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