Mil STD 464C PDF

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NOT MEASUREMENT
SENSITIVE
MIL-STD-464C
1 December 2010
SUPERSEDING
MIL-STD-464B
1 October 2010
DEPARTMENT OF DEFENSE
INTERFACE STANDARD
ELECTROMAGNETIC ENVIRONMENTAL EFFECTS

REQUIREMENTS FOR SYSTEMS
AMSC 9159 AREA EMCS
DISTRIBUTION STATEMENT A. Approved for public release; distribution is unlimited.

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MIL-STD-464C
FOREWORD
1. This standard is approved for use by all Departments and Agencies of the Department of
Defense.
2. This standard contains two sections, the main body and an appendix. The main body of the
standard specifies a baseline set of requirements. The appendix portion provides rationale,
guidance, and lessons learned for each requirement to enable the procuring activity to tailor
the baseline requirements for a particular application. The appendix also permits Government
and Industry personnel to understand the purpose of the requirements and potential
verification methodology for a design. The appendix is not a mandatory part of this document.
3. A joint committee consisting of representatives of the Army, Navy, Air Force, other DoD
Agencies, and Industry participated in the preparation of the basic version of this standard.
4. Comments, suggestions, or questions on this document should be addressed to

USAF/Aeronautical Systems Center, ASC/ENRS, 2530 Loop Road West, Wright-Patterson AFB,
OH 45433-7101, or emailed to Engineering.Standards@wpafb.af.mil. Since contact
information can change, you may want to verify the currency of this address information using
the ASSIST Online database at https://assist.daps.dla.mil.
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MIL-STD-464C
CONTENTS
PARAGRAPH PAGE
1. SCOPE ................................................................................................................. 1
1.1 Purpose. ............................................................................................................. 1
1.2 Application. ........................................................................................................ 1
2. APPLICABLE DOCUMENTS .................................................................................. 1
2.1 General. .............................................................................................................. 1
2.2 Government documents .................................................................................... 1
2.2.1 Specifications, standards, and handbooks. ........................................................ 1
2.2.2 Other Government documents, drawings, and publications. ........................... 2
2.3 Non-Government publications. ......................................................................... 3
2.4 Order of precedence. ......................................................................................... 3
3. DEFINITIONS ....................................................................................................... 4
3.1 Below deck. ........................................................................................................ 4
3.2 Compromising emanations. ............................................................................... 4
3.3 Electrically initiated device (EID). ....................................................................... 4
3.4 Electromagnetic environmental effects (E3). .................................................... 4
3.5 HERO SAFE ORDNANCE. ..................................................................................... 4
3.6 HERO SUSCEPTIBLE ORDNANCE......................................................................... 4
3.7 HERO UNSAFE ORDNANCE. ................................................................................ 5
3.8 High power microwave (HPM). .......................................................................... 5
3.9 Launch vehicle. ................................................................................................... 5
3.10 Lightning direct effects....................................................................................... 5
3.11 Lightning indirect effects.................................................................................... 5
3.12 Margins............................................................................................................... 5
3.13 Maximum no-fire stimulus. ................................................................................ 5
3.14 Mission critical. .................................................................................................. 6
3.15 Multipaction. ...................................................................................................... 6
3.16 Non-developmental item. .................................................................................. 6
3.17 Ordnance. ........................................................................................................... 6
3.18 Platform.............................................................................................................. 6
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CONTENTS
PARAGRAPH PAGE
3.19 Safety critical. ..................................................................................................... 6

3.20 Shielded area...................................................................................................... 6
3.21 Spectrum-dependent systems. .......................................................................... 7
3.22 Space vehicle. ..................................................................................................... 7
3.23 Subsystem. ......................................................................................................... 7
3.24 System. ............................................................................................................... 7
3.25 System operational performance. ..................................................................... 7
3.26 TEMPEST............................................................................................................. 8
3.27 Topside areas. .................................................................................................... 8
4. GENERAL REQUIREMENTS ................................................................................. 9
4.1 General. .............................................................................................................. 9
5. DETAILED REQUIREMENTS ............................................................................... 10
5.1 Margins............................................................................................................. 10
5.2 Intra-system electromagnetic compatibility (EMC). ........................................ 10
5.2.1 Hull generated intermodulation interference (IMI). ....................................... 10
5.2.2 Shipboard internal electromagnetic environment (EME)................................ 10
5.2.3 Multipaction. .................................................................................................... 11
5.2.4 Induced levels at antenna ports of antenna-connected receivers. ................. 11
5.3 External RF EME. .............................................................................................. 11
5.4 High-power microwave (HPM) sources. .......................................................... 18
5.5 Lightning. .......................................................................................................... 18
5.6 Electromagnetic pulse (EMP). .......................................................................... 21
5.7 Subsystems and equipment electromagnetic interference (EMI). .................. 21
5.7.1 Non-developmental items (NDI) and commercial items. ................................ 21
5.7.2 Shipboard DC magnetic field environment. ..................................................... 21
5.8 Electrostatic charge control. ............................................................................ 21
5.8.1 Vertical lift and in-flight refueling. ................................................................... 21
5.8.2 Precipitation static (p-static). ........................................................................... 22
5.8.3 Ordnance subsystems. ..................................................................................... 22
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CONTENTS
PARAGRAPH PAGE
5.8.4 Electrical and electronic subsystems. .............................................................. 22

5.9 Electromagnetic radiation hazards (EMRADHAZ). ........................................... 22
5.9.1 Hazards of electromagnetic radiation to personnel (HERP). ........................... 22
5.9.2 Hazards of electromagnetic radiation to fuel (HERF). ..................................... 23
5.9.3 Hazards of electromagnetic radiation to ordnance (HERO). ........................... 23
5.10 Life cycle, E3 hardness. .................................................................................... 25
5.11 Electrical bonding. ............................................................................................ 25
5.11.1 Power current return path. .............................................................................. 25
5.11.2 Antenna installations. ...................................................................................... 25
5.11.3 Mechanical interfaces. ..................................................................................... 25
5.11.4 Shock, fault, and ignitable vapor protection. .................................................. 26
5.12 External grounds. ............................................................................................. 26
5.12.1 Aircraft grounding jacks. .................................................................................. 26
5.12.2 Servicing and maintenance equipment grounds. ............................................ 27
5.13 TEMPEST........................................................................................................... 27
5.14 System radiated emissions............................................................................... 27
5.14.1 Emission control (EMCON). .............................................................................. 27
5.14.2 Inter-system EMC. ............................................................................................ 28
5.15 EM spectrum supportability............................................................................. 28
6. NOTES ............................................................................................................... 29
6.1 Intended use. ................................................................................................... 29
6.2 Associated Data Item Descriptions (DIDs). ...................................................... 29
6.3 Tailoring guidance for contractual application. ............................................... 29
6.4 Subject term (key word) listing. ....................................................................... 30
6.5 International standardization agreement implementation............................. 30
6.6 Acronyms used in this standard. ...................................................................... 31
6.7 Technical points of contact. ............................................................................. 31
6.8 Changes from previous issue. .......................................................................... 32
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MIL-STD-464C
CONTENTS
PARAGRAPH PAGE
APPENDIX A: APPLICATION GUIDE ............................................................................................... 33

A.1 SCOPE ............................................................................................................... 33
A.1.1 Scope. ............................................................................................................... 33
A.2 APPLICABLE DOCUMENTS ................................................................................ 33
A.2.1 Government documents .................................................................................. 33
A.2.1.1 Specifications, standards, and handbooks. ...................................................... 33
A.2.1.2 Other Government documents, drawings, and publications. ......................... 36
A.2.2 Non-Government publications. ....................................................................... 39
A.3 ACRONYMS. ...................................................................................................... 41
A.4 GENERAL REQUIREMENTS AND VERIFICATION. .............................................. 43
A.4.1 General. ............................................................................................................ 43
A.5 DETAILED REQUIREMENTS ............................................................................... 47
A.5.1 Margins............................................................................................................. 47
A.5.2 Intra-system electromagnetic compatibility (EMC). ........................................ 51
A.5.2.1 Hull generated intermodulation interference (IMI). ....................................... 57
A.5.2.2 Shipboard internal electromagnetic environment (EME)................................ 58
A.5.2.3 Multipaction. .................................................................................................... 65
A.5.2.4 Induced levels at antenna ports of antenna-connected receivers. ................. 66
A.5.3 External RF EME. .............................................................................................. 68
A.5.4 High-power microwave (HPM) sources. .......................................................... 78
A.5.5 Lightning. .......................................................................................................... 84
A.5.6 Electromagnetic pulse (EMP). .......................................................................... 91
A.5.7 Subsystems and equipment electromagnetic interference (EMI). .................. 98
A.5.7.1 Non-developmental items (NDI) and commercial items. .............................. 102
A.5.7.2 Shipboard DC magnetic field environment. ................................................... 105
A.5.8 Electrostatic charge control. .......................................................................... 106
A.5.8.1 Vertical lift and in-flight refueling. ................................................................. 109
A.5.8.2 Precipitation static (P-static). ......................................................................... 111
A.5.8.3 Ordnance subsystems. ................................................................................... 114
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MIL-STD-464C
CONTENTS
PARAGRAPH PAGE
A.5.8.4 Electrical and electronic subsystems. ............................................................ 115

A.5.9 Electromagnetic radiation hazards (EMRADHAZ). ......................................... 116
A.5.9.1 Hazards of electromagnetic radiation to personnel (HERP). ......................... 116
A.5.9.2 Hazards of electromagnetic radiation to fuel (HERF). ................................... 118
A.5.9.3 Hazards of electromagnetic radiation to ordnance (HERO). ......................... 119
A.5.10 Life cycle, E3 hardness. .................................................................................. 124
A.5.11 Electrical bonding. .......................................................................................... 129
A.5.11.1 Power current return path. ............................................................................ 134
A.5.11.2 Antenna installations. .................................................................................... 135
A.5.11.3 Mechanical interfaces. ................................................................................... 136
A.5.11.4 Shock, fault, and ignitable vapor protection. ................................................ 139
A.5.12 External grounds. ........................................................................................... 140
A.5.12.1 Aircraft grounding jacks. ................................................................................ 143
A.5.12.2 Servicing and maintenance equipment grounds. .......................................... 145
A.5.13 TEMPEST......................................................................................................... 146
A.5.14 System radiated emissions............................................................................. 148
A.5.14.1 Emission control (EMCON). ............................................................................ 148
A.5.14.2 Inter-system EMC. .......................................................................................... 151
A.5.15 EM spectrum compatibility. ........................................................................... 153
FIGURES
FIGURE 1. Lightning direct effects environment.......................................................................... 19

FIGURE 2. Lightning indirect effects environment....................................................................... 20
FIGURE A- 1. CCF of select surface ships...................................................................................... 62
FIGURE A- 2. Lightning indirect effects waveform parameters. .................................................. 86
FIGURE A- 3. Unclassified free-field EMP time-domain environment (IEC 61000-2-9). .............. 92
FIGURE A- 4. Unclassified free-field EMP frequency domain environment (IEC 61000-2-9). ..... 93
FIGURE A- 5. Unclassified nominal HEMP composite environment (E1, E2, and E3). ................. 94
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MIL-STD-464C
CONTENTS
PARAGRAPH PAGE
TABLES
TABLE I. Maximum external EME for deck operations on Navy ships. ........................................ 12
TABLE II. Maximum external EME for ship operations in the main beam of transmitters. ........ 13
TABLE III. Maximum external EME for space and launch vehicle systems. ................................. 14
TABLE IV. Maximum external EME for ground systems. ............................................................. 15
TABLE V. Maximum external EME for rotary-wing aircraft, including UAVs,
excluding shipboard operations. .................................................................................................. 16
TABLE VI. Maximum external EME for fixed-wing aircraft, including UAVs,
excluding shipboard operations. .................................................................................................. 17
TABLE VII. Lightning indirect effects waveform parameters. ...................................................... 20
TABLE VIII. Electromagnetic fields from near strike lightning (cloud-to-ground). ...................... 21
TABLE IX. Maximum external EME levels for ordnance. .............................................................. 24
TABLE X. Ordnance phases and associated environments. ......................................................... 25
TABLE XI. EMCON bandwidths. .................................................................................................... 28
TABLE A- I. Type of EMI/EMC testing. .......................................................................................... 55
TABLE A- II. Summary of recommendations. ............................................................................... 63
TABLE A- III. Specialized rotorcraft testing. ................................................................................. 77
TABLE A- IV. External EME for narrowband HPM. ....................................................................... 79
TABLE A- V. External EME for wideband HPM. ............................................................................ 80
TABLE A- VI. Narrowband HPM threats. ...................................................................................... 82
TABLE A- VII. Wideband HPM threats. ......................................................................................... 82
TABLE A- VIII. Stand-off distance ranges for generic fighter/attack aircraft. .............................. 82
TABLE A- IX. Narrowband HPM threats divided by range. .......................................................... 83
TABLE A- X. Wideband HPM threats divided by range. ............................................................... 83
TABLE A- XI. Lightning indirect effects waveform characteristics. .............................................. 86
TABLE A- XII. HERO EME test levels. .......................................................................................... 123
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MIL-STD-464C
1. SCOPE
1.1 Purpose.
This standard establishes electromagnetic environmental effects (E3) interface requirements
and verification criteria for airborne, sea, space, and ground systems, including associated
ordnance.
1.2 Application.
This standard is applicable for complete systems, both new and modified.
2. APPLICABLE DOCUMENTS
2.1 General.
The documents listed in this section are specified in sections 3, 4, or 5 of this standard. This
section does not include documents cited in other sections of this standard or recommended
for additional information or as examples. While every effort has been made to ensure the
completeness of this list, document users are cautioned that they must meet all specified
requirements of documents cited in sections 3, 4, or 5 of this standard, whether or not they are
listed.
2.2 Government documents
2.2.1 Specifications, standards, and handbooks.

The following specifications, standards, and handbooks form a part of this document to the
extent specified herein. Unless otherwise specified, the issues of these documents are those
cited in the solicitation or contract.
INTERNATIONAL STANDARDIZATION AGREEMENTS
AECTP-500 Electromagnetic Environmental Effects Test and

Verification
DEPARTMENT OF DEFENSE STANDARDS
MIL-STD-331 Fuze and Fuze Components, Environmental and

Performance Tests for
MIL-STD-461 Requirements for the Control of Electromagnetic
Interference Characteristics of Subsystems and
Equipment
DOD-STD-1399-70-1 Interface Standard for Shipboard Systems Section
070 – Part 1 D.C. Magnetic Field Environment
(Metric)
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MIL-STD-464C
MIL-STD-1605(SH) Procedures for Conducting a Shipboard

Electromagnetic Interference (EMI) Survey (Surface
Ships)
MIL-STD-2169 High Altitude Electromagnetic Pulse Environment (U)
(Copies of these documents are available online at https://assist.daps.dla.mil/quicksearch/ or

from the Standardization Document Order Desk, 700 Robbins Avenue, Building 4D,
Philadelphia, PA 19111-5094. Application for copies of MIL-STD-2169 should be addressed with
a need-to-know to: Defense Threat Reduction Agency, ATTN: RD-NTSA , 8725 John J Kingman
RD STOP 6201, Fort Belvoir VA 22060-6201)
DEPARTMENT OF DEFENSE HANDBOOKS
MIL-HDBK-240 Hazards of Electromagnetic Radiation to Ordnance

(HERO) Test Guide
(Copies of this document are available online at https://assist.daps.dla.mil/quicksearch/ or

from the Standardization Document Order Desk, 700 Robbins Avenue, Building 4D,
Philadelphia, PA 19111-5094.)
2.2.2 Other Government documents, drawings, and publications.

The following other Government documents, drawings, and publications form a part of this
document to the extent specified herein. Unless otherwise specified, the issues of these
documents are those cited in the solicitation or contract.
INTEL REPORTS
Information Operations Capstone Threat Assessment Report (Latest Edition)
(Copies of this document are available via SIPRNET at

http://www.intelink.sgov.gov/wiki/PROGRAM_THREAT_SUPPORT/.)
PUBLICATIONS
CNSS TEMPEST 01-02 Advisory Memorandum, NONSTOP Evaluation

Standard
DoDI 4650.01 Policy and Procedures for Management and Use of
the Electromagnetic Spectrum
DoDI 6055.11 Protecting Personnel from Electromagnetic Fields
NSTISSAM TEMPEST/1-92 Compromising Emanations Laboratory Test
Requirements, Electromagnetics
NTIA Manual of Regulations and Procedures for Federal
Radio Frequency Management
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MIL-STD-464C
(Copies of CNSS and NSTISSAM documents are available only through the procuring activity.)
(Copies of DoD Instructions are available online at http://www.dtic.mil/whs/directives/.)
(Copies of the NTIA Manual are available from the U.S. Government Printing Office,
Superintendent of Documents, P.O. Box 371954, Pittsburgh, PA 15250-7954.)
2.3 Non-Government publications.

The following documents form a part of this document to the extent specified herein. Unless
otherwise specified, the issues of these documents are those cited in the solicitation or
contract.
AMERICAN NATIONAL STANDARDS INSTITUTE (ANSI)
ANSI/IEEE C63.14 Dictionary of Electromagnetic Compatibility (EMC)

Including Electromagnetic Environmental Effects (E3)
(Copies are available from the Institute of Electrical and Electronic Engineers (IEEE) Service
Center, 445 Hoes Lane, P.O. Box 1331, Piscataway, NJ 08855-1331 or online at
http://www.ieee.org/.)
INTERNATIONAL ORGANIZATION FOR STANDARDIZATION (ISO)
ISO 46 Aircraft – Fuel Nozzle Grounding Plugs and Sockets
(Copies of this document are available from the International Organization for Standardization,
3 rue de Varembe, 1211 Geneve 20, Geneve, Switzerland or online at
http://www.iso.ch/iso/en/ISOOnline.openerpage.)
2.4 Order of precedence.

Unless otherwise noted herein or in the contract, in the event of a conflict between the text of
this document and the references cited herein, the text of this document takes precedence.
Nothing in this document, however, supersedes applicable laws and regulations unless a
specific exemption has been obtained.
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MIL-STD-464C
3. DEFINITIONS
The terms used in this standard are defined in ANSI Standard C63.14. In addition, the following
definitions are applicable for the purpose of this standard.
3.1 Below deck.

An area on ships that is surrounded by a metallic structure such as the hull or superstructure of
metallic surface ships, the hull of a submarine, the screened areas or rooms of non-metallic
ships, the screened areas of ships utilizing a combination of metallic/non-metallic material for
hull and superstructure or a deck mounted metallic shelter.
3.2 Compromising emanations.

Unintentional intelligence-bearing signals which, if intercepted and analyzed, disclose the
national security information transmitted, received, handled, or otherwise processed by any
classified information processing system.
3.3 Electrically initiated device (EID).

An EID is a single unit, device, or subassembly that uses electrical energy to produce an
explosive, pyrotechnic, thermal, or mechanical output. Examples include: electroexplosive
devices (such as hot bridgewire, semiconductor bridge, carbon bridge, and conductive
composition), exploding foil initiators, laser initiators, burn wires, and fusible links.
3.4 Electromagnetic environmental effects (E3).

The impact of the electromagnetic environment (EME) upon the operational capability of
military forces, equipment, systems, and platforms. E3 encompasses the electromagnetic
effects addressed by the disciplines of electromagnetic compatibility (EMC), electromagnetic
interference (EMI), electromagnetic vulnerability (EMV), electromagnetic pulse (EMP),
electronic protection (EP), electrostatic discharge (ESD), and hazards of electromagnetic
radiation to personnel (HERP), ordnance (HERO), and volatile materials (HERF). E3 includes the
electromagnetic effects generated by all EME contributors including radio frequency (RF)
systems, ultra-wideband devices, high-power microwave (HPM) systems, lightning,
precipitation static, etc.
3.5 HERO SAFE ORDNANCE.

Any ordnance item that is sufficiently shielded or otherwise so protected that all electrically
initiated devices (EIDs) contained by the item are immune to adverse effects (safety or
reliability) when the item is employed in the radio frequency environment delineated in MIL-
STD-464. The general hazards of electromagnetic radiation to ordnance requirements defined
in the hazards from electromagnetic radiation manuals must still be observed. Note:
Percussion-initiated ordnance have no HERO requirements.
3.6 HERO SUSCEPTIBLE ORDNANCE.

Any ordnance item containing electro-explosive devices proven by test or analysis to be
adversely affected by radio frequency energy to the point that the safety and/or reliability of
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MIL-STD-464C
the system is in jeopardy when the system is employed in the radio frequency environment
delineated in MIL-STD-464.
3.7 HERO UNSAFE ORDNANCE.

Any ordnance item containing electrically initiated devices that have not been classified as
HERO SAFE or HERO SUSCEPTIBLE ordnance as a result of a hazards of electromagnetic
radiation to ordnance (HERO) analysis or test. Additionally, any ordnance item containing
electrically initiated devices (including those previously classified as HERO SAFE or HERO
SUSCEPTIBLE ordnance) that has its internal wiring exposed; when tests are being conducted on
that item that result in additional electrical connections to the item; when electrically initiated
devices having exposed wire leads are present and handled or loaded in any but the tested
condition; when the item is being assembled or disassembled; or when such ordnance items
are damaged causing exposure of internal wiring or components or destroying engineered
HERO protective devices.
3.8 High power microwave (HPM).

A radio frequency environment produced by microwave sources (weapon) capable of emitting
high power or high energy densities. The HPM operating frequencies are typically between 100
MHz and 35 GHz, but may include other frequencies as technology evolves. The source may
produce microwaves in the form of a single pulse, repetitive pulses, pulses of more complex
modulation, or continuous wave (CW) emissions.
3.9 Launch vehicle.

A composite of the initial stages, injection stages, space vehicle adapter, and fairing having the
capability of launching and injecting a space vehicle or vehicles into orbit.
3.10 Lightning direct effects.

Any physical damage to the system structure and electrical or electronic equipment due to the
direct attachment of the lightning channel and current flow. These effects include puncture,
tearing, bending, burning, vaporization, or blasting of hardware.
3.11 Lightning indirect effects.

Electrical transients induced by lightning due to coupling of electromagnetic fields. These
effects include malfunction or damage to electrical/electronic equipment.
3.12 Margins.
The difference between the subsystem and equipment electromagnetic strength level, and the
subsystem and equipment stress level caused by electromagnetic coupling at the system level.
Margins are normally expressed as a ratio in decibels (dB).
3.13 Maximum no-fire stimulus.

The greatest firing stimulus which does not cause initiation within five minutes of more than
0.1% of all electric initiators of a given design at a confidence level of 95%. When determining
maximum no-fire stimulus for electric initiators with a delay element or with a response time of
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MIL-STD-464C
more than five minutes, the firing stimulus will be applied for the time normally required for
actuation.
3.14 Mission critical.

