AFFC-TM-84-1

<ELECTRICAL SUBSYSTEMS
FLIGHT TEST HANDBOOK.

F Kenneth J. Lush
T
Final Report
January 1984

Tiu douCment has been approvedfo

-. * public release and resale; it's distribution

In unlimited.

AIR FORCE PLIGHT TEST AR 418

SOWARDS AIR FORCE MASS, CALIFONA
AIR FORCE GSSEMS COMMAND
UNITED STATES AIR FORCE

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IL 04 03 190
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This handbook, TTM-84-1, Electrical Subsystems Flight Test Handbook, was

submitted under Job Order Number SC6322 by the Commander, 6520 Test Group,
Edwards Air Force Base, California 93523.

This handbook has been reviewed and cleared for open publication
and/or public release by the AFFTC Office of Public Affairs in accrodance
with AFR 190-17 and DODD 5230.9. There is no objection to unlimited
distribution of this handbook to the public at large, or by DDC to the
National Technical Information Service (NTIS). At NTIS, it will be
available to the general public including foreign nationals.

Prepared by: This handbook has been reviewed

and is approved for publication:

KENNETH J -AlUSH RONALD W. MAHLUM, Chief

Aerospace Engineer Flight Test Technology Branch

EDWARD B. RUSSELL, Colonel, USAF

Commander, 6520 Test Group

When U.S. Government drawings, specifications, or other data are

used for any purpose other than a definitely related government
procurement operation, the government thereby incurs no responsi-
bility nor any obligation whatsoev.r; and the fact that the government
may haveformulated, furnished, or in any way supplied the said
drawings, specifications, or any other data is not to be regarded by
implication or otherwise, as in any manner licensing the holder or any
other person or corporation of conveying any rights or permission to
manufacture, use or sell any patented invention that may in any way
be related thereto.

Do not return this copy; retain or destroy.

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"4.
AFFTC-TIH-84-1
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(If appicabie)
6520 Test Group ENMT
S. ADDRESS (City, State and ZIP Code) 7b. ADDRESS (City, State and ZIP Code)
Air Force Flight Test Center
Edwards AFB, CA 93523

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11. TITLE finclude Security Clamification)

Electrical Subsystems Flight Test Handbook (U)

12. PERSONAL AUTHOR(S)

.enneth J. Lush
13a, TYPE OF REPORT 13b. TIME COVERED 14. DATE OF REPORT (Yr.. Mo.. Day) 15. PAGE COUNT
SFInal FROM -A 3 TO 1-R4 84-I
- ,. 16. SUPPLEMENTARY NOTATION

17. COSATI CODES IS. SUBJECT TERMS (Con tinue on rve if necessary and identify by block number)
FIELD GROUP SUB. GR. Aircraft Equipment Flight Testing
2 iC Electrical

49, ABSTRACT (Conllnue on reverme if necenary and identify by block number)

This Handbook provides engineers with guidelines for the testing of aircraft electrical
subsystems. Future technological advances, characteristics of individual aircraft and
test programs and cost constraints may necessitate other methods being used in some cases.
A background is provided on aircraft electrical subsystems and the requirements to which
they are designed. Details are provided of individual tests, test support requirements
and evaluation criteria and suggestions made for presentation of results.

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. . ~(include
Am o
Kenneth J. Lush Autovon 350-3o1 ENMT
EDIIO OF IIA 3I BOEE
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SECURITY CLASSIFICATION OF THIS PAGE

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PREFACE

This handbook presents the methods used in testing and evaluating

aircraft electrical subsystems at the Air Force Flight Test Center (AFFTC),
Edwards AFB, California. The work was done under the authority of the Study
Plan for Development of a Handbook for Aircraft Electrical Subsystem Testing.

The format of this handbook is chosen to make it easily used by project

engineers of the Subsystems Branch, Airframe Systems Division of Flight Test
- Engineering, AFFTC. It is designed to introduce a newly assigned flight test
engineer to the subject and provide a working reference for planning and con-
duct of electrical subsystems flight tests and analysis, evaluation and
reporting of results.

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TABLE OF CONTENTS

PAGE NO.

LIST OF ILLUSTRATIONS 6

LIST OF TABLES 7

INTRODUCTION 8

OBJECTIVES AND ENVIRONMENT OF ELECTRICAL SYSTEM TESTS 9

Position of AFFTC in the Development and Evaluation Process 9

Agencies Involved 9

Multi-purpose Flight Tests 11

Reporting 11

FUNCTIONS & ELEMENTS 12

Generators & Generator Control 13

' Conventional 400 Hz 13

4 *Cycloconverter 13

Direct Current Link 15

270 Vdc 15

Variable Voltage, Variable Frequency 15

Permanent Magnet Generators 15

Cooling 20

Power Distribution & Management 20

Purpose & Functions 20

Conventional Approach 23
New Approaches 23

Examples of Current Systems 28

F-15 Electrical System 28

B-IB Electrical System 28

Primary Generator Channels 35

Emergency Generator Channel 36

AC Power Distribution 36

3
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PAGE NO.

Generator and Bus Control Operation 36

DC Power Supply System 37

External Power 37

Circuit Breakers 38

SYSTEM REQUIREMENTS 39

Introduction 39

Electric Power Characteristics 39

Modes of Operation 3

Normal Operation 39

Transfer Operation 39

Starting Operation 40

Abnormal Operation 40

Emergency operation 40

Interface Requirements 40

Utilization Equipment Requirements 40

,, ~Normal Operation 40

Abnormal or Transfer Operation 40

Starting Operation or Emergency Operation 41

Partial Power Failure 41

AC Phase Power Utilization 41

Transfer 41
ReurmnsfrAtraigCretPwr4

Requirements for AlterntinCurrent Power 41

Electromagnetic Compatibility Requirements 53

PLANNING FOR FLIGHT TESTS 54

Source Material 55

Identification of Tests Required 56

4
 PAGE NO

Operating Modes 56

Normal 56

Trans fer 56

Starting 56

Abnormal 56

Emergency 56

Ground Tests 58

External Ground Power 58

Internal Ground Power 58

Ground Tests in Preparation for Flight Test 58

Noma 5

Anormal 58

Emergency 58

Flight Test 58

Normal and Abnormal Mode 58

Emergency Mode 61

Instrumentation 62

Test Information Sheets 62

Integration with Flight Test Program 62

DATA MEASUREMENT, ANALYS IS AND EVALUATION 65

REFERENCES 73

-APPENDIX A - EXAMPLE OF TEST INFORMATION SHEET 75

APPENDIX B - EXAMPLE OF TEST PLAN SAFETY REVIEW 85

APPENDIX C - EXAMPLES OF TEST REQUIREMENTS A14D PROCEDURES 91

List of Abbreviations, Acronyms, and Symbols 99

.5 5
 LIST OF ILLUSTRATIONS

Figure No. Title Page No.

1 Functioning of Cycloconverter 14

2 Functioning of Inverter in Direct Current Link 16

3 Cross-section of AV-8B Generator 17

4 F-20G VSCF System Modules 18

5 Example of Proposed 270 Vdc System 19

6 Examples of Cooling Techniques 21

7 Electrical Multiplex (EMUX) System Control 22

8 Solid State Power Controller Operation 25

9 Comparative Schematics of Power Bus Structures 26

10 Aircraft Multiplex and Processor Standards 27

11 Schematic of F-15 Electrical System 29

12 Alternative Schematic of F-15 Electrical System 31

13 B-lB AC Power System 33

14 Unbalance Limits for 3-Phase Utilization Equipment 42

15 Envelope of AC Voltage Transients 44

16 Envelope of AC Frequency Transients 45

17 Limits for AC Overvoltage or Undervoltage 46

18 Limits for AC Overfrequency or Underfrequency 47

19 Limits for DC Overvoltage or Undervoltage - 28 49

volts Nominal

20 Limits for DC Overvoltage or Undervoltage - 270 50

volts Nominal

21 Distortion Spectrum of AC Voltage 52

22 Distortion (Ripple) Spectrum of DC Voltage 51

23 Example of Response to Changes in Electrical Lead 68

6
 7. P . . . . . . . .

LIST OF TABLES

Table No. TtePage No.

1 Interest and Responsibilities of Major 10

Agencies Involved in DT&E Flight Test
of Electrical Systems

2 B-lB Load Management Modes 3

3 AC Normal Operation Steady State 43
Characteristics

4 DC Normal Operation Characteristics 48

5 Flight Conditions for Tests in Normal and Abnormal 60

Operating Modes

6 Example of Test Instrumentation 63

7 Operating Modes Tested versus Flight 64

Conditions

8 System Evaluation Criteria 67

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INTRODUCTION

4 The purpose of this Handbook is to provide the AFFTC flight test engineer
responsible for evaluation of an aircraft
electrical system with the back-
ground, philosophy and procedures for planning and conduct of tests,
data
analysis and evaluation. It is advisory in nature and neither supersedes
Air
Force requirements nor relieves the Flight Test Engineer of the exercise
judgement in its application. of

The subjects addressed include the following:

1. The objective of the AFFTC evaluation and its

relationship to design requiremencs and to the needs of
-f the user.

2. Electrical system elements and basic functions.

3. A review and analysis of requirements.

4. Planning of flight tests.

5. Data analysis and system evaluation.

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OBJECTIVES AND ENVIRONMENT OF ELECTRICAL SYSTEM TESTS

The charter of the AFFTC is the development test and evaluation (DT&E) of
new and modified weapon systems. ln this role the Center is a bridge between
the design engineer and the operational user. Center evaluations of aircraft
N require not only engineering expertise to conduct a technical evaluation, but
also a keen and perceptive evaluation of the needs of the operator and of the
N environment in which the aircraft is to fulfill its mission. As an illustra-
tion of operator needs one may consider the tactical pilot who may have to
operate in an environment ranging from difficult and distracting to actively
hostile. The electrical system should be designed to minimize crew distrac-
tion and work load. Similarly, field servicing should be fast, simple and as
error proof under stress as is reasonably feasible.

Considerable attention will necessarily be given to testing against spe-

cific requirements, but the flight test engineer should seek comment from
flight crews with operational experience and continuously encourage ground
crews to evaluate the aircraft as an operational system. This Handbook
attempts to emphasize this approach,but in the final analysis it cannot be
fully defined in print, but must be ensured by the attitude and objectives of
the test team.

POSITION OF AFFTC IN THE DEVELOPMENT AND EVALUATION PROCESS

The contractor responds to the specific, program peculiar requirements

* of his contract and to generaj system requirements with an "end item
specification" for the electrical system of his aircraft. The contractor is
required to demonstrate compliance with this specification by flight test of
an aircraft representative of the production version. The primary function of
the AFFTC is to oversee and cooperate in these tests, perform independent
analysis of the data and, if necessary, conduct additional tests.

AGENCIES INVOLVED
Tests of the electrical system at the AFFTC are usually conducted by a
Combined Test Force involving a number of Air Force agencies as well as the
contractor. Table 1 (page 10) shows the interest and responsibility of each
of the major agencies involved. It is important to appreciate the interest
and expertise of the agencies involved in order to cooperate effectively. For
example,
a. The contractor develops the system and demonstrates to the system
Program Office that it meets specifications.

b. The System Program Office reviews the data to check compliance.

c. The AFFTC independently analyzes data, performs additional tests as

necessary, provides independent evaluation and reports to the System Program
Office.

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The flight test program is cooperatively developed and is defined in

detail in Test Information Sheets (TIS), (an example is included as Appendix A
of this handbook). The AFFTC flight test engineer conducts tests or par-
ticipates in tests conducted to ensure that AFFTC responsibilities are met.
As the flight program and development of the test aircraft progresses, the
relative roles and responsibilities of the members of the test team change.
Initially, emphasis is on developmental testing. Later emphasis shifts to
test and evaluation, with increased participation by the AFOTEC and using com-
mands. Even though much of the work may be performed by the contractors team
the AFFTC engineer must initiate and conduct tests, as necessary, and oversee
analysis and evaluation of results.

MULTI-PURPOSE FLIGHT TESTS

Many electrical system tests will be performed during other tests or

during flights which also involve other tests. Hence, the engineer
responsible for the test must:

a. See that his tests are properly performed.

b. Encourage the flight and ground crews to report any incidents

pertinent to the electrical system.

Since electrical system tests are often performed piggyback on other

tests or as alternate missions when the primary mission cannot be performed,
the test engineer must see that his tests are properly briefed and that the
necessary instrumentation is functional and is used.

Also, the subsystem engineer must interface in some areas of test with
other AFFTC organizations such as Human Factors, Reliability and Maintaina-
bility or Technical Order Verification and Validation. For this purpose he
should identify contacts within these organizations to facilitate good
liasion. All-weather tests are usually performed on the total weapon system
under the direction of an all-weather test engineer. The electrical test
engineer works closely with the all-weather test engineer to develop the test
program, plan for the retrieval of his data, conduct the analyses and write
the subsystem report.

