF transmitting systems installed on board a ship the various antenna
layouts and ground plane need to be optimised. For this to be achieved measurements on scale models of
the vessels can be carried out with different antenna or ground plane configurations.
Also on composite vessels the onboard HF transmissions induce currents in the vessels internal cabling and
equipment. In an attempt to predict the levels of these currents scale models can also be used in the design
stage of the composite vessels
C.6.3 Measurement Technique
Typical scale reduction factors used for the models are 1/25th or 1/50th. The models should be accurately
proportioned and for composite vessels all the conducting components within the vessel have to be modelled
including those below the water-line.
The measurements are made with the model on a conducting ground plane which represents the surface
conductivity of the sea. The model's antennas are energised in turn with frequencies which are the scale
factor times greater than the actual frequency.
The model vessel is rotated slowly and a horizontal radiation pattern obtained from a fixed measuring
antenna. A similar method is used to measure vertical radiation patterns except in this case the measuring
antenna is passed over the model on a non perturbing support.
C.6.4 Advantages
Models are relatively easy to alter and a number of configurations can be tried.
They provide a cost effective method of predicting HF performance and optimising topside design.
They provide a first validation of design criteria.
C.6.5 Disadvantages
The electrical parameters of the model are difficult to scale accurately and hence the currents predicted from
the model can be grossly in error.
The currents in the cables in main cable runs cannot be measured individually.
The frequencies for which the model can be used for prediction are limited to the MF and HF bands.
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C.6.6 Practical Considerations of Models
In constructing a model of the full sized system, the main consideration tends to be practical. Conventional
steel hulled ships are modelled as water line models and are constructed of copper.
The model of the composite vessel can be constructed out of wood or composite. Metal structures and
equipment (such as engines, generators, lockers etc.) of the vessel should be modelled to give the required
scale electrical parameters if practicable. These items could be modelled using wooden forms spray coated
with a metallised conductive copper coating. Main cable runs and wiring looms can be simulated by use of
appropriate size equipment wire though the conductivity scaling will then be incorrect.
Openings need to be left in the sides of the model to allow access for the measurement probe. These
openings must only be made in the parts of the model which are non-conducting.
Shielded rooms may be represented by metallised compartments though no measurement access into these
areas is possible. The lower part of the hull representing the area below the waterline should be spray
coated with copper paint to represent the good conductivity of the sea. The ship's ground system which
connects all the fixed metal equipment to the various earth plates on the hull should also be included in the
model. The model ideally should be recessed into a ground plane to represent the sea.
The model HF whips should be energised by a method which alters the electrical characteristics of the model
as little as possible. A means of measuring the power delivered to the whips is required. Input powers to the
model whips are reduced by the square of the scale factor from the powers on the full size vessel.
A means of measuring the currents in the cables is required using a suitable current probe. The locations of
the measurements should be chosen to be distributed throughout the model and to be accessible by the
measuring probe. Extra attention should be made to measure locations were sensitive equipment is
expected to be housed or where main signal cables are to be routed.
C.7 Land Based Sea Systems
C.7.1 Introduction
Sea systems located on land in dockyards or at Land Based Test Sites (LBTS) are placed in an environment
that is not fully represented by the Sea Service Ship Above Decks or Ship Below Decks limits given in Part 3
of this standard. Modified limits to reflect the land based sea service requirement are given in Part 3.
Dockyards experience ships transmissions therefore there is potential for a severe radiated environment but
dependent on the distance from ships locations and any protection provided by buildings. The power supply
EMC characteristics will be that of the building or facility where the system is located. For LBTS there may be
co-located transmitters otherwise the radiated and conducted environment is more closely related to a
civilian environment however the Sea systems may need to be co-located and interface to other Sea
systems compliant with Part 3 of this standard and therefore compatibility needs to be maintained.
Where possible, equipment will be tested in accordance with Part 3 of this standard but for large or complex
IUT, the EMC in-situ methods given in Clause C.2 of this standard may be used.
The IUT shall be categorised as either a safety related or non-safety related system. Safety related systems
require emission and susceptibility assessment whereas non-safety related systems require emission
assessment only. Non-safety related system susceptibility will be taken into account by selecting a suitably
benign location and/or applying installation EMC protection measures for the system.
C.7.2 Sites with Transmitters
The threat from transmitter radiated fields to an IUT will depend on their proximity to the source. This should
be established by survey, calculation or by reference to Part 2 of this Standard. The site should be divided
into zones with diminishing severity based on distance from transmitters. A set of radiated susceptibility limits
for each zone can then be set and applied to IUT installed within each zone. The reduction in radiated field
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due to buildings and other structures will vary with frequency and cannot be easily predicted. A survey will be
able to quantify any reduction in severity of radiated field from a particular transmitter due to the building
fabric. For large or complex IUT that cannot be tested in a screened room, it is recommended that a mutual
interference trial is performed with co-located systems and transmitters in the vicinity using a similar
procedure to Clause B.6. If a full set of transmitters are not available (e.g. ships not in port), a local radiated
susceptibility test may be applied but limited to frequencies within licensed bands and subject to a risk
assessment for RF exposure in accordance with HPA-RPD guidelines. The site radio licensing authority
should be contacted for approval.
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Annex D
Signal Format (Submarines)
NOTE The following signal format is given as typical of a signalled report made after the wash up meeting following
an EMC Part I (or Part II) Trial.
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Annex E
Typical Test Form for EMC Part 1 Trial (Submarines)
NOTE 1 This Annex contains an outline for the EMC Part I trial test form for guidance in the preparation of a
document by a test group for a specific nuclear submarine in accordance with BR 3018 Chapter 7, The results sheets
shown at Clause E.7 of the test form show the layout and headings, with typical examples of equipments and machinery.
NOTE 2 A similar document to the test form should be available to the Trials Director of a conventional submarine,
with suitable results sheets.
TEST FORM
ELECTROMAGNETIC COMPATIBILITY TRIAL PART I
E.1 Object
The EMC trial is to establish by subjective judgement of the visual and aural outputs of the electronic
systems that they are acceptably free of electrical interference and that from the EMC aspect the submarine
is safe to proceed to sea on CSTs.
The principal electronic systems to be investigated are:
a) Sonar equipments, including sonar aural recording equipment, and echo sounders.
b) Radio and radar equipments.
c) Reactor instrumentation and Air Particle Detectors (APD).
d) Internal communications system.
e) Autopilot.
f) Navigation systems.
g) Ship control console electronics.
h) Machinery control electronics
E.2 References
Drawings Sheet/Issue
Internal communications system drawings
Documents
Ship's Operating Procedures
Noise Reduction Manual, SMP 30
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E.3 Prerequisites
Before commencement of the EMC Part I trial, the following prerequisites are to be satisfied:
a) Submarine to be secured alongside, out of dock.
b) All electrotechnical equipment including internal communications to be operational having been set to
work and passed HAT. All emergency telephones to be fully operational.
c) Submarine to be self-sustaining.
d) All shore cables to be removed from the submarine, including the earth cable, with the exception of a
single emergency telephone.
e) Only one hatch to be open to limit access.
f) All masts to be lowered.
g) No other trials or work (including painting) to be permitted during the EMC trial without the specific
agreement of the Trials Director.
h) Ship's battery to be connected. Ventilation state GREEN assumed.
i) All rubber bladed fans to be operational.
j) All Rip Outs on equipment to be operated during trial to be completed and signed off.
k) Keys to locked offices to be available.
l) Temporary stanophone communications to be provided between control room, sound room and WT
office.
m) WT antenna feeders are to be disconnected as close as possible to pressure hull connections, and
dummy loads connected.
E.4 Special Precautions