Unless otherwise defined in the procurement specification, a term applied to a condition,
event, operation, process, or item which if performed improperly, may: 1) prohibit execution of
a mission, 2) significantly reduce the operational capability, or 3) significantly increase system
vulnerability.
3.15 Multipaction.
Multipaction is a radio frequency (RF) resonance effect that occurs only in a high vacuum where
RF field accelerates free electrons resulting in collisions with surfaces creating secondary
electrons that are accelerated resulting in more electrons and ultimately a major discharge and
possible equipment damage.
3.16 Non-developmental item.

Non-developmental item is a broad, generic term that covers material, both hardware and
software, available from a wide variety of sources with little or no development effort required
by the Government.
3.17 Ordnance.
Explosives, chemicals, pyrotechnics, and similar stores (such as bombs, guns, ammunitions,
flares, electroexplosive devices, smoke and napalm) carried on an airborne, sea, space, or
ground systems.
3.18 Platform.
A mobile or fixed installation such as a ship, aircraft, ground vehicles and shelters, launch-space
vehicles, shore or ground station. For the purposes of this standard, a platform is considered a
system.
3.19 Safety critical.

Unless otherwise defined in the procurement specification, a term applied to a condition,
event, operation, process, or item whose proper recognition, control, performance or tolerance
is essential to safe system operation or use; for example, safety critical function, safety critical
path, or safety critical component. A term also used when a failure or malfunction of a system
or subsystem can cause death or serious injury to personnel.
3.20 Shielded area.

An area not directly exposed to EM energy. This includes shielded spaces, compartments and
rooms; areas inside the hull and superstructure of metallic hull ships; areas inside metallic
shelters, a metallic enclosure or a metallic mast; and areas in screen rooms on nonmetallic hull
ships.
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MIL-STD-464C
3.21 Spectrum-dependent systems.

All electronic systems, subsystems, devices, and/or equipment that depend on the use of the
spectrum to properly accomplish their function(s) without regard to how they were acquired
(full acquisition, rapid acquisition, Joint Concept Technology Demonstration, etc.) or procured
(commercial off-the-shelf, government off-the-shelf, non-developmental items, etc.).
3.22 Space vehicle.

A complete, integrated set of subsystems and components capable of supporting an
operational role in space. A space vehicle may be an orbiting vehicle, a major portion of an
orbiting vehicle, or a payload of an orbiting vehicle which performs its mission while attached
to a recoverable launch vehicle. The airborne support equipment, which is peculiar to
programs utilizing a recoverable launch vehicle, is considered a part of the space vehicle being
carried by the launch vehicle.
3.23 Subsystem.
A portion of a system containing two or more integrated components that, while not
completely performing the specific function of a system, may be isolated for design, test, or
maintenance. Either of the following are considered subsystems for the purpose of establishing
EMC requirements. In either case, the devices or equipments may be physically separated
when in operation and will be installed in fixed or mobile stations, vehicles, or systems.
a. A collection of devices or equipments designed and integrated to function as a single

entity but wherein no device or equipment is required to function as an individual
device or equipment.
b. A collection of equipment and subsystems designed and integrated to function as a

major subdivision of a system and to perform an operational function or functions.
Some activities consider these collections as systems; however, as noted above, they
will be considered as subsystems.
3.24 System.
A composite of equipment, subsystems, skilled personnel, and techniques capable of
performing or supporting a defined operational role. A complete system includes related
facilities, equipment, subsystems, materials, services, and personnel required for its operation
to the degree that it can be considered self-sufficient within its operational or support
environment. See 3.18.
3.25 System operational performance.

A set of minimal acceptable parameters tailored to the platform and reflecting top level
capabilities such as range, probability of kill, probability of survival, operational availability, and
so forth. A primary aspect of acquisition related to this definition are key performance
parameters (KPPs), which are used in acquisition to specify system characteristics that are
considered most essential for successful mission accomplishment and that are tracked during
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MIL-STD-464C
development to evaluate the effectiveness of the system. For the purposes of this document,
the set of parameters under consideration would normally extend beyond this limited set of
parameters to address other details of system performance that may be less critical but still
have a substantial impact on system effectiveness.
3.26 TEMPEST.
An unclassified, short name referring to the investigation and study of compromising
emanations.
3.27 Topside areas.

All shipboard areas continuously exposed to the external electromagnetic environment, such as
the main deck and above, catwalks, and those exposed portions of gallery decks.
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MIL-STD-464C
4. GENERAL REQUIREMENTS
4.1 General.
Each system shall be electromagnetically compatible among all subsystems and equipment
within the system and with environments caused by emitters and other electromagnetic
sources external to the system to ensure safe and proper operation and performance. This
standard identifies baseline design requirements and verification to address E3 issues.
Requirements and verification approaches may be tailored based on engineering justification
derived from the system’s operational requirements and engineering analysis. Design
techniques used to protect equipment against EMI effects shall be verifiable, maintainable, and
effective over the rated lifecycle of the system. Design margins shall be established based on
system criticality, hardware tolerances, and uncertainties involved in verification of system-
level design requirements. Verification shall address all life cycle aspects of the system,
including (as applicable) normal in-service operation, checkout, storage, transportation,
handling, packaging, loading, unloading, launch, and the normal operating procedures
associated with each aspect. The Data Item Description (DID) called out in the standard provide
a means for establishing an overall integrated E3 design and verification approach to identify
areas of concern early in the program, mitigate risk, and document test results.
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MIL-STD-464C
5. DETAILED REQUIREMENTS
5.1 Margins.
Margins shall be provided based on system operational performance requirements, tolerances
in system hardware, and uncertainties involved in verification of system-level design
requirements. Safety critical and mission critical system functions shall have a margin of at
least 6 dB. EIDs shall have a margin of at least 16.5 dB of maximum no-fire stimulus (MNFS) for
safety assurances and 6 dB of MNFS for other applications. Compliance shall be verified by test,
analysis, or a combination thereof. Instrumentation installed in system components during
testing for margins shall capture the maximum system response and shall not adversely affect
the normal response characteristics of the component. When environment simulations below
specified levels are used, instrumentation responses may be extrapolated to the full
environment for components with linear responses (such as hot bridgewire EIDs). When the
response is below instrumentation sensitivity, the instrumentation sensitivity shall be used as
the basis for extrapolation. For components with non-linear responses (such as semiconductor
bridge EIDs), no extrapolation is permitted.
5.2 Intra-system electromagnetic compatibility (EMC).

The system shall be electromagnetically compatible within itself such that system operational
performance requirements are met. Compliance shall be verified by system-level test, analysis,
or a combination thereof. For surface ships, MIL-STD-1605(SH) provides test methods used to
verify compliance with the requirements of this standard for intra- and inter-system EMC, hull
generated intermodulation interference, and electrical bonding.
5.2.1 Hull generated intermodulation interference (IMI).

For surface ship applications, the intra-system EMC requirement is considered to be met for
hull generated IMI when IMI product orders higher than 19th order produced by High Frequency
(HF) transmitters installed onboard ship are not detectable by antenna-connected receivers
onboard ship. Compliance shall be verified by test, analysis, or a combination thereof, through
measurement of received levels at system antennas and evaluation of the potential of these
levels to degrade receivers.
5.2.2 Shipboard internal electromagnetic environment (EME).

For ship and submarine applications, electric fields (peak V/m-rms) below deck from intentional
onboard transmitters shall not exceed the following levels:
a. Surface ships.
1) Metallic: 10 V/m from 10 kHz to 18 GHz.
Intentional transmitters used below deck shall be limited to a maximum output of 100
milliwatt (mW) effective isotropic radiated power (EIRP). The total combined power
radiated within a compartment and within the operating frequency band shall be
10
MIL-STD-464C
limited to 550 mW total radiated power (TRP). Additionally, no device shall be

permanently installed within 1 meter of safety or mission critical electronic equipment.
2) Non-metallic: 50 V/m from 2 MHz to 1 GHz;

Metallic limits apply for all other frequency bands
radiated within a compartment and within the operating frequency band shall be
limited to 13.75 W total radiated power (TRP). Additionally, no device shall be
permanently installed within 1 meter of safety or mission critical electronic equipment.
b. Submarines. 5 V/m from 10 kHz to 30 MHz and

10 V/m from 30 MHz to 18 GHz.

radiated within a space and within the operating frequency band shall be limited to 250
mW total radiated power (TRP). Additionally no device shall be permanently installed
within 1 meter of safety or mission critical electronic equipment.
Compliance shall be verified by test of electric fields generated below deck with all antennas
(topside and below decks) radiating and adherence to the total radiated power limits indicated.
5.2.3 Multipaction.
For space applications, equipment and subsystems shall be free of multipaction effects.
Compliance shall be verified by test and analysis.
5.2.4 Induced levels at antenna ports of antenna-connected receivers.

Induced levels appearing at antenna ports of antenna-connected receivers caused by
unintentional radio frequency (RF) emissions from equipment and subsystems shall be
controlled with respect to defined receiver sensitivity such that system operational
performance requirements are met. Compliance shall be verified by measurements at antenna
ports of receivers over their entire operating frequency band.
5.3 External RF EME.

The system shall be electromagnetically compatible with its defined external RF EME such that
its system operational performance requirements are met. TABLE 1 shall be used for deck
operations on Navy ships, and TABLE 2 shall be used for ships operations in the main beam of
transmitters for Navy ships. For space and launch vehicle systems applications, TABLE 3 shall be
used. For ground systems, TABLE 4 shall be used. For rotary wing aircraft, where shipboard
operations are excluded, TABLE 5 shall be used. For fixed wing aircraft applications, where
shipboard operations are excluded, TABLE 6 shall be used. Unmanned vehicles shall meet the
above requirements for their respective application. It should be noted that for some of the
11
MIL-STD-464C
frequency ranges, limiting the exposure of personnel will be needed to meet the requirements
of 5.9.1 for personnel safety.
TABLE 1. Maximum external EME for deck operations on Navy ships.
Shipboard Shipboard
Flight Decks Weather Decks
Frequency Range
Electric Field Electric Field
(V/m – rms) (V/m – rms)
(MHz) (MHz) Peak Average Peak Average
0.01 2 * * * *
2 30 164 164 169 169
30 150 61 61 61 61
150 225 61 61 61 61
225 400 61 61 61 61
400 700 196 71 445 71
700 790 94 94 94 94
790 1000 246 100 1307 244
1000 2000 212 112 112 112
2000 2700 159 159 159 159
2700 3600 2027 200 897 200
3600 4000 298 200 1859 200
4000 5400 200 200 200 200
5400 5900 361 213 711 235
5900 6000 213 213 235 235
6000 7900 213 213 235 235
7900 8000 200 200 200 200
8000 8400 200 200 200 200
8400 8500 200 200 200 200
8500 11000 200 200 913 200
11000 14000 744 200 833 200
14000 1800 744 200 833 200
18000 50000 200 200 267 200
NOTE: *denotes no emitters in that frequency range.
12
MIL-STD-464C
TABLE 2. Maximum external EME for ship operations in the main beam of transmitters.
Main Beam
(distances vary with ship class and
Frequency Range antenna configuration)
(MHz)
Electric Field
(V/m – rms)
Peak Average
0.01 2 * *
2 30 200 200
30 150 10 10
150 225 10 10
225 400 43 43
400 700 2036 268
700 790 10 10
790 1000 2528 485
1000 2000 930 156
2000 2700 10 10
2700 3600 27460‡ 2620‡
3600 4000 8553 272
4000 5400 139 139
5400 5900 3234 267
5900 6000 267 267
6000 7900 400 400
7900 8000 400 400
8000 8400 400 400
8400 8500 400 400
8500 11000 4173 907
11000 14000 3529 680
14000 18000 3529 680
18000 50000 2862 576
NOTE: * denotes no emitters in that frequency range.
‡ The EME levels in the table apply to shipboard operations in the main beam of
systems in the 2700 to 3600 MHz frequency range on surface combatants. For all
other operations, the unrestricted peak EME level is 12667 V/m and the unrestricted
average level is 1533 V/m.
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MIL-STD-464C
TABLE 3. Maximum external EME for space and launch vehicle systems.
Electric Field
Frequency Range (V/m – rms)
(MHz)
Peak Average
0.01 2 1 1
2 30 73 73
30 150 17 17
150 225 4 1
225 400 * *
400 700 47 6
700 790 1 1
790 1000 7 7
1000 2000 63 63
2000 2700 187 187
2700 3600 23 8
3600 4000 2 2
4000 5400 3 3
5400 5900 164 164
5900 6000 164 164
6000 7900 6 6
7900 8000 3 1
8000 8400 1 1
8400 8500 3 1
8500 11000 140 116
11000 14000 114 114
14000 18000 16 9
18000 50000 23 23
NOTE: *denotes no emitters in that frequency range.
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MIL-STD-464C
TABLE 4. Maximum external EME for ground systems.
Electric Field
(MHz)
Peak Average
0.01 2 73 73
2 30 103 103
30 150 74 74
150 225 41 41
225 400 92 92
400 700 98 98
700 790 267 267
790 1000 284 267
1000 2000 2452 155
2000 2700 489 155
2700 3600 2450 219
3600 4000 489 49
4000 5400 645 183
5400 5900 6146 155
5900 6000 549 55
6000 7900 4081 119
7900 8000 549 97
8000 8400 1095 110
8400 8500 1095 110
8500 11000 1943 139
11000 14000 3454 110
14000 18000 8671 243
18000 50000 2793 76
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MIL-STD-464C
TABLE 5. Maximum external EME for rotary-wing aircraft,

including UAVs, excluding shipboard operations.
Electric Field
(MHz)
Peak Average
0.01 2 200 200
2 30 200 200
30 150 200 200
150 225 200 200
225 400 200 200
400 700 1311 402
700 790 700 402
790 1000 700 402
1000 2000 6057 232
2000 2700 3351 200
2700 3600 4220 455
3600 4000 3351 200
4000 5400 9179 657
5400 5900 9179 657
5900 6000 9179 200
6000 7900 400 200
7900 8000 400 200
8000 8400 7430 266
8400 8500 7430 266
8500 11000 7430 266
11000 14000 7430 558
14000 18000 730 558
18000 50000 1008 200
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MIL-STD-464C
TABLE 6. Maximum external EME for fixed-wing aircraft,

including UAVs, excluding shipboard operations.
Electric Field
(MHz)
Peak Average
0.01 2 88 27
2 30 64 64
30 150 67 13
150 225 67 36
225 400 58 3
400 700 2143 159
700 790 80 80
790 1000 289 105
1000 2000 3363 420
2000 2700 957 209
2700 3600 4220 455
3600 4000 148 11
4000 5400 3551 657
5400 5900 3551 657
5900 6000 148 4
6000 7900 344 14
7900 8000 148 4
8000 8400 187 70
8400 8500 187 70
8500 11000 6299 238
11000 14000 2211 94
14000 18000 1796 655
18000 50000 533 38
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MIL-STD-464C
Systems exposed to more than one of the defined EMEs shall use the worst case composite of
the applicable EMEs. External RF EME covers compatibility with, but is not limited to, EME’s
from like platforms (such as aircraft in formation flying, ship with escort ships, and shelter-to-
shelter in ground systems) and friendly emitters. Compliance shall be verified by system,
subsystem, and equipment level tests, analysis, or a combination thereof.
5.4 High-power microwave (HPM) sources.

The system shall meet its operational performance requirements after being subjected to the
narrowband and wideband HPM environments. Applicable field levels and HPM pulse
characteristics for a particular system shall be determined by the procuring activity based on
operational scenarios, tactics, and mission profiles using authenticated threat and source data
such as the Capstone Threat Assessment Report. This requirement is applicable only if
specifically invoked by the procuring activity. Compliance shall be verified by system,
5.5 Lightning.
The system shall meet its operational performance requirements for both direct and indirect
effects of lightning. Ordnance shall meet its operational performance requirements after
experiencing a near strike in an exposed condition and a direct strike in a stored condition.
Ordnance shall remain safe during and after experiencing a direct strike in an exposed
condition. FIGURE 1 provides aspects of the lightning environment that are relevant for
protection against direct effects. FIGURE 2 and TABLE 7 provide aspects of the lightning
environment associated with a direct strike that are relevant for protecting the platform from
indirect effects. TABLE 8 shall be used for the near lightning strike environment. Compliance
shall be verified by system, subsystem, equipment, and component (such as structural coupons
and radomes) level tests, analysis, or a combination thereof.
18
MIL-STD-464C
Electrical Current Waveforms
FIGURE 1. Lightning direct effects environment.
19
MIL-STD-464C
i
One component D followed by 13 component D/2s
100 kA distributed up to a period of 1.5 seconds
10 ms < t < 200 ms
50 kA D/2 D/2 D/2 D/2

D
t
1 2 3 13 14
Multiple Stroke Flash
i 50 uS < t < 1000 uS i 30 ms < t < 300 ms
10 kA 10 kA
H H H H
1 2 3 20 t 20 Pulses t
One burst is composed of 20 pulses
Multiple Burst Waveform
FIGURE 2. Lightning indirect effects environment.
TABLE 7. Lightning indirect effects waveform parameters.
Current t is time in seconds (s)

Description
Component Io (Amperes) (s-1) (s-1)
A Severe stroke 218,810 11,354 647,265
Ah Transition zone first
164,903 16,065 858,888
return stroke
B Intermediate current 11,300 700 2,000
C Continuing current 400 for 0.5 s Not applicable Not applicable
D Subsequent Stroke
109,405 22,708 1,294,530
Current
D/2 Multiple stroke 54,703 22,708 1,294,530
H Multiple burst 10,572 187,191 19,105,100
NOTE: Current Component Ah is applicable in the Transition Zone 1C and represents the estimated
shape of the first return stroke (Component A) at higher altitudes.
20
MIL-STD-464C
TABLE 8. Electromagnetic fields from near strike lightning (cloud-to-ground).
Magnetic field rate of change @ 10 meters 2.2x109 A/m/s

Electric field rate of change @ 10 meters 6.8x1011 V/m/s
5.6 Electromagnetic pulse (EMP).

EMP environment. This environment is classified and is currently defined in MIL-STD-2169.
This requirement is applicable only if invoked by the procuring activity. Compliance shall be
verified by system, subsystem, and equipment level tests, analysis, or a combination thereof.
5.7 Subsystems and equipment electromagnetic interference (EMI).

Individual subsystems and equipment shall meet interference control requirements (such as the
conducted emissions, radiated emissions, conducted susceptibility, and radiated susceptibility
requirements of MIL-STD-461) so that the overall system complies with all applicable
requirements of this standard. Compliance shall be verified by tests that are consistent with
the individual requirement (such as testing in accordance with MIL-STD-461).
5.7.1 Non-developmental items (NDI) and commercial items.

NDI and commercial items shall meet EMI interface control requirements suitable for ensuring
that system operational performance requirements are met. Compliance shall be verified by
test, analysis, or a combination thereof.
5.7.2 Shipboard DC magnetic field environment.

Subsystems and equipment used aboard ships shall not be degraded when exposed to its
operational DC magnetic environment (such as DOD-STD-1399-70-1 (NAVY)). Compliance shall
be verified by test.
5.8 Electrostatic charge control.

The system shall safely control and dissipate the build-up of electrostatic charges caused by
precipitation static (p-static) effects, fluid flow, air flow, exhaust gas flow, personnel charging,
charging of launch vehicles (including pre-launch conditions) and space vehicles (post
deployment), and other charge generating mechanisms to avoid fuel ignition, inadvertent
detonation or dudding of ordnance hazards, to protect personnel from shock hazards, and to
prevent performance degradation or damage to electronics. Compliance shall be verified by
test, analysis, inspections, or a combination thereof.
5.8.1 Vertical lift and in-flight refueling.

The system shall meet its operational performance requirements when subjected to a 300
kilovolt discharge. This requirement is applicable to vertical lift aircraft, in-flight refueling of
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MIL-STD-464C
any aircraft, any systems operated or transported externally by vertical lift aircraft, and any
man portable items that are carried internal to the aircraft. Compliance shall be verified by test
(such as MIL-STD-331 or AECTP-500, Category 508 Leaflet 2 for ordnance), analysis, inspections,
or a combination thereof. The item configuration may be packaged or bare, depending on the
stockpile to safe separation sequence, but the specific configuration must be noted in the test
report. The test configuration shall include electrostatic discharge (ESD) in the vertical lift mode
and in-flight refueling mode from a simulated aircraft capacitance of 1000 picofarads, through a
maximum of one (1) ohm resistance with a circuit inductance not to exceed 20 microhenry.
5.8.2 Precipitation static (p-static).

The system shall control p-static interference to antenna-connected receivers onboard the
system or on the host platform such that system operational performance requirements are
met. The system shall protect against puncture of structural materials and finishes and shock
hazards from charge density of 30 A/ft2 (326 A/m2). Compliance shall be verified by test,
analysis, inspections, or a combination thereof.
5.8.3 Ordnance subsystems.

Ordnance subsystems shall not be inadvertently initiated or dudded by a 25 kilovolt ESD caused
by personnel handling. Compliance shall be verified by test (such as MIL-STD-331 or AECTP-
500, Category 508 Leaflet 2), discharging a 500 picofarad capacitor through a 500 ohm resistor
with a circuit inductance not to exceed 5 microhenry to the ordnance subsystem (such as
electrical interfaces, enclosures, and handling points.
5.8.4 Electrical and electronic subsystems.

Systems shall assure that all electrical and electronic devices that do not interface or control
ordnance items shall not be damaged by electrostatic discharges during normal installation,
handling and operation. The ESD environment is defined as an 8 kV (contact discharge) or 15
kV (air discharge) electrostatic discharge. Discharging from a 150 picofarad capacitor through a
330 ohm resistor with a circuit inductance not to exceed 5 microhenry to the
electrical/electronic subsystem (such as connector shell (not pin), case, and handling points).
Compliance shall be verified by test (such as AECTP-500, Category 508 Leaflet 2).
5.9 Electromagnetic radiation hazards (EMRADHAZ).

The system design shall protect personnel, fuels, and ordnance from hazardous effects of
electromagnetic radiation. Compliance shall be verified by test, analysis, inspections, or a
combination thereof.
5.9.1 Hazards of electromagnetic radiation to personnel (HERP).

The system shall comply with current DoD criteria for the protection of personnel against the
effect of electromagnetic radiation. DoD policy is currently found in DoDI 6055.11. Compliance
shall be verified by test, analysis, or combination thereof.
22
MIL-STD-464C
5.9.2 Hazards of electromagnetic radiation to fuel (HERF).

Fuels shall not be inadvertently ignited by radiated EMEs. The EME includes onboard emitters
and the external EME (see 5.3). Compliance shall be verified by test, analysis, inspection, or a
5.9.3 Hazards of electromagnetic radiation to ordnance (HERO).