REPORTING

Problem areas discovered during the test program are immediately reported
in Service Reports, (formerly known as Deficiency Reports), as required in
References 1 and 2. These are the action documents. They are sent to the
System Program Office and reviewed by an SR Review Board. If the Board
accepts them a Material Improvement Program (MIP) number is assigned and the
SR is sent to the contractor for review and proposed solution. The final
report on the DT&E tests of the electrical system will review these as part
of the overall evaluation of the aircraft.

II

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 FUNCTIONS AND ELEMENTS

The function of the electrical system is to provide reliable, controlled

electrical power of acceptable quality to all the using components such as
avionics, flight control computers and fuel pumps. Normally the electrical
system is considered to end at the delivery point to the using component.
However if, for example, electric actuators are used in place of hydraulic
actuators for such tasks as operating flaps or inlet ramps then by analogy
with the definition of hydraulic systems, these actuators should be considered
as part of the electrical system.
MIL-STD-704D (ref 3) defines voltages, frequencies and other parameters
on the delivered power. The options are:

1. 115/200 V 3 phase, 400 Hz ac (230/400 V if specifically authorized)

2. 28 Vdc

3. 270 Vdc

The first two are commonly used, but use of (3) is being actively
considered (ref 4). The relatively high ac frequency of 400 Hz permits the
use of light, high speed ac generators (up to 24,000 rpm, see ref 5).

For many years the basic characteristics of aircraft electrical systems

have changed little. The major components are typically:

a. 115/200 V, 3 phase, 400 Hz generators with frequency and voltage con-

trols. The generators are driven at precisely controlled rotational speed by
Constant Speed Drives (CSD's) (hydromechanical devices). More recently the
CSD is integrated with the generator and the entire unit referred to as an
Integrated Drive Generator (IDG). Frequency is controlled by the speed
control and voltage by control of the field currents of the generators.

-.- ~b. transformer/rectifiers (TR's) which convert the ac power to 28 Vdc

power backed up by batteries.

c. distribution buses, relays, circuit breakers and current

limiters.

d. provisions to limit the effects of failures, including both cross-

over provisions between main generators and emergency generators.

In the past years, however, major development has been taking place on
alternate approaches and some of the results have already appeared as flight
hardware (AV-8B, F-20G, F-18).

The new approaches which are being developed have been made possible
primarily by dramatic advances in solid state devices, which can now switch
and control high powers, the resulting ability to use computers for generator
control and load control, and a substantial reduction in weights and volumes
of generators and motors made possible by samarium cobalt magnets.

12
 Implementation of these new approaches is being driven by increasing
demands on the capability and reliability of the electrical system (Ref 4)
such as anticipated requirements for:

Doubled power

Tripled distribution complexity

Substantially improved reliability and maintainability

GENERATORS AND GENERATOR CONTROL

The approaches in use or being considered include the following (Ref 6):

1. conventional constant speed, constant frequency (CSCF) using

a CSD or IDG.

2. variable speed constant frequency (VSCF) using a cycloconverter to

extract constant frequency from the varying generator output frequency (F-18).

3. VSCF using a dc link and an inverter (AV-8B, F-20G).

4. generators providing 270 Vdc power to all systems which can use power
in this form, conversion to 28 Vdc or to ac being made only where essential
(studies only).

5. similar to (4) but with variable frequency ac provided to as many

loads as possible.

Conventional 400 Hz:

The generators must run at a constant speed, within narrow limits, and
are driven by the main engines through the hydro-mechanical constant speed
drives which permit engine speed to vary over a range of about two-to-one
while maintaining generator speed and output frequency constant. Voltage
control is effected by control of the alternator field current. Constant
speed drives were developed in 1946 and applied to the B-36. Generators
driven by CSD's have since become the normal source for electrical power.
Only recently, with major advances in solid state devices, have alternate
approaches become competitive.

Cycloconverter:

The cycloconverter approach, which is used on the F-18, replaces the

constant speed drive and generator for providing 400Hz power. The generator
is driven directly by the engine and produces power at frequencies varying
with engine speed. For efficiency the output must be at least 2400 Hz and a
6 phase.

The desired 3 phase, 400 Hz power is then extracted electronically by the

cycloconverter (Figure 1) by switching between these six phases. Presently
the switching is performed by Silicon Controlled Rectifiers (SCRs). Voltage
regulation is normally accomplished by control of the field current in the
alternators but could be effected by directly controlling the wave form
extracted by the cycloconverter from the generator output.

13

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 -2? Direct Current Link:

Using a direct current link the generator is driven directly, at varying

speeds, by the engine, but the output is then rectified and the desired 3
phase 400 Hz wave forms are generated by inverters using a pulse width modu-
lating technique (Figure 2). In the case shown generator voltage is controlled
by controlling the widths of the pulses. In the design shown, the inverter
produces the three phases with no neutral. This is made into a three line
plus neutral system by a neutral forming transformer. Unbalanced loads pro-
duce a "neutral" current flow in the transformer windings which flows back to
the inverter. This type of system is being used on the F-20G and the AV-8B
(Westinghouse) and is under development for the C-130 (Bendix). Figure 3
shows a cross-section of the AV-8B generator and Figure 4 illustrates how the
F-20G system is modularized.

270 Vdc:

The cycloconverter and dc link systems replace only the constant speed
unit and its controls. The 270 Vdc concept, which is at present in the
study/comoponent development phases, proposes using 270 Vdc for all applica-
tions which do not have to use power in other forms. This can include not
only such tasks as de-icing but also the use of dc motors as actuators.
Recent developments have made brushless dc motors close to being competitive
with hydraulic actuators. Thus, primary power distribution would be in 270
Vdc form (Figure 5). An interesting feature for commercial application is
that 270 Vdc is readily obtained from commercial electric power. The genera-
tors rectify the power internally, as with an automobile alternator. This
approach is being studied in a joint effort by Lockheed California Company and
the US Navy (Ref 4).

Boeing, in a study of an all electronic airplane concept (Ref 7), pro-

~1* posed a mixed system which provides both 270 Vdc power (200 Kw) and 115/200 V
400 Hz ac power (80 KVA). The generators are permanent magnet (samarium cobalt)
which put out variable frequency, variable voltage power. Regulated 270 Vdc
power is produced by silicon controlled rectifier bridge networks and the 400
HZ power is by cycloconvertors.

Variable Voltage. Variable Frequency:

In the variable voltage, variable frequency approach the generator is

directly geared to the engine but the output is not immediately rectified. It
* is used directly where possible, for such functions as de-icing, heating,
powering, galley and ac induction motors. A smaller percentage is converted
* to 270 Vdc or to three phase 200 V, 400 Hz ac. Although there is no pro-
duction experience with this type of system it was selected by Lockheed
California Company, in a study for NASA, as th ipetadms fficint-
system for an all-electric airplane. The all-electric application replaces
all hydraulic actuation functions with electrical actuation (Reference 6).
These functions could include starting and using the generators as starter
motors. The study suggested that a substantial reduction in weight and fuel
consumption might be achieved by this approach.

Permanent Magnet Generators:

Permanent Magnet Generators, (PMG), (normally with rotating permanent mag-
nets and stationary (windings), are inherently very simple and reliable. For
this reason they are frequently used to provide electrical power for the main
generator control units (Figure 2). The PMG is part of the main generator
assembly, using the same shaft (Figure 3). On the F-16 a PMG is included in
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the emergency generator package to provide backup power for the flight control
electronics if the emergency generator fails but is still rotating. On the
F-15 PtGs provide power for generator control on both primary generators and
on the emergency generator.

COOLING

The generators and, when used, cycloconverters and inverters handle very
high powers within small volumes. Since they are less than 100% efficient
provision must be made to remove the excess heat. Generators are oil cooled
either by conduction to oil passed through cooling channels or by spraying
cooling oil directly onto, for example, the armature. The oil is in turn
cooled by an air-oil or fuel-oil heat exchanger. Conduction-cooled genera-
tors, in which the oil does not directly contact electrical or electronic
parts may conveniently share cooling with the accessory drive gearbox using
its oil and heat exchanger. Figure 6 (ref. 8) shows a diagram of such an
arrangement used on the F/A-18. With spray cooled generators it is usually
more convenient to use a separate oil system rather than incur the complica-
tion of protecting the gearbox oil from possible contamination from the
electrical parts. Figure 6 also shows a diagram of a spray oil cooling system
for the F-20G. The oil used is usually MIL-L-7808 USAF or MIL-L-23699 (USN)
(which are ester base synthetic oils). Items with relatively lower heat
dissipation requirements may be cooled directly by convection (air) or by
being mounted on a cold plate cooled by oil or air.

POWER DISTRIBUTION AND MANAGEMENT

Purpose and Functions:

These may be summarized as follows:

a. deliver electrical power of the required type, quantity and quality

to all using components in normal operation.

b. continue (a) in "abnormal" operation - e.g. failure of one generator

(except in a single engined aircraft).

c. provide the required type, quality and quantity of electrical power

to flight essential components in "emergency" operation.

d. provide for power for ground checkout, including provisions to

supply power from an external source and to check the quality of that power
(voltage within limits, all phases present and in proper sequence.)

e. control load on remaining generators in case of a generator failure

by shedding load as necessary (this prevents cut out of the surviving genera-
tor by their own protection devices) and bring using units back on line when
power is restored.

f. isolate failed components.

Primary ac power goes first to one or more ac buses from which it will
go:

1. directly to using components.

2. to an emergency ac bus which supplies flight essential component

using 115/200 V ac power.
20
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Figure 7 Electrical Multiplex (EMUX) System Control

'22
 3. to Transformer Rectifiers CTR's) to supply 28 Vdc power.

4. to dc buses.

5. to an emergency dc bus.

Conventional Approach:

Until fairly recently the approach to performing the above functions has
been fai.:y standardized. Typically the primary 400 Hz, 115/200 Vac power goes
first to one or more ac buses from which it goes:

1. directly to using components which use this form of power and are not
flight essential.

2. to an emergency ac bus which supplies flight essential components

which use 115/200 Vac power.

3. to Transformer Rectifiers (TR's) which supply 28 Vdc power to dc

buses. These directly supply components which use this form of power and are
not flight essential.

4. to the flight essential dc components via the essential dc bus.

Switching provision is made to supply the flight essential buses from the
emergency generator and also to provide external ground power to all using
components. The system is controlled by electromechanical devices such as
switches, relays and circuit breakers.

New Approaches:

A different concept for aircraft electrical power distribution that eli-

minates many of the disadvantages of a conventional system has been developed
(Ref 10). This advanced electrical system incorporates a central computer for
the control of distributed power and a multiplexed digital data bus for
-'C. routing control information between input switches and load relays. A
simplified form of this system is shown in Figure 7. Control functions are
input to a central data acquisition system by Remote Input Terminals (RITs).
These discrete (on-off) inputs are used as elements in a Boolean logic
equation which is being continually solved by the central computer. The
equation output (True or False) is routed by the data bus to a Remote Output
Terminal (ROT) and used as the control signal for the load relay or solid
state power controller. The multiplexed data acquisition system and computer
perform essentially the same functions the aircraft wiring, control relays,
and svitches do in a conventional distribution system. The end result in both
-- cases is the application of power under controlled conditions to a specific
load.

The central computer can also provide control functions such as load
shedding and phased turn-on of loads that cannot be done easily by a conven-
tional system. Although the computer controlled distribution system can use
relays and thermal circuit breakers to control power to the loads, it is
generally proposed to be used with solid state power controllers. A solid
state power controller CSSPC) provides the functions of the circuit breaker
and control relay in one package. It can also provide the status (i.e., ON,
OFF, TRIPPED, FAULT) of the power controller to the central processor.

23

vq - ,-5 .R.
 Figure 8 illustrates the power controller functions and typical over-
current protection features. The SSPC also provides soft turn-on and turn-off
which reduces switching transients on the power bus. The computer controlled
electrical distribution system is known by many names of which EMUX (Electrical
Multiplexing) is frequently used.

Figure 9 shows comparative schematics of conventional and EMUX power bus

structures. In the EMUX approach the loads are not connected directly to a
* primary bus. Each load is connected to a Load Management Center (LMC which
controls the electrical power to the load and protects the interconnected
wiring by using solid state power controllers. Semiconductor switches and the
system control computer assure that the LMC internal power bus is connected to
only one primary bus at a time. The central processor via the multiplex data
bus also determines which loads are connected to the internal LMC power bus.
Through the use of a stored program, the central processor can automatically
shed loads to prevent overload of the primary generators. This system load
shedding capability is especially important under major fault conditions. The
computer can prevent complete system shutdown. The system can provide higher
reliability power for flight essential loads by incorporating a backup power
source such as a battery for load management centers which are designated as
flight essential. Flight essential loads can also be powered from two of
4 these LMC's to provide increased reliability.

The development of specialized EMUX hardware and software is expensive.