Emission security regulations are to be observed. Normal rules are to apply for access to compartments or
equipment to which security restrictions apply.
The Trials Director will control the starting and stopping of all machinery through the Engineer Officer of the
Watch. Possible hazards to divers are to be considered.
E.5 Notes
The first trial will be conducted in the minimum equipment state compatible with ship and reactor safety.
Subsequent trials will be carried out with groups of machinery and equipment run while susceptible
equipments and systems are monitored.
The internal communications system will be used solely for trials purposes, except in emergency.
Contractor's or Ship's staff are to have operational control of all machinery to be run in the trial.
Watchkeeping personnel are to be available for operation of all machinery and equipment required during
the trial.
122 UK OFFICIAL
Any interference experienced during the trial is to be reported immediately to the Systems Co-ordinator, who
will, if necessary, initiate further tests to trace the source causing the interference if time allows.
Sonar sets will be in passive state during the trials.
With the appropriate antennas raised, transmissions will be made at full power on HF, VHF and UHF as
required during the trial.
Trials personnel will be in attendance to observe and assist in corrective measures, as necessary, in the
event of interference.
E.6 Procedure
(Linking of certain internal communication system speech lines and settings of master unit keys will be
tabulated as relevant to the specific submarine).
Equipment is to be run as in trial No 1 of the machinery running schedule Clause E.7.1. This is the minimum
consistent with reactor and ship safety.
Individual groups of machinery will then be run and susceptible systems and equipment monitored for
interference, noting the outcome on results sheet Clause E.7.2.
The machinery running schedule is to be completed to show the states in which the machinery was run.
During the trials a constant visual/audio check is to be kept on the following:
a) Sonar equipments and echo sounders.
b) Radio and radar equipments.
c) Reactor instrumentation and APD's.
d) Internal communications system.
e) Autopilot.
g) Ship control console.
h) Machinery control.
If any interference is noted, it is to be reported to the Systems Coordinator immediately.
A wash up meeting will be held on completion to form an initial appreciation of the EMC trial results.
UK OFFICIAL 123
E.7 Results Sheets
E.7.1 Machinery Running Schedule
Machinery or Trial No 1
Trial No 2 Trial No 3 Trial No 4 (All
Equipment (minimum self-
as determined by Trials Director machinery)
Operating sustaining state)
Intermediate configurations determined by Trials