Electrically initiated devices (EIDs) in ordnance shall not be inadvertently actuated during or
experience degraded performance characteristics after exposure to the external EME levels of
TABLE 9 for both direct RF induced actuation of the EID and inadvertent activation of an
electrically powered firing circuit. Relevant ordnance phases involving unrestricted and
restricted levels in TABLE 9 are listed in TABLE 10. In order to get a HERO classification of
“HERO SAFE ORDNANCE” at the all-up round or appropriate assembly level, the ordnance or
system under test (SUT) must be evaluated against, and be in compliance with, TABLE 9.
Compliance shall be verified by test and analysis using the methodology in MIL-HDBK-240.
23
MIL-STD-464C
TABLE 9. Maximum external EME levels for ordnance.
Frequency Range Field Intensity

(V/m – rms)
(MHz) (MHz) Unrestricted Restricted **
Peak Average Peak Average
0.01 2 200 200 80 80
2 30 200 200 100 100
30 150 200 200 80 80
150 225 200 200 70 70
225 400 200 200 100 100
400 700 2200 410 450 100
700 790 700 410 270 270
790 1000 2600 490 1400 270
1000 2000 6100 600 2500 160
2000 2700 6000 500 490 160
2700 3600 27460* 2620* 2500 220
3600 4000 8600 280 1900 200
4000 5400 9200 660 650 200
5400 5900 9200 660 6200 240
5900 6000 9200 270 550 240
6000 7900 4100 400 4100 240
7900 8000 550 400 550 200
8000 8400 7500 400 1100 200
8400 8500 7500 400 1100 200
8500 11000 7500 910 2000 300
11000 14000 7500 680 3500 220
14000 18000 8700 680 8700 250
18000 50000 2900 580 2800 200
NOTES:
* The EME levels in the table apply to ship launched ordnance that will traverse the main beam
of systems in the 2700 to 3600 MHz frequency range on surface combatants. For all other
ordnance, the unrestricted peak EME level is 12667 V/m and the unrestricted average level is
1533 V/m.
** In some of the frequency ranges for the “Restricted Average” column, limiting the exposure
of personnel through time averaging will be required to meet the requirements of 5.9.1 for
personnel safety.
24
MIL-STD-464C
TABLE 10. Ordnance phases and associated environments.
Stockpile-to-Safe
Environment
Separation Phase
Transportation/storage Unrestricted
Assembly/disassembly Restricted
Staged Unrestricted
Loading/unloading Restricted
Platform-loaded Unrestricted
Immediate post-launch Unrestricted
5.10 Life cycle, E3 hardness.

The system operational performance and E3 requirements of this standard shall be met
throughout the rated life cycle of the system and shall include, but not be limited to, the
following: maintenance, repair, surveillance, and corrosion control. Compliance shall be
verified by test, analysis, inspections, or a combination thereof. Maintainability, accessibility,
and testability, and the ability to detect degradations shall be demonstrated.
5.11 Electrical bonding.

The system, subsystems, and equipment shall include the necessary electrical bonding to meet
the E3 requirements of this standard. Compliance shall be verified by test, analysis,
inspections, or a combination thereof, for the particular bonding provision.
5.11.1 Power current return path.

For systems using structure for power return currents, bonding provisions shall be provided for
current return paths for the electrical power sources such that the total voltage drops between
the point of regulation for the power system and the electrical loads are within the tolerances
of the applicable power quality standard. Compliance shall be verified by test or analysis of
electrical current paths, electrical current levels, and bonding impedance control levels.
5.11.2 Antenna installations.

Antennas shall be bonded to obtain required antenna patterns and meet the performance
requirements for the antenna. Compliance shall be verified by test, analysis, inspections, or a
5.11.3 Mechanical interfaces.

The system electrical bonding shall provide electrical continuity across external mechanical
interfaces on electrical and electronic equipment, both within the equipment and between the
25
MIL-STD-464C
equipment and other system elements, for control of E3 such that the system operational
performance requirements are met. For instances where specific controls have not been
established for a system and approved by the procuring activity, the following direct current
(DC) bonding levels shall apply throughout the life of the system.
a. 10 milliohms or less from the equipment enclosure to system structure, including the
cumulative effect of all faying surface interfaces.
b. 15 milliohms or less from cable shields to the equipment enclosure, including the
cumulative effect of all connector and accessory interfaces.
c. 2.5 milliohms or less across individual faying interfaces within the equipment, such as
between subassemblies or sections.
Compliance shall be verified by test, analysis, inspections, or a combination thereof.
5.11.4 Shock, fault, and ignitable vapor protection.

Bonding of all electrically conductive items subject to electrical fault currents shall be provided
to control shock hazard voltages and allow proper operation of circuit protection devices. For
interfaces located in fuel or other flammable vapor areas, bonding shall be adequate to prevent
ignition from flow of fault currents. Compliance shall be verified by test, analysis, or a
5.12 External grounds.

The system and associated subsystems shall provide external grounding provisions to control
electrical current flow and static charging for protection of personnel from shock, prevention of
inadvertent ignition of ordnance, fuel and flammable vapors, and protection of hardware from
damage. External grounds compliance shall be verified by test, analysis, inspections, or a
5.12.1 Aircraft grounding jacks.

Grounding jacks shall be attached to the system to permit connection of grounding cables for
fueling, stores management, servicing, maintenance operations and while parked. ISO 46
contains requirements for interface compatibility. Grounding jacks shall be attached to the
system ground reference so that the resistance between the mating plug and the system
ground reference does not exceed 1.0 ohm DC. The following grounding jacks are required:
a. Fuel nozzle ground. A ground jack shall be installed at each fuel inlet. To satisfy
international agreements for interfacing with refueling hardware, the jack shall be
located within 1.0 meter of the center of the fuel inlet for fuel nozzle grounding.
b. Servicing grounds. Ground jacks shall be installed at locations convenient for servicing
and maintenance.
26
MIL-STD-464C
c. Weapon grounds. Grounding jacks shall be installed at locations convenient for use in
handling of weapons or other explosive devices.
Compliance shall be verified by test and inspections.
5.12.2 Servicing and maintenance equipment grounds.

Servicing and maintenance equipment shall have a permanently attached grounding wire
suitable for connection to earth ground. All servicing equipment that handles or processes
flammable fuels, fluids, explosives, oxygen, or other potentially hazardous materials shall have
a permanently attached grounding wire for connection to the system. Compliance shall be
verified by inspection.
5.13 TEMPEST.
National security information shall not be compromised by emanations from classified
information processing equipment. Compliance shall be verified by test, analysis, inspections
or a combination thereof. (NSTISSAM TEMPEST/1-92 and CNSS Advisory Memorandum
TEMPEST 01-02 provide testing methodology for verifying compliance with TEMPEST
requirements.)
5.14 System radiated emissions.

The system shall control radiated fields necessary to operate with the other co-located systems
and to limit threat capability to detect and track the system commensurate with its operational
requirements.
5.14.1 Emission control (EMCON).

When tactical EMCON conditions are imposed, surface ships, submarines and airborne systems
electromagnetic radiated emissions shall not exceed -110 dBm/m2 (5.8 dBµV/m) at one nautical
mile or -105 dBm/m2 (10.8 dBµV/m) at one kilometer in any direction from the system over the
frequency range of 500 kHz to 40 GHz, when using the resolution bandwidths listed in TABLE
11. Compliance shall be verified by test and inspection.
27
MIL-STD-464C
TABLE 11. EMCON bandwidths.
Frequency Range (MHz) 6 dB Bandwidth (kHz)

0.5 – 1 1
1 – 30 10
30 – 1000 30
1000 – 40000 100
NOTES
1. Video filtering shall not be used to bandwidth limit the receiver response.
2. Larger bandwidths may be used, but no correction factors are permissible.
5.14.2 Inter-system EMC.

Unintentional radiated emissions from overall Army tactical ground vehicles shall be controlled
such that antenna-connected receivers located in nearby Tactical Operation Centers (TOCs),
vehicle convoys and other systems meet their operational performance requirements.
5.15 EM spectrum supportability.

Spectrum-dependent systems shall comply with the DoD, national, and international spectrum
regulations for the use of the electromagnetic spectrum (such as National Telecommunications
and Information Administration (NTIA) “Manual of Regulations and Procedures for Radio
Frequency Management” and DoDI 4650.01). Compliance shall be verified by test, analysis, or a
combination thereof, as appropriate for the development stage of the system.
28
MIL-STD-464C
6. NOTES
(This section contains information of a general or explanatory nature that may be helpful, but is
not mandatory.)
6.1 Intended use.

This standard contains E3 requirements for systems.
6.2 Associated Data Item Descriptions (DIDs).

This standard has been assigned an Acquisition Management Systems Control (AMSC) number
authorizing it as the source document for the following DIDs. When it is necessary to obtain the
data, the applicable DIDs must be listed on the Contract Data Requirements List (DD Form
1423).
DID Number DID Title
DI-EMCS-81540B Electromagnetic Environmental Effects (E3)
Integration and Analysis Report
Verification Procedures
Verification Report
DI-EMCS-81827 Spectrum Certification Spectral
Characteristics Data
The above DIDs were current as of the date of this standard. The ASSIST database should be
researched at https://assist.daps.dla.mil/quicksearch/ to ensure that only current and approved
DIDs are cited on the DD Form 1423.
6.3 Tailoring guidance for contractual application.

Application specific criteria may be derived from operational and engineering analyses on the
system being procured for use in specific environments. When analyses reveal that a
requirement in this standard is not appropriate or adequate for that procurement, the
requirement should be tailored and incorporated into the appropriate documentation. The
appendix of this standard provides guidance for tailoring.
29
MIL-STD-464C
6.4 Subject term (key word) listing.
E3
Electrical bonding
Electromagnetic compatibility
Electromagnetic environment
Electromagnetic emission
Electromagnetic interference
Electromagnetic radiation hazards
Electromagnetic susceptibility
EMC
EMCON
EMI
EMP
ESD
Grounding
HERF
HERO
HERP
HPM
IMI
Inter-system electromagnetic compatibility
Intra-system electromagnetic compatibility
Lightning
Multipaction
P-static
RADHAZ
System
TEMPEST
6.5 International standardization agreement implementation.

This standard implements NATO STANAG 3614, “Electromagnetic Environmental Effects (E3) –
Requirements for Aircraft Systems and Equipment,” When changes to, revision, or cancellation
of this standard are proposed, the preparing activity must coordinate the action with the U.S
National Point of Contact for the international standardization agreement, as identified in the
ASSIST database at https://assist.daps.dla.mil.
30
MIL-STD-464C
6.6 Acronyms used in this standard.

The acronyms used in this standard are defined as follows.
CTTA certified TEMPEST technical authority
E3 electromagnetic environmental effects
EID electrically initiated device
EMC electromagnetic compatibility
EMCON emission control
EME electromagnetic environment
EMI electromagnetic interference
EMP electromagnetic pulse
EMRADHAZ electromagnetic radiation hazards
EPS engineering practice study
ESD eletrostatic discharge
HERF hazards of electromagnetic radiation to fuel
HERO hazards of electromagnetic radiation to ordnance
HERP hazards of electromagnetic radiation to personnel
HPM high power microwave
IMI intermodulation interference
ISO International Organization for Standardization
ISR intelligence, surveillance, and reconnaissance
KPP key performance parameter
MNFS maximum no-fire stimulus
NDI non-developmental item
p-static precipitation static
RF radio frequency
rms root-mean-square
6.7 Technical points of contact.

Requests for additional information or assistance on this standard can be obtained from the
following:
Air Force
ASC/ENA, Bldg. 560
2145 Monahan Way
Wright Patterson AFB, OH 45433-7101
DSN 785-8928, Commercial (937) 255-8928
31
MIL-STD-464C
Army
USA AMRDEC
Aviation Engineering Directorate
Building 4488
RDMR-AES-E3
Redstone Arsenal, AL 35898
DSN 897-8464, Commercial (256) 313-8464
Navy
NAVAIRSYSCOM
E3 Division (Code 41M)
48110 Shaw Road
Bldg 2187 Room 3241
Patuxent River, MD 20670
DSN 342-1660, Commercial (301) 342-1660
Any information relating to Government contracts must be obtained through contracting

officers.
6.8 Changes from previous issue.

Marginal notations are not used in the revision to identify changes with respect to the previous
issue due to the extensiveness of the changes.
32
MIL-STD-464C
APPENDIX A
APPLICATION GUIDE
A.1 SCOPE
A.1.1 Scope.
This appendix provides background information for each requirement in the main body of the
standard. The information includes rationale for each requirement, guidance on applying the
requirement, and lessons learned related to the requirement. This information should help
users understand the intent behind the requirements and adapt them as necessary for a
particular application.
A.2 APPLICABLE DOCUMENTS
A.2.1 Government documents
A.2.1.1 Specifications, standards, and handbooks.

The following specifications, standards, and handbooks are referenced in this appendix and
form a part of this document to the extent specified herein.
INTERNATIONAL STANDARDIZATION AGREEMENTS
AECTP-500 Electromagnetic Environmental Effects Test and

Verification
DEPARTMENT OF DEFENSE SPECIFICATIONS
MIL-DTL-23659 Initiators, Electric, General Design Specification for

MIL-DTL-83413 Connectors and Assemblies, Electrical, Aircraft
Grounding, General Specification for
DEPARTMENT OF DEFENSE STANDARDS
MIL-STD-188-124 Grounding, Bonding and Shielding for Common Long

Haul/Tactical Communications Systems Including
Ground Based Communication-Electronics Facilities
and Equipments
MIL-STD-188-125-1 High-Altitude Electromagnetic Pulse (HEMP)
Protection for Ground-Based C4I Facilities Performing
Critical, Time-Urgent Missions, Part 1 Fixed Facilities
33
MIL-STD-464C
APPENDIX A
MIL-STD-188-125-2 High-Altitude Electromagnetic Pulse (HEMP)

Protection for Ground-Based C4I Facilities Performing
Critical, Time-Urgent Missions, Part 2 Transportable
Systems
MIL-STD-331 Fuze and Fuze Components, Environmental and
Performance Tests for
MIL-STD-449 Radio Frequency Spectrum Characteristics,
Measurement of
MIL-STD-461 Requirements for the Control of Electromagnetic
Interference Characteristics of Subsystems and
Equipment
MIL-STD-704 Aircraft Electric Power Characteristics
MIL-STD-1310 Shipboard Bonding, Grounding, and Other
Techniques for Electromagnetic Compatibility,
Electromagnetic Pulse (EMP) Mitigation, and Safety
DOD-STD-1399-70-1 Interface Standard for Shipboard Systems Section
070 – Part 1 D.C. Magnetic Field Environment
(Metric)
MIL-STD-1399-300 Electric Power, Alternating Current
MIL-STD-1541 Electromagnetic Compatibility Requirements for
Space Systems
MIL-STD-1542 Electromagnetic Compatibility and Grounding
Requirements for Space System Facilities
MIL-STD-1576 Electroexplosive Subsystem Safety Requirements
and Test Methods for Space Systems
MIL-STD-1605(SH) Procedures for Conducting a Shipboard
Electromagnetic Interference (EMI) Survey (Surface
Ships)
MIL-STD-2169 High Altitude Electromagnetic Pulse Environment (U)
DEPARTMENT OF DEFENSE HANDBOOKS
MIL-HDBK-235-1C Military Operational Electromagnetic Environment

Profiles, General Guidance
MIL-HDBK-235-2C External Electromagnetic Environment Levels for
U.S. Navy Surface Ship Operations (U)
Space and Launch Vehicle Systems (U)
34
MIL-STD-464C
APPENDIX A

Ground Systems (U)
Rotary-Wing Aircraft, Including UAVs, Except During
Shipboard Operations (U)
MIL-HDBK-235-6 External Electromagnetic Environment Levels for
Fixed-Wing Aircraft, Including UAVs, Except During
Shipboard Operations (U)
Ordnance (U)
MIL-HDBK-235-8 External Electromagnetic Environment Levels from
High Power Microwave (HPM) Systems (U)
Other U.S. Ships (Coast Guard, Military Sealift
Command and Army Ships) (U)
Submarine Operations (U)
MIL-HDBK-237 Electromagnetic Environmental Effects and
Spectrum Supportability Guidance for the
Acquisition Process
MIL-HDBK-240 Hazards of Electromagnetic Radiation to Ordnance
(HERO) Test Guide
MIL-HDBK-274 Electrical Grounding for Aircraft Safety
MIL-HDBK-419 Grounding, Bonding, and Shielding for Electronic
Equipments and Facilities, Volume 1 of 2 Volumes
Basic Theory
MIL-HDBK-423 High-Altitude Electromagnetic Pulse (HEMP)
Protection for Fixed and Transportable Ground-
Based C4I Facilities, Volume 1, Fixed Facilities
MIL-HDBK-454 General Guidelines for Electronic Equipment
MIL-HDBK-1568 Materials and Processes for Corrosion Prevention
and Control in Aerospace Weapons Systems
MIL-HDBK-83575 General Handbook for Space Vehicle Wiring Harness
Design and Testing
MIL-HDBK-83578 Criteria for Explosive Systems and Devices Used on
Space Vehicles
35
MIL-STD-464C
APPENDIX A
(Copies of these documents are available online at https://assist.daps.dla.mil/quicksearch/ or

from the Standardization Documents Order Desk, 700 Robbins Avenue, Building 4D,
Philadelphia, PA 19111-5094.)
(Application for copies of MIL-STD-2169 should be addressed with a need-to-know to: Defense
Threat Reduction Agency, ATTN: RD-NTSA, 8725 John J Kingman RD STOP 6201, Fort Belvoir VA
22060-6201)
(Procedures for obtaining MIL-HDBK-235-2C through 10 are specified in MIL-HDBK-235-1C.)
A.2.1.2 Other Government documents, drawings, and publications.

The following other Government documents are referenced in this appendix.
Air Force
AFWL-TR-85-113 Guidelines for Reducing EMP Induced Stresses in

Aircraft
R-3046-AF Techniques for the Analysis of Spectral and Orbital
Congestion in Space Systems (DTIC No. ADA140841)
TO 00-25-172 Ground Servicing of Aircraft and Static
Grounding/Bonding
TO 31Z-10-4 Electromagnetic Radiation Hazards
(Copies of military technical reports are available from National Technical Information Service
(NTIS), 5285 Port Royal Road, Springfield, VA 22161 or the Defense Technical Information
Center, Attn: DTIC-R, 8725 John J. Kingman Rd. Suite 0944, Fort Belvoir, VA 22060-6218 or
online at http://www.dtic.mil/dtic/. Air Force Technical Orders are available from Oklahoma
City Air Logistics Center (OC-ALC/MMEDT), Tinker AFB, OK 73145-5990.)
Army
ADS-37A-PRF Electromagnetic Environmental Effects (E3)

Performance and Verification Requirements
TR-RD-TE-97-01 Electromagnetic Effects Criteria and Guidelines for
EMRH, EMRO, Lightning Effects, ESD, EMP, and EMI
Testing of US Army Missile Systems
TB MED 523 Control of Hazards to Health from Microwave and
Radio Frequency Radiation and Ultrasound
(Copies of military technical reports are available from National Technical Information Service
(NTIS), 5285 Port Royal Road, Springfield, VA 22161 or the Defense Technical Information
36
MIL-STD-464C
APPENDIX A
Center (DTIC), Bldg. 5, Cameron Station, Alexandria, VA 22304-6145 or online at

http://www.dtic.mil/dtic/.)
Department of Defense (DoD)
DoDD 3222.3 DoD Electromagnetic Environmental Effects (E3)

Program
DoDD C-5200.19 Control of Compromising Emanations (U)
DoDI 4650.01 Policy and Procedures for Management and Use of
the Electromagnetic Spectrum
DoDI 6055.11 Protecting Personnel from Electromagnetic Fields
EPS-MIL-STD-461 Engineering Practice Study - Results of Detailed
Comparisons of Individual EMC Requirements and
Test Procedures Delineated In Major National and
International Commercial Standards with Military
Standard MIL-STD-461E
(Copies of DoD Directives and Instructions are available online at

http://www.dtic.mil/whs/directives/. Copies of the EPS-MIL-STD-461 are available online at
https://acc.dau.mil/CommunityBrowser.aspx?id=122797.)
Federal Aviation Administration (FAA)
AC 20-53 Protection of Aircraft Fuel Systems Against Fuel

Vapor Ignition Due to Lightning
AC 20-136 Protection of Aircraft Electrical/Electronic Systems
Against the Indirect Effects of Lightning
DOT/FAA/CT-89/22 Aircraft Lightning Handbook
DOT/FAA/CT-86/40 Aircraft Electromagnetic Compatibility
(Copies of FAA publications are available from National Technical Information Service (NTIS),
5285 Port Royal Road, Springfield, VA 22161 or the Defense Technical Information Center
(DTIC), Bldg. 5, Cameron Station, Alexandria, VA 22304-6145 or online at
http://www.dtic.mil/dtic/.)
Government Accounting Office (GAO)
GAO-03-617R Defense Spectrum Management
(Copies of GAO reports are available online at http://www.gao.gov/index.html.)
37
MIL-STD-464C
APPENDIX A
NASA
TP2361 Design Guidelines for Assessing and Controlling

Spacecraft Charging Effects
TR 32-1500 Final Report on RF Voltage Breakdown in Coaxial
Transmission Lines
(Copies of NASA documents are available from NASA Industrial Application Center/USC, 3716
South Hope St. #200, Los Angeles, CA 90007.)
Navy
IA PUB-5239-31 Information Assurance Shipboard Red/Black

Installation Publication
NAVSEA OP 3565/NAVAIR 16-1-529/NAVELEX 0967-LP-624-6010
Electromagnetic Radiation Hazards
NAVSEAINST 8020.19 Electrostatic Discharge Safety Program for Ordnance
OD 30393 Design Principles and Practices for Controlling
Hazards of Electromagnetic Radiation to Ordnance
(HERO DESIGN GUIDE)
(Copies of NAVSEA documents are available from Commanding Officer, Naval Surface Warfare
Center, Port Hueneme Division, Naval Sea Data Support Activity (Code 5700), Department of
the Navy, Port Hueneme, CA 93043.)
National Security Agency (NSA)
CNSS TEMPEST 01-02 Advisory Memorandum, NONSTOP Evaluation

Standard
NSTISSAM TEMPEST/1-92 Compromising Emanations Laboratory Test
Requirements, Electromagnetics
NSTISSAM TEMPEST/1-93 Compromising Emanations Field Test Evaluations
NSTISSAM TEMPEST/2-95 Red/Black Installation Guidance
(Copies of NSA NSTISSAM documents are available only through the procuring activity.)
PUBLICATIONS
47 CFR Part 300 Manual of Regulations and Procedures for Federal

47 U.S.C. Section 305 Government Owned Stations
38
MIL-STD-464C
APPENDIX A
47 U.S.C. Chapter 8 National Telecommunications and Information

Administration
NTIA Manual of Regulations and Procedures for Federal
OMB Circular No. A-11 Preparation, Submission and Execution of the
Budget
(Copies of Code of Federal Regulations are available online at http://www.gpoaccess.gov/CFR/.

Copies of United States Codes are available online at http://www.gpoaccess.gov/uscode/.
Copies of OMB Circulars are available online at http://www.whitehouse.gov/OMB/circulars/.)
A.2.2 Non-Government publications.

