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MODERN AIRCRAFT POWER SYSTEM TESTING

M. VAN DEN BERGH, CNS Inc. Poway, USA, mathieu@cnspoway.com ,

I. Introduction
The Airbus A380 and Boeing B787 projects required technological advancements in many areas, including the on-
board electrical power distribution network. Innovations were required not only from Boeing and Airbus engineering
but also from suppliers of avionics, flight controls, landing gear, cabin electronics etc. The decision to replace many
hydraulics by electric motor driven systems in the A380 and B787, and changing from a fixed 400 Hz AC to a wide
frequency 360 800 Hz AC power system added more challenges. On these aircraft, a plethora of electrical and
electronic apparatus have to co-exist in a compatible manner, without disturbing each other or the aircraft power
distribution network. Thus power distribution network complexity increased substantially, and changes affect the 115
and 230 VAC three phase as well as the 28 VDC buses. This article provides some insight into power system
electromagnetic compatibility (EMC) testing, in accordance with standards such as DO-160, ABD0100.1.8 (Airbus),
and the 787B3 (Boeing) standards. In addition, the newer ABD0100.1.8.1B for the Airbus A350 project, and the AMD-
24 for the A-400M Aircraft will be mentioned briefly.

Modern project development methods


require critical path evaluation in the
early project stages, hence include
operational and reliability verification of
all systems. In complex projects like the
A380 and B787, concurrent engineering
is a mandatory concept. Therefore,
aircraft manufacturers build power test
and integration systems which allow
individual electrical and electronic
products, as well as power control
systems, and their interaction to be
tested.

Figure 1: Aircraft power distribution diagram

These power test systems usually includes a full scale cockpit, with all avionics systems, as well as important cabin
sections, including galleys and the electrical infrastructure. Boeing built a rather complete power test system, with a 270
kVA 3 phase power source and DC power sources that emulate the complete power system of the B787. Airbus
followed a more modular approach, with multiple power sources. Both systems aim to test the following (sub) systems;

Avionics controls and systems Ovens and galley equipment


Infotainment & passenger seats Water and waste water management systems
Air conditioning systems Door locking and security systems
Cabin lighting Baggage handling systems

This article gives some initial insight into tests involving equipment operation on electrical distribution systems. This
primarily involves operational aspects under conditions that may exist on board, including EMC related verification.

II. General structure and considerations for aircraft power systems tests
Figure-1 shows the typical structure of a 4 engine aircraft power system. Generally, the main generators G1-G4 provide
power while in stable flight. The aircraft receives ground power while at the gate, and power is transferred to the
auxiliary power units A1-A2 when disconnected from the gate, and until the aircraft is in stable flight. After reaching
stable flight, power is then transferred to the main generators. The name of the emergency generators speaks for itself.
Of course, all electrical/electronic systems are tested by the individual suppliers, but they also have to be tested when
integrated into the aircraft. Generally, these tests involve functional and operational verification under specified
conditions. Standards governing these tests are ABD0100.1.8 Electrical (Airbus) and RTCA/DO-160 (USA and
international use), 787B3-x (Boeing) and they specify normal, abnormal and emergency conditions. Conditions include
voltage and frequency variations, switching transients, dips and interrupts, and distortion of the electrical supply.

©Mathieu van den Bergh CNS Inc. Poway USA 1


Even normal operating conditions are demanding, as they include the above mentioned power switching transients
when the airplane transfers from ground power to its auxiliary generator(s), from auxiliary power to main generators in
flight, and later back to auxiliary power again, followed by the transition to ground power. Figure-2 below shows a
small collage of test requirements, from DO-160 and ABD0100, including some of the switching transients that
electrical equipment is subjected to. These switching transients, as well as the above mentioned frequency and voltage
variations, and (inter)-harmonics disturbances, occur on a normal operating basis, and all aircraft electrical and
electronic equipment must function without problems in these challenging environments.

AC Power Supply Requirements:

Execute > 600 Switching Scenarios

Control Rise & Fall Times of Voltages

Current Sink capability (regeneration)

Execute Predefined Test Tables

Figure 2 Sample of aircraft power system switching transients per DO-160 Fig. A and ABD0100 Fig. B