Main Circ Water Director to represent normal operating conditions
Pump, No 1 Fast and to ensure that all equipment is operated at
some time during the trial.
Main Circ Water

Pump, No 1 Slow
Condensate
Extraction Pump
No 1
E.7.2 Susceptible Equipment
Equipment or System Trial No 1 Trial No 2 Trial No 3 Trial No 4 Comments
Sonar 2001, Passive Display
Sonar 2001, Sector Display
Sonar 2001, Initial Detection

Display
Internal Communication
System, SSE Call Control
Room
Internal Communication
System
124 UK OFFICIAL
Annex F
Typical Test Form for EMC Part II Trial (Submarines)
NOTE 1 This Annex contains an outline for the EMC Part II trial test form for guidance in the preparation of a
document by a test group for a specific nuclear submarine in accordance with BR 3018 Chapter 7, The results sheets
shown at Clause F.8 of the test form show the layout and headings with typical examples of equipments and machinery.
NOTE 2 A similar document to the test form should be available to the Trials Director of a conventional submarine.
NOTE 3 The EMC Part II trial will normally be conducted following completion of the static noise trials. The
instructions and procedures for diving the submarine, and safety requirements, are covered by the static noise trials test
procedure.
TEST FORM
ELECTROMAGNETIC COMPATIBILITY TRIAL, PART II
F.1 Objective
The objective of the EMC Part II trial is to observe and, for equipments specified in the test form, make
quantitative measurements of the interference picked up by electronic systems to demonstrate that the
installed equipments meet the EMC requirements for the vessel, and do not cause interference with other
equipments. The following equipments are to be investigated:
a) Sonar equipments, including sonar aural recording equipment, and echo sounders.
b) Radio, radar and ESM equipments.
c) Reactor instrumentation and APD's.
d) SIRS.
e) AIO, fire control and weapon system data highways.
g) Ship control console electronics.
h) Internal communication systems.
i) Machinery control electronics.
j) Other susceptible computers and systems as called up on this test form.
F.2 References
Documents Sheet/Issue
Static Noise Trial Test Procedure
Noise Reduction Manual SMP 30
UK OFFICIAL 125
F.3 Prerequisites
Before commencement of EMC Part II trials, the following prerequisites are to be satisfied:
a) The EMC measuring equipment is to have itself been checked as conforming to Part 3 for
electromagnetic compatibility and care is to be exercised to ensure that the measuring equipment when
connected does not generate interference within the system under test.
b) All submarine equipments are to have been set to work and operable.
c) The submarine is to be self sustaining or using its own electrical supplies. Shore supply is not
acceptable.
d) The submarine is to be dived between the buoys of the static noise range.
e) Ship's staff are to be available to assist the trials team by operating machinery and systems as required.
f) No other trials or work is permitted during the EMC trial without the specific agreement of the Trials
Director, and test equipment not associated with the EMC trial is to be disconnected and removed.
g) The trials team is to be allowed access to all compartments and spaces in which electrotechnical
equipment is installed.
h) Keys to any locked offices are to be available.
i) A method of connecting psophometers to internal communications system test point stations is to be