The following non-Government documents form a part of this standard to the extent specified
herein.
American National Standards Institute (ANSI)
ANSI/ESD S20.20 ESD Association Standard for the Development of an

Electrostatic Control Program for - Protection of
Electrical and Electronic Parts, Assemblies, and
Equipment (Excluding Electrically Initiated Explosive
Devices)
Electrostatic Discharge Association (ESDA)
ESD TR 20.20 Handbook for the Development of an Electrostatic

Control Program for - Protection of Electrical and
Electronic Parts, Assemblies, and Equipment
(Application for copies should be addressed to Electrostatic Discharge Association, 7900 Turin
Road, Building 3, Suite 2, Rome, NY 13440-2069 or online at http://www.esda.org/.)
International Electrotechnical Commission
IEC 61000-2-9 Description of HEMP Environment - Radiated

Disturbance
(Copies of IEC documents are available online at http://www.iec.ch/webstore/shop_entry.htm.)
International Organization for Standardization (ISO)
ISO 46 Aircraft - Fuel Nozzle Grounding Plugs and Sockets
39
MIL-STD-464C
APPENDIX A
(Application for copies should be addressed to ISO, International Organization for

Standardization, 3 rue de Varembe, 1211 Geneve 20, Geneve, Switzerland or online at
http://www.iso.ch/iso/en/ISOOnline.openerpage)
Franklin Applied Physics
F-C2560 RF Evaluation of the Single Bridgewire Apollo

Standard Initiator
(Application for copies should be addressed to Franklin Applied Physics, P.O. Box 313, Oaks, PA
19456 or online at http://www.franklinphysics.com/.)
National Fire Protection Association (NFPA)
70 National Electrical Code

780 Standard for the Installation of Lightning Protection
Systems
(Application for copies of the Code should be addressed to the National Fire Protection
Association, Batterymarch Park, Quincy, MA 02269-9101 or http://www.nfpa.org/Catalog/.)
North Atlantic Treaty Organization (NATO)
ANEP 45 Electro-Magnetic Compatibility (EMC) in Composite

Vessels
(Application for copies should be addressed to Central US Registry, The Pentagon, Room 1B889,
Washington, DC 20310-3072)
Radio Technical Commission for Aeronautics (RTCA), Inc.
DO-160 Environmental Conditions and Test Procedures for

Airborne Equipment
(Application for copies of this standard should be addressed to RTCA, 1425 K Street NW,
Washington, DC 20005 or online at http://www.rtca.org/onlinecart/.)
Society of Automotive Engineers World Headquarters (SAE)
ARP1870 Aerospace Systems Electrical Bonding and Grounding

for Electromagnetic Compatibility and Safety
ARP4242 Electromagnetic Compatibility Control
Requirements, Systems
40
MIL-STD-464C
APPENDIX A
ARP5412 Aircraft Lightning Environment and Related Test

Waveforms
ARP5414 Aircraft Lightning Zoning
ARP5415 User’s Manual for Certification of Aircraft
Electrical/Electronic Systems for the Indirect Effects
of Lightning
ARP5416 Aircraft Lightning Test Methods
ARP5577 Aircraft Lightning Direct Effects Certification
(Application for copies should be addressed to the Society of Automotive Engineers World
Headquarters, 400 Commonwealth Drive, Warrendale, PA 15096-0001 or online at
http://www.sae.org/.)
A.3 ACRONYMS.
The acronyms used in this appendix are defined as follows.
AAPG antenna inter-antenna propagation with graphics
AGC automatic gain control
AM amplitude modulation
AMITS air management information tracking system
ASEMICAP air systems EMI corrective action program
BIT built-in test
C3I command, control, communications, and intelligence
4
CI command, control, communications, computers, and intelligence
CCF cavity calibration factor
CTTA certified TEMPEST technical authority
CW continuous wave
DID Data Item Description
E3 electromagnetic environmental effects
ECCM electronic counter counter-measures
ECM electronic counter-measures
EID electrically initiated device
ELV expendable launch vehicle
EM electromagnetic
EMC electromagnetic compatibility
EMCON emission control
EME electromagnetic environment
41
MIL-STD-464C
APPENDIX A
EMI electromagnetic interference

EMP electromagnetic pulse
EMRADHAZ electromagnetic radiation hazards
EMV electromagnetic vulnerability
ESD electrostatic discharge
GPS global positioning system
GTD geometric theory of diffraction
HEMP high altitude electromagnetic pulse
HERF hazards of electromagnetic radiation to fuel
HERO hazards of electromagnetic radiation to ordnance
HERP hazards of electromagnetic radiation to personnel
HIRF high intensity radiated fields
HPM high power microwave
IEC International Electrotechnical Commission
IMI intermodulation interference
ISR intelligence, surveillance, and reconnaissance
I/CC induced/contact current
MHD magnetohydrodynamic
MNFS maximum no-fire stimulus
MoM method of moments
NDI non-developmental item
NTIA National Telecommunications and Information Administration
pbw percentage bandwidth
PCS personal communication system
POR point of regulation
PEL permissible exposure limit
p-static precipitation static
RF radio frequency
SE shielding effectiveness
SEMCIP shipboard EMC improvement program
SNR signal to noise ratio
TWT traveling wave tube
SS spectrum supportability
42
MIL-STD-464C
APPENDIX A
A.4 GENERAL REQUIREMENTS AND VERIFICATION.

In this section, the requirements from the main body are repeated (printed in italics) and are
then followed by rationale, guidance, and lessons learned for each interface requirement and
rationale, guidance, and lessons learned for each verification requirement. Interface and
verification requirement discussions are treated separately because they address different
issues. Tables and figures associated with the requirements from the main body are not
repeated in this appendix.
A.4.1 General.
Each system shall be electromagnetically compatible among all subsystems and equipment
within the system and with environments caused by emitters and other electromagnetic sources
external to the system to ensure safe and proper operation and performance. This standard
identifies baseline design requirements and verification to address E3 issues. Requirements and
verification approaches may be tailored based on engineering justification derived from the
system’s operational requirements and engineering analysis. Design techniques used to protect
equipment against EMI effects shall be verifiable, maintainable, and effective over the rated
lifecycle of the system. Design margins shall be established based on system criticality,
hardware tolerances, and uncertainties involved in verification of system-level design
requirements. Verification shall address all life cycle aspects of the system, including (as
applicable) normal in-service operation, checkout, storage, transportation, handling, packaging,
loading, unloading, launch, and the normal operating procedures associated with each aspect.
The Data Item Description (DID) called out in the standard provide a means for establishing an
overall integrated E3 design and verification approach to identify areas of concern early in the
program, mitigate risk, and document test results.
Requirement Rationale (A.4.1):

The E3 area addresses a number of interfacing issues with environments both external to the
system and within the system. External to the system are electromagnetic effects such as
lightning, EMP and man-made RF transmissions. Internal to the system are electromagnetic
effects such as electronic noise emissions, self-generated RF transmissions from antennas, and
cross-coupling of electrical currents. Systems today are complex from a materials usage and
electronics standpoint. Many materials being used are non-metallic and have unique
electromagnetic properties which require careful consideration. Electronics performing critical
functions are common. Wide use of RF transmitters, sensitive receivers, other sensors, and
additional electronics creates a potential for problems within the system and from external
influences. Increasing use of commercial equipment in unique military operational
environments poses special interface considerations. Each system must be compatible with
itself, other systems, and external environments to ensure required performance and to
prevent costly redesigns for resolution of problems.
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MIL-STD-464C
APPENDIX A
Requirement Guidance (A.4.1):

The system and all associated subsystems and equipment, including ordnance, need to achieve
system compatibility. Every effort needs to be made to meet these requirements during initial
design rather than on an after-the-fact basis. System E3 Integration and Analysis Reports are
used to aid in technical management of programs. These reports describe requirement
flowdown from this standard and specific design measures being implemented to meet the
requirements of this standard. The other requirements of this standard address specific
aspects of the E3 control area. Additional guidance on EMC can be found in MIL-HDBK-237,
DOT/FAA/CT-86/40, SAE ARP4242, Army ADS-37A-PRF, and NATO ANEP 45.
An overall integrated EMC design and verification approach for the system must be established.
Based on system-level architecture, appropriate hardening requirements are allocated between
system design features and subsystems and equipment hardness. Transfer functions from
system-level environments to stresses at the subsystem and equipment-level are determined
and appropriate electromagnetic interference controls are imposed.
An E3 integration approach can be organized into five activities:
a. Establish the external threat environment against which the system is required to
demonstrate compliance of immunity. The external environments (EME, lightning and
EMP) to which the system should be designed and verified are addressed in other
sections of this appendix.
b. Identify the system electrical and electronic equipment performing functions required
for operation during application of the external threat. Normally all functions essential
for completing the missions are protected against the external threats.
c. Establish the internal environment caused by external electromagnetic effects for each
installed equipment. All of the environments external to the system specified in this
standard cause related environments internal to the system. The level of this internal
environment will be the result of many factors such as structural details, penetration of
apertures and seams, and system and cable resonances. The internal environment for
each threat should be established by analysis, similarity to previously tested systems, or
testing. The internal environment is usually expressed as the level of electrical current
stresses appearing at the interface to the equipment or electromagnetic field quantities.
These internal stresses are typically associated with standardized requirements for
equipment (for example, MIL-STD-461). Trade-offs need to be made of the degree of
hardening to be implemented at the system-level (such as shielded volumes or
overbraiding on interconnecting wiring) versus equipment-level (more stringent
electromagnetic interference requirements) to establish the most effective approach
from performance and cost standpoints.
44
MIL-STD-464C
APPENDIX A
d. Design the system and equipment protection. System features are then designed as
necessary to control the internal environment (including margin considerations) to
levels determined from the trade-off studies and appropriate requirements are imposed
on the electrical and electronic equipment. The equipment immunity levels must be
above the internal environments by necessary margins to account for criticality of the
equipment, manufacturing tolerances, and uncertainties in verification. Normally there
are design and test requirements in MIL-STD-461 applicable for each of the external
environments, but they may need modification for the particular system application.
For example, external environment may result in internal environments above the
susceptibility level specified in MIL-STD-461. If so, the limit must be tailored for the
particular system, alternative requirements must be imposed or the internal
environment must be reduced to an acceptable level. The system E3 design must be
viable throughout the system life cycle. This aspect requires an awareness of proper
application of corrosion control provisions and issues related to maintenance actions
that may affect EMC. Examples are ensuring that electrical bonding provisions are not
degraded, maintaining surface treatments in place for E3 control, and considering
exposure of electronics to EMEs when access panels are open. Maintaining a viable
system E3 design also requires an effective configuration management program for
tracking and evaluating engineering changes to the system to ensure that the E3 design
is not compromised.
e. Verify the protection adequacy. The system and equipment E3 protection design must
be verified as meeting contractual requirements. Verification of the adequacy of the
protection design includes demonstrating that the actual levels of the internal
environments appearing at the equipment interfaces and enclosures do not exceed the
qualification test levels of the equipment for each environment by required margins. All
electronic and electrical equipments must have been qualified to their appropriate
specification level. Systems-level testing is normally required to minimize the required-
margin demonstration. Analysis may be acceptable under some conditions; however,
the required margins will typically be larger.
These verification activities need to be documented in detail in verification procedures and

verification reports, as applicable. Section 6.2 of the main body provides DIDs for documents
that are suitable for this purpose.
Requirement Lessons Learned (A.4.1):

The early implementations of E3 requirements have been instrumental in preventing problems
on previous programs. Evolving system designs regarding changing materials and increasing
criticality of electronics demand that effective electromagnetic effects controls be
implemented.
45
MIL-STD-464C
APPENDIX A
It is important that all external environments be treated in a single unified approach.

Duplication of efforts in different disciplines has occurred in the past. For example, hardening
to EMP and lightning-induced transients has been addressed independently rather than as a
common threat with different protection measures being implemented for each. This situation
is apparently due in part to organizational structures at contractor facilities which place
responsibility in different offices for each of the threats.
Verification Rationale (A.4.1):

Each separate requirement must be verified in accordance with the contractual system
requirements and statement of work. The developing activity should flow down elements of
verification responsibility to associate contractors as appropriate for their supplied systems and
subsystems.
Verification Guidance (A.4.1):

Most of the requirements in this standard are verified at the system-level. Compliance for
some requirements is verified at the subsystem, equipment, or component level, such as EMI
requirements on a subsystem or lightning certification of an airframe component.
The selection of test, analysis, or inspection or some combination to demonstrate a particular

requirement is generally dependent on the degree of confidence in the results of the particular
method, technical appropriateness, associated costs, and availability of assets. Some of the
requirements included in this standard specify the method to be used. For example,
verification of subsystem and equipment-level electromagnetic interference requirements must
be demonstrated by test, because analysis tools are not available which will produce credible
results.
Analysis and testing often supplement each other. Prior to the availability of hardware, analysis
will often be the primary tool being used to ensure that the design incorporates adequate
provisions. Testing may then be oriented toward validating the accuracy and appropriateness
of the models used. The level of confidence in a model with respect to a particular application
determines the balance between analysis and testing. Testing is often essential to completing a
convincing verification argument.
E3 requirements need to be verified through an incremental verification process.

"Incremental" implies that verification of compliance with E3 requirements is a continuing
process of building an argument (audit trail) throughout development that the design satisfies
the imposed performance requirements. Initial engineering design must be based on analysis
and models. As hardware becomes available, testing of components of the subsystem can be
used to validate and supplement the analysis and models. The design evolves as better
information is generated. When the system is actually produced, inspection, final testing, and
follow-on analysis complete the incremental verification process. It is important to note that
testing is often necessary to obtain information that may not be amenable to determination by
46
MIL-STD-464C
APPENDIX A
analysis. However, testing also is often used to determine a few data points with respect to a
particular interface requirement with analysis (and associated simulations) filling in the total
picture. It should be noted that the guidance sections for individual E3 requirements specified
in other sections below generally treat the predominant methods for final verification rather
than dealing with the overall philosophy described in this section.
The following list provides guidance on issues which should be addressed for E3 verification:
a. Systems used for verification should be production configuration, preferably the first
article.
b. The system should be up-to-date with respect to all approved engineering change
proposals (both hardware and software).
c. EMI qualification should be completed on subsystems and equipment.
d. Subsystems and equipment should be placed in modes of operation that will maximize
potential indication of interference or susceptibility, consistent with system operational
performance requirements.
e. Any external electrical power used for system operation should conform to the power
quality standard of the system.
f. Any anomalies found should be evaluated to determine whether they are truly an E3
issue or some other type of malfunction or response.
g. Any system modifications resulting from verification efforts should be validated for
effectiveness after they have been engineered.
h. Margins need to be demonstrated wherever they are applicable.
Verification Lessons Learned (A.4.1):

Historically, failure to adequately verify system performance in an operational EME has resulted
in costly delays during system development, mission aborts, and reduced system and
equipment operational effectiveness. It is important that assets required for verification of E3
requirements be identified early in the program to ensure their availability when needed.
A.5 DETAILED REQUIREMENTS
A.5.1 Margins.
Margins shall be provided based on system operational performance requirements, tolerances
in system hardware, and uncertainties involved in verification of system-level design
requirements. Safety critical and mission critical system functions shall have a margin of at
least 6 dB. EIDs shall have a margin of at least 16.5 dB of maximum no-fire stimulus (MNFS) for
47
MIL-STD-464C
APPENDIX A
safety assurances and 6 dB of MNFS for other applications. Compliance shall be verified by test,
analysis, or a combination thereof. Instrumentation installed in system components during
testing for margins shall capture the maximum system response and shall not adversely affect
the normal response characteristics of the component. When environment simulations below
specified levels are used, instrumentation responses may be extrapolated to the full
environment for components with linear responses (such as hot bridgewire EIDs). When the
response is below instrumentation sensitivity, the instrumentation sensitivity shall be used as
the basis for extrapolation. For components with non-linear responses (such as semiconductor
bridge EIDs), no extrapolation is permitted.

Variability exists in system hardware from factors such as differences in cable harness routing
and makeup, adequacy of shield terminations, conductivity of finishes on surfaces for electrical
bonding, component differences in electronics boxes, and degradation with aging and
maintenance. Margins must be included in the design to account for these types of variability.
In addition, uncertainties are present in the verification process due to the verification method
employed, limitations in environment simulation, and accuracy of measured data. The proper
application of margins in system and subsystem design provides confidence that all production
systems will perform satisfactorily in the operational E3 environments.

Margins are generally applied for particular environments external to the system, including
lightning (only indirect effects), inter-system EMC, EMP, HERO, and aspects of intra-system EMC
associated with any type of coupling to explosive circuits.
Margins need to be viewed from the proper perspective. The use of margins simply recognizes
that there is variability in manufacturing and that requirement verification has uncertainties.
The margin ensures that every produced system will meet requirements, not just the particular
one undergoing a selected verification technique. Smaller margins are appropriate for
situations where production processes are under tighter controls or more accurate and
thorough verification techniques are used. Smaller margins are also appropriate if many
production systems undergo the same verification process, since the production variability
issue is being addressed. Margins are not an increase in the basic defined levels for the various
electromagnetic environments. The most common technique is to verify that electromagnetic
and electrical stresses induced internal to the system by external environments are below
equipment strength by at least the margin. While margins can sometimes be demonstrated by
performing verification at a level in excess of the defined requirement, the intent of the margin
is not to increase the requirement.
The 16.5 dB margin specified for safety assurance for EIDs in ordnance is derived from the
criterion in MIL-STD-1385 (which has been canceled and superseded by MIL-STD-464) that the
maximum allowable induced level for electrically initiated devices (EIDs) in required
48
MIL-STD-464C
APPENDIX A
environments is 15% of the maximum no-fire current. The ratio of no-fire to allowable currents
in decibels is 20 log (0.15) or a 16.5 dB margin. The requirement is expressed in decibels in this
standard so that the requirement can be applied to designs which do not use conventional hot
bridgewire EIDs, where the term “no-fire current” may be meaningless. MIL-STD-1385 also
specified a criterion of 45% of no-fire current (7 dB margin) for EIDs when there are
consequences other than safety. The equivalent criterion in this standard is specified as 6 dB.
Hot bridgewire EIDs with a one amp/one watt MNFS are often used in ordnance applications to
help in meeting safety requirements. As an alternative to using large sample sizes to
demonstrate that the statistical criteria contained in the definition of MNFS (no more than 0.1%
firing with a confidence level of 95%) is met, the methods of MIL-DTL-23659 can be used to
establish a one amp/one watt MNFS.
MNFS values for EIDs are normally specified by manufacturers in terms such as DC currents or
energy. Margins are often demonstrated by observing an effect during the application of an
electromagnetic environment that is the same effect observed when applying a stimulus level
in the form under which the MNFS is defined. For example, the temperature rise of a
bridgewire can be monitored in the presence of an EME relative to the temperature rise
produced by a DC current level that is 16.5 dB below MNFS. The space community has elected
to use MNFS levels determined using RF rather than DC. This approach is based on Franklin
Institute studies, such as report F-C2560. Outside of the space community, the use of DC levels
has provided successful results.
Margins are closely linked to both design and verification since the planned verification
methodology influences the size of the margin and the resulting impact on the required
robustness of the design. The specific margin assigned for a particular design and environment
is an engineering judgment. If the margin is too large, then penalties in weight and cost can be
inflicted on the design. If the margin is too small, then the likelihood of an undesirable system
response becomes unacceptably high.
The size of the margin assigned is inversely proportional to the inherent accuracy of the
verification method employed. One method of verifying lightning protection is to expose an
operational aircraft to a simulated severe lightning encounter (most severe flashes with worst
case attachment points). With this relatively accurate method of verification, a smaller overall
margin should be required. Another method of verifying lightning protection is the use of low-
level pulsed or continuous-wave (CW) testing with extrapolation of measured induced levels on
electrical cabling to a full scale strike. These levels are then either applied to the cables at the
system level or compared to laboratory data. This type of approach would typically require an
overall margin of 6 dB. Similar margins may be appropriate for purely analytical approaches
which produce results that have been shown by previous testing to be consistently conservative
for the particular type of system being evaluated.
49
MIL-STD-464C
APPENDIX A
The least accurate verification method is the use of an analysis which has not been previously
verified as yielding “accurate” results for the system type of interest. The term “previously
verified" in this case means that the analysis is based on accepted principles (such as previously
documented in E3 handbooks) but the particular system configuration presented for
certification has not been previously tested to verify the accuracy of the analysis. For this case,
margins as large as 30 dB are not unrealistic.
For most approaches, margins typically fall in the range of 6 to 20 dB. For equipment that is not
classified as safety critical, mission critical, or ordnance, it may be desirable to use a reduced
(possibly zero) margin to conserve program resources.

The use of margins in verifying intra-system EMC requirements among subsystems by test has
been attempted in the past; however, this practice has largely been abandoned except for
electroexplosive circuits. A basic difficulty existed in the lack of available techniques to
evaluate how close a circuit is to being upset or degraded. With the numerous circuits on most
platforms, it can be a formidable task to evaluate all circuits. One technique that has been used
is to identify the circuits through analysis which are potentially the most susceptible. The
intentional signal being transmitted across the electrical interface is reduced in amplitude by
the required number of dB to decrease the relative level of the intentional signal to whatever
interference is present. However, there is some controversy in this type of testing since the
receiving circuit does not see its normal operating level. Margins for EIDs have been commonly
demonstrated using techniques such as electro-optics, infrared, current probes, thermocouples,
RF detectors, and temperature sensitive waxes.

To obtain confidence that the system will perform effectively in the various environments,
margins must be verified. In addition to variability in system hardware, test and analysis
involve uncertainties which must be taken into account when establishing whether a system
has met its design requirements. These uncertainties include instrumentation tolerances,
measurement errors, and simulator deficiencies (such as inadequate spectral coverage).
Verification of margins for space and launch vehicles is essential since these items are costly
and must meet performance the first and only time. For expendable launch vehicles (ELVs),
there are no on-orbit repairs.

Some uncertainties, such as system hardware variations or instrumentation errors, may be
known prior to the verification effort. Other uncertainties must be evaluated at the time of a
test or as information becomes available to substantiate an analysis. Margins must be
considered early in the program so that they may be included in the design. It is apparent that
better verification techniques can result in leaner designs, since uncertainties are smaller.
50
MIL-STD-464C
APPENDIX A
Caution must be exercised in establishing margins so that the possible lack of reliable or
accurate verification techniques does not unduly burden the design.
During an E3 test, the contribution to uncertainties from the test is either errors or variations.
The errors fall into categories of measurement, extrapolation (simulation), and repeatability.
Variations are caused by various issues such as system orientation with respect to the incident
field, polarization of the incident field, and different system configurations (such as power
on/off, refuel, ground alert). The contributions of errors and variations are combined for
margin determination. They can be directly added; however, this approach will tend to
produce an overly conservative answer. The more common approach is to combine them using
the root-sum-square.

An example of margin assessment used during verification of lightning indirect effects and
electromagnetic pulse protection is the demonstration that the electrical current levels induced
in system electrical cables by the particular environment are less than the demonstrated
equipment hardness at least by the margin. This verification is generally accomplished by a
combination of tests and analyses. The equipment hardness level is generally demonstrated in
the laboratory during testing in accordance with MIL-STD-461. Testing can also be performed
on individual equipment items at the system-level. There are some concerns with induced
transient waveforms determined at the system-level being different than those used during
equipment-level testing. Analysis techniques are available for waveform comparison such as
the use of norm attributes to assess various parameters in the waveform. Test techniques are
available to inject measured current waveforms into electrical cables at amplified levels during
a system-level test.
A.5.2 Intra-system electromagnetic compatibility (EMC).