New standards being implemented by the Air Force will help in the reducing
develoment costs associated with multiplex systems, standard processors, and
their system and support software. Figure 10 shows some of the major standards
and specifications that have been developed to standardize aircraft avionics.
These standards are very important in any integrated electrical power control
system.
The multiplex system standard (MIL-STD-1553B) standardizes the data bus
and the interface with processors and remote terminals. Remote terminals, for
5 example, are now being implemented with Large Scale Integration (LSI)
microelectronic devices and a few discrete components. This makes it possible
to manufacture the remote terminal on a printed circuit module and integrate
it into the processor and electrical load management centers. This will
significantly reduce the aircraft wiring complexity. Standard digital proces-
sors such as the AN/AYK-15A have significantly reduced development and
production cost. Vendor competition will assure high quality hardware at
reasonable prices. The use of standard avionics processors has not yet been
demonstrated for electrical system control. This will be done on an ongoing
electrical system development program. The primary concern with using a pro-
cessor designed for avionics functions is the overhead in processor time and
memory requirements. Much faster and more efficient processors can generally
be designed to perform Boolean logic.

The use of a standard higher order programming language such as defined

in, MIL-STD-1589A results in standard ground support hardware for software
development and maintenance. Again the electrical system designer can take
advantage of this software development capability. The electrical system will
require different computer programs to generate aircraft system software;
however, the hardware that is required to perform this effort will be the same
hardware that is used for other integrated avionics functions.

24

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27
% EXAMPLES OF CURRENT SYSTEMS

F-l5 Electrical System:

This, being a relatively old design, is a conventional system (Figure

,~ ~ 11). There are two primary generators, one driven by each engine by a
%4 constant speed drive off of the accessory gearbox. These two generators nor-
mally supply separate, left and right ac buses. In case of loss of power from
j one generator, the other can supply both buses, but phase matching of the
generators is not required. The essential ac bus is normally supplied by the
left ac bus but it will be supplied by the right ac bus if the left generator
fails and by the emergency generator if both main generators fail. Ground
power can supply the system through the left and right ac buses after its
quality has been verified by the external power monitor.

The right ac bus normally supplies:

- The right 28 Vac bus, through a transformer

- The right 28 Vdc bus, through a transformer rectifier. (This bus

supplies the master arm and armament buses (Figure 12).

The left ac bus normally supplies:

V - The essential ac bus.

- The left 28 Vdc bus, through a transformer/rectifier.

- The essential dc bus.

Figure 12 presents the F-15 system in a different format and shows which using
components are supplied by each bus.

B-lB Electrical System:

The B-lB electrical power supply system is essentially an ac system with

dc provided through transformer rectifiers and batteries. The system basi-
cally consists of 3 primary ac generator channels, an emergency generator
channel, a system integration panel, bus tie contactors, forward and aft main
dc and avionics dc power supplies, a power distribution system, and a control
panel (on the overhead panel). The primary generator channels power a
synchronized parallel bus system. An external power receptacle permits appli-
cation of power to the complete electrical bus system for ground start and
ground operations. The ac power supply system (Figure 13) is fully automat-
ic operation once the generators are on the line. Generator output voltage
and frequency regulation, paralleling, system fault protection, and bus fault
isolation are among the automatic functions provided.

An EMUX System transmits status information to a System Integration Panel

(SIP) and transmits switching orders from the SIP to Power Control Assemblies.
4 There are presently six "Load Management Modes", (Table 2) controlled through
* .,.the EMUX, with provision for up to sixteen. Essential functions are hard
wired.

28
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33
 Table 2

B-lB LOAD MANAGEMENT (LM) MODES

LM Modes Defined:

- LM 1 = Refuel/Defuel Mode (1 APU Operating)

=
- LM 2 Alert Mode (2APU's Operating)

- LM 3 = One Generator Mode

- LM 4 = Ground/Flight - All up Mode (Normal Operation)

=
- LM 5 CITS Maintenance Mode

- LM 6 = Proximity Switch Mode

CITS Central Integrated Test System

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34

,
 Primary Generator Channels.

Each of the 3 primary generator channels consists of an ac IDG, a

constant-speed-drive control unit (CSDCU), a generator control unit (GCU),
control and differential current transformers, a generator line contactor,
and a load contactor. The IDGs, individually driven by the auxiliary drive
gearbox (ADG) of engines 1, 2, and 3, consist of a 3-phase, oil-cooled self-
excited, brushless generator (rated at 105/115 KVA, 240/416 volts, 400 Hz,
3-phase) and an integral constant-speed drive (CSD). The CSD, in conjunction
with the CSDCU, maintains a constant generator rpm when gearbox rpm is above
minimum speed. In turn, the generator output is maintained at essentially a
constant frequency. The CSDCU also provides real load control between genera-
tors and go no-go (discrete signals to CITS.

The generator control unit includes a voltage regulator, generator channel

control and protective circuits, as well as confidence test circuits which
interface with CITS. Each GCU regulates its corresponding generator output at
230/400 volts, which is applied to primary buses 1, 2, 3, 4 and the essential
bus. Any out-of-tolerance generator operation or generator failure is sensed by
the GCU, and the generator is cut off and removed from the line by opening the
applicable generator line contactor. GCU's 1 through 3 also provide control
for the corresponding load contactors 1 through 3. An excessive differential
fault current or any phase difference will cause the load contactor to trip.
The system integration panel provides control for load contactor 4. The SIP,
in conjunction with the GCU's, provides parallel system fault protection and
bus fault isolation. The primary generator channels make use of a frequency
reference unit in the SIP for synchronized frequency operation. The SIP moni-
tors external power when connected to the aircraft. If external power is con-
nected for APU start, the frequency of the first primary generator to come on
line is slaved to the external power source rather than the SIP.

Normal operation of the system is with all 3 generators on the line and
paralleled. However, if a malfunction should cause both bus tie contactors
(BTc) to open (controlled by the SIP), primary generator channel 1 would
power primary (BTC) channel 2 would power primary 2 and essential bus, and
channel 3 would power buses 3 and 4. If only BTC 1 opens, generator 1 power
bus 1 and generators 2 and 3 operate in parallel to power all other buses. If
only BTC 2 opens, generators 1 and 2 operate in parallel to power buses 1, 2,
and the essential bus and generator 3 powers buses 2, 3, and 4.

Loss of 2 generators will cause power-down of some electrical loads

through EMUX load management (mode 3) to the capacity of 1 generator. The
emergency generator provides a backup source of power for the essential bus.

Emergency Generator Channel.

The emergency generator channel consists of a 15 KVA ac generator, a

hydraulic CSD assembly, an emergency generator control unit, and a line
contactor.

The function of the emergency generator is to provide an emergency

power source for the aircraft in the event of failure of the primary generator
channels. The emergency generator is controlled by the AUTO emergency genera-
tor switch, having OFF, AUTO and ON positions. In AUTO (normal) or OFF, no
generator field excitation is provided, and a normally open solenoid valve on
the hydraulic drive assembly is energized (closed). With the valve closed,

35
4v

% -- .:?.:'....;:.:
 \.IV. oW 1.k R r.. .-

the emergency generator idle rotation rate is 225 rpm. This idle speed mode,
which is provided to prolong bearing life and facilitate rapid warmup, is con-
sidered to be the normal nonoperating condition for the emergency generator
during aircraft flight operations. The emergency generator hydraulic drive
assembly motor is driven by hydraulic power system 4.

With the EMERG GEN switch at AUTO, if there is a loss of primary genera-
tor power, the emergency generator control unit senses this condition and
deenergizes (opens) the hydraulic drive solenoid valve. The generator is
driven at its rated operating speed of 8,000 rpm and the field is energized.
Then the emergency generator contactor energizes, transferring electrical power
from the emergency generator to the essential bus. If power is lost on primary
bus 2, the emergency generator is automatically turned on. When the power on
primary bus 2 returns to normal and it is desired to turn off the emergency
generator, the emergency generator switch must be placed momentarily to OFF,
then to AUTO.

The ON position of the emergency generator switch provides a manual means

of turning the emergency generator on and connecting it to the essential bus
in place of the primary generator system. This switch position is used if the
automatic switching function fails and also to test operation of the emergency
generator.

The emergency generator control unit (EGCU) provides all emergency

generator voltage sensing, voltage regulation, and control and indicating
functions. Electrical power from the emergency generator permanent magnet
generator is used by the power source for the emergency generator exciter and
the emergency generator contactor.

AC Power Distribution.

N Electrical power (230/400-Vlt, 400 Hz, 3-phase) is routed from the pri-
- .mary generators to the 5 power distribution buses through the generator line
contactors, bus tie contactors, and load contactors. Power from the 5 ac
buses 1, 2, 3, 4, and essential) is fed through power control asemblies prior
to being applied to the utilitization loads. The power control assemblies
on-off switching functions controlled by EMUX. Relays controlled by relay
drivers are used for the switching functions. Safety-of-flight and specific
critical circuit breakers are in the crew compartment, accessible to the
(OSO), Offensive Systems Operator and (DSO), Defensive Systems Operator in
their seated position.

These circuit breakers power the relays in various power control

.4. assemblies. Some other circuit breakers are in power control assemblies which
are located in the crew/central avionics compartment and are also accessible
to the crew for in flight emergency use. The power distribution system inclu-
des stepdown transformers which provide various ac voltages ranging from 115
to 5 volts.

Generator and Bus Control Operation.

Fully automatic protective and corrective controls maintain optimum

system operation under all conditions. Manual backup controls are provided
where required. The system permits continued operation with one primary gen-
erator in operation; however, some electrical loads are powered down by EMUX
(load management mode 3). In the unlikely event of loss of all primary
generators, the emergency system provides sufficient power to insure safe
.4.. return to base.
36
 On the ground with engines and APU's off and no external power, all primary
system generator line contactors are open and all load buses are deengerized.
The load and bus tie contactors are closed unless a failure occurs. Upon ini-
tiation of a start cycle from the aft battery, the APU turbine is spun up by
the hydraulic accumulator. APU fire detection and extinguishing are also
powered by the aft battery. Immediately after APU start is achieved, the two
a . gearboxes associated with the APU are engaged and brought up to speed. The
first generator to come up to minimum speed is automatically connected (if
previously selected) to all ac buses through the corresponding generator line
contactor. When the second generator reaches synchronous speed and all con-
ditions for paralleling are satisfactory, the corresponding line contactor
closes and both generators operate in parallel. Until the first engine is
started and delivers power to its gearbox, only electrical loads required for
alert and starting are connected to the ac buses. All other loads are automa-
tically disconnected by the electrical load management function of EMUX. As
the third generator reaches synchronous speed and conditions for paralleling
are satisfactory, the corresponding generator line contractor closes, pro-
viding parallel operation by all three generators.

DC Power Supply System.

The dc power supply system consists of forward and aft dc power systems
and avionics dc power supplies. The forward and aft dc power systems provide
28-volt dc for safety-of-flight circuits. As such, each power supply provides
power for APU and engine fire detection and extinguishing circuits. The aft
power supply also provides power for APU and engine start circuits. The for-
ward and aft dc power suply systems are essentially the same except for the ac
buses, which provide the input power to the transfomer-rectifiers and battery
charges. Each system basically consists of a transformer-rectifier, a bat-
tery, a battery charger, a battery current-voltage sensor, a transformer-
rectifier voltage sensor, control relays, switches, a battery bus, a
transformer-rectifier bus, and a main dc bus. Input power for the forward and
aft transformer-rectifiers is provided by the essential bus and primary bus 3,
respectively. Primary bus 3 also powers the forward battery charger, and pri-
mary bus 1 powers the aft battery charger. With the battery switch at
AUTO/ON, each battery (forward and aft) powers its corresponding main dc bus
when there is a loss of input power to the transformer-rectifier failure
during operation. The battery also powers the bus during an alert start (the
battery switch at ALERT/ARM, and the alert start button, on the nose gear
strut door, momentarily depressed) or when the battery switch is placed at
AUTO/ON with the essential or bus 3 (as applicable) deenergized. In AUTO/ON,
the battery drops off the bus when the applicable ac bus (essential or bus 3)
is energized. In ALERT/ARM, after momentarily depressing the alert start but-
ton, the battery remains connected to the main bus until the switch is posi-
tioned to AUTO/ON or OFF.

External Power.

When the aircraft is on the ground, electrical power can be provided

through the external power receptacle, accessible through a hinged door at the
bottom of the left nacelle.0 The external power source delivers 3-phase,
4-wire wye-connected 230/4 0-volt, 400 Hz, electrical power.

If

37

................. ..... .- , .*'. 9.,'.'-.9.. -.

 The external power source delivers sufficient power for ground operation
and battery charging and can be used for APU start initision. External power
r will automatically be disconnected from the aircraft buses when any of the
aircraft primary generators are operating within system voltage and frequency
design limits.

If external power is connected to the aircraft at the time of APU start,

the first generator to become operative will momentarily parallel with the
external unit before the external power contactor (EPC) opens. Thus, unin-
terrupted power transfer is accomplished.