available.
j) Temporary stanophone communications are to be rigged between the trial control centre, sound room,
sonar cabinet space and WT office.
k) The machinery running schedule is to be completed showing the machinery and equipment available for
the trial.
l) Trials analysis equipment is to be connected to antenna feeders and weapon equipment signal lines s
required by the trials team.
m) Trials analysis equipment is to be in date for calibration.
F.4 Special Equipment (Trials Team to Provide)

(Special test equipment for the EMC Part II trial should be listed here for example, analysis equipment,
dummy loads, psophometers, dummy internal communications system handsets.)
F.5 Special Precautions

a) Ship's diesel generators to be at immediate standby on surfacing.
b) Battery to be at least 80% charged before diving.
c) If shore supply has to be energised, the EMC Part II trial is to be temporarily aborted. The precautions in
the static noise trial test procedure on shore supply cable top hat pressures must be observed.
d) The Trials Director will control the starting and stopping of all machinery through the Engineer Officer of
the Watch.
126 UK OFFICIAL
e) The internal communications system is only to be used for trials purposes, except in emergency.
F.6 Notes
Ship's Staff Watchkeepers will have operational control of all machinery and equipment required during the
trial. The radio, fire control and sonar maintainers are to be available to assist.
The Trials Director will bold a briefing meeting before the commencement of the trials to be sure that the
trials objectives are known, to define individual responsibilities and to describe in outline the programme and
trials requirements.
For analysis of sonar interference records, it will be necessary for the turbo generators to be operated at
slightly different frequencies (e.g. 59.5 and 60.5 Hz) for short periods.
F.7 Procedure
a) The sonar sea state is to be recorded at the beginning and end of the trials period.
b) To obtain and record interference reference levels the first trial group will be the minimum self sustaining
state, involving the operation of the minimum equipment acceptable for reactor and ship safety, as
indicated on the machinery running schedule Clause F.8.1.
c) For each subsequent group of machinery called for in the machinery running schedule, interference
levels will again be taken at electronic equipments and selected internal communications system
stations. Measurements are to be noted on results sheet Clause F.8.2.
d) Any interference experienced during the trial is to be reported to the Systems Co-ordinator immediately,
who will initiate action to identify the source if time allows.
e) The machinery running schedule will be completed to record the groups in which the machinery was run.
The final group will include the maximum practicable machinery/equipment in operation.
f) Recorded readings will be compared against the specified interference limits, held by the submarine DT.
UK OFFICIAL 127
F.8 Results Sheets
F.8.1 Machinery Running Schedule
Machinery or Trial No 1 Trial No 2 Trial No 3

Trial No 4 (All
Equipment (minimum self
machinery)
Operating sustaining state) as determined by Trials Director
Main Circ Water Intermediate configurations determined by Trials

Pump, No 1 Director to represent normal operating conditions
Fast and to ensure that all equipment is operated at
some time during the trial.
Main Circ Water