The system shall be electromagnetically compatible within itself such that system operational
performance requirements are met. Compliance shall be verified by system-level test, analysis,
or a combination thereof. MIL-STD-1605(SH) Procedures for Conducting A Shipboard EMI
Survey (Surface Ships) shall be utilized to verify compliance with the requirements of this
standard for intra- and inter-system EMC, hull-generated intermodulation interference, and
electrical bonding.

It is essential within a system that the subsystems and equipment be capable of providing full
performance in conjunction with other subsystems and equipment which are required to
operate concurrently. EMI generated by a subsystem or other subsystems and equipment must
not degrade the overall system effectiveness. Shipboard topside and below-deck areas have
very complex electromagnetic environments with significant amount of equipment and systems
integrated and/or co-located. The Navy has been integrating equipments qualified to MIL-STD-
51
MIL-STD-464C
APPENDIX A
461 but also to commercial standards such as IEEE and IEC standards to reduce costs. To
ensure EMC is achieved in Navy ships, a MIL-STD-1605(SH) survey should be performed.
EMC among antenna-connected subsystems (termed RF compatibility on some programs) is an

essential element of system performance. Inability of an antenna-connected subsystem to
properly receive intentional signals can significantly affect mission effectiveness. Achieving
compatibility requires careful, strategic planning for the placement of receiver and transmitter
antennas on the system and on the interoperability of the subsystems.

Intra-system EMC is the most basic element of E3 concerns. The various equipment and
subsystems need to be designed and integrated to coexist and to provide the operational
performance required by the user. However, varying degrees of functionality are necessary
depending upon the operational requirements of individual items during particular missions.
Certain equipment may not need to be exercised at the time of operation of other equipment.
For this situation, intra-system compatibility requirements do not necessarily apply. The
procuring activity and system user should be consulted to determine the required functionality.
An example of these circumstances is that it is unlikely that an aircraft instrument landing
system needs to be compatible with a radiating electronic warfare jamming subsystem during
precision approaches. However, they need to be compatible during other operations such as
when built-in test (BIT) is exercised.

When appropriate measures are included in system design, such as E3 hardening at the system
level, EMI requirements on subsystems and equipment, and good grounding and bonding
practices, there are relatively few intra-system EMC problems found. Most problems that are
found involve antenna-connected transmitters and receivers. Receiver performance has been
degraded by broadband thermal noise, harmonics, and spurious outputs coupled antenna-to-
antenna from transmitters. Microprocessor clock harmonics radiating from system cabling and
degrading receivers have been another common problem. Electromagnetic fields radiated from
onboard antennas have affected a variety of subsystems on platforms. Typical non-antenna-
related problems have been transients coupled cable-to-cable from unsuppressed inductive
devices and power frequencies coupling into audio interphone and video signal lines. Problems
due to cable-to-cable coupling of steady state noise and direct conduction of transient or
steady state noise are usually identified and resolved early in the development of a system.
Generation of broadband EMI on ships from electrical arcing has been a common source of
degradation of antenna-connected receivers and must be controlled. Sources of the arcing
have been brush noise from electrical machinery and induced voltages and currents between
metallic items from antenna transmissions. Intermittent contact of the metallic items due to
wind or ship motion is a contributor. MIL-STD-1605(SH) provides guidance on controlling and
locating sources of broadband EMI.
52
MIL-STD-464C
APPENDIX A
Predictive antenna-to-antenna software modeling is recommended to reduce risk early in a

system development program. Common software modeling techniques include Method of
Moments (MoM), Geometric Theory of Diffraction (GTD), and geometrical optics (ray-tracing).
Software programs can use one of these techniques or a hybrid of multiple techniques to
predict antenna-to-antenna coupling, and ultimately an EMI margin between coupled levels
versus receiver sensitivity. Software modeling is extremely useful when actual hardware is not
available for testing. Limitations of any analysis program must be considered when using the
results to draw conclusions.
A common problem in systems occur when the system uses both electronic countermeasures
(ECM) and radar equipment operating at overlapping frequencies. The following measures may
be helpful to provide RF compatibility between these types of subsystems: blanking, pulse
tagging, utilization of coherent processing dead time, band splitting, and digital feature
extraction. A blanking matrix is commonly used to depict the relationship between source and
victim pairs.
Intermodulation products (sometimes termed passive intermodulation) are caused by the

mixing of two signals in non-linear junction (such as a corroded bond) and occur at predictable
frequencies: intermodulation frequency = mf1 ± nf2 where m and n are integers and f1 and f2
are two signal frequencies. These products may degrade antenna-connected receivers that are
tuned to the intermodulation frequency. In some installations where there is flexibility on
selecting the operating frequencies of equipment, potential problems can be handled through
frequency management by avoiding predicable combinations. Where very sensitive receivers
are involved, even higher order products may affect the receivers. Space applications have
special concerns with intermodulation issues.

Verification of intra-system EMC through testing supported by analysis is the most basic
element of demonstrating that E3 design efforts have been successful.
Verification of EMC by test is essential to ensure an adequate design which is free from the
degradation caused by antenna-to-antenna coupled interference. Prior analysis and
equipment-level testing are necessary to assess potential problems and to allow sufficient time
for fixing subsystem problems.

Although analysis is an essential part of the early stages of designing or modifying a system,
testing is the only truly accurate way of knowing that a design meets intra-system EMC
requirements. An anechoic chamber is often required for system-level testing, to minimize
reflections and ambient interference that can degrade the accuracy of the testing, and to
evaluate modes of operation that are reserved for war or are classified.
53
MIL-STD-464C
APPENDIX A
The following list provides guidance on issues which should be addressed for intra-system EMC
testing:
a. Potential interference between source/victim pairs should be systematically evaluated

by exercising the subsystems and equipment onboard the system through their various
modes and functions while monitoring the remaining items for degradation. Both one
source versus a victim and multiple sources versus a victim conditions need to be
considered.
b. A frequency selection plan should be developed for exercising antenna-connected

transmitters and receivers. This plan should include:
1) Predicable interactions between transmitters and receivers such as transmitter

harmonics, intermodulation products, other spurious responses (such as image
frequencies), and cross modulation. The acceptability of certain types of responses
will be system dependent.
2) Evaluation of transmitters and receivers across their entire operating frequency

range, including emergency frequencies.
3) Evaluation of known EMI emission and susceptibility issues with individual

subsystems.
c. Margins should be demonstrated for explosive subsystems and other relevant

subsystems.
d. Operational field evaluation of system responses found in the laboratory environment

should be performed (such as flight testing of an aircraft to assess responses found
during testing on the ground).
e. Testing should be conducted in an area where the electromagnetic environment does

not affect the validity of the test results. The most troublesome aspect of the
environment is usually dense utilization of the frequency spectrum, which can hamper
efforts to evaluate the performance of antenna-connected receivers with respect to
noise emissions of other equipment installed in the system.
f. Testing should include all relevant external system hardware such as weapons, stores,
provisioned equipment (items installed in the system by the user), and support
equipment.
g. It should be verified that any external electrical power used for system operation
conforms to the power quality standard of the system.
54
MIL-STD-464C
APPENDIX A
h. TABLE A- 1 identifies what kind of EMI/EMC testing is required when new, modified, or
carry-on equipment will be used on military aircraft.
TABLE A- 1. Type of EMI/EMC testing.
Type of electrical/electronic Is EMI laboratory testing Is EMC aircraft-level testing

equipment to be installed on required? required?
aircraft (Yes/No and Type) (Yes/No and Type)
1. New or permanently Yes Yes
changed/modified equipment. E&S R, O, G
2. Temporary equipment with no Yes Lab compliant – No
antenna transmissions meant to be Flight Critical – E & S Non-compliant* - Yes – R
used only for a fixed period of time. Non-Flight critical – E
3. Temporary equipment using Yes Lab compliant – Yes – R, G
antenna transmissions meant to be Flight Critical – E & S Non-compliant* - Yes – R, O, G
used only for a fixed period of time. Non-Flight critical – E
4. Carry-on equipment with no Yes Lab compliant – No
antenna transmissions Flight Critical – E & S Non-compliant* - Yes – R
Non-Flight critical – E
5. Carry-on equipment using Yes Lab compliant – Yes – R
antenna transmissions. Flight Critical – E & S Non-compliant* - Yes – R, O, G
Non-Flight critical – E
6. Electrically initiated devices (EID). Yes Yes
H H, G
* Analysis is required to assess whether equipment that does not comply with MIL-STD-461 needs special
attention at the aircraft level. Non-compliance is not intended to indicate that failure to meet contractual
requirements is acceptable. Commercial off-the-shelf equipment being considered for use that was not designed
to meet MIL-STD-461 will often have some outages with respect to the standard that may or may not be of
concern.
Types of tests:
E – Radiated & conducted emissions (Tests: RE102, CE102 only if connected to A/C power, CE106 only if
it has antenna ports).
S – Radiated & conducted susceptibility (Tests: RS103, CS101, CS114, CS115, CS116).
H – Hazard of Electromagnetic Radiation to Ordnance (HERO) component testing. EED/EID should be
instrumented and show 16.5 dB safety margin from the determined no-fire current.
R – Intentional, harmonic, and spurious emissions must be evaluated for interference in the bandpass of
aircraft antenna connected RF receivers via spectrum analyzer scans or other similar technique.
O – Non-compliant emissions may require an evaluation of the bandpass of aircraft antenna connected
RF receivers via spectrum analyzer scans or other similar technique.
G – Source-victim testing.
55
MIL-STD-464C
APPENDIX A
Operational testing of systems often begins before a thorough intra-system EMC test is
performed. Also, the system used for initial testing is rarely in a production configuration. The
system typically will contain test instrumentation and will be lacking some production
electronics. This testing must include the exercising and evaluation of all functions that can
affect safety. It is essential that aircraft safety-of-flight testing be done to satisfy safety
concerns prior to first flight and any flight thereafter where major electrical and electronic
changes are introduced.
A common issue in intra-system EMC verification is whether to use instrumentation during the
test to evaluate the performance of subsystems and equipment. The most common approach
is to monitor subsystem performance through visual and aural displays and outputs. It is
usually undesirable to modify cabling and electronics boxes to add instrumentation, since these
modifications may change subsystem responses and introduce additional coupling paths.
However, there are some areas where instrumentation is important. Demonstration of margins
for critical areas normally requires some type of monitoring. For example, EIDs require
monitoring for assessment of margins.
Some antenna-connected receivers, such as airborne instrument landing systems and

identification of friend or foe, require a baseline input signal (set at required performance
levels) for degradation to be effectively evaluated. Other equipment which transmits energy
and evaluates the return signal, such as radars or radar altimeters, need an actual or simulated
return signal to be thoroughly assessed for potential effects. The instrumentation required for
these types of operations work thorough antenna coupling and don’t require the onboard
equipment to be modified.
Attempts are sometimes made to perform intra-system EMC testing of space systems with on-
board transmitters being simulated. It is essential that the actual transmitters be used and
operated in their mission modes to ensure that equipment is exposed to realistic
electromagnetic fields and resulting currents and voltages and to adequately evaluate
intermodulation concerns. Without the actual RF emitters being used, there is no assurance
that a 100% functional system is being provided.
Output characteristics of spread spectrum transmitters present unique technical issues which
need to be addressed to achieve EMC.
RF compatibility between antenna-connected subsystems is an element of intra-system EMC

and demonstration of compliance with that requirement needs to be integrated with these
efforts. Any blanking techniques implemented for EMC performance should be evaluated
during the testing.
Both MIL-STD-461 as well as some commercial standards reduces the risk of EMI due to case
and cable conducted and radiation emissions and susceptibility. Compliance with these
56
MIL-STD-464C
APPENDIX A
standards still leave system level risks due to the large amount of co-located systems being
integrated in ships. The shipboard EME is dynamic and varies by compartment as well as
between ships in a class due to modernizations and equipment variations due to the long
period for ship construction. Therefore, conducting MIL-STD-1605(SH) tests to evaluate EMC is
highly recommended where feasible.

Performance degradation of antenna-connected communication receivers cannot be effectively
assessed by simply listening to open channels as has been done commonly in the past. Squelch
break has often been used as the criteria for failure. There are number of problems with this
technique.
Other than for EIDs, margin assessment is practical in several areas. Margins can be assessed
for antenna-connected receivers using the spectrum analyzer technique described at the end of
section A.5.2.4. Another area where margin evaluation is practical is potential degradation of
subsystems due to electrical cable coupling from electromagnetic fields generated by on-board
antenna-connected transmitters. Intra-system compatibility problems due to communication
transmitters, particularly HF (2-30 MHz), are fairly common. The induced levels present in
critical interface cables can be measured and compared to demonstrated hardness levels from
laboratory testing in the same manner as described in the appendix under section A.5.3 for
inter-system EMC.
System-level testing should be a final demonstration that RF compatibility has been obtained.
It should not be a starting point to identify areas requiring fixes. Previous analysis and bench
testing should resolve compatibility questions beforehand. To evaluate E3 system hardness the
Navy utilizes MIL-STD-1605(SH). An EMI survey is required for new construction ships and ships
receiving overhauls or other major repair work that changes the ships electromagnetic
configuration.
Active signal cancellation techniques present a risky approach to EMC and should be rigorously
tested before being implemented. This approach is most sensitive to signal phase error and
may actually worsen an interference problem by injecting phase noise resulting from a
changing multi-path situation (due to aircraft stores load, release, and so forth).
A.5.2.1 Hull generated intermodulation interference (IMI).

For surface ship applications, the intra-system EMC requirement is considered to be met for hull
generated IMI when IMI product orders higher than 19th order produced by High Frequency (HF)
transmitters installed onboard ship are not detectable by antenna-connected receivers onboard
ship. Compliance shall be verified by test, analysis, or a combination thereof, through
measurement of received levels at system antennas and evaluation of the potential of these
levels to degrade receivers.
57
MIL-STD-464C
APPENDIX A
Requirement Rationale (A.5.2.1):

In general, control of IMI in systems is covered by the requirements of section 5.2 addressing
intra-system EMC. Because of difficulty on ships with limiting IMI produced by HF transmitters,
only higher order intermodulation products must be controlled to permit effective use of the
spectrum. Issues with lower order products are addressed through frequency management.
Requirement Guidance (A.5.2.1):

The large number of HF transmitters, output power of the transmitters, and construction
materials and techniques used on ships make the presence of IMI a reality. Electromagnetic
fields from HF transmissions induce current flow in the ship’s hull. The various currents from
different transmitters mix in non-linearities within the hull (termed the “rusty bolt effect”) to
produce signals at sum and difference frequencies of the fundamental and harmonic
frequencies of the incident signals (F3 =  n1F1  n2F2  ...; n1, n2, ... are integers). The order of
the IMI is the sum of the n terms. The mixing of a fundamental with a fourth harmonic
produces a fifth order IMI.
Requirement Lessons Learned (A.5.2.1):

Experience has shown that controlling higher than the 19th order IMI provides frequency
management personnel with sufficient flexibility to effectively manage the spectrum.
Verification Rationale (A.5.2.1):

Test and associated analysis are the only effective means to verify IMI requirements.
Verification Guidance (A.5.2.1):

Guidance on evaluating IMI is available through the Shipboard EMC Improvement Program
(SEMCIP) technical assistance network. Access to the data base can be obtained by contacting
the Naval Surface Warfare Center, Code Q54, Dahlgren, VA (Commercial phone 540-653-
3473/8594, military phone DSN 249-3473/8594).
Verification Lessons Learned (A.5.2.1):

Testing, supported by analysis, has proven to be an effective tool in evaluating IMI.
A.5.2.2 Shipboard internal electromagnetic environment (EME).

For ship applications, electric fields (peak V/m-rms) below deck from intentional onboard
transmitters shall not exceed the following levels:
a. Surface ships.
1) Metallic: 10 V/m from 10 kHz to 18 GHz.
radiated within a compartment and within the operating frequency band shall be limited
58
MIL-STD-464C
APPENDIX A
to 550 mW total radiated power (TRP). Additionally, no device shall be permanently

installed within 1 meter of safety or mission critical electronic equipment.
2) Non-metallic: 50 V/m from 2 MHz to 1 GHz;

Metallic limits apply for all other frequency bands.
radiated within a compartment and within the operating frequency band shall be limited
to 13.75 W total radiated power (TRP). Additionally, no device shall be permanently
installed within 1 meter of safety or mission critical electronic equipment.
b. Submarines. 5 V/m from 10 kHz to 30 MHz and

10 V/m from 30 MHz to 18 GHz.

milliwatt (mW) effective isotropic radiated power (EIRP). The total combined power radiated
within a space and within the operating frequency band shall be limited to 250 mW total
radiated power (TRP). Additionally no device shall be permanently installed within 1 meter
of safety or mission critical electronic equipment.
Compliance shall be verified by test of electric fields generated below deck with all antennas
(above and below decks) radiating and adherence to the total radiated power limits indicated.

Specific controls must be imposed to limit internal electromagnetic fields for ship applications
to ensure that the variety of electronic equipment used onboard ships will be able to function
with limited risk of performance degradation. This approach is partially due to the
methodology by which equipment is installed on ships. For system applications other than
ships, it is generally the responsibility of the system integrator to ensure that fields internal to
the system are controlled to levels consistent with immunity characteristics of installed
equipment.
The use of wireless devices such as radio frequency identification (RFID) systems, handheld
transceivers, wireless local area network (WLAN), etc., is increasing rapidly for below deck
applications. Since below deck spaces are reverberant they contain and reflect radiated RF
energy. RF propagation within such spaces is well defined by MIL-STD-461F, RS-103 alternate
test procedure which delineates the characterization and use of Reverberation Chambers as
EMI test facilities. Accordingly the proliferation of intentional emitters results in an increased
EME. This increase of the ambient EME has been identified as the cause of interference to
mission critical legacy equipments. Mitigation of this EMI requires that ships and subs be
considered a total system composed of numerous sub-systems. Accordingly interface controls
59
MIL-STD-464C
APPENDIX A
are required to assure total system EMC. This requirement is intended to limit the
electromagnetic environment such that EMI from both direct illumination and reverberant
energy do not exceed the MIL-STD-461 electric field radiated susceptibility requirement and
therefore equipment located within this environment will function reliably and without
electromagnetic environmental effects (E3) problems.

Many types of electronic equipment are used on ships which have not been designed to be
used in higher level electric field environment. Most predominant in this group are NDI and
commercial items. Therefore, the EME must be controlled to provide a level of assurance that
the equipment will operate properly.
Output power limits of 25 and 100 mW EIRP for a single emitter (transmitter) in submarines
and ships, respectively, are invoked for this standard. These limits assure reliable operation of
legacy equipments. Since these legacy equipments were tested at 1 V/m for submarine
applications and at 10 V/m for surface ships, it is necessary to establish criteria for each.
Equation A-1 was used to predict the resultant field intensities for each at a distance of
1 meter. In the case of submarines, 25 mW EIRP will produce an electric field intensity of 0.87
V/m which aligns well with the 1 V/m testing done to comply with earlier versions of MIL-STD-
461. Since surface ship equipments were tested in accordance with MIL-STD-461 at 10 V/m
with all equipment consoles secured, and many of the wireless systems such as WLANs are
continuously transmitting, it is deemed necessary to account for the enclosure/console
Shielding Effectiveness (SE). This SE can be reasonably estimated at approximately 15 dB,
which is to say that the electronics within should not be exposed to more than 2 V/m when
consoles/enclosures are open. Accordingly, a limit for surface ships is proposed at 100 mW
which will result in an exposure of 1.7 V/m with no external shielding.
Equation A-1
Where:
|E| = electric field intensity, V/m
Gt = transmitter antenna gain
Pt = transmitter power
r = distance from transmit antenna, meters (r = 1 m)
η = impedance of the medium, ohms (η = 377 Ω)
When considering the additive nature of transmitters within enclosed electrically reflective
spaces one must consider Total Radiated Power (TRP) instead of EIRP. This is due to diffusion of
60
MIL-STD-464C
APPENDIX A
the transmitted energy due to reflections. Any gain (directivity) imparted on the transmitted
energy is lost in such spaces due to their reverberant nature. This is well understood and
documented in the Reverberation Chamber alternate test methodology described in MIL-STD-
461. The utility of using TRP, then, is to calculate volumetric (i.e., non-line-of-sight) electric
field levels in enclosed spaces.
Submarine Applications: The requirement of 250 mW TRP for multiple emitters in a space is an
attempt to control the total electric field within the compartment and is invoked for this
standard. A space is defined as a functional area within a compartment (e.g. Sonar Equipment
Space or Torpedo Room). The 250 mW TRP equates to a volumetric electric field strength of
6.75 V/m. The electric field strength of 6.75 V/m aligns with the electric field radiated
susceptibility requirement, RS103, of MIL-STD-461 with a 3.4 dB safety margin and allows for
variance in the cavity calibration factor. This power level was calculated as follows:
Equation A-2
Where:
Pin = transmitter power, watts
E = electric field intensity, V/m
ccf = cavity calibration factor which is calculated as follows:
Equation A-3
Where:
λ = wavelength, meters
ηrx = antenna efficiency
IL = insertion loss which is calculated as follows:
Equation A-4
Where:
Prcvd = received power, watts
Pin = incident power into cavity, watts
A cavity calibration factor, ccf, of 13.5 was utilized for the calculation of maximum total input
power into the submarine compartment.
61
MIL-STD-464C
APPENDIX A
Surface Ship Applications: In recent years NAVSEA, NAVSUP and ONR collectively provided
resources to conduct a study of the reverberant nature of below deck spaces on Navy ships.
This study was conducted on ten ships of various classes (CVN, LHD, DDG & FFG) and compiled
data from over 100 spaces. Equation A-2 (above) was used to determine a bounding condition
CCF from the measured insertion loss data. Due to the sheer volume of data collected, only the
four ships which produced the highest CCF values are shown on FIGURE A- 1.
Four Ship Data

40
PORTER
HALYBURTON
35
BATTAN
BUSH 1
30
BUSH 2
Prop. CCF Limit
25
CCF
20
15
10
0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Frequency (MHz)
FIGURE A- 1. CCF of select surface ships.
Also provided on FIGURE A- 1 is the proposed CCF limit of 13.5, which equates to a TRP limit of
548 mW. It is readily apparent that the proposed limit does not encompass all of the measured
data. It does however fit well at the industrial, scientific and medical (ISM) bands at 900 MHz
and 2400 MHz and is above the vast majority of all measured data above 2000 MHz. Based on
this analysis, it is the Navy’s opinion that increasing the 13.5 CCF recommendation would be
overly restrictive and that the risk of EMI would be sufficiently mitigated through a TRP limit of
550 mW.
A summary of these recommendations is provided in TABLE A- 2.
62
MIL-STD-464C
APPENDIX A
TABLE A- 2. Summary of recommendations.
Platform Stand Off1 Max. EIRP2 Max. TRP3

Submarine 1m 25 mW 250 mW
Surface Ship 1m 100 mW 550 mW
NOTES:
1 Minimum distance between transmission source and safety or mission critical electronic equipments.
2 Maximum EIRP of a single device.
3 Maximum TRP of all devices within a single space. In cases where space boundaries are not clearly
defined, a 30 feet radius from transmission source will be used to establish boundary.