With no external power applied and with all engines shut down, all
generator line contactors will be open (bus tie and load contactors closed)
and all load buses will be deenergized. Upon application of satisfactory
external power monitor, and actuation of the EXT PWR switch to RESET and then
ON, the EPC closes and all buses will be energized. To protect the aircraft
against unsuitable external power, the external power monitor section of the
system integration panel controls the application of external power through
operation of the external power contactor, which closes when phase rotation is
in proper sequence, when voltage and frequency limits have been met, and
when the EXT PWR switch is momentarily positioned to RESET. The external
power monitor section of the SIP will disconnect the aircraft buses (the EPC
.opens)
when the ground power unit generated voltage or frequency is out of
limits or the phase rotation is out of sequence.

Circuit Breakers.

The ac and dc electrical power distribution circuits are protected by

thermal circuit breakers mounted in power control assemblies, which are in the
crew compartment, central avionics compartment, main landing gear wheel wells
4 and aft avionics compartment. The status of each circuit breaker is monitored
by EMUX.

44A.
 SYSTEM REQUIREMENTS

INTRODUCT ION

The electrical requirements of concern to the AFFTC are functional

requirements and are not affected by the very substantial changes in system
design reviewed in the preceding section. These requirements fall into two
C'. groups:
a. requirements for adequacy and quality of electric power provided to
using components

b. electromagnetic compatibility requirements

ELECTRIC POWER CHARACTERISTICS

The requirements for aircraft electrical pover characteristics are summar-

- ized in MIL-STD-704D (Ref 3). This standard defines the performance require-
ments for the power system and the interface requirements on the utilization
equipment. Essentially, the utilization equipment should:

a. perform satisfactorily when supplied with power which meets the stan-
dards.

b. interface satisfactorily with the electrical system.

Alternating current power must be either a single-phase line-to-neutral

(only for loads not exceeding 0.5 KVA) or a three-phase, wye-connected, neutral
or ground return system having a nominal voltage of 115/200 volts and a nomi-
nal frequency of 400 Hz. The only alternate standard is a nominal 230/400 (as
on the B-10) volts when specifically authorized by the procurement agency.
Direct current power must be 28 volts (nominal) or, with authorization by
the procurement agency, 270 volts (nominal).

Modes of Operation:

The following definitions of operating modes are quoted directly from

Normal Operation. Normal operation is that condition wherein the

electrical system is operating as intended in the absence of any fault or
malfunction which degrades performance below established requirements. It
includes all system functions required by all phases of aircraft operation
except during the electrical starting of the propulsion engines when this is
required. Normal operating conditions include switching of utilization equip-
ment, engine speed changes, synchronizing and paralleling of power sources,
and operation from external ground power. Although transfer operation as
defined herein is a normal characteristic of most electrical systems, it is
treated as a separate operating condition in this standard because of the
power interruption which it usually produces.

Transfer Operation. The transfer operation is that condition of the

electric system which takes place when a transfer occurs between power sour-
ces, including transfers from or to external power sources.

39
 Starting operation. The electrical starting operation is that condition
of the aircraft electrical system, which occurs during the electrically
* powered starting of the propulsion engines of certain aircraft. This condition
results in power requirements that exceed the limits for normal operation, due
to the starting load.
Abnormal Operation. Abnormal operation is that condition of the
electrical system wherein a malfunction or failure in the system has taken
place and the protective devices of that system are operating to remove the
malfunction or failure from the remainder of the system before the limits for
abnormal operation are exceeded.

Emergency Operation. The emergency operation is that condition of the

- electrical system whereby a limited electrical power source, independent of the main
generation equipment, is used to power a selected, reduced complement of flight
essential distribution and utilization equipment.

Interface Requirements:
The aircraft electrical power system must provide electric power with
characteristics as specified at the utilization equipment terminals during all
operations of the power system, including operations from externally-supplied
- power sources but excluding periods of electrical starting of the propulsion
engines. The external power source shall exhibit the electrical power charac-
teristics as specified at the power input connections of the utilization
equipment during all operations with the steady state voltage drop between the
aircraft external power receptacle and the aircraft utilization equipment ter-
minals as follows:

(1) ac feeder voltage drop of 0 to 5 volts.

(2) dc feeder voltage drop of 0 to 2 volts.

Utilization Equipment Requirements:

* The following requirements are quoted directly from MIL-STD-704D:

Normal Operation. When supplied electric power characteristics as

stated herein for normal operation, each utilization equipment shall provide
the full performance required by its specification.

Abnormal or Transfer Operation. When supplied electrical power with

characteristics as stated herein for abnormal or transfer operation, each uti-
lization equipment:

a. shall be permitted a mandatory degradation or loss of function unless

otherwise required by its specification, and

K., b. shall not produce a damaging or unsafe condition, and

K c. shall automatically recover full specified performance when the
electrical power characteristics are restored to the normal operation limits
herein.

40

%-
 Starting Operation or Emergency Operation. When the detail specifica-
tion for the utilization equipment requires operation during starting opera-
tion or emergency operations, then the utilization equipment shall provide the
full performance required by its detail specification when supplied electrical
power characteristics as stated herein for starting operation or emergency
operation.

Partial Power Failure. The failure of one or more phases of ac power

or the loss of power to any input terminals of equipment which require ac and
dc power shall not result in an unsafe condition.

AC Phase Power Utilization. Loads greater than 0.5 KVA utilizing ac

power shall be configured to utilize 3-phase steady state balanced power
within the limits of Figure 14 Single phase power shall be used only on a
line-to-neutral basis.
Transfer:

Under conditions of bus or power source transfers, voltage shall be be-

tween zero volts and normal electric system operating characteristic for no
longer than 50 milliseconds.

Requirement for Alternating Current Power:

Requirements for normal operation are summarized in Table 3, as reprinted

from Table 1 of MIL-STD-704D. Transient limits on voltage and frequency are
shown in Figures 15 and 16. Limits on under-and over-voltage and under-and-
over frequency are shown in Figure 17 and 18 for abnormal operation - is when
a malfunction or failure has taken place and the protective devices of the
electrical system are operating to remove the malfunction or failure from the
remainder of the system before the limits for abnormal operation are exceeded.

Requirements for Direct Current Power:

Requirements for normal operation are summarized in Table 4, reprinted

from Table II of MIL-STD-704D. In abnormal operation (i.e. after a failure)
the dc over voltage or under voltage shall be within the limits shown in
Figure 19 (28 volts nominal) or Figure 20 (270 volts nominal). If dc power
is used for starting the dc voltage in the electrical starting operation shall
be within 12.0 to 29.0 volts.

a..

41
 %
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,.p

30 i I

28 3-PHASE UNBALANCE
LOAD (KVA) (VA)

0.5 100
1.0 200
24 4.0 390
7.0 500
12.0 650
20.0 825 -

24.0 900
20 27.0 950 '
-. 30.0 1000

.,,16 --.

44

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0 200 400 600 800 1000

a. ~Maximum Unbalance (VA)

Figure 14 Unbalme Liit for 3-Phme Utilization Equipment

It42
44

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;.94 ., ,., ,.' ' .-.. '- , • - " , -" . '",--"". ,, ,,.,
 Tab le 3

AC Normal Operation Steady State Characteristics

Characteristics Limits

Voltage 108.0 to 118.0 volts

Voltage unbalance 3 volts maximum

Voltage phase difference 1160 to 1240

Waveform distortion factor 0.05 maximum

Waveform distortion spectrum Figure 21

Crest factor 1.31 to 1.51

DC component +0.10 to -0.10 volts

Frequency 393 to 407 Hertz

Frequency deviation Figure 16

Frequency drift rate 15 Hertz per minute

maximum

5.+ *: + ° ", "+ " + *_+ + _+ ", " . % " " . ", • • ", ' . % " + '- o "+ % " , '. '"% ;% . + "' '' '''I " ' .

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43
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393

390 Hertz
390 -

Minimum Limit

380

375 - .

370! 1 ' I
0 1 2 3 4 5 6 7 8 9 10 12 14
Time from Onset of Transient, Seconds

Figure 16 Envelope of" AC Frequency Translent$

45

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380
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0 1 2 3 4 5 6 7 8 9 10
Time from Onset of Overfrequency or Underfrequency, Seconds

Figure 18 Limits for AC Overfroquency or Underfrequony

'

47

.. ...---..-.....
, .... ...-. .,.~.,.., ,%- .
 4- Tab le 4

DC Normal Operation Characteristics

Characteristics Limits

28 volts (nominal) 270 volts (nominal)

DC system DC system

Steady state voltage 22.0 to 29.0 volts 250 to 280 volts

*.Distortion factor 0.035 maximum 0.008 maximum

Distortion spectrum Figure 21 Figure 22

Ripple amplitude 1.5 volts maximum 6.0 volts maximum

Voltage transient Figure 19 Figure 20

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d 52
 ELECTROMAGNETIC COMPATIBILITY REQUIREMENTS

An aircraft includes many potential sources ot electromagnetic radiation

and also many devices which are sensitive to such radiation. Electromagnetic
interference (EMI) can produce noisy radio, spurious signals into computers or
inadvertent firing of missiles or release of bombs.

Control of EMI is primarily accomplished in the design and development

phases by:

1. Control of emissions

2. Control of sensitivity to emissions

3. Mockup tests to verify electromagnetic capability.

MIL-E-6051D (Ref 11) requires the prime or integrating contractor to establish

an electromagnetic compatibility program and an electromagnetic compatibility
board whose members have enough authority within their respective organizations
to implement the program effectively.

This approach should detect and correct any problems before the aircraft
reaches AFFTC. Tests made at AFFTC will normally be limited to:

a. watching for EMI during normal test programs and

b. checking for transients which could inadverently cause a fire or

release signal at a weapons station when equipment is switched on and off
c. possibly, check during a dry pass over the range.

d. lightning strike tests in some cases. These have been conducted in

the Weight and Balance Hangar but they require special equipment available
from AFWAL.

-. 53

. -. . . . . .

'aN
 PLANNING FOR FLIGHT TESTS

This section addresses planning of the content of the electrical system

flight test program. The administrative procedures required to execute these
plans are common to all AFFTC flight tests and will change from time to time.
The engineer should familiarize himself with AFFTC Regulation 80-12 (Test
Plan) and AFFTC Regulation (80-13) (Test Plan Technical Review) and other
regulations such as AFFTC Regulation 80-1. Safety procedures are similarly
applicable to all flight testing and the engineer should familiarize himself
with references 12 and 13. Examples of Test Project Safety Reviews are given
in Appendix B.

Jy Electrical system tests will usually be conducted along with other tests
through Combined Test Force CCTF) operations and will be part of a coor-
dinated, combined overall prcgram. This program will be designed to meet the
needs of all interested parties - primarily the contractor, System Program
Office (SPO) and AFFTC. It will be jointly developed and will be defined in
~II a series of Test Information Sheets (TIS).
detail in An example of an
electrical subsystem TIS is included as Appendix A of this handbook.

Initial emphasis is on develnpment. Later, test emphasis will shift

from development to operational evaluation, with increased participation by
AFOTEC and the using command. At all times the AFFTC flight test engineer
A must, however, ensure that the test program and the data acquired are adequate
to meet AFFTC requirements and must independently analyze the data and eva-
luate the system. The engineer should also establish good communications with
flight and ground crews and ensure alertness to all system incidents relevant
to evaluation.
W.

The flight test engineer must become throughly familiar with the system
both as described in flight and maintenance manuals and as it exists in hard-
ware form. These versions may differ significantly in the development phase
of a new aircraft (and sometimes in later phases).

* Careful record keeping is important. The engineer should make and adhere
to specific plans to maintain detailed, accessible and complete test records
for later use in preparation of Technical Reports and for the benefit of his
successor if he should leave the program.

It is good practice to draft relevant sections of the report in the test

planning stages. Writing the sections on Test Item Description and Test
b's Methods and Conditions not only speeds the reporting process but also helps
ensure that important information is not overlooked or lost.
Much of the electrical system testing in normal operating mode does not
require dedicated flight-time. It will be done on a ride-along basis, since
functional adequacy of all systems must be evaluated throughout the mission
and operational envelope of the aircraft. Hence, normal operation can be eva-
luated along with other testing on representative operational missions.
However, dedicated tests are required for some aspects of operation in abnor-
mal and emergency modes. Another aspect requiring cooperation is that some
k" aspects of system evaluation involve the expertise of Reliability and

54

I;e
 Human Factors engineers. They will have primary responsibility in their areas
of concern, but the electrical system test engineer should be aware of their
4 activities and make sure no interfaces are overlooked.

This section is concerned with identification of the tests required.

Integration of these tests into the particular test program is extremely
program peculiar and will not be discussed. A fairly complete set of examp-
les of tests has been relegated to Appendix C since it it necessarily repeti-
tive and would obscure the logic of identifying the kinds of tests required.