Pump, No 1
Slow
Condensate
Extraction Pump
No 1
F.8.2 Measured Interference Levels
Test
Equipment/ System Measured Interference Comments
Limits a
Trial No 1 Trial No 2 Trial No 3 Trial No 4
VLF Receiver
MF Receiver BB
Antenna Feeder CC
Sonar Type EE
Radar Type FF
ESM Receiver GG
Internal
Communications
System: Station 1 to
CR
a to be specified by the platform project
128 UK OFFICIAL
Annex G
List of Abbreviations Applicable to this Part of the Standard
AC Alternating Current
A/C Aircraft
AF Audio Frequency
AIO Action Information Officer
AIP Aeronautical Information Publication
AMU Antenna Matching Unit
APD Air Particle Detector
APU Auxiliary Power Unit
BCI Bulk Current Injection
BCM Bulk Current Monitoring
BER Bit Error Rate
Bilog Biconical – Logarithmic Antenna
BS British Standard
CE Conducted Emission
C3I Command, Control, Communications and Intelligence
CINCFLEET Commander In Chief of the Fleet
COTS Commercial Off The Shelf
CPO Chief Petty Officer
CS Conducted Susceptibility
CMDR Commander
COMPLAN Communications Plan
CUP Capability Upgrade Period
CW Carrier Wave
DA Design Authority
dBμV Decibel reference to 1 micro volt
UK OFFICIAL 129
DC Direct Current
DE&S Defence Equipment & Support
DED Docking and Essential Defects
DEF STAN Defence Standard
DE3A Defence Electromagnetic Environmental Effects Authority
DG Director General
D Log Director Logistics
DPA Defence Procurement Agency
DSTAN UK Defence Standardization
DT Delivery Team
DWEO Deputy Weapon Engineer Officer
E-field Electric Field
EED Electro Explosive Device
EM Electro Magnetic
EMC Electromagnetic Compatibility
EMF Electro Magnetic Field
EMI Electro Magnetic Interference
EMP Electromagnetic Pulse
EN Euro Norm (European Standard)
EQE Equipment Qualification Evidence
ESD Electrostatic Discharge
ESM Electronic Support Measures
EU European Union
EUT Equipment Under Test
EWEMIT Enhanced Weapon Electronic Mutual Interference Trial
FFR Fitted For Radio
FMEA Failure Mode and Effects Analysis
FOL Fibre Optic Link
FOSM Flag Officer Submarine
130 UK OFFICIAL
FREQ Frequency
GHz Giga Hertz
GRP Glass Reinforced Plastic
GRWAVE Ground Wave
HAT Harbour Acceptance Trials
HF High Frequency
HIRF High Intensity Radiated Field
HIRTA High Intensity Radio Transmission Area
HPARPD Health Protection Agency Radiation Protection Division
HPM High Power Microwave
IEC International Electrotechnical Commission
IFF Identification, Friend or Foe
ISO International Standards Organization
ITU International Telecommunication Union
IUT Installation Under Test
JSP Joint Services Publication
kHz Kilo Hertz
LBTS Land Based Test Site
LISN Line Impedance Stabilization Network
LLS Low Level Sweep
LLSC Low Level Swept Current
LLSF Low Level Swept Field
LRU Line Replacement Unit
MA Military Aircraft
MBT Main Battle Tank
MC Mission Critical
MCMV Mine Countermeasures Vessel
MCU Mission Computer Upgrade
ME Marine Engineering
UK OFFICIAL 131
MEMIC Mobile Electromagnetic Incompatibility
MEO Mechanical Engineering Officer
MF Medium Frequency
MHz Mega Hertz
MI Mutual Interference
MOD Ministry of Defence
MOTS Military Off The Shelf
MTE Military Task Equipment
mW Milli Watt
NATO North Atlantic Treaty Organization
NBC Nuclear, Biological, Chemical
NEMP Nuclear Electromagnetic Pulse
NRPB National Radiological Protection Board (now superseded