Compatibility problems have been experienced with electronic equipment due to inadequate
control of field coupling below deck.
To date, the Navy has limited documented cases in which a wireless system implementation
has caused EMI on platforms. However, documented cases do exist for a wireless local area
network system that has been installed on multiple vessels. The system components have
passed MIL-STD-461 requirements, and yet have caused mission-degrading EMI to legacy
combat-critical systems aboard those platforms. Both complex cavity and direct line-of-sight
mechanisms have been determined to be contributing to these EMI problems. A fundamental
issue within the Navy results from the sheer volume of wireless technology users and
technologies being used. Ships are manned with hundreds and, in some cases, thousands of
sailors, each assigned to departments which have unique and, in many cases, conflicting
requirements for wireless technologies. If left uncontrolled, the potential exists for a vast
number of wireless networks required to serve the composite shipboard need. This condition
will result in not only safety concerns from an EMI and HERO perspective, but create spectrum
conflicts which will degrade overall shipboard performance. The intent of the guidance
provided in this section is to enable the Navy to get in front of the wireless proliferation
challenges from a platform design perspective, through application of an overarching limit on
the number and location of wireless devices, to assure wireless functionality in a system of
systems environment.
The requirement for individual transmitters and the requirement for total combine power are
essential to bound the electric field levels in below decks spaces. These limits are harmonized
with the electric field radiated susceptibility limit, RS103, of MIL-STD-461, that is to say,
adherence with these limits will ensure that systems that are compliant with RS103 will be
compatible in their intended environment and future increases to the RS103 levels should not
be necessary.
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Testing is the only reliable method to determine the coupled EME to a reasonable level of
certainty.
The requirement on intentional transmitters used below deck can be met by analysis or test.

Significant characterization of below deck spaces has been conducted. These efforts resulted in
an ability to apply controls which limit the ambient electric field based on power. Accordingly
verification is simplified to monitoring the number and output power of emitters installed
within said spaces.
Testing needs to be performed with frequency selective receivers (spectrum analyzer or EMI
receiver) and appropriate antennas such as those used in the RE102 test procedures of MIL-
STD-461. Mode stirred techniques is the preferred method for verification of this requirement.
Broadband omnidirectional E-field sensors, such as those used in the RS103 test procedures of
MIL-STD-461, can be used to search for areas of higher fields. Since these devices are
broadband, they will detect the resultant E-field from all sources present within the bandpass
of the device. The dominant source of the reading may not be obvious. Also, since these
devices do not use the peak detection function present in spectrum analyzers and EMI
receivers, indicated levels may be well below actual peak levels, particularly for pulsed fields.

Control of individual emitters output and the total combined power radiated within a
compartment and within the operating frequency band is the only cost effective means to
control the electromagnetic environment.
The techniques presented here are based on science which is well documented and adopted by
industry through the International Electrotechnical Commission via IEC 61000-4-21 the Federal
Aviation Administration via DO-160 and military via MIL-STD-461. Each of these standards
committees recognizes the benefit of leveraging complex cavity effects for the purpose of
testing electronic systems for EMI and adopted the use of Reverberation Chambers for such
evaluations. Since the physics of a Reverberation Chamber are the same in any enclosed
electrically reflective space, it is most appropriate to leverage this knowledge for the purpose of
mitigating EMI in below deck spaces of submarines and ships.
Significant effort was made in generation of these requirements to assure no undue hindrance
was applied which would stifle usage or implementation of wireless technologies while assuring
to the greatest extent possible that such deployments will not create EMI to co-located
equipments.
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The need to impart limits on the below deck EME is not new as this document currently imparts
limits in terms of electric field intensity. This expounds on that concept and provides a
simplified means of assuring existing requirements are met.
A.5.2.3 Multipaction.
For space applications, equipment and subsystems shall be free of multipaction effects.

It is essential that RF transmitting equipment and signals not be degraded by the action of
multipaction. It is essential that multipaction not result in spurious signals that interfere with
receivers.

Multipaction is a resonant RF effect that happens in a high vacuum. An RF field accelerates free
electrons resulting in collisions with surfaces creating secondary electrons. If the frequency of
the signal is such that the RF field changes polarity in concert with the production of the
secondary electrons, the secondary electrons are then accelerated resulting in more electrons
leading to a major discharge and possible equipment damage. The guiding document for
multipaction analysis is NASA TR 32-1500. This effect can be much worse in the presence of
low partial pressure Paschen-minimum gasses, such as Helium. Helium venting during ascent is
common on expendable launch vehicles (ELVs).

Connectors, cables, and antennas have all been involved in multipaction incidents. Sometimes,
the application of insulators on antennas or a vent in connectors is sufficient to limit
multipaction or damage. In some cases, transmitted signal strength has been severely
impacted. Multipaction in RF amplifier circuitry has been implicated in semiconductor and
insulator degradation.

Multipaction is a resonant phenomenon in the dimensions of frequency and power. Secondary
electron emission decreases as electron energy rises. So a rapid increase in power (for
example, a radar pulse) may well reduce the probability of multipaction. Analysis is absolutely
necessary to determine how margin is shown. Since multipaction can show flaws in machining
and dielectrics that no other test will indicate, testing also must be performed.

All components experiencing RF levels in excess of 5 watts (less in space environments) need to
be tested for multipaction. The test equipment must provide adequate power and transient
levels to show margin with respect to the operating state. VSWR measurements provide a
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crude method of detecting multipaction; however, it is better to detect free electrons or

changes in harmonic emissions.

For multipaction to occur, seed electrons must be present. In space, these electrons are
provided by radiation. Some tests at sea level have shown no multipaction on components,
while severe multipaction occurred in orbit. It is vital that a source of radiation or electrons be
provided to get an accurate test. Some claim that some metals like aluminum are self-seeding.
However, since the effect is strongly dependent on surface treatment, aluminum should not be
depended upon to be self-seeding.
A.5.2.4 Induced levels at antenna ports of antenna-connected receivers.

Induced levels appearing at antenna ports of antenna-connected receivers caused by
unintentional radio frequency (RF) emissions from equipment and subsystems shall be
controlled with respect to defined receiver sensitivity such that system operational performance
requirements are met. Compliance shall be verified by measurements at antenna ports of
receivers over their entire operating frequency band.

The need to evaluate antenna-connected receivers across their operating ranges is important
for proper assessment. It has been common in the past to check a few channels of a receiver
and conclude that there was no interference. This practice was not unreasonable in the past
when much of the potential interference was broadband in nature, such as brush noise from
motors. However, with the waveforms associated with modern circuitry such as
microprocessor clocks and power supply choppers, the greatest chance for problems is for
narrowband spectral components of these signals to interfere with the receivers. Therefore, it
is common practice to monitor all antenna-connected outputs with spectrum analysis
equipment during an intra-system EMC test. Analysis of received levels is necessary to
determine the potential for degradation of a particular receiver.

Unintentional radiated emissions coupled to antennas can be above the noise floor of receivers
resulting in performance degradation. In order to achieve reliable communications, the signal-
to-noise ratio (SNR) should exceed a minimum value specific to each type of modulation and
signal. For example, receivers using amplitude modulation (AM) voice transmissions typically
require a minimum 10 decibels (dB) SNR at their specified sensitivity level. Binary phase shift
keying (BPSK) often becomes useless when the SNR drops below 4 dB. Undesirable signals in-
band to receivers can dramatically reduce the effective range of communication links or
increase the likelihood of loss of information over data links.
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Compatibility and performance problems have been often experienced with receiver systems
due to inadequate control of intra-system radiated emissions from equipment and subsystems.

Measurements at the system level on production configured hardware and associated analysis
are effective means to verify receiver performance.

Measurements need to be performed with a spectrum analyzer (or an equivalent type of
frequency selective equipment) at the antenna port of receivers over the entire frequency band
of operation of the receiver against all potential sources of unintentional emissions to
determine the impact with respect to the sensitivity of the receiver. Induced levels at receivers
need to be determined and quantified so that potential degradation can be evaluated through
analysis.

The most common receiver degradation being experienced is from microprocessor clock
harmonics radiating from cabling. These signals are narrowband and stable in frequency.
Considering a receiver designed to receive amplitude modulated (AM) signals, there are several
responses that may be observed as discussed below. Similar analysis is applicable to other type
receivers.
If an intentional signal above the squelch is present, the type of degradation is dependent on
the location of the interfering signal with respect to the carrier. If the interfering signal is
within a few hundred hertz of the carrier, the main effect will probably be a change in the
automatic gain control (AGC) level of the receiver. If the interfering signal is far enough from
the carrier to compete with the sideband energy, much more serious degradation can occur.
This condition gives the best example of why squelch break is not an adequate failure criterion.
AM receivers are typically evaluated for required performance using a 30%-AM, 1-kHz tone
which is considered to have the same intelligibility for a listener as typical 80%-AM voice
modulation. The total power in the sidebands is approximately 13 dB below the level of the
carrier. Receiver specifications also typically require 10 dB (signal plus noise)-to-noise ratios
during sensitivity demonstrations. Therefore, for an interfering signal which competes with the
sidebands not to interfere with receiver performance, it must be approximately 23 dB below
the carrier. An impact of this conclusion is that an interfering signal which is well below squelch
break can cause significant range degradation in a receiver. If squelch break represents the
true sensitivity required for mission performance, an interfering signal just below squelch break
can cause over a 90% loss in potential range.
If no intentional signal is present and the clock harmonic does not have any AM associated with
it, the main result is a quieting of the receiver audio output due to AGC action. To an observer,
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this effect might actually appear to be an improvement in receiver performance. If some AM is

present at audio passband frequencies, a signal will be apparent that is dependent on the depth
of the AM; however, the degree of receiver degradation cannot be effectively assessed since it
is masked by the AGC.
Two acceptable methods of assessing degradation are apparent. A 30% AM signal can be
radiated at each channel of interest at an induced level at the receiver which corresponds to
the minimum required performance. Changes in intelligibility can be assessed with and without
the interference present. Also, the level of the signal source can be varied and the resultant
effects evaluated. Due to the large number of channels on many receivers (UHF receivers (225
– 400 MHz) typically have 7000 channels), this technique may often not be practical. An
increasingly popular approach is to monitor antenna-induced signal levels with a spectrum
analyzer or a real time spectrum analyzer which can capture a seamless time record of RF
frequencies. A preamplifier is usually necessary to improve the noise figure of the analyzer and
obtain adequate sensitivity. The received levels can then be easily assessed for potential
receiver degradation. This technique has been found to be very effective.
A.5.3 External RF EME.

The system shall be electromagnetically compatible with its defined external RF EME such that
its system operational performance requirements are met. TABLE 1 shall be used for deck
operations on Navy ships, and TABLE 2 shall be used for ships operations in the main beam of
transmitters for Navy ships. For space and launch vehicle systems applications, TABLE 3 shall be
used. For ground systems, TABLE 4 shall be used. For rotary wing aircraft, where shipboard
operations are excluded, TABLE 5 shall be used. For fixed wing aircraft applications, where
shipboard operations are excluded, TABLE 6 shall be used. Unmanned vehicles shall meet the
above requirements for their respective application. It should be noted that for some of the
frequency ranges, limiting the exposure of personnel will be needed to meet the requirements of
5.9.1 for personnel safety.
Systems exposed to more than one of the defined EMEs shall use the worst case composite of
the applicable EMEs. External RF EME covers compatibility with, but is not limited to, EME’s
from like platforms (such as aircraft in formation flying , ship with escort ships, and shelter-to-
shelter in ground systems) and friendly emitters. Compliance shall be verified by system,

Increased multi-national military operations, proliferation of both friendly and hostile weapons
systems, and the expanded use of the spectrum worldwide have resulted in operational EMEs
not previously encountered. It is therefore essential that these environments be defined and
used to establish the inter-system EMC design requirements. MIL-HDBK-235 catalogs various
land-based, ship-based, airborne, and space emitters and associated environments that have
resulted in the EME tables provided in this standard. Many of the electromagnetic fields
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produced by these emitters are very high and capable of degrading the performance of systems
illuminated by them if they are not properly addressed. Even relatively low power personal
communication system (PCS) items such as cellular phones, used in close proximity to sensitive
electronic items, can create electromagnetic fields sufficient to degrade performance.
Operational problems resulting from the adverse effects of electromagnetic energy on systems
are well documented. They include but are by no means limited to component failure, and
unreliable Built in Test (BIT) indications. The extensive variety of potential problems
underscores the importance of designing systems that are compatible with their intended
operational EME.
Joint service operations further increase the potential for safety and reliability problems if
systems are exposed to operational EMEs different from those for which they were designed.
For example, Army systems, if designed for compatibility with a ground operation EME, may be
adversely affected by exposure to a Navy shipboard “joint” environment.
The same transmitter does not necessarily drive the peak and average levels in a particular
frequency range in any table. The average electric field levels in the tables are based on the
average output power, which is the product of the maximum peak output power of the
transmitter and maximum duty cycle. Duty cycle is the product of pulse width and pulse
repetition frequency. VAvg = VPeak  (duty cycle)1/2. This applies to pulsed systems only. The
average power for non-pulsed signals is the same as the peak power (that is, no modulation
present).
Each of the EME tables is briefly described in the following paragraphs. MIL-HDBK-235-1
provides general information and assumptions used to generate each of the EME tables. The
specific parts of the handbook, as referenced below, give detailed rationale and assumptions
used to derive the EME levels, as well as the characteristics of the emitters used to generate
those levels.
TABLE 1 provides the maximum external EME for deck operations in each designated frequency
band on the weather and flight decks (including hangar decks) for each active Navy ship class.
TABLE 2 provides the maximum external EME for ship operations in the main beam of
transmitters in each designated frequency band for all Navy ships. The distances from the
antenna vary with ship class and antenna configuration.
The EME levels shown on TABLE 1 are composite levels generated from the following major
ship classes: Combatants (CG-47; DDG-51 Flights I, II, and IIA; FFG-7), Amphibious (LHA-1; LHD-
1; LPD-4; LPD-17; and LSD-41 and 49), Carriers (CV and CVN), Landing Craft (LCC-19), Mine
Counter Measures (MCM-1), Patrol Coastal Craft (PC-1), and Littoral Combat Ship (LCS-1). The
EME levels shown on TABLE 2 are composite levels generated from the aforementioned ship
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classes. For additional information on the assumptions used to derive the EME levels on U.S.
Navy ships, see MIL-HDBK-235-2. For Coast Guard (USCG), Military Sealift Command (MSC),
and Army ships, additional guidance can be found in MIL-HDBK-235-9.
Submarine external RF EME is not included as a stand-alone table in MIL-STD-464. The MIL-
STD-461 RS103 field levels are generally adequate for many installations. However, submarine
sail- and mast-mounted equipment and sensors may experience fields in excess of the 200 V/m
RS103 requirement from nearby equipment and antennas co-located on the sail or mast.
Analysis should be performed for sail and mast mounted equipment and sensors to determine
the field intensities incident on these equipments due to on-hull RF emitters. MIL-HDBK-235-10
can be used in determining the submarine’s RF emitters.
TABLE 3 provides the maximum external EME levels for space and launch vehicle systems. The
EME levels are maximum EME levels derived from the EME levels for space systems in a low
orbit (i.e., 100 nautical mile (nm) altitude) and the composite EME levels 1 kilometer (km)
above various launch and recovery sites. For additional information on the assumptions used
to derive these EME levels, see MIL-HDBK-235-3.
TABLE 4 describes the minimum baseline EME for ground systems. The EME values for TABLE 4
were derived from convoy or on-the-move operations (from mobile and portable platforms)
and during base operations (from fixed and transportable systems) with each situation
assuming certain separation distances from various classes of emitters. Dips in the EME were
smoothed out so as not to imply a level of fidelity that does not really exist and to simplify
testing. For additional information on the assumptions used to derive these EME levels, see
MIL-HDBK-235-4.
TABLE 5 provides the external EME for rotary wing aircraft, including UAVs, except during
shipboard operations. The EME levels are composite levels generated from the following:
Rotary Wing Aircraft In-Flight, Civilian Airfields during Landing and Take-off Operations, Military
Airfield Operations, Expeditionary Airfield, and High Intensity Radiated Fields (HIRF) in Europe.
The distances from the aircraft to airport and ground fixed and mobile emitters vary from 50 to
300 feet. For additional information on the assumptions used to derive these EME levels, see
MIL-HDBK-235-5.
TABLE 6 provides the maximum EME for fixed-wing aircraft systems, including UAVs, except
during shipboard operations. The EME levels are composite levels generated from the
following: U.S. Fixed-Wing Aircraft In-Flight, Civilian Airfields during Landing and Take-off
Operations, Military Airfield Operations, and Expeditionary Airfields. There are other
documents and regulations that may define variations to the environment levels specified in
TABLE 5 and TABLE 6. However, the levels in this standard represent the latest information
available on these environments. For additional information on the assumptions used to derive
these EME levels, see MIL-HDBK-235-6.
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The actual operational electromagnetic environment that a system will encounter is highly
dependent upon operational requirements and should be defined by the procuring activity.
The EME tables provide a starting point for an analysis to develop the actual external radiated
field environment based on the system’s operational requirements. However, it is possible,
due to special operational requirements or restrictions, for the actual environment to be higher
or lower than these EME values. There is no substitute for well thought out criteria for a
system based on its operational requirements. For all systems, the appropriate environment
defined in MIL-HDBK-235 may be extracted and used for tailoring.
Proper environment definition must include both the modulation and polarization
characteristics of a system to determine the peak and average fields over the entire frequency
range. These requirements need to be based on the operational modulations of friendly,
hostile, and civilian systems. For instance, amplitude modulation (AM) may cause substantial
interference at low field levels, whereas continuous wave (CW) at significantly higher levels
may not cause any interference. This type of difference can hold true for frequency modulation
(FM) and pulse modulation (PM), as well as variations in polarization (vertical, horizontal, and
circular).

The EME in which military systems and equipment must operate is created by a multitude of
sources. The contribution of each emitter may be described in terms of its individual
characteristics including: power level, modulation, frequency, bandwidth, antenna gain (main
beam and sidelobe), antenna scanning, and so forth. These characteristics are important in
determining the potential impact on system design. A high-powered emitter may illuminate
the system for only a very short time due to its search pattern or may operate at a frequency
where effects are minimized.
Antenna-connected receivers are not generally expected to operate without some performance
degradation for the EME levels specified in the tables. In all cases, the receiver needs to be
protected against burn-out. While the tables express the requirements in terms of a single
level over a frequency band, it is quite unlikely that actual threat transmitters that drive the
levels in the tables will be at the tuned frequency of a particular receiver. Some wide band
devices, such as electronic warfare warning receivers, would tend to be the exception. It also
needs to be recognized that the tables represent levels that will be seen infrequently in most
instances.
Antenna-connected receivers have often been designed to operate without degradation with
an out-of-band signal of 0 dBm present at the antenna port and levels that are 80 dB above
sensitivity for signals within the tunable range (see early versions of MIL-STD-461). Since the
levels represent reasonable requirements for minimum performance, receivers usually will
perform substantially better. Calculations using the fields in the tables and typical receiver
antenna characteristics show that levels at the receivers may be on the order of 50 dBm for
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peak fields and 30 dBm for average fields. Receiver performance cannot be assured without
the use of external filtering. If there are operational performance issues with the absolute need
for a particular receiver to be totally functional in a particular environment, design measures
need to be implemented.
The external EME must be determined for each system. When considering the external EMEs
(flight deck, airborne, battlefield and so forth), the following areas should be included in the
evaluation.
a. Mission requirements. The particular emitters to which the system will be exposed
depend upon its intended use. The various parts of MIL-HDBK-235 provide information
on the characteristics of many friendly transmitters.
b. Appropriate standoff distance from each emitter. The various parts of MIL-HDBK-235
specify the fields at varying distances.
c. The number of sites and where they are located. The probability of intercept for each
emitter and the dwell time should be calculated.
d. If applicable, high power microwave and ultra-wideband emitters should be included.

See MIL-HDBK-235-8.
e. Operational performance requirements with options such as survivable only, degraded

performance acceptable, or full performance required.

Without specific design and verification requirements, problems caused by the external EME
typically are not discovered until the system becomes operational. By the time interference is
identified, the system can be well into the production phase of the program, and changes will
be expensive. In the past, the EME generated by the system's onboard RF subsystems
(electronic warfare, radars, communications, and navigation) produced the controlling
environment for many systems. From a probability of exposure, these items still play a critical
role. However, with external transmitter power levels increasing, the external transmitters can
drive the overall system environment.
Issues with external RF EMEs have become more visible due to more joint operations among
the military services and unforeseen uses of systems. For example, some aircraft and weapons
that were not originally intended for shipboard use have been deployed onboard ships.
A complication with modern systems is the use of specialized structural materials. The classic
system is made of aluminum, titanium, or steel structures. Modern technology and the need to
develop higher performance systems are providing alternatives using composites such as
carbon-epoxy and kevlar structure. Metals can provide good shielding against the EME and
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protection for electronic circuits. Electrically conductive composites typically provide system
shielding comparable to metal at higher frequencies (approximately 100 MHz); however, at
lower frequencies they do not perform as well. Some structure is made of non-conductive
composites such as kevlar which provide no shielding, unless they are treated with appropriate
finishes.
High-powered shipboard radars have caused interference to satellite terminals located on other
ships, resulting in loss of lock on the satellite and complete disruption of communication. The
interference disables the satellite terminal for up to 15 minutes, which is the time required to
re-establish the satellite link. Standoff distances of up 20 nautical miles between ships are
required to avoid the problem.
A weapon system suffered severe interference due to insufficient channel selectivity in the
receiver’s front end. Energy originating from electronic warfare systems and another nearby
“sister” channelized weapon system (operating on a different channel but within the same
passband) coupled into the victim receiver and was “processed,” severely degrading target
detection and tracking capability. Installation of an electronically tuned filter immediately after
the antenna countered the off-channel interference problem by: 1) eliminating receiver front-
end amplifier saturation and 2) reducing overload of the system processor with extraneous in-
band signals.
An aircraft lost anti-skid braking capability upon landing due to RF fields from a ground radar
changing the weight-on-wheels signal from a proximity switch. The signal indicated to the
aircraft that it was airborne and disabled the anti-skid system.
An aircraft experienced uncommanded flight control movement when flying in the vicinity of a
high power transmitter, resulting in the loss of the aircraft. If the mission profile of the aircraft
and the anticipated operational EME had been more accurately considered, this catastrophe
could have been averted.
Aircraft systems have experienced self-test failures and fluctuations in cockpit instruments,
such as engine speed indicators and fuel flow indicators, caused by sweeping shipboard radars
during flight-deck operations. These false indications and test failures have resulted in
numerous unnecessary pre-flight aborts.
Aircraft on approach to carrier decks have experienced interference from shipboard radars.
One such problem involved the triggering of false "Wheels Warning" lights, indicating that the
landing gear is not down and locked. A wave-off or preflight abort could occur due to this EMI
induced condition.
Aircrews have reported severe interference to communications with and among flight deck
crew members. UHF emissions in the flight deck environment caused interference severe
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enough that crews could not hear each other for aircrew coordination. This problem poses a
serious hazard to personnel with the potential for damage to, or loss of, the aircraft and aircrew
during carrier flight deck operations.