SOURCE MATERIAL

The test planner should become familiar with the following source
material:

(1) The contractor End Item Specification and equivalent documents

(2) The contractor Design Analysis Report

(3) The contractor Failure Modes and Effects Analysis (may be part of
(2)).

(4) Project Directives and specific requests by the System Program

Office.

(5) Flight Manual.

(6) maintenance Manual

(7) The contractor Electrical Systems Verification Test.

Item (1) together with MIL-STD-704 (discussed in the proceeding section)

define the requirements to which the aircraft is designed and against which it
will be tested, subject to the overriding requirements of operational suita-
bility and functional adequacy. Item (5) is very important for showing how
the system is to be operated.
Item (2) is very useful. It shows how the system is intended to work,
what conditions the designer expects to be stressing, what degraded modes of
operation are provided for and how they are brought into operation.

OBJECTIVES AND REQUIREMENTS

The objective of DT&E tests of the electrical system is to evaluate its

"functional adequacy, operational suitability, and compliance with

II
specifications". Adequacy and suitability in the operational context (mission
plus environment) in which the aircraft will be used are key criteria. The
AFFTC, represented in this task by the subsystems test engineer, has a primary

responsibility to the user to ensure that these criteria are met.

The function of the system is to supply adequate electrical power in the
form and of the quality required for ground checkout and under all conditions
of flight called for by the mission. It must continue to supply flight-
essential services in case of complete failure of the primary system.

55
 The electrical system will typically consist of:

a. one or more primary generators (usually one per engine) each with its
own control system to control voltage and frequency and to protect it from
overload.

b. a distribution and load control system to distribute the power, con-

vert it to other forms as necessary by transformers or transformer-rectifiers
isolate failed components, cross-feed power in case of generator failure, and
bring using components back on line when power is restored.

c. provision for power for ground checkout and servicing.

d. an emergency generator and distribution system to supply flight

essential services in case of complete failure of primary power.

IDENTIFICATION OF TESTS REQUIRED

The tests required must be detailed in a Test Information Sheet (TIS).

These details will be peculiar to the aircraft type under test, so we will
presently review a general approach to determining what tests are required.
These tests are the means of evaluating the system throughout the condition
required by the mission and must cover all operating modes of the electrical
system for representative flight conditions.

Operating Modes:

Definitions of operating modes from MIL-STD-704D were quoted in the

preceding section. They may be conveniently grouped as follows:
wa. Normal, transfer and (if relevant) electrical starting, (all modes
with no failure)

b. Abnormal operation

c. Emergency operation

Normal, transfer and starting operations are all concerned with operation
in the absence of any failure. Operation of the system will be checked for:

1. Effectiveness of protection against under/over voltage or phase error

in ground power.

2. Adequacy of external power provisions and, if relevant, electrical

power provided Auxiliary Power Unit (APU) driven generator.
3. Acceptable transients during transfer to normal on board power (from
engine driven generators) and acceptable paralleling time (if relevant).

4. Acceptable power quality and quantity during steady state operation.

5. Acceptable transients during when major loads (e.g. avionics) are

turned on and off.

56

-. ' 5 ..... -. .- . . . . . ..
 6. No EMI (electromagnetic interference).

7. Generator synchronization (if relevant).

If the airplane has electric actuators then functioning should be checked

under conditions of high control activity flight as in rough air (or control
mvments to simulate control in rough air), terrain following (with terrain
following radar (TR) and other relevant avionics such as Electric Warfare
Systems (EWS) functioning) and landing.

Abnormal operations involve one or more failures in the primary system

but not complete primary system failure. The failure modes of concern will
depend on, for example, the number of primary generators, since the failure of
one generator on a single engined aircraft will lead directly to emergency
mode operation. The test planner should therefore review the End Item
Specification for the electrical system and contractor analyses, including the
Failure Modes and Effects Analysis, to find the failure modes which should be
tested. In general, AFFTC flight test is concerned only with failure of major
components such as generators, bus cross tie switches or transformer-
rectifiers and with the effective isolation of failed components.

Each failure mode should be simulated and the system checked for:

1. Satisfactory isolation of the failure

2. Adequacy of remaining power

3. Load control (to prevent overloading of remaining systemi)

4. Transients

5. EMI
6. Restoration when failure is corrected.

Emergency operation involves the supply of a selected reduced complement

of distribution and utilization equipment by an alternate source, independent
of the main generation equipment. The following should be checked:

a. satisfactory activation of the emergency supply

b. satisfactory quantity and quality of power

c. acceptable transients

d. restoration of normal supply when primary generators are brought back

on line.

If the emergency generator is hydraulically powered, tests should include

conditions of high flight control activity and reduced hydraulic power output,
as in a simulated landing or idle power descent with flight control activity
simulating flight in turbulence. This type of condition should also be
checked if the airplane has electrically powered flight control actuators.

57
 GROUND TESTS

Ground tests fall into two groups:

a. Tests to evaluate the system during normal servicing, starting and

pre-flight using the procedures prescribed in Technical Orders.

b. Precautionary tests of such functions as response to failure and

activitation of the emergency mode, made prior to flight evaluation.

Throughout all tests any Electromagnetic Interference (EMI) problems will

be noted and the source identified by selectively switching off eqiupment.

External Ground Power:

Power carts as specified in TO's will be used. Functioning of the power

monitor will be verified by:

1. Hooking the cart up to the aircraft through a load bank and varying
the voltage to determine the trip limits of the monitor.

2. Hooking the cart up with phases out of sequence/missing to ensure

V that the monitor refuses contact.

w.0 Functioning of the system will be verified during normal maintenance and
ground starts, including the following:

3. Satisfactory operation of JFS/APU ignition as relevant.

4. Satisfactory assumption of load by primary generators after engine

start.

Internal Ground Power:

If the aircraft has an internal source of ground power such as from an

Auxiliary Power Unit (APU) satisfactory operation of this system will be
checked during normal ground servicing, engine start and pre-flight.

Ground Tests in Preparation for Flight Tests:

These lists are to provide verificaton on the ground of system operation

in normal and abnormal modes.

Normal Mode.

With all primary generators operating tests will be made to evaluate:

- the ability to support full using equipment load

-transients when using equipment is switched on and

off

- (possibly) simulated lightning strikes.

58
 7. 1~ 17W i. - .k

Abnormal Mode.

I All the failure modes identified as abnormal modes will be simu-

lated to evaluate:
- load capability of system in mode

- isolation of failed components

- load control to protect operation of remaining

generators.
-resumption of normal operation when fault is

- oeraionof using equipment during transients.

Note that if the operation of a using component is disrupted by a transient

which is within specification limits this is a shortcoming of the using
equipment.

Emergency Mode.

With engines running at ground idle and electric loads on disconnect all
primary generators and:

- evaluate actuation of emergency electrical

system

- evaluate functioning of load control

- evaluate adequacy and quality of power to essential service

- If the emergency generator is hydraulically driven or if

the flight controls are electrically activated, activate
flight controls to simulate activity in landing or in
rough air and verify continued adequacy of power.

- re-connect primary generators

- evaluate restoration of supply to non-essential using components

- evaluate that they come on line

- evaluate reactivation of using components.

FLIGHT TEST

Normal and Abnormal Modes:

Tests in normal and abnormal operating modes will be performed in the

following flight conditions summarized in Table 5.

'59
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In the normal operating mode electrical loads (primarily avionics loads) will
be switched on and off in turn. The tests will evaluate:

* -' - adequacy of power to handle all load combinations

- distribution of load between generators

- quality (voltage, frequency, transients)

- operation of using components during transients

- temperatures of oil in constant speed drives and of generator

* cooling oil within limits.

Each abnormal mode identified will be simulated, with full normal

electrical load, to evaluate:

- load capability of the system in the mode

- isolation of failed components.

- load control to protect operation of remaining generators

- resumption of normal operation when fault is removed

- operation of using equipment during transients.

In the case of fighter aircraft with two primary generators, each generator
in turn will be turned off during radar tracking to check whether track
is maintained when loads are transferred.

Emergency Mode:
These tests will evaluate the following:

- Automatic actuation of the emergency system

- Functioning of load control

V- Adequacy of quality of power to essential service

- If the emergency generator is hydraulically driven or if the flight

controls are electrically activated, capability of the system to pro-
vide emergency power when flight controls are actively used

ft -- Restoration of supply to non-essential using components when primary

generators are reactivated

- Reactivation of non-essential using components.

* Tests will be initiated at an altitude from which a simulated descent and

landing will be made. If the aircraft has more than one primary generator,
one will first be turned off and then back on to verify satisfactory
reactivation. When this has been verified all primary generators will be
turned off and activation of the emergency system verified. With engines at
idle power a simulated approach and landing will then be performed at a safe
altitude, using the flight controls actively, normal Dower will then be
restored.
61

.046

4P %..
 INSTRUMENTATION

Time histories are required of the following:

- voltages and currents of all phases of all generators

- voltages and currents for all buses.

An example of test instrumentation is shown in Table 6. High frequency

response and high data rates are needed to record transient ac voltages
during transfers. For this a frequency response of not less than 100 Hz
and a data rate of not less than 100 samples per second should be provided.

TEST INFORMATION SHEETS

.9' The tests required must be documented in standard format in a Test

Information Sheet and approved. An example, for the F-15, is included as
Appendix A. The format and approval procedure are coon to all APFTC flight
tests and will not be further discussed here.

V INTEGRATION WITH TEST PROGRAM:

Evaluation of the electrical system requires a fairly limited amount of
special purpose testing. Functioning of the system in normal mode can be
largely evaluated on a ride-.long basis during other tests. Table 7 gives an
example of a sumary of tests versus flight conditions Preparation of such a
summary for the particular test aircraft will help with integration of the
electrical system tests into the total program. (See also Table 5.)

'262
T. 77 15 43 .. S . - . -Q - -0 -x

Table 6

Example of Electrical System Test Instrumentation

AC System

Current, all phases of all generators

Voltages, all phases main and emergency ac buses

DC System

Voltages, main and emergency buses

Currents, main and emergency buses

Transients, main buses

JFS System and Auxiliary Power Unit

Voltage and currents

Transients

Bay Temperature

Generators and Constant Speed Drives

Constant Speed Drive Charge Pressures

Accumulator Precharge Pressures

Primary Generator Permanent Magnet Generator Frequencies

Primary Generator Stator Voltages

Primary Generator Stator Frequencies

Constant Speed Drive Oil Temperatures

Normal Accelerations

63
 - % . ; .- . .-.. - --- -- .

Table 7

Operating Modes Tested versus Flight Condition

F h Cdi Nm SaOperating Modes Tested

.Fliht Condition Normal Start Transfer Abnormal Emergency

Maintenance X

Engine Start X *

Ground Idle X x K x

Pre-flight X

Climb & Idle X

Power Descent

Representative X X X
Cruise

Normal Mission X
Profiles

Simulated Landing X

Limit Normal X
Acceleration
Combat Maneuvers X Failure of
I generator

* Different Requirements if Engine Start is Electrical

C.

.6

-% i
 DATA MEASUREMENT, ANALYSIS AND EVALUATION

An example of electrical systems test instrumentation was given in Table

5. It should include at least the following:

Airspeed, altitude, load factor in maneuvers

Generator currents - all phases

AC bus voltages - all phases

Transformer Rectifier input currents

DC bus voltages

JFS generator voltage and current - if relevant

JFS bay temperatures

APU compartment temperatures

Constant Speed Unit Oil Temperatures

Generator Cooling Oil Temperature

Since electrical systems tests by AFFTC are primarily to determine whether the

system is acceptable and operationally suitable, extreme precision is not nor-

mally required. It is, however, important that the frequency response and
data rates be adequate to handle transients correctly. Current calibrations
should be available. The engineer should review these to ensure that they
cover the appropriate ranges, do not show excessive hysteresis and are in
general acceptable.

The overall objective of the tests is to evaluate the electrical system

as a subsystem of an operational aircraft and to determine if any serious
problems or deficiencies exist. This evaluation will draw on qualitative com-
ments of air and ground crews and on experience gained in tests flown for
other objectives and/or other aircraft as well as on data from tests specifi-
cally made to evaluate the electrical system.

The final report on the evaluation will give a brief description of the
system and draw attention to leading particulars and to the basic logic of its
operation. It is good practice to draft the sections of the report on Test
Item Description and Test Methods and Conditions during test planning. This
helps ensure that important information is not overlooked and possibly lost.
For each test the aircraft model, designation and serial number will be given.

Problem areas discovered during the test program will have been reported
in Service Reports, (formerly known as Deficiency Reports), as required in
References 1 and 2. These are the action documents. They are sent to the
System Program Office and reviewed by an SR Review Board. If the Board
accepts them a Material Improvement Program (MIP) number is assigned and the
SR is sent to the contractor for review and proposed solution. The final
report on the DT&E tests of the electrical system will review these and the
corrective actions taken as part of the overall evaluation of the aircraft.