by HPARPD)
NW North West
OATS Open Area Test Site
ODMA Operational Date Materiel Assessment
OPDEF Operational Defect
PO Petty Officer
RADHAZ Radiation Hazard
RAM Radiofrequency Absorbent Material
RE Radiated Emission
RF Radio Frequency
RFI Radio Frequency Interference
RS Radiated Susceptibility
RTS Release to Service
SATCOM Satellite Communication
SC Safety Critical
SINAD Signal to Noise And Distortion
132 UK OFFICIAL
SIRS Ship Installed Radiac System
SRAD Susceptibility RADHAZ Designator
SRMH Single Role Mine Hunter
SSBN Nuclear-Powered Attack Submarine
SWS Strategic Weapon Systems
UAV Unmanned Air Vehicle
UHF Ultra High Frequency
UK United Kingdom
V/m Volts Per Metre
VHF Very High Frequency
VSWR Voltage Standing Wave Ratio
WEMIT Weapon Electronic Mutual Interference Trial
WEO Weapon Engineer Officer
WT Wireless Telegraphy
UK OFFICIAL 133
UK OFFICIAL
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UK OFFICIAL

Defence Standard 59-411 Part 4

Table 1 Test Method Selection ..................................................................................................................10

Amd No. Date Text Affected Signature and Date

Defence Standard 59-411 Part 4, Issue 1, dated 23 January 2007

Defence Standard 59-41 Part 4, Issue 3, dated 12 January 1996

Defence Standard 08-112 Issue 1, dated 1 April 2000.

Defence Standard 58-06 Issue 1, Amendment 1, dated 27 September 1991

Def Stan 59-411 Part 1: Management and Planning

This Page is Intentionally Blank

Electromagnetic Compatibility - Part 4 - Platform and System

4 Abbreviations and Definitions

5 General Test Requirements

5.2 Test Sites

5.2.1 Anechoic or Semi-Anechoic Screened Room

5.2.2 Unlined Screened Room

5.2.3 Open Site

5.2.4 Reverberation Chamber

5.2.5 In-Situ Test Site

5.3 Ground Plane

5.4 Power Supply Filtering

5.5 LISN and Power Supply Impedance

5.6 Length and Arrangement of Connecting Leads to an IUT

5.7 Ambient Electromagnetic Noise Levels

5.8 Position of Current Probe for Conducted Emission Tests

5.9 Conducted Emission Measurement, Test Methods DCE01 and DCE02

5.10 Radiated Emissions, (RF) Antenna Positions

5.11 Test Method DCS01

5.12 Test Layouts

NOTE For C the recommended value is at least 0.1 μF

5.13 Classification of IUT and Limits for EMC Testing

Table 1 Test Method Selection

All test methods Yes No No

RF radiated emissions and radiated No Yes No

All test methods except DRE02, No No Yes

a DCS03 may be reinstated if the separation of the electronics is

A.1.3 This Annex does NOT address the following aspects:

A set of equipment/modules interconnected to provide a function.

Figure 5 shows an illustration of the terminology as applied to an aircraft.

Figure 5 Illustration of Platform/System/Equipment Definition

A.3 Overview of Available Test Procedures to Produce an EMC Clearance for

A.3.1 EMC Specifications

A.3.2 Equipment Qualification Testing

A.3.3 System Integration Rig Testing

A.3.4 Aircraft Test Approach Decision

A.4 EMC Test Routes to Release To Service

A.4.1 EM External Environmental Clearance

Table 2 Test Applicability for EM External Environment

0.2 to 2.0 MHz 2.0 to 32 MHz 790 MHz to 40

A/C High Level N/A b c

HPM N/A N/A

LLSC/BCI d N/A N/A

LLSF/HPM N/A N/A

0.2 to 2.0 MHz 2.0 to 32 MHz 790 MHz to 40

LLSF/EQE N/A N/A

0.2 to 2.0 MHz 2.0 to 32 MHz 790 MHz to 40

NOTE Key to Test Methods:

Radsus = Radiated Susceptibility

EQE = Equipment Qualification Evidence.

HIRF = High Intensity Radiated Field

HPM = High Power Microwave

LLSC/BCI = Low Level Swept Current/ Bulk Current Injection

LLSF = Low Level Swept Field

A.4.2 Step 1 - Establish Aircraft Target Clearance Environment