There are many different RF environments that a system will be exposed to during its lifespan.
Many threats will be seen only infrequently. Normal operational testing of a system may
expose it to only a limited number of threats. Dedicated testing and analysis are required to
verify the system capability in all RF environments it may see.

External RF EME testing should be performed under laboratory conditions where the system
under test and the simulated environment are controlled. Undesired system responses may
require an EMV analysis to determine the impact of the laboratory observed susceptibility on
system operational performance. Only under unusual circumstances is system verification
accomplished or system susceptibilities investigated by operational testing in the actual
external EME. There is much less control on variable conditions, fewer system functions can
generally be exercised, and expenses can be much greater. The results of the EMV analysis and
operational testing guide the possible need for system modification, additional analysis or
testing.
System-level testing of large platforms such as aircraft, tanks, and ships, is usually done in an
open area test site. The system’s inter-system environment is evaluated to determine: which
frequencies are of interest from the possible emitters to be encountered by the system when
deployed, optimum coupling frequencies to the system, potential system EMV frequencies,
available simulators, and authorized test frequencies. Based on these considerations and other
unique factors to the system or program, a finite list of test emitters is derived. For each test
emitter the system is illuminated and evaluated for susceptibilities. The test emitters may be
swept with fixed frequency steps or may dwell at selected frequencies. For air delivered
ordnance, system-level testing should include: preflight, captive-carry, and free-flight
configurations.
Ideally, the entire system should be illuminated uniformly at full threat for the most credible
demonstration of hardness. However, at most frequencies, test equipment does not exist to
accomplish this task. Established test techniques are based on the size of the system compared
to the wavelength of test frequency. At frequencies where the system is small compared to the
wavelength of the illumination frequency (normally below 30 MHz), it is necessary to illuminate
the entire system uniformly or to radiate the system such that appropriate electromagnetic
stresses are developed within the system. Where illumination of the entire system is not
practical, various aspects of the system’s major physical dimensions should be illuminated to
couple the radiated field to the system structure. At frequencies (normally above 400 MHz)
where the size of the system is large compared to the wavelength, localized (spot) illumination
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is adequate to evaluate potential responses by illuminating specific apertures, cables and

subsystems. 30 to 400 MHz is a transition region from one concept to the other where either
technique may be appropriate, dependent upon the system and the environment simulator.
Typically, for a new system, 4 to 6 positions are used for low frequency illumination and 12 to
36 positions are used for spot illumination at higher frequencies. The emitters are radiated
sequentially in both vertical and horizontal polarization. It usually is not practical to use circular
and cross polarization. For an existing system which is undergoing retesting after installation of
a new subsystem, 2 positions are normally used for low frequencies and 2 to 4 positions for
high frequencies.
For the situation where the external environment exceeds all available simulators or it is
necessary to achieve whole system illumination, the method of bulk current testing may be
used. The system is illuminated from a distance to obtain near uniform illumination but at low
levels. The induced current on the cable bundles from the uniform external field is measured.
The induced current levels are then scaled to full current level based on the system’s external
environment. These extrapolated levels are compared to electromagnetic interference data on
individual subsystems and equipment. If sufficient data is not available, cables can be driven at
required levels on-board the system to evaluate the performance of the system. The cable
drive technique has been applied up to 400 MHz.
The system during an inter-system EMC test is evaluated as a victim of interference from the
environment. Modes of subsystems and equipment should include: BIT, operational
procedures common to the test emitter environment, (for example, carrier deck operations
versus airborne weapons release for an aircraft), and backup modes.
Pre-flight inter-system testing of air delivered ordnance is conducted to ensure that the system
can successfully perform those pre-flight operations required during service use. Operations
such as aircraft initiated BIT and mission or target data up-loading and down-loading are
performed while exposing the weapon to the test EME.
Captive-carry inter-system testing of air delivered ordnance is conducted to verify weapon

survivability following exposure to the main beam operational EMEs. Since this test simulates
the weapon passing through the radar’s main beam during takeoff and landing of the host
platform, the weapon should be operated as specified for those flight conditions - typically
standby or off. The duration of weapon exposure to the EMEs from the main beam should be
based on normal operational considerations. Verification of system survivability may, in many
cases, be made utilizing the weapon BIT function. However, if this is not possible, verification
utilizing an appropriate system test set is required.
Free-flight testing of ordnance is performed utilizing an inert, instrumented weapon which is

suspended in a low RF ambient environment (anechoic chamber) simulating free space or a
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mode-stirred chamber. Since the RF entry points and aspect angles associated with specific
susceptibilities cannot be determined in the mode-stirred chamber, use of the anechoic
chamber is sometimes required. The free-flight test program consists of evaluating weapon
performance during the launch, cruise, and terminal phases of flight, while exposed to friendly
and hostile EMEs.
The formal verification test of a system for inter-system EMC usually comes late in system
development. A system such as an aircraft often undergoes extensive development and
integration tests first. The external environment that may be encountered during these tests
must be reviewed and the status of the aircraft with regard to the environment must be
evaluated for safety prior to flight. EMI testing of the subsystems can be used as a baseline of
hardness. Limited inter-system testing of the systems for safety concerns due to specific
emitters may be necessary or possible restriction on allowable operation (such as aircraft flight
paths) may need to be imposed.
For the U.S. Army aircraft community, system-level testing is performed on rotorcraft under the
conditions in TABLE A- 3. The fourth and fifth columns specify pulse modulation parameters to
be used for the peak and average fields in TABLE 5. In addition, testing is performed at the
reduced electric field levels in the second column of TABLE A- 3 using the modulation types
listed in the third column. This additional testing is intended to demonstrate performance for
the types of modulations used in communications.
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TABLE A- 3. Specialized rotorcraft testing.
Electric Field for Modulation for Pulse Modulation for

Frequency Simulating Simulating Peak/Average Fields in TABLE 5
Communications Communications
(MHz) Pulse Width Pulse Rep
(V/m – rms) (S) Freq (Hz)
0.01 – 2 200 CW, AM
2 – 20 200 CW, AM 833.3 300
20 – 25 200 CW, AM, FM 833.3 300
25 – 150 200 CW, AM, FM
150 – 250 200 AM, FM 20.0 – 25.0 200 – 310
250 – 500 200 AM, FM 25.0 – 33.0 300
500 – 1000 200 AM, FM 33.0 100 – 300
1000 – 2000 200 AM, FM 1.0 – 2.0 670 – 1000
2000 – 4000 200 AM, FM 1.0 250 – 600
4000 – 8000 200 AM, FM 1.0 – 2.0 250
8000 – 10000 200 AM, FM 1.0 150 – 250
10000 – 50000 200 CW, FM 1.0 1000

Failure to perform adequate inter-system EMC analysis or testing prior to system deployment
has been shown to reduce the operational effectiveness and/or ability of military platforms,
systems, ordnance, and equipment. For instance, a review of the numerous reports of Fleet
EMI in the Navy's Air Systems EMI Corrective Action Program (ASEMICAP) Problem
Management Database, demonstrates that many Fleet reported EMI incidents could have been
prevented by completing an adequate verification program during the system's development.
Access to the ASEMICAP database for personnel with a demonstrated need can be arranged
through the Naval Air Warfare Center, Aircraft Division, Code AIR-4.1.M, Patuxent River, MD.
Field problems and test results have shown the main concern for system degradation is the
frequency range below 5 GHz with the majority of major problems below 1 GHz. At system
resonance, maximum coupling usually occurs with the environment. Resonance of the system
structural features, apertures, and cables is usually between 1 MHz and 1 GHz. Test data
indicates a linear increase in induced cable current levels with the frequency up to the quarter-
wave resonance of a structure where induced levels flatten out and oscillate up and down at
the quarter-wave level with increasing frequency. To detect these resonances during test, it is
desirable to either sweep or use small increments of frequency.
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The predominance of problems at lower frequencies can be explained by considering coupling

of a field to the effective area of a tuned aperture (2/4), which is proportional to the
wavelength () of the frequency squared. This aperture is an ideal area which is optimized for
coupling maximum power from an incident field. This expression is multiplied in antenna
theory by the gain of the antenna to determine the capture area of the antenna. The gain is
simply assumed to be unity in this case. This concept can be viewed as either direct coupling
through an aperture (opening) in system structure or coupling directly to subsystem circuitry
treated as an antenna. As the wavelength becomes smaller with increasing frequency, the
capture area becomes smaller and the received power is lower. In addition, as the frequency is
increased, electrical cables are relatively poor transmission lines and coupling into subsystem
becomes even less efficient, which leaves only direct penetration of enclosures as the main
coupling path into the subsystem. As an example of the wavelength effect, the power coupled
into a tuned aperture at 10 MHz for a given power density will be one million times greater
than the power coupled into a tuned aperture at 10 GHz for the same power density: (1/2)2 =
(30 meters/0.03 meters)2 = 1,000,000.
Typical test equipment used for the CW and high duty cycle tests are broadband distributed
tube/transistor amplifiers and traveling wave tube (TWT) amplifiers together with long wire,
vertical whip, double ridge horns, or dipole antennas. Typical test equipments used for pulsed
tests are cavity tuned amplifiers, low duty cycle TWTs, magnetrons and klystrons with high gain
horns.
A.5.4 High-power microwave (HPM) sources.

narrowband and broadband HPM environments. Applicable field levels and HPM pulse
characteristics for a particular system shall be determined by the procuring activity based on
operational scenarios, tactics, and mission profiles using authenticated threat and source data
such as the Capstone Threat Assessment Report. This requirement is applicable only if
specifically invoked by the procuring activity. Compliance shall be verified by system,

The HPM area addressed by this requirement is as a threat which radiates high peak power
electromagnetic pulses intended to disrupt or damage electronic systems. There are various
other uses for HPM devices, such as in radar or electronic warfare technology. HPM devices
nominally produce pulse peak power of 100 Megawatts or larger. Some devices produce a
single pulse, while others produce multiple pulses. Delivery mechanisms can be an individual,
vehicles, or large ground structures. Possible HPM devices have been postulated for several
decades and the basic hardware devices have been available. However, the effectiveness of
HPM devices is somewhat in question since it will often be unknown to the user of the weapon
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whether any disruption or damage has occurred. Coupling to the system varies greatly
depending on various parameters such as aspect angle.

Operational scenarios and mission profiles must be examined to determine the probability of
being targeted and the feasibility of such a threat being successful given the relatively limited
range of effectiveness. Based on these operational scenarios and mission profiles that the
systems are being designed to operate in, trade studies and analyses must be performed to
determine effective distances from the HPM sources the systems will be required to operate
and perform their missions. It is possible that as a result of such trade studies and analyses, the
HPM requirement may not be applicable to a particular system since other RF energy
environments such as those on section 5.3 of this standard can effectively pose a more severe
requirement.
TABLE A- 4 and TABLE A- 5 below contain a list of multiple HPM threats and present an overall
compilation of these threats. These tables provide field strengths that exist at one kilometer
for the narrowband threat HPM external EME, and 100 meters for the wideband HPM external
EME. To determine the specific HPM threat for a specific platform the user of this standard
must refer to the latest version of the individual Capstone Threat Assessment Reports to be
obtained by the specific agency or service and must also refer to MIL-HDBK-235-8. MIL-HDBK-
235-8 presents the method of usage/delivery for each specific threat system. Examples of
method of usage/delivery are: man-portable, mobile ship/ground defense, UAV/Airborne
attack, munitions attack, fixed air defense and others. The user of this document needs to
determine a stand-off distance range against each method of usage/delivery based on
operational scenarios, tactics, and/or mission profiles of their system. Once these distances are
determined, the exact HPM environment for each threat can then be calculated.
TABLE A- 4. External EME for narrowband HPM.
Frequency Range Electric Field

(MHz) (kV/m @ 1 km)
2000 – 2700 18.0
3600 – 4000 22.0
4000 – 5400 35.0
8500 – 11000 69.0
14000 – 18000 12.0
28000 – 40000 7.5
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TABLE A- 5. External EME for wideband HPM.
Broad-Band Electric
Frequency Range Field Distribution
(MHz) (mV/m/MHz @ 100 m)
30 – 150 33000
150 – 225 7000
225 – 400 7000
400 – 700 1330
700 – 790 1140
790 – 1000 1050
1000 – 2000 840
2000 – 2700 240
2700 – 3000 80
Narrowband and wideband HPM sources are defined as follows:

 Narrowband: A signal or waveform with pbw* < 1%
 Wideband: A signal or waveform with pbw* > 1%
*pbw – percentage bandwidth: ratio of 3 dB down points of spectrum to center frequency
Narrowband HPM utilizes pulsed power to drive an electron beam diode or similar load that
ultimately converts electron kinetic energy into coherent electromagnetic radiation.
Narrowband HPM sources can often deliver over 1 GW of power in short bursts (typically
<100ns pulse width).
Wideband, including ultra-wideband (UWB), HPM sources utilize fast switching techniques to
drive impulse generators. The frequency content of the output pulse can be spread over
several decades in frequency.
Although, repetitive pulses in short bursts (e.g., 100 pulses at 100 Hz) have been demonstrated,
they tend to be at substantially lower source power levels (typical 15 times lower); therefore,
single pulse shots were assumed.
For wideband HPM sources the typical repetition rate is 5 to 1000 Hz.
Since HPM sources have many manifestations, the objective when defining the HPM
environment is to ensure flexibility to address many different operational scenarios and modes
of employment. In calculating HPM environments, the probable range “r” of engaging a given
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threat against a military system must be determined since the electric field varies with the
distance. The following equation is used to calculate far field power density at a given
distance r.
Equation A-3
Where pd = power density at range r, with antenna gain G, power into antenna Pin , and
antenna mismatch factor ε.
Equation A-4
Where Z0 is the impedance of free space (Z0 = 377).
The two equations indicate that the magnitude of E is inversely proportional to distance.
Ex: Calculating wideband HPM environment for (30 – 150 MHz) range with an engagement
range of 10 kilometers.
From TABLE A- 5, E at 100 meters is 33000 mV/m/MHz. At 10 kilometers,
= 330 mV/m/MHz or 0.33 V/m/MHz Equation A-5
HPM source parameters such as pulse width, pulse repetition frequency, modulation and other
detailed information are specified in MIL-HDBK-235-8.
Detailed example of defining a specific HPM environment.
This example is for a generic Fighter/Attack aircraft. It is assumed that TABLE A- 6 contains the
specific list of all narrowband HPM threats and TABLE A- 7 contains the specific list of all
wideband HPM threats. TABLE A- 6 and TABLE A- 7 do not match TABLE A- 4 and
TABLE A- 5 for this specific example. The Broad Band Electric Field Distribution for each
specific threat in TABLE A- 7 is defined in (mV/m/MHz @ 100 meters) for each frequency “bin.”
TABLE A- 8 provides the defined stand-off distance ranges for this generic Fighter/Attack
aircraft example.
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EXAMPLE ONLY
TABLE A- 6. Narrowband HPM threats.
Threat Frequency Range Electric Field

Source (MHz) (kV/m @ 1 km)
1 2000 – 2700 20.0
2 4000 – 5400 40.0
3 8500 – 11000 60.0
4 14000 – 18000 10.0
EXAMPLE ONLY
TABLE A- 7. Wideband HPM threats.
Threat
Source MHz MHz MHz MHz MHz MHz MHz MHz MHz
30 – 150 – 225 – 400 – 700 – 790 – 1000 – 2000 – 2700 –
150 225 400 700 790 1000 2000 2700 3000
5 50* 200* 300*
6 400* 700*
7 60* 50* 40* 30* 20* 10* 10* 10*
* Broad-Band Electric Field Distribution (mV/m/MHz @ 100 m)
EXAMPLE ONLY
TABLE A- 8. Stand-off distance ranges for generic fighter/attack aircraft.
Threat Usage/delivery method Range (m)

1 Fixed air defense 5000
6 Man-portable 100
7 Mobile ship/ground defense 1000
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TABLE A- 9 is the calculated narrowband HPM threat for the system. This has been calculated
by multiplying the narrowband specific HPM threats listed in TABLE A- 6 with the ratio of 1 km
and the stand-off distance ranges for the generic fighter/attack aircraft example in
TABLE A- 8. TABLE A- 10 is the calculated wideband HPM threat for the system. This has been
calculated by multiplying the wideband specific HPM threats listed in TABLE A- 7 with the ratio
of 100 m and the stand-off distance ranges for the generic fighter/attack aircraft example in
TABLE A- 8. The largest value for each frequency “bin” is distinguished with larger font and
boldness.
EXAMPLE ONLY
TABLE A- 9. Narrowband HPM threats divided by range.
Threat Frequency Range

Source (MHz) (kV/m)
1 2000 – 2700 4.0
2 4000 – 5400 8.0
3 8500 – 11000 12.0
4 14000 – 18000 2.0
EXAMPLE ONLY
TABLE A- 10. Wideband HPM threats divided by range.
Threat
Source MHz MHz MHz MHz MHz MHz MHz MHz MHz
30 – 150 – 225 – 400 – 700 – 790 – 1000 – 2000 – 2700 –
150 225 400 700 790 1000 2000 2700 3000
5 10* 40* 60*
6 400* 700*
7 6* 5* 4* 3* 2* 1* 1* 1*
* Wideband Electric Field Distribution (mV/m/MHz)
The resultant of this example is a defined narrow and wideband HPM threat for a generic
fighter/attack aircraft.

High power microwave (HPM) sources have been under investigation for several years as
potential weapons for a variety of combat, sabotage, and terrorist applications. Due to
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classification restrictions, details of this work are relatively unknown outside the military
community. Due to the gigahertz-band frequencies (1 to 40 GHz) involved, HPM has the
capability to penetrate not only radio front-ends, but also small shielding penetrations in
system or equipment enclosures. At sufficiently high levels, the potential exists for damage to
devices and circuits. However, induced voltages from fields are inversely proportional to
wavelength at frequencies where the equipment is multiple wavelengths long. Therefore,
higher frequencies of operation do not necessarily correlate with more effective performance
of the HPM weapon.

For systems with an HPM requirement, verification is necessary to demonstrate that
implemented measures provide required protection. Both analysis and test are usually
essential in verifying system performance.

Determining the appropriate HPM environment tests levels requires detailed knowledge of the
HPM weapon and its engagement scenario, the operational scenario of the target system to
protect, and the shielding from the surrounding infrastructure. The obvious counter-measure is
to shield or harden electronic equipment. Currently, only flight critical and mission critical
systems and equipment are hardened. Retrofitting of hardening for existing equipment is
difficult and can be costly. The example above in the requirement guidance (A.5.4) of the
generic fighter/attack aircraft details how to define the proper HPM environment for a specific
system. Testing for narrowband HPM threats should be performed using the exact threat
waveforms or as close as technically feasible to the exact waveforms that are defined for each
threat in MIL-HDBK-235-8. Testing for wideband HPM threats should be performed using the
exact threat waveforms or as close as technically feasible to the exact waveforms that are
defined for each threat in MIL-HDBK-235-8 or using a wideband waveform such as double
exponentials that cover the Broad-Band Electric Field Distribution that is calculated.

HPM requires no unique hardening techniques. All electromagnetic environments that are
imposed on a system should be considered when developing hardening approaches and
required verification.
A.5.5 Lightning.
The system shall meet its operational performance requirements for both direct and indirect
effects of lightning. Ordnance shall meet its operational performance requirements after
experiencing a near strike in an exposed condition and a direct strike in a stored condition.
Ordnance shall remain safe during and after experiencing a direct strike in an exposed
condition. FIGURE 1 provides aspects of the lightning environment that are relevant for
protection against direct effects. FIGURE 2 and TABLE 7 provide aspects of the lightning
environment associated with a direct strike that are relevant for protecting the platform from
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indirect effects. TABLE 8 shall be used for the near lightning strike environment. Compliance
shall be verified by system, subsystem, equipment, and component (such as structural coupons
and radomes) level tests, analysis, or a combination thereof.

There is no doubt that lightning is hazardous for systems and that systems must include
provisions for lightning protection. There is no known technology to prevent lightning strikes
from occurring; however, lightning effects can be minimized with appropriate design
techniques.
Lightning effects on systems can be divided into direct (physical) and indirect (electromagnetic)
effects. The physical effects of lightning are the burning and eroding, blasting, and structural
deformation caused by lightning, as well as the high pressure shock waves and magnetic forces
produced by the associated high currents. The indirect effects are those resulting from the
electromagnetic fields associated with lightning and the interaction of these electromagnetic
fields with equipment in the system. Hazardous effects can be produced by lightning that does
not directly contact system structure (nearby strikes). In some cases, both physical and
electromagnetic effects may occur to the same component. An example would be a lightning
strike to an antenna which physically damages the antenna and also sends damaging voltages
into the transmitter or receiver connected to that antenna. DOT/FAA/CT-89/22 is an excellent
source of lightning characteristics and design guidance.
An additional reason for requiring protection is potential effects on personnel. For example,
serious electrical shock may be caused by currents and voltages conducted via mechanical
control cables or wiring leading to the cockpit of an aircraft from control surfaces or other
hardware struck by lightning. Shock can also be induced on flight crews under dielectric covers
such as canopies by the intense thunderstorm electric fields. One of the most troublesome
effects is flash blindness, which invariably occurs to a flight crew member looking out of the
aircraft in the direction of the lightning and may persist for 30 seconds or more.