65

... , . ,. .
 It will usually be convenient to discuss each operating mode in turn, as
~ follows:

1. Servicing and Maintenance

2. Start and Pre-flight

3. Norma',

4. Abnormal

5. Emergencies

For each mode the tests and data sources will be detailed (including obser-
vation made during normal flight operations). The criteria will be briefly
summarized and a statement made as to whether they are met. These criteria
will always include the overriding criterion of operational suitability.
If the system fails to meet a specification requirement it may still be con-
sidered operationally acceptable. Further, it may meet specification require-
ments and be considered unsuitable for operational use.
When criteria are not met enough detail must be given to effectively
define the shortfall. Tabular summaries will be given of the tests conducted
with appropriate comment. When appropriate, as in dynamic conditions in
general, time history plots will be presented with attention drawn to the
important parameters. Still photographs are an important highly effective
means of illustrating some types of problems. The engineer should ensure that
appropriate photographic documentation is obtained. Evaluation criteria are
summarized in Table 8. Figure 23 shows an example of time histories of system
response to changes in electrical load.

66

V %
 4rWT IF- IN y
W'i_ W 7 %k %4W"%W_- ",7
q.

Tab le 8

System Evaluation Criteria

Operating Flight Evaluation Criteria

Mode Condition

Servicing & Ground Maintainability and operational suitability

Maintenance trip limits of external power protection
-, system Functioning and adequacy of onboard
power (APU)

Start and Ground JFS/APU operation

pre-flight Correct assumption of load by primary generator
Phasing time (if relevant)
Voltages and frequencies within limits
Transients

Normal Normal Mis- Adequacy of power, load distribution

sion Profiles CSU and cooling oil temperatures
Voltages and frequencies within limits

?. Cruise Alti- Acceptable transients when switching loads

tude, Various
Speeds

Limits of CSU pressure within limits, generators stay

Maneuver Enve- on line
lope

High Speed, Oil temperatures within limits

low Altitude,
High Air Temp-
erature

Abnormal Cruise Correct response to failure

Satisfactory load control
Voltages, frequencies and transients
Correct restoration of normal operation when
failure corrected

Terrain follow- Satisfactory operation after generators failure

ing, Tracking, (multiengined aircraft).
Weapon delivery

* Emergency Cruise (prelim- Satisfactory activation of emergency mode

Sinary tests on Voltages, frequencies and transients
-.. ground) Idle If hydraulic adequate power when flight
Power descent controls used satiafactory resumption of
normal mode.

67

" ."',3, ,' . ,",' . '.'- 'r - ,". . '¢ - ' ," , 'f' " " "-, '- . , % 'e . " ' ' ,"- , '- ' . '' . "- . '.,'- .
 -7 - -E 77Z,

Flight No': 226 , Date: 15 Aug 74

NO Aircraft: 71-0285
TEST CONDIT1ONS: 40,000 feet PA and 500 KTAS

ION~~
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In Electrical Load

68
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72o
 REFERENCES

1. USAF Material Deficiency Reporting and Investigation System, T.O.

00-35D-54.

2. Research and Development Test Program Deficiency Reporters, AFFTC

Regulation 80-2.

3. Aircraft Electric Power Characteristics, MIL-STD-704D.

4. J.D. Segrest and W.W. Cloud, Evaluation and Development of High Voltage
(270 Volt) D.C. Aircraft Electric Systems in the United States, SAE
811087.

5. R.J. Kenneth, Advanced Generating System Technology, SAE 811084.

6. M.J. Cronin, All-Electric vs Conventional Aircraft: The Production/Oper-

ational Aspects, Journal of Aircraft Vol 20 No 6.

7. Eldon T. Reiquam, Power System Design for an All Electric Aircraft, IECEC
809081.

8. R.C. VanNoeck and W.A. Carmuni, Cost of Ownership Advantages with a

Shared Oil System, SAE 811082.

9. David D. Pollard and Gary E. Krajci, Packaging the VSCF System for an
Aircraft Environment, SAE 811088.

10. Duane G. Fox, Integrated Control Techniques for Advanced Aircraft

Electrical Power Systems, IECEC 809080.

11. Electromagnetic Compatibility Requirements, Systems, MIL-E-6051D.

12. Flight Safety Planning Guide for Flight Testing, AFSC Pamphlet 127-2.

13. Safety Planning for AFFTC Flight Tests, AFFTC Regulation 127-3.

"73
~

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'4'1*4
APPENDIX A
'V4.
EXAMPLE OF ELECTRICAL SUBSYSTEM TEST INFORMATION SHEET

p..
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75
 I.AFFTC TEST INFORMATION SHEET (TIS) OATE F PAI
I
YLE OF TEST
~(N..TEST 1001*5) 17 December 197
VEHICLE TYPE
PG
715 MUmERf
8 AE

__F-15 42
Electrical Subsystem and Lighting Evaluation 61FFECTIVITY REVISION
F-6 A
NAZAROUS/10HU5UAL TESbT
TETTI 1PRIMARY Dec 73 - Feb 74 -A MFTC/DOVJ None
LOCATION OF TEKST TIF~vy EUIYCA5FCTO
ElCONCURRENT Edwards AFB PLAN 13PR00CEOIJRAL UNCLASSIFIED

1.*0 REFERENCES:

1.1 PID CP763OlA328AMO7A, F-15 ILectrical. Suabeystem, December 1969, revised

May 1973.

1.2 T.0. lF-15A-l, I April 1972, revised 1 July 1973.

13PID CP76301A328A020A ($,F-15 Air Superiority Vehicle, December 1971,
revised June 1973.
1.4 MIL-STD-704, "Characteristics and Utilization of Aircraft Electrical
Power," 7 February 1968.

1.5 DR 17-16, "Poor location of external power receptacle," 11 October 1972.

1.6 DR 133-123, "Control of the emergency generator was not reliable," 26 Apr
1973.
1.7 MIL-F-25381, "General Requirements for Flight Testing of Electrical System
of Piloted Aircraft," 12 April 1956.
1.8 AP Report #6, September 1973.

1.9 PID CP76301A328A085A, F-15 Secondary Poyer, December 196%, revided

January 1973.

1.10 AFFTC TIS IAPDT&K-3, 3 October 1973.

* -. 1.11 F-15 APDT&E Plan, AMPC, Edwards AID, CA, July 1972.

1.12 PID 094-005764 (S), F-i5 Countermeasures Set, February 19-72, revised
August 1973.
2.0 DESCRIPTION

*ACIN - OFFICE OR PSITION/PHONE SGAUEDATE

PREPARE Capt Willmann/73885 19 DE-C 1973

REVIEW AFFTC/DOVJE/DOEBS

REVIEW AFFTC/DOVJ/TACD J 7
*r1VIEaW AFFTC/DOV
IAPPROVE UfICD

AFFTC '0" 0-13

76

S.Z.
 AFFTC TEST INFORMATION SHEET (TIS) - CONTINUATION
* .'-. C TEST PROGRAM) YS NO.I
T REVI$1N

" The electrical subsystem consists of two main AC gener- 42

ators mounted on the AMAD, two transformer-rectifiers PAGE OF PAGES
located in compartments 10 R & L, a hydraulically-driven 2 8
emergency AC/DC generator, a jet fuel starter (JFS) DATE
permanent magnet generator, a power distribution (bus) 17 December 1973
system and an external ground power circuit. The two
main generators are rated at three phase, 115/200 VAC, 400 Hz and capable of
delivering 40K/50K volt-amperes. Each generator powers separate buses or
split bus for non-synchronized operation. The emergency generator is rated
at three phase, 115/200 VAC, 400 Hz, and capable of delivering 5K volt-amperes
and a DC rating of 28 VDC with a 50-ampere capability. It is operated off of
the utility hydraulic system when its control senses no AC present on the main
buses.

- *The DC power is supplied by the two 150-ampere transformer-rectifiers (T/R)

connected in parallel through a 60-ampere current limiter which permits transfer
of current in event of one T/R failure or prevents a short on one bus from
affecting the other.

The external ground power receptable is located on the bottom of the forward
fuselage near the nose gear wheelwell just in front of the left engine inlet.
An externil*poer monitor samplies the pUjiW Zer aid checks for proper phase
sequence, missing phase, voltage magnitude and frequency.

2.2 The lighting system on the F-15 is divided into two groups, i.e., exterior
and interior. The exterior lights consist of the position lights (wing and
tail), anti-collision lights (wing and tail), electroluminescent formation
lights (wingtips and fuselage), aerial refueling white lights (A/R receptacle
compartment and left fuselage) and landing and taxi lights. Of particular note
are the formation lights. These lights are similar to those found on the later
models of the F-4 aircraft. The F-15 is provided with six green electrolumi-
nescent formation lights. Two are on the wingtips behind the position lights,
two are on the side of the fuselage just forward of the cockpit, and two are
on the fuselage just aft of the wing trailing edge.

The interior light group consists of integral lighting and lightplates for the
flight instruments, engine instruments, auxiliary instruments and ACS (armament
control panel); lightplate lighting for the left and right console panels;
floodlight/thunderstorm lighting; a standby compass light; and a utility flood-
light.

Pd 3.0 OVERALL TEST OBJECTIVE:

3.1 The operational suitability of the electrical subsystem and the lighting
subsystemsdwill be evaluated. Tests will be conducted primarily at the AFFTC
with some of the objectives repeated under extreme environmental conditions.
Specific objectives will be expanded at a later date to include these con-
ditions.

4.0 SPECIFIC TEST OBJECTIVES:

4.1 OBJECTIVE: To evaluate the ground power circuit for suitable location of
power receptacle, for compatibility with standard Air Force AGE, and for proper
operation and trip limits of the external power monitor.

AFFTC POm -2

* Lighting evaluations are now performed by Human Factors personnel.

77

p., -A
I
TI
SNO. REVISON
AFFTC TEST INFORMATION SHEET (TIS) - CONTINUATION
I TEST PROGRAm)

4.1.1 Requirement References: Reference 1.1, 1.5 and 42

1.11. PAGE OF PAGES

4.1.2 Test Conditions: Normal ground starts throughout DATE

the AFDT&E program. The voltage and frequency of the 17 December 1973
applied power will be varied to determine the trip out
limits of the power monitor. For each step of the procedure the pilot will
monitor cockpit systems and the ground crew will monitor all external flight
control systems. The aircraft during ground engine run will be prepared by
installing the POD prevention screens on both intake ducts.

4.1.3 Test Procedures: The AM32-60A power cart will be hooked up to the air-
craft ground power receptacle through the LB-I load bank. The voltage and
frequency of the applied power will be varied and the trip out limits of the
power monitor will be determined. Repeat for each different model of electrical
power cart (if available). Switch on all normally ground operated electrical
systems. Start R/H engines. Switch from ground power to aircraft power.
Remove ground power cord. Start L/H engine. In the event of any electromagnetic
interference (EMI) problems selectively turn off and on electrical equipment to
isolate source. Disconnect L/H T/R unit. withall, precautions taken to avoid
shocks or shorts in the system. Reconnect L/H T/R unit and disconnect R/H T/R
unit. Reconnect both T/R units in normal configuration. Turn off L/H main
generator. Turn L/H main generator on and turn R/H main generator off. Verify
the emergency generator switch is in NORM position turn off L/H main generator
(both generators will now be off). Pilot will verify that the emergency gen-
erator has come on the line. All caution lights will be called out by pilot.
Pilot will exercise flight controls to verify that use of hydraulic system does
not interfere with the ability of the emergency generator to power essential
electrical systems. After data is acquired return to normal configuration for
take-off.

4.1.4 Support Requirements: Ground/JTF crew, -6OA Electrical AGE unit, and
LB-l Load Bank.

* 4.1.5 Data: Comments by maintenance, JTF engineers and flight crew on opera-
tional suitability of external power circuit, receptacle and associated AGE.
Trip out limits (frequencies and voltages) for the external power monitor.
Parameters in Tables 1 and 2, reports of any indications of effects of power
transients and/or EMI as observed by ground/JTF crew.

4.2 OBJECTIVE: Evaluate the ability of the JFS electrical system to provide the
necessary power for JFS ignition and essential bus operation.

4.2.2 Test Conditions: All JFS starts on the ground and those inflight
utilizing the JFS, if applicable.

4.2.3 Test Procedures: All JFS starts will be monitored and any malfunctions
associated with the ignition system will be recorded.

4.2.4 Support Requirements: F-15 no. 6.

4.2.5 Data: Aircraft maintenance records reporting any abnormal operation,

r and selected parameters from Table 3.