III. General structure of automated power systems testing


The number of immunity and emission tests as specified in ABD0100.1.8 (which applies to the A-380) for electrical
equipment) total in excess of 3000. The 787B3 and/or DO-160 standards have a total number of tests in the same order
of magnitude. To perform all these tests, the power tests systems require programmable AC and DC power sources that
can emulate the various events that need to be tested in an automated or semi-automatic process. Boeing uses a single
bigger power source as compared to the multiple distributed power sources used in the Airbus test rig. In both cases, a
powerful data acquisition system is added to the programmable power sources, in order to store all test data, and
generate the required reports, showing all systems coexist and function. The system in figure-3 illustrates a general
structure of the aircraft power simulation and EMC test configuration. This setup allows the user to program test
sequences that involve transients on just the DC side, just the AC side, or combined transients, either triggered by a
fault on the DC side or on the AC side. For example, if the AC voltage is transferred from one power source (auxiliary
power unit or APU to main generators) the DC voltage will go through a dip, the magnitude and depth of which are
determined by the transfer time of the AC. Similarly, a short circuit on the DC side will not only cause a DC voltage
drop, but also pull down the AC side momentarily, i.e. cause a sag of the AC voltage. In addition to this, there are the
many events, such as frequency changes (change in engine speed), and load changes. For example, power in the order
of 20 kVA in heaters may be activated in the galley when hot meals are being prepared. When a vacuum pump or other
motor is turned on, it has high inrush currents, etc. etc. Then there are the many immunity aspects that need to be tested.

©Mathieu van den Bergh CNS Inc. Poway USA 2


Fig. 3 Aircraft power system test setup for EMC and low frequency emissions and immunity test

Those immunity aspects include distortion, including audio signals being superimposed on the power lines (both AC
and DC). The distortions can be either harmonically related (for example due to current distortion) or can be inter-
harmonics, audio, or RF signals. In addition, the AC voltage frequency can be anywhere from 360 Hz to 800 Hz, and
voltages can be low, nominal or high. The programmable power sources therefore must have a great deal of flexibility.
Below is an example of a fast power transfer transient, and a distorted/reduced voltage pattern. The first example in Fig.
4a shows a very fast (2 ms) power transfer event. Generally, power transfers take longer, but the various standards
provide for a transfer of 1 ms, with rise/fall times of 1 ms as well. Thus, this is a mandatory test. The second example in
Fig. 4b also shows one of the more demanding tests patterns with the voltage going from a nominally (clean) 115 volt
rms, to a distorted voltage (8 % THD) that simultaneously drops to 90 V-rms @ 360 Hz.

Fig. 4a 2 ms power transfer (switching) transient Fig. 4b simultaneous voltage drop to 90 V & distortion

The equipment that is supplied by the voltage that goes through these transients, and is subjected to distorted and/or
reduced voltages must be able to ride-through or re-start to normal operation, because the above patterns may occur
under normal operating conditions. Some tests require that a separate external signal generator is used to superimpose
audio signals, and/or high voltage spikes onto the power line. One of these setups (as required by DO-160 and other
standards) is shown in Fig 5. A similar setup with the addition of filters, to protect the power source from the high
voltages, is used for the spike test, which requires voltage transients with durations from 1µS to 1ms to be
superimposed on the power lines. For the B787 the pattern in Fig. 7 applies, while ABD0100 (Airbus) and MIL-STD-
704 specify spikes up to 1000 Volt.

©Mathieu van den Bergh CNS Inc. Poway USA 3


Fig. 5 Test setup to superimpose audio on power lines Fig. 6 graph showing the spike test envelope

The illustration of Table LDC104-1 below shows one of the spike test requirements that apply to 28 VDC operated
equipment for the A350. The voltage spikes are applied to the DC power input, must reach their peak value within 2
µS, and have a duration that depends on the magnitude, as shown. It will be clear that the supplier of electronic
equipment has to take steps to protect the electronics from such high voltage spikes. The AMD24 standard (applies to
the A400M) has a slightly more elaborate spike test table with more intermediate voltages and pulse durations.

Each of the foregoing standards specifies a number of other electrical parameters that equipment must meet. For
example, a minimum power factor (PF) is required, which depends on the power level of the specific device. Also,
maximum current distortion levels are specified, in other words electrical products cannot emit too much distortion
onto the power lines, and their inrush current has to be within specific limit as well. So, the requirements cover both,
immunity and emissions. The latter (emissions) must be limited to make sure that the equipment does not cause
problems for other electrical products operated from the same power, and are comparable to the requirements that cover
radiated and conducted RF emissions and immunity for well know products like mobile phones.

IV. Conclusions:
Testing of aircraft electrical power distribution, and the many electrical and electronic systems connected to it, requires
a complex power simulation system with advanced data acquisition, and interdependent transient generation. Signal
coupling and line impedance networks are required as well. This article provides just an introduction to the multitude
and complexity of tests that are required to ensure modern aircraft are immune to the many disturbances that occur in
everyday operation, as well as those that may occur under abnormal or emergency conditions.

©Mathieu van den Bergh CNS Inc. Poway USA 4

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