AFFTC "Ot 0-121

78
I AFFTC TEST INFORMATION SHEET (TIS) - CONTINUATION
I ( TEST PROGRAM)
TI NO.TREVSON
3 OBJECTIVE: Demonstrate the operation of the electrical 42 A
subsystem throughout the flight envelope. PAGE OF PAGES
4 8
4.3.1 Requirement References: Reference 1.1, 1.3, 1.7, oATE
1.10 and 1.11. 17 December 1973

4.3.2 Test Conditions: The following representative points throughout the

design flight envelope will be flown:

Airspeed Pressure Altitude Maneuver

(KIAS) (FEET)

200, 250, 350, 400 15,000 Stabilized level flight

450, 550, 600, 650

700, Vmax

200, 250, 300, 350, 50,000 Stabilized level flight

400, 450, 500, 525,

550, Vmax

375, 525 25,000 Wind Up Turn to aircraft

limit

375, 525 25,000 Negative g's to aircraft

limit

300 40,000 - 10,000 Climb and Idle power

descent

4.3.3. Test Procedures: During each test point in para. 4.3.2, the satisfactory
operation of the electrical subsystem will be verified. For stabilized man-
euvers, avionics subsystems will be turned off and on systematically to verify
that transient and steady state voltages and currents meet the requirements of
MIL-STD-704, Category B. The negative g's pushover to the structural aircraft
limit will be performed to verify that the integrated drive generators (IDG)
remain on the line. The test points in para. 4.3.2, whenever possible, will be
flown concurrently with other tests.

4.3.4 Support Requirements: Use of F-15 #6.

4.3.5 Data: Pilot comments, onboard instrumentation, and time history plots
of selected parameters from Tables 1 and 2.

4.4 OBJECTIVE: The capability of one main AC generator to supply all the necessary
electrical power will be evaluated, and the ability of the subsystem to prevent
significant electrical transients during generator switching will be determined.

4.4.1 Requirement References: Reference 1.1, 1.7, 1.8 and 1.10.

4.4.2 Test Conditions: At flight conditions that the pilot deems convenient
between 20K- 35K feet PA and 250 -400 KIAS.
AFFTC ,om 0-12

79

V%,
' [i% ..
.. o. .. , . . _ ,' ". . :', : , , , ... .,4.. . y.-..-., <,. _. . . '..,,'..
 }
AFFTC TEST INFORMATION SHEET (TIS) CONTINUATION
TEST PROGRAM)
TIS NO. REVISION
4.4.3 Test Procedures: Approximately halfway through a 42 A
captive AIM-7 radar mission when the pilot is stabilized
at the conditions in para. 4.5.2, he will switch off the 5 8
L/H generator. The pilot will report over TH all il- tOATE
luminated caution lights. All possible BIT lights will j 17 December 1973
be cleared before continuing. The remainder of the radar
mission will be performed utilizing only the R/R generator. If problems devel-
op, the pilot will reset the L/H generator. Prior to landing, if the L/H
generator has not already been reset, the pilot will reset it.

S '4.4.4 Support Requirements: Safety chase aircraft, F-15 #6, captive AIM-7,
TM, and target aircraft and tracking radars as required.

4.4.5 Data: Pilot comments, onboard instrumentation, time history plot of

those measurands listed in Tables I and 2.

4.5 OBJECTIVE: Evaluate the performance of the emergency generator system in flight
while performing an approach to a simulateO landing at altitude.

4.5.1 Requirement References: Reference 1.1, 1.6, and 1.7.

4.5.2 Test Conditions: The test will begin at 20,000 feet MSL at 300 KIAS
within sight of the base runways.

S4.5.3 Test Procedures: The pilot will verify the emergency generator switch
is in NORM position. Then at 20K feet and 300 KIAS, the pilot will switch off
one main generator and operate for several minutes on one main generator to
verify the proper switching of the electrical load. Reset the generator to
verify that it will reset. Then switch it off again. The pilot will then
switch off the other main generator and verify that the emergency generator has
come on the line. All caution lights will be noted by pilot. The pilot will
begin a shallow descent to 10,000 feet MSL to simulate a landing. During the
descent the flight controls will be exercised by making gentle 30 degree bank-
to-bank turns. The speed brake will be utilized and at approximately 12,000
feet aid 200 KIAS the gear and flaps will be lowered. Using 10,000 feet as a
base altitude a simulated landing will be performed by decreasing the airspeed
from 200 KIAS to about 145 KIAS. At about 10,500 feet a go-around will be per-
formed. A 360 degree (closed pattern) approach to a simulated landing will
then be performed. Once the simulated flare has been completed, the main
generators will be reset and a normal landing will be made. The chase aircraft
will observe and note any unusual flight control surface movement throughout
this test.

4.5.4 Support Requirement: Safety chase aircraft.

4.5.5 Data: Pilot (test and chase aircraft) comments, onboard instrumentation,
time history plots of selected parameters from Tables I and 2.

4.6 OBJECTIVE: Evaluate the operational effectiveness of the interior and exterior
lighting, including taxi, beacon, formation and landing lights during night flights.
4.6.1 Requirement Reference: Reference 1.10 and 1.11.

4.6.2 Test Conditions: At least two night missions will be flown to satisfy

AFFTC F'Onm
JAN 72
0-128

80

4 ~~~~~
~ ~ ~ 4- - - - %'
 i AFFTC TEST INFORMATION SHEET (TIS) -CONTINUATION
~ TEST PROGRAM)
ITIS
other objectives. Different pilots will participate in
NO. REVISI ON
42 A
each mission to broaden the qualitative coments required. PAGE o PAGES
The mission will be scheduled for a night takeoff and 6 8
landing. OATE
17 December 1973
4.6.3 Test Procedures: The aircraft will be flown at
night to evaluate the night lighting during all phases of flight including taxi,
takeoff, climb, formation maneuvering, level flight, letdown and landing. Fol-
lowing the flight the pilot will taxi the aircraft to a location where little
or no external lighting is visible in the cockpit. With canopy down the pilot
will switch off both main generators and evaluate cockpit lighting available
with the emergency generator.

4.6.4 Support Requirements: In addition to that required for the primary

objective, a chase aircraft, one C-band tracking radar, and a 16mm movie camera
suitable for night aerial photography are required.

4.6.5 Data: Pilots coumments and movie film.

* 4.7 OBJECTIVE: The interfacing of the electrical subsystems with the other major
subsystems, i.e., flight controls, avionics, armament (weapons release), ECS, etc.
will be investigated.

- ~4.7.1 Requirements Reference: Reference 1.1.

4.7.2 Test Conditions: Same as para. 4.3.2.

4.7.3 Test Procedures: All flights will be monitored for interface/integration

problems. Particular emphasis will be placed on single generator failures
during radar, weapons release, and tracking missions.

4.7.3.1 Prior to the first weapons delivery flight, a ground test will
be conducted to determine any voltage transients which could inadvert-
ently cause a release or fire signal at the weapons stations. This will
.be accomplished with no weapons, using the PSM-6 Multimeter. With air-
craft engines running and both main generators on, the R/H generator will
be switched off, and any transients noted.

4.7.3.2 During a radar mission, after a successful lockon has been

attained, a main generator will be switched off. Any reduction ii the
avionics performance will be noted.

4.7.3.3 Prior to the last test point on an air-to-ground weapons de-

livery a planned "dry" pass will be made. All necessary armament
switches will be ON for the particular system being delivered. The air-
craft will be over the range within weapons release parameters and cleared
by the safety chase pilot and range officer. Prior to the end of the "dry"
run the pilot will switch off the R/H generator. Any inadvertent release
or firing caused by electrical transients will be noted. Then all arm-
ament switches will be safetied before the generator is reset. On another
air-to-ground mission the same procedure will be followed only the L/H
generator will be switched off on this pass.

" 4.7.4 Support Requirements: Portable oscilloscope and technician, or PSM-6

multimeter and F-6 equipped with pylons. .3
AFFTC Ocm 0-121

81
 AFFTC TEST INFORMATION SHEET (TIS) - CONTINUATION
TEST PROGRAM)
NTS. REVISION
4.7.5 Data: Pilot's and safety chase pilot's comments, 42A
.... report of any significant transients noted at weapons
stations,.~o PAGE 7 8
OF8 GS
PAGES

4.8 OBJECTIVE: Evaluate the ability of the electrical sub- 17 December 1973
system, both dual and single generator operations,to power
-- the Tactical Electronic Warfare System (TEWS).

4.8.1 Requirement Reference: 1.12

4.8.2 Test Conditions: Flight parameters will be on a ridealong basis and as

specified during the TEWS missions. The avionics will be operated as follows:

Condition TEWS Mode Other Avionics

Ground Standby OFF

Ground Standby ON
Stabilized flight Standby Minimum req'd ON
Stabilized flight Transmit Minimum reqld ON
Stabilized flight Transmit Maximum req'd ON
Maneuvering flight Transmit Maximum req'd ON
4.8.3 Test Procedures: An instrumentation record will be taken at each of the
conditions stated in par& 4.8.2 with both generators operating. After the re-
sults of dual generator operation have been analyted and it is determined that
single generator operation would not overload the system, the conditions will
be repeated with only one main generator operating.

4.8.4 Support Requirements: F-15 010.

4.8.5 Data: Pilot comments, time history plots of selected parameters from
Tables 1 and 2.

4, [ ,V

* AFFTC FOR
JAN ?8
0-111
4:

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................
,...............................

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 I~rpr
. . . . .,: . -. . .- % %* ,,.., ; . ., .. .,/ .

AFFTC TEST INFORMATION SHEET (TIS) - CONTINUATION

TEST PROGRAM)
T S NO. 42 A
EIVION

PAGE 8E OF 8 PAGES

TABLE 1 DATE8 8
17 Decekber 1973

Sea No. Measurznd Name

SE18 N.B. FM PHASE A VOLT. LEFT/EMER

SE19 N.B. FM PHASE B VOLT, LEFETIEMER
SE20 N.B. FM PHASE C VOLT, LET/EMKR
SE21 N.B. FM PHASE A VOLT R/HBUS
SE22 N.B. FM PHASE B VOLT R/H BUS
SE23 N.B. FM PHASE C VOLT R/H BUS
SE24 N.B. FM PHASE A CURR L/H GEN
SE25 N.B. FM PHASE B CURR L/H GEN
SE26 N.B. FM PHASE C CURl L/H GEN
SE27 N.B. FM PHASE A CURU R/H GEN
SE28 N.B. FM PHASE B CURR R/H GEN
SE29 N.B. FM PHASE C CURR R/H GEN

TABLE 2
Trans former-Rectifiers

SE13 LT/EMER BUS VOLTAGE 28VDC

SE14 CURRENT 28VDC L/H BUS
* SE17 TRANSIENTS 28VDC L/H BUS
SE41 28VDC INPUT VOLTAGE
545 CURRENT 28VDC R/H BUS
5E46 TRANSIENTS 28VDC R/H BUS
5E05 CURRENT 28VDC EMERGENCY BUS

TABLE 3
JFS Electrical System

SE50 VOLTAGE 28VDC JFS GEN

SE51 CURRENT 28VI)C J/hS GEN
SE52 TRANSIENTS 28 VDC JFS GEN
SBI8 JFS BAY TEMPERATURE

Hr
AFFTC F~t 0-i2a
LFTC o11-,2.
JAN 72

83

4.O
 - a - - -' -- -S - S. K

I
%l (-1

DEPARTMENT OF THE AIR FORCE 6

HEADUARTENRS AERONAUTICAL SYSTEMS DIVIIION (AFSC)
WRIGHTDPA"TERSON AIR PORCE §ALE. OHIO 4 4s
KTT To AT)/OT 14 Mar 74
AI"N OF: ASDYJ

mIm,€C,: Review of TIS AFVTC #42(A) Electrical Subsystem and Lighting

Evaluation

To: AFFTC/DOJ
Edwards APB, Ca.
Subject TIS has been reviewed and the following comments
offered:

a. Paragraph 4.5s McAir data should be used to cover

as many of the requirements as possible.
b. Table I should be expoanded to include that instrumentation
necessary to measure the emergency generator output AC/DC voltage,
current and frequency and right and left main generator frequency.

FCR THE COMMANDER

Director, Test and Deployment

Deputy for F-15/JEPO

84

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"174
 SAFETY REVIEWS

GENERAL

Two safety reviews covered the testing actually accomplished during eva-
luation of the electrical system, hydraulic system, and MIL-H-83282 hydraulic
fluid. The results of these reviews are contained in AFFTC Form 28 control
numbers 76-54 and 78-19. The TISs specifically covered are listed in referen-
ces 12 and 17 and 20 of this report. A close-out memorandum for the record
was prepared for control number 78-19 and for the secondary power section of
control number 76-54. Other testing under control number 76-54 was still in
progress at the date of this report and portions of that Form 28 remained
active.
• ... Only the basic test plan reviews including OHAs and memorandums for the
record pertinent to the testing reflected in this report are included in this
appendix.

4.%
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 VEST PLAN SAFETY REVIEW

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 MEW FOR RECORD 28 Sep 81

SUBJECT: Partial Closeout of AFFTC Form 28 Control No. 76-54

1. This memo for record closes out the subject form 28 for the F-16
Secondary Power (16PP208) evaluation. The objectives were to evaluate
the functional adequacy and operational suitability of the FSD electrical
and hydraulic systems on both the F-16A and F-16B aircraft.

2. The hazard identified in the OHA addressing emergency electrical power

generation remained realistic during FSD. The minimizing procedures were
effective in preventing a mishap.

3. Attach this HFR to the subject form 28.

QVL( k-1J
DAVID W. HILAM, Lt Col, USAF Copy to: SES, Stop 101
Director, F-16 Combined Test Force

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APPENDIX C

EXAMPLES OF TEST OBJECTIVES AND PROCEDURES

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INTRODUCTION

In the section of this Handbook on Test Planning we outlined the philo-

sophy and background of electrical system tests at the AFFTC and described how
to identify what tests were required on any specific aircraft type. In order
to preserve a reasonable degree of readability, detailed descriptions of each
test were deferred for presentation in this Appendix.

The test descriptions given here should be treated as examples and as

points of departure. When the test planner has identified the tests required
for his aircraft he should review the tests described here for applicability
and completeness and then write up his own set of descriptions.

GROUND TESTS

These will include both evaluation of normal maintenance, start and pre-
flight procedures and precautionary tests made on the ground of, for example,
abnormal and emergency operating modes prior to flight tests in these modes.

Normal Servicing and Maintenance:

Test Objectives. These are:

I. To evaluate the functional adequacy and operational suitability of

the hydraulics in normal servicing and maintenance.

2. To identify deficiencies and problem areas.

3. Specific objectives requested by the System Program Office.

Test Conditions and Procedures. Maintenance and servicing as called

for in TOs will be evaluated during test operations. These evaluations will
involve Human Factors and Reliability and Maintainability personnel, but the
subsystems test engineer should follow maintenance and servicing closely and
ensure that any problem areas are reported and documented.

Data and Support Requirements. Test data will consist of crew com-
ments on maintenance and servicing, supported by photographic and other
appropriate documentation of any problem areas. Both favorable and unfa-
vorable comments should be recorded. Support requirements are ground support
equipment as called for by Technical Orders.

Engine Start:

Test Objectives. These are:

1. To evaluate the functional adequacy and operational suitability of

the electrical system during the engine start seque-tce.

2. To identify deficiencies and problem areas.

3. Specific objectives requested by the System Program Office.

92

%.
 Test Conditions and Procedures. Test Procedures will be the normal
procedures called for by Technical Orders. Test conditions will be those
encountered during normal maintenance for the flight test program, but the
experience gained should be evaluated with the expected operational background
of the type in mind.

Data and Support Requirements. Test data will consist of:

a. crew comments, support by photographic and other documentation of any

problem areas.

b. time histories of primary generator voltages and bus voltages:

Support requirements will be normal ground support equipment as called for by

Technical Orders and magnetic tape or other recording of system parameters.

Pre-Flight:

These tests are to evaluate normal pre-flight procedures as called for in

T.O.s.

Test Objectives. These are:

1. to evaluate the functional adequacy and operational suitability of

the pre-flight check procedures.

2. to identify deficiencies and problem areas.

3. specific objectives requested by the System Program Office.

Test Conditions and Procedures. Normal pre-flight checks performed

Sduring evaluation flight tests will be reviewed for functional adequacy and
for operational suitability in the expected operational environment of the
aircraft.

Data and Support Requirements.- Data will consist of crew comments,

supported by photographic and other documentation of problem areas as
appropriate. Support will consist of ground support equipment as specified in
Technical Orders.

Use of External Ground Power:

.Test Objectives. These are:

1. to evaluate the functional adequacy and operational suitability of

the electrical system using external ground power and system compatibility
with the ground power source.

2. to evaluate functioning of the protection system.

3. to identify any deficiencies and problem areas.

4. specific objectives requested by the System Program Office.

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 % Test Conditions and Procedures. Power carts as specified in
Technical Orders will be connected to the aircraft ground power receptacle
through a load band and voltage and frequency will be varied and the on and
off trip limits of the protection system determined. Power will also be con-
nected with phases crossed and with phases omitted and system protection from
these errors verified.

Data and Support Requirements. Support requirements are power carts as

specified in Technical Orders and a load bank to vary voltage.

Data requirements are:

1. Comments by maintenance crew on the operational suitability of the

external power circuit.

2. On and off voltage and frequency trip limits.

3. Effectiveness in refusing wrongly phased power.

Ground Tests of Functioning in Normal Mode:

These tests are made to verify functioning of the system on the ground in
normal operating mode, prior to flight tests of that mode.
Test Objectives. These are:

1. to verify operational suitability and functional adequacy of the

electrical system in normal operating mode.
2. to evaluate the supply of adequate and suitable power to all using com-
ponents.
3. to evaluate switching transients.

4. to evaluate Electromagnetic Compatibility.

5. specific objectives requested by the System Program Office.

* Test Conditions and Procedures. With engines at idle power and all
primary generators on line, all using components operable on the ground will
* * be switched on in combinations called for by the mission. Each load will be
switched on and off in turn to verify that switching transients and electro-
magnetic interference are acceptable. if electromagnetic interference is
found, loads will be switched on and off in turn to identify the source.
Transients at weapon stations should be measured with a multimeter.

Data and Support Requirements. Data required are:

1. Comments by ground and flight crews on operational suitability

2. Time histories of voltages and currents of all phases of primary

generators

3. Bus voltages, transients and currents for dc buses

94
 4. Description of any EMI problems and identification of sources.

Ground Tests of Functioning in Abnormal Modes:

These tests are made to verify satisfactory system functioning in all

abnormal modea prior to flight test of the system in those modes.
Test Objectives. These are:

1. To evaluate functioning and load control upon initiation of each

abnormal mode
2. To evaluate resumption of normal mode operation when problem is
removed

3. To evaluate of transfer and switching transients

4. Specific objectives requested by the System Program Office.

Test Conditions and Procedures. With all engines at idle power and all
primary generators on line and representative electrical loads each abnormal
mode will be simulated in turn and the response to failure observed including
report of all caution lights. The simulated failure will then be corrected
and resumption of normal mode operation verified.

-~ Data and Support Requirements.

1. Definitions of each abnormal mode.

; ~: 2. Crew comments.
3. Time histories of voltages and currents of all phases of primary
generators.

4. Bus voltages, transients and currents for dc buses.

5. Description of load shedding or other response to abnormal mode.

6. Report of warning lights.

7. Description and time histories of response to removal of problem

Ground Tests of Functioning in Emergency Mode:

These are tests to verify the satisfactory functioning of the electrical

system in emergency mode before flying this way. If satisfactory the
emergency prodecures will be followed during flight tests, subject to safety
review.

Test Objectives. These are:

1. to evaluate operational suitability and functional suitability of the

electrical system in emergency mode, including activation, support of flight
essential functions and satisfactory resumption of normal mode operation.

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2. Specific objectives requested by the System Program Office.

TetConditions and Procedures. With engines at idle power, all pri-

mary generators on line, and representative electrical load and the emergency
-F system in AUTO the primary generators will be disconnected and automatic acti-
ivationof the emergency mode verified. If the emergency generator is hydrau-
lically driven, flight controls will be activated to check for any effect on
1/. emergency power. Operation of all caution lights will be reported. The pri-
mary generators will then be brought back on line and satisfactory resumption
of normal mode operation verified.

Data and Support Requirements. These are:

1. Crew comments

2. Time histories of parameters such as those in Table 6.

00 FLIGHT TESTS

Flight Tests in Normal Operating Mode:

These tests will be performed at a number of flight conditions represen-

tative of the mission profiles. They will include maximum and minimum per-
missible normal load factors.

Test Objectives. These will be:

1. To evaluate the operational suitability and functional adequacy of

the electrical system in normal operating mode throughout the mission profile.

2. Specific objectives requested by the System Program Office.

* Test Conditions and Procedures. Normal mode operation will be eva-

luated throughout representative mission profiles including, as appropriate,
terrain following, tracking and weapon delivery. At a number of stabilized
level flight conditions representative of the mission flight profile, with all
primary generators on line, avionics subsystems and other major loads will be
turned on and off systematically to verify that transient and steady state
currents and voltages meet the requirements of 141L-STD-704. Windups and
pushovers to limit load factors will be performed to verify that the genera-
tors remain on line.

Data and Support Requirements. These are:

1. Records of flight conditions and electrical loads

2. Time histories of the parameters in Table 6.

3. Crew comments.

~* . ~Flight Tests in Abnormal Operating Modes:

Operation in each abnormal mode will be evaluated in flight after satis-
factory ground test results have been obtained.

96

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 Teat Objectives. These are:

11. To evaluate functioning and load control upon initiation

of each abnormal mode.

2. To evaluate resumption of normal mode operation when the

problem is corrected.

*3. To evaluate transfer and switching transients.

4. Specific objectives requested by the System Program Office.

Test Conditions and Procedures.

4 1. At each of a series of cruise conditions representative of the

mission envelope, with all primary generators on line and representative
electrical loads each abnormal mode will be simulated in turn and the response
of the system, including transients, load control and operation of warning
lights will be verified. The simulated failure will then be corrected and
resumption of normal mode operation verified.

2. In the case of multiengined aircraft generator failure during

tracking terrain following and weapon delivery (as appropriate will be simu-
lated and the effects evaluated.

* Data and Support Requirements. Data required are:

1. Definitions of flight conditions.

2. Crew comments, record of warning lights etc.

3. Time histories of parameters in Table 6.

4. Description of load shedding or other response to abnormal mode.

5. Description of response to correction of simulated failure.

* Flight Tests of Functioning in Emergency Mode:

* After satisfactory operation has been verified in ground tests, and sub-
ject to safety review, flight tests will be performed of the operation of the
electrical system in emergency operating mode.

Test Objectives. These are:

1. To evaluate functioning of the electrical system in emergency

operating mode including activation, support of flight essential functions and
satisfactory resumption of normal mode operations.

2. Specific objectives requested by the System Program Office.

97
 k -3*"" Rik 'ILA~ -j

Test Conditions and Procedures. At a representative cruise con-

~ dition at a safe altitude, with the emergency system in AUTO, all primary
generators will be switched off and satisfactory activation and operation in
the emergency mode verified. Operation of warning lights will be reported
If the emergency generator is hydraulically driven a simulated approach and
landing will be performed. Normal mode operation will then be restored.

Data and Support Requirements. These are:

1. Crew comments.

2. A record of all warning lights, etc.

* -. 3. Time histories of parameters such as those in Table 6.

*4%~%
 LIST OF ABBREVIATIONS, ACRONYMS, AND SYMBOLS

AC Alternating Current

ACS Armament Control Panel

ADG Auxiliary Drive Gearbox

AFFTC Air Force Flight Test Center

AFOTEC Air Force Operational Test and Evaluation Center

AFPE Air Force Preliminary Evaluation

AFSC Air Force Systems Command

AFWAL Air Force Wright Aeronautical Laboratory

AAD Airframe Mounted Accessory Drive

APU Auxiliary Power Unit

ASD Aeronautical Systems Division

BTC Bus Tie Contactors

CITS Central Integrated Test System

CSCF Constant Speed, Constant Frequency

CSD Constant Speed Drives

CSDCU Constant Speed Drive Control Unit

CTF Combined Test Force

DC Direct Current

DSO Defensive Systems Operator

DT&E Development Test and Evaluation

EGCU Emergency Generator Control Unit

EMI Electromagnetic Interference

ENUX Electrical Multiplex System Control

EPC External Power Contactor

EPU Emergency Power Unit

EWS Electric Warfare Systems

FOD Foreign Object Damage

FSD Full Scale Development

99
 ABBREVIATIONS, ACRONYMS, AND SYMBOLS CONTINUED

GCU Generator Control Unit

IDG Integrated Drive Generator

JFS Jet Fuel Starter

K Thousand

Kiss Knots Indicated Airspeed (corrected for instrument error)

KVA Kilovolt (ampere)

KW Kilowatt

L/H Left Hand

LM Load Management

LMC Load Management Center

LSI Large Scale Integration

MFR Memo For Record

MIP Material Improvement Program

MSL Mean Sea Level

OSO Offensive Systems Operator

PID Permanent Magnet Generators

R/H Right Hand

RIT Remote Input Terminal

ROT Remote output Terminal

RPM Revolutions Per Minute

SCR's Silicon Controlled Rectifiers

SIP System Integration Panel

SPO System Program Office

SSPC Solid State Power Controller

SR Service Report

TEWS Tactical Electronic Warfare System

TFR Terrain Following Radar

TIS Test Information Sheet

100

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ABBREVIATIONS, ACRONYMS, AND SYMBOLS CONCLUDED

ITMT.O.
Technical Manual
Technical Order

TRs Transformer/Rectifier

USAF United States Air Force

USK United States Navy

V Volt

Vdc Volts Direct Current

VSCF Variable Speed Constant Frequency

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