The direct effects environment is described on FIGURE 1. The indirect effects environment is
described in TABLE 7 and on FIGURE 2. In TABLE 7, the indirect effects environment is defined
by specifying parameters of a double exponential waveform (except for component C, which is
a rectangular pulse) for the various electrical current components. FIGURE 2 represents a
model of the properties of lightning events which include a series of strokes of significant
current spaced over time (multiple stroke) and many individual strokes of lower current more
closely spaced and grouped in bursts over time (multiple burst). This model is intended to be
associated only with potential upset of electronics through indirect effects and is not intended
to address physical damage issues. FIGURE A- 2 identifies important characteristics of the
double exponential waveform and wavefront which are listed in
TABLE A- 11 for each of the indirect effects current components. Both the direct and indirect
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effects environments are derived from SAE ARP5412. This ARP contains a more detailed
description of the environment than provided above and includes additional waveforms.
Time to peak
Peak current Peak current
Time to 90%
 i dt
2
CURRENT
Action integral:
CURRENT
Decay to 50 % Rate of rise @ __ s
Time to 10%
Peak rate of rise @ t = 0+
TIME (NOT TO SCALE) TIME (NOT TO SCALE)
WAVEFORM WAVEFRONT
FIGURE A- 2. Lightning indirect effects waveform parameters.
TABLE A- 11. Lightning indirect effects waveform characteristics.
Current Peak Action Decay Time to Time to Time to Rate of Peak rate
compo- current Integral to 50% 10% 90% Peak rise of rise
nent t = 0+
(kA) (A2s) (s) (s) (s) (s) (A/s) (A/s)
A 200 2.0x106 69 0.15 3.0 6.4 1.0x1011 1.4x1011

@ 0.5 s
B Produces average current of 2 kA over a 5 millisecond period
C Defined as rectangular waveform for analysis purposes of 400 A for 500 milliseconds
D 100 0.25x106 34.5 0.08 1.5 3.18 1.0x1011 1.4x1011
@ 0.25s
4
D/2 50 6.25x10 34.5 0.08 1.5 3.18 0.5x1011 0.7x1011
@ 0.25s
H 10 N/A 4.0 0.0053 0.11 0.24 N/A 2.0x1011
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TABLE 8 is a special case applied to ordnance for a nearby lightning strike. The indirect lightning
requirements specified in TABLE 7 and FIGURE 2 are associated with the electrical properties of
a direct attachment of lightning. Ordnance is not generally required to function after a direct
attachment in the exposed condition. However, it must survive the electromagnetic coupling
effects of a near strike as defined in TABLE 8. Ordnance is required to survive a direct
attachment to the container where the ordnance is stored.
The near strike parameters in TABLE 8 are derived by modeling the lightning stroke as a vertical
line charge. Use of Ampere’s Law for a constant magnetic field strength at a distance “r” away
from the channel and taking the time derivative produces:
Equation A-6
Where H is magnetic field, I is current, and r is the distance from the channel.
Using the maximum rate of change for Current Component A in TABLE A- 12 produces the
magnetic field rate of change in TABLE 8 for a distance of 10 meters. For safety hazards, a
minimum separation distance of 10 meters is assumed. Smaller separation distances are
regarded as a direct strike event. Alternative separation distances for specific systems can be
theoretically calculated by utilizing the "cone of protection" or "rolling sphere" calculation
techniques. Additionally, for system survivability, separation distances greater than 10 meters
may be acceptable when combined with appropriate analysis and justification. The
development of the electric field rate of change is too involved for presentation in this
standard. It is based on modeling a vertical leader approaching the earth as a line charge a
specified distance above the ground. For the detailed development of the requirement, see
U.S. Army report TR-RD-TE-97-01.
As nearby lightning gets closer to an object, the effects approach those associated with the
definitions for direct or indirect lightning. The peak field intensity of extremely close lightning
can reach 3106 V/m. For any system hardened against the defined indirect effects lightning
requirement, protection against nearby lightning is included. Many ground systems can accept
some risk that the system operates only after a moderate lightning strike at a reasonable
distance. For example, a requirement for equipment in a tactical shelter to survive a 90th
percentile lightning strike at 50 m may represent a reasonable risk criteria for that shelter. This
type of requirement would result in a high level of general lightning protection at a reduced
design and test cost.
The direct and indirect effects environments, while describing the same threat, are defined
differently to account for their use. The direct effects environment is oriented toward
supporting available test methodology to assess the ability of hardware to protect against the
threat. The indirect effects environment is more slanted toward supporting analysis. While
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these environments were developed for aircraft applications, they should represent a
reasonable environment definition for other systems. Some recent measurements of natural
lightning have indicated that spectral content of some strikes at higher frequencies may be
greater than represented by the defined lightning models. For small systems, there could be
some enhancement of coupling due to exciting of resonances.
In addition to ARP5412 previously mentioned, the SAE AE-2 committee has issued several other
documents that thoroughly address the lightning discipline. ARP5415 as well as the FAA
Advisory Circular AC20-136 deal with certification of aircraft for indirect effects protection,
ARP5577 provides guidance on certification of aircraft for direct effects protection, and
ARP5414 addresses lightning zoning for aircraft, and ARP5416 details test methodology for
evaluating both the direct and indirect effects of lightning.
While all airborne systems need to be protected against the effects of a lightning strike, not all
systems require the same level of protection. For example, an air-launched missile may only
need to be protected to the extent necessary to prevent damage to the aircraft carrying the
missile. The system should remain safe to operate during and following a direct strike and all
mission systems shall recover to their pre-strike operational states.
Direct effects protection on all-metal aircraft has been generally limited to protection of the
fuel system, antennas, and radomes. Most of the aircraft lost due to lightning strikes have been
the result of fuel tank arcing and explosion. Other losses have been caused by indirect effects
arcing in electrical wiring in fuel tanks. As aircraft are built with nonmetallic structures,
protection of the fuel system becomes much more difficult and stricter attention to details is
required. In general, some metal will have to be put back into nonmetallic structures to
provide adequate lightning protection. FAA Advisory Circular AC 20-53 and its users’ manual
provide requirements for protection of aircraft fuel systems.
In aircraft, lightning protection against indirect effects has become much more important due
to the increased use of electrically and electronically controlled flight and engine systems. Also,
the nonmetallic skins that are being used on aircraft to save weight provide less shielding to the
electromagnetic fields associated with lightning strikes. FAA Advisory Circular AC 20-136 and its
users manual provide indirect effects protection information. Section 22 of DO-160 provides
detailed indirect effects requirements for aircraft electronic equipment that are not covered by
MIL-STD-461.
If DO-160 and AC20-136 are considered for use, the hazard terminology and various indirect
effects transient requirements used by the civil air community need to be reviewed regarding
their applicability to particular military procurements.
For space systems, the launch facility is expected to provide protection for the space and launch
vehicles from a direct lightning strike. The space and launch vehicles themselves are not
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APPENDIX A
normally required to survive a direct strike. Indirect effects requirements for the space and
launch vehicles apply for electromagnetic fields at a 100 meter or greater distance. The system
should be capable of detecting any loss in operational performance before launch caused by a
lightning strike.
Specific protection measures for ground facilities are highly dependent on the types of physical
structures and equipment involved. Devices such as lightning rods, arrestors, ground grids in
the pavement, and moisture content of the soil all influence the protection provided. The
guidance provided in MIL-STD-1542, MIL-HDBK-454, and NFPA 780 addresses different design
approaches to reduce lightning effects on equipment.

Aircraft can be exposed to naturally occurring strikes or may initiate the lightning strike. The
naturally occurring strike to an aircraft is described as follows. As an aircraft flies through an
electric field between two charge centers, it diverts and compresses adjacent equipotential
lines. The highest electric fields will occur at the aircraft extremities where the lines are most
greatly compressed. If the aircraft intercepts a naturally-occurring lightning flash, the on-
coming step leader will intensify the electric field and induce streamers from the aircraft
extremities. One of these streamers will meet the nearest branch of the advancing step leader
forming a continuous spark from the cloud charge center to the aircraft. The aircraft becomes
part of the path of the leader on its way to a reservoir of opposite polarity charge, elsewhere in
the same cloud (intra-cloud strike), in another cloud (inter-cloud strike), or on the ground
(cloud-to-ground strike). In the case of aircraft initiated strikes, the electric field induces
leaders to start propagating from entry and exit of the aircraft. Aircraft triggered lightning is a
more likely event.
High peak currents occur after the stepped leader completes the path between charge centers
and forms the return stroke. These peak currents are typically 30 – 40 kA; however, higher
peak currents are encountered with peak currents in excess of 200 kA. The current in the
return stroke rises rapidly with typical values of 10-20 kA/microsecond and rare values
exceeding 100 kA/microsecond. Typically, the current decays to half its peak amplitude in 20-
40 microseconds.
The lightning return stroke transports a few coulombs (C) of charge. Higher levels are
transported in the following two phases of the flash. The first is an intermediate phase with
currents of a few thousand amperes for a few milliseconds which transfers about 20 C. The
second is a continuing current phase with currents on the order of 200 – 400 amps flowing for
0.1 to 1 second, which transfers about 200 C.
Typical lightning events include several high current strokes following the first return stroke.
These occur at intervals of several milliseconds as different pockets in the cloud feed their
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charge into the lightning channel. The peak amplitude of the re-strikes is about one half of the
initial high current peak.
When lightning strikes a platform, the electrical current distributes throughout any electrically
conductive portions of the platform structure. Current levels that are developed internal to the
platform are strongly dependent upon external structural materials and associated “skin” effect
and current diffusion. For aircraft made of metallic structure, the currents on internal
conductors, such as shielded cables, are often on the order of ten’s of amperes. For aircraft
using large amounts of graphite epoxy based structure, currents can be on the order of 10 kA.
Internal currents on electrical conductors within fuel tanks can cause arcing and sparking that
can potentially ignite fuel vapors if electrical bonding is not properly implemented. An
important aspect in fuel vapor areas is that the current appears on all types of electrically
conductive materials such as fuel tubes, hydraulic tubes, inerting lines, metal brackets, and
conduits. There have been recent cases where it was found after the fact that bonding was not
implemented properly and significant redesign efforts were required. There appears to be
more of a tendency for inadequate bonding when purely mechanical systems are involved and
where corrosion control concerns can dominate decisions.
The effects of lightning can cause physical damage to personnel and equipment. In one of
numerous documented lightning incidences, lightning appeared to enter a Navy aircraft nose,
travel down the right side, and exit on top of the right vertical tail. The pilot suffered from flash
blindness for 10-15 seconds. Upon regaining his vision, the pilot noticed all cockpit electrical
power was gone. After another 15 seconds had elapsed, all cockpit electrical power returned
on its own, with no cockpit indications of any equipment malfunction.
In another case, lightning attached to the nose pitot tube, inducing transients that damaged all
28 volt DC systems. The pilot, disoriented, broke out of a cloud bank at 2000 feet above the
ground, at 600 knots and a 45 degree dive. Nearly all cockpit instruments were dysfunctional –
compass, gyrohorizon, and so forth. A secondary effect occurred but was not uncovered for
several months. The lightning current path that carried the direct effects lightning current did
what it was supposed to do, but the path was not inspected on landing. Over 800 man-hours
were expended to correct electrical (28 volt DC) problems but no effort went into inspecting for
direct effects damage to ensure the lightning protection system was intact. The rigid coax from
the front of the radome to the bulkhead had elongated and nearly torn away from its
attachment point at the bulkhead due to magnetic forces involved. This damage reduced the
effectiveness of the designed lightning protection. Another secondary effect was the
magnetization of all ferrous material which caused severe compass errors. The entire aircraft
had to be degaussed.
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Verification of lightning requirements is essential to demonstrate that the design protects the
system from the lightning threat environment.

There is no single approach to verifying the design. A well-structured test program supported
by analysis is generally necessary.
During development of system design, numerous development tests and analyses are normally
conducted to sort out the optimum design. These tests and analyses can be considered part of
the verification process, but they must be properly documented. Document details should
include hardware definition, waveforms, instrumentation, and pass-fail criteria.
Flight testing of aircraft often occurs prior to verification of lightning protection design. Under
this circumstance, the flight test program must include restrictions to prohibit flight within a
specified distance from thunderstorms, usually 25 miles. Lightning flashes sometimes occur
large distances from the thunderstorm clouds and can occur up to an hour after the storm
appears to have left the area. Large pockets of charge can remain that can be discharged by an
aircraft flying between oppositely charged pockets.

The naturally occurring lightning event is a complex phenomenon. The waveforms presented in
this standard are the technical community's best effort at simulating the natural environment
for design and verification purposes. Use of these waveforms does not necessarily guarantee
that the design is adequate when natural lightning is encountered. One example is an aircraft
nose radome that had included lightning protection, which had been verified as being adequate
by testing techniques existing at the time. However, when the aircraft was struck, natural
lightning often punctured the radome. Subsequent testing had been unable to duplicate the
failure. However, the lightning community has now developed new test methodology for
radomes that can duplicate the failures.
The use of non-metallic (composite) materials for parts such as fuel tanks and aircraft wings
introduces the need for specific tests for sparking and arcing in these members. A test in the
wet wing of an aircraft identified streamering and arcing from fastener ends. The tests resulted
in a new process by the manufacturer to coat each fastener tip with an insulating cover.
A.5.6 Electromagnetic pulse (EMP).

EMP environment. This environment is classified and is currently defined in MIL-STD-2169. This
requirement is applicable only if invoked by the procuring activity. Compliance shall be verified
by system, subsystem, and equipment level tests, analysis, or a combination thereof.
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High-altitude EMP (HEMP) is generated by a nuclear burst above the atmosphere which
produces coverage over large areas and is relevant to many military systems. The entire
continental U.S. area can be exposed to high-level fields with a few bursts. MIL-STD-2169, a
classified document, provides detailed descriptions of the components of the threat waveforms
(E1, E2, and E3). FIGURE A- 3 provides an unclassified version of the free-field threat developed
by the International Electrotechnical Commission (IEC). This waveform may be used for rough
(order of magnitude) calculations but should not be used in design and testing of actual military
systems. FIGURE A- 4 contains the E1 frequency spectrum. Note all military systems with an
HEMP requirement are required to use the classified HEMP environment in MIL-STD-2169. In a
nuclear war, it is probable that most military systems will be exposed to HEMP.
60000
E 1 (t) = 0 _0
when t <
-a1 t -b1 t
= E01 x k 1 (e -e ) when t > 0
50000
E 01 = 5x10 4 V/m
a 1 = 4x10 7 s -1
b 1 = 6x10 8 s -1
FIELD STRENGTH (V/m)
40000 k1 = 1.3
30000
20000
10000
0
0 10 20 30 40 50 60 70 80 90 100
TIME (ns)
FIGURE A- 3. Unclassified free-field EMP time-domain environment (IEC 61000-2-9).
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FIGURE A- 4. Unclassified free-field EMP frequency domain environment (IEC 61000-2-9).

HEMP is propagated as a plane wave. The direction of propagation with respect to a system is
determined by line of sight from the system to the burst point. Therefore, for systems located
directly beneath the burst, the electric field is horizontally polarized (parallel to the earth’s
surface), whereas for systems located near the tangent to the earth from the burst point, the
fields are essentially vertically polarized. Also, the fields vary in a complex manner in amplitude
and polarization with respect to direction and angle from the burst point. Since it is generally
unknown where a system will be located with respect to the burst point, a prudent design
approach is to harden against the maximum threat-level field.
An unclassified composite waveform of the early-time (E1), mid-time (E2), and late-time (E3)
HEMP environment is shown on FIGURE A- 5.
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FIGURE A- 5. Unclassified nominal HEMP composite environment (E1, E2, and E3).
The prompt gamma HEMP (E1) couples well to local antennas, equipment in buildings (through
apertures), and to short and long conductive lines. E1 contains strong in-band signals for
coupling to MF, HF, VHF and some UHF receivers. The most common protection against the
effects of E1 is accomplished using electromagnetic shielding, filters, and surge arresters. E1
can temporarily or permanently disrupt the operation of fixed, mobile, and transportable
ground-based systems, aircraft, missiles, surface ships, and electronic equipment and
components. Thus, E1 effects must be considered in protecting essentially all terrestrial
military systems and equipment that must be capable of operating in a HEMP environment.
Typical HEMP-induced currents on and in military systems are related to the lengths and shapes
of conductive elements (such as a fuselage); to the size, number, and location of apertures in
metal structural elements; to the size, number, and location of penetrating conductors; to the
overall shielding effectiveness; and to a number of other factors. For aircraft, and
interconnected ground vehicles, peak external currents are on the order of 1000’s of Amperes.
Peak surface currents on ships are on the order of 1000’s of Amperes while peak currents on
isolated vehicles of modest size are less than that of aircraft and ships. Currents on HF, LF, and
VLF antennas associated with these systems range from 100’s to 1000’s of Amperes.
The scattered gamma HEMP (E2a) is a plane wave that couples well to long conductive lines,
vertical antenna towers, and aircraft with trailing wire antennas. Protection against E2a is
accomplished using EM filters and surge arresters.
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The neutron inelastic gamma HEMP (E2b) couples well to long overhead and buried conductive
lines and to extended VLF and LF antennas on submarines. Dominant frequencies overlap AC
power and audio spectrums making filtering difficult.
Magnetohydrodynamic (MHD) HEMP (E3) couples well to power and long communications lines
including undersea cables. Low frequency content (sub Hertz) makes shielding and isolation
difficult. Experience from magnetic storms and previous above-ground nuclear testing
indicates significant probability of commercial power and landline disruption.
FIGURE A- 3 only addresses E1, since it is the most common portion of the EMP waveform
which is imposed on systems. MIL-STD-2169 addresses all aspects of the threat; its use is
mandatory for all military systems with an HEMP requirement.
The requirement wording addresses meeting operational performance requirements “after”

exposure to the EMP environment. This wording is recognition that at the instant of the EMP
event, the electrical transients present within the system may be causing some disruption of
performance. Immediately after the event or within some specified time frame (driven by
system operational performance requirements), the system must function properly.
MIL-STD-188-125-1 prescribes minimum performance requirements for low-risk protection of

ground-based command, control, communications, computer, and intelligence (C4I) facilities
from mission-impacting damage and upset from the HEMP threat environments as defined in
MIL-STD-2169. MIL-STD-188-125-1 also addresses minimum testing requirements for
demonstrating that prescribed performance has been achieved and for verifying that the
installed protection subsystem provides the operationally required hardness for the completed
facility. The standard may also be used for other types of ground-based facilities that require
hardening. MIL-HDBK-423 contains guidance on implementing the requirements of MIL-STD-
188-125-1. MIL-STD-188-125-2 prescribes minimum performance and test requirements for
low-risk protection of transportable ground-based C4I facilities from mission-impacting damage
and upset from the HEMP threat environments as defined in MIL-STD-2169.
AFWL-TR-85-113 provides guidance on design considerations which address electromagnetic

pulse concerns for aircraft.
While ionizing radiation is not within the scope of this document, some space vehicles have
performance requirements during exposure to the ionizing radiation environments of a nuclear
anti-satellite weapon. In those cases, the space vehicle and associated payload electronics
need to be designed to operate through and survive the effects. Specific requirements should
be placed in relevant contracts.
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EMP poses a threat only to electrical and electronic equipment in systems. There are no
structural damage mechanisms; however, EMP induced arcing of insulators on antenna systems
can permanently damage the insulator, disabling the antenna. The EMP waveform results in a
broadband transient excitation of the system. Transient currents are induced to flow at the
natural resonance frequencies of the system. Currents may flow into internal portions of the
system through direct conduction on electrical wiring or mechanical assemblies which
penetrate external structure. The magnetic fields produced by the large external currents may
couple voltages and currents into wiring internal to the system through any available apertures.
Ground-based military systems typically specify the HEMP environment even when other
components of the nuclear environment are not specified. This threat is a plane wave
electromagnetic field at ground level resulting from a high altitude burst. Hardening against
ground-burst nuclear radiation environments is often not cost effective because a burst near
enough to produce a radiation and electromagnetic threat is also close enough for the blast to
disable the facility.
The most commonly observed effect from EMP is system upset. Burnout of electronics has
occurred less frequently. However, as electronic chip sizes continue to decrease (sub-micron),
the amount of energy required for burnout will reduce, and designers must insure that
adequate interface protection is present. Upsets can range from mere nuisance effects, such as
flickers on displays and clicks in headsets, to complete lockups of systems. Upsets, which
change the state of a system, can be either temporary (resettable) or permanent. Some upset
cases can be reset almost instantaneously at the time a switch is activated while others, such as
reloading of software, may take minutes. With the introduction of safety critical functions
controlled by electronics in systems, potential effects from upsets can be life threatening.

For systems with an EMP requirement, verification is necessary to demonstrate that
implemented measures provide required protection. Both analysis and test are usually
essential in verifying system performance.

Analysis is the starting point for initial system design and for hardening allocations.
Development tests are generally conducted to clarify analysis predictions as well as to
determine the optimum designs. These analyses and tests are part of the overall design
verification.
For many systems, the cost of EMP verification is a major driver. Therefore, the procuring
activity should decide what level of verification is consistent with the risk that they are willing
to take.
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The following are elements of an iterative process for designing and verifying protection of a
system’s electrical and electronic equipment against the effects of EMP.
a. EMP coupling analysis. A coupling analysis is necessary to determine the EMP free-field
coupling into the system. Existing coupling data on similar system designs should be
used whenever possible. This analysis provides an estimate of the voltages and currents
generated by the EMP at each interface of each mission-critical equipment and can be
used to establish stress levels to be included in electromagnetic interference (EMI)
requirements imposed on the equipment. Requirements CS115, CS116, and RS105 of
MIL-STD-461 provide a basis for appropriate requirements for equipment.
b. Identification of relevant subsystems. Subsystems and equipment that may be affected

by EMP, and whose proper operation is critical or essential to the operation of the
system, must be identified. The equipment locations within the system need to be
determined.
c. Equipment strength determination. The inherent hardness of equipment without

specific EMI susceptibility requirements needs to be determined. These results together
with existing EMI requirements on equipment establish a lower bound on the upset and
damage thresholds for each mission critical equipment.
d. Specification compliance demonstration. Verification that the system meets EMP

design requirements is accomplished by demonstrating that the actual transient levels
appearing at the equipment interfaces do not exceed the hardness levels of the
individual equipment or subsystem and that the required design margins have been
met. Verification should be accomplished by a combination of test and analysis.
MIL-STD-188-125-1 and MIL-STD-188-125-2 contain verification test methods for

demonstrating that C4I fixed ground-based and transportable facilities meet HEMP
requirements. The test methods describe coupling of threat-relatable transients using pulse
current injection to penetrating conductors at injection points outside of the facility’s
electromagnetic shielding barrier. Residual internal responses are measured, and the operation
of mission critical subsystems is monitored for upset or damage. The standard also contains
shielding effectiveness and CW illumination test procedures used to measure the performance
of the facility shield.

Nuclear testing during the 1960’s confirmed that the effects of nuclear EMP are significant well
beyond the detonation site.
The choice of verification methods is somewhat dependent upon uncertainties associated with
the available methods. Verification schemes that are oriented more toward analysis will usually
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introduce much larger uncertainties than test. Therefore, the required margins that must be
demonstrated will be that much greater. Also, analysis is not capable of anticipating design
flaws. For example, larger-than-anticipated current levels resulted during an aircraft system-
level test due to metallic lines which had not been designed for proper electrical bonding
entering a shielded volume. In another case, terminal protection devices did not operate due
to the low impedance present in the circuit which they were designed to protect, and as a
result, high current levels appeared in a shielded volume. Uncertainties in analysis can be
reduced by selective testing of sections of the system.
Protection measures related to structural components should be evaluated for performance

during assembly to verify that they meet requirements as installed in the system. After
assembly, access to some components may not be practical. Passing a test in the laboratory
does not necessarily mean that requirements will be satisfied in the actual assembly. Many
times the final design contains materials, surfaces, or fasteners which are different from the
laboratory model. Also, the complex geometry of a final system design may be so different
from that which was modeled in the laboratory that the electromagnetic behavior is
substantially altered.
There are a number of ways to obtain system-level excitation for purposes such as quality
control or hardening evaluation. Low-level CW illumination of the system or of individual
components is relatively easy and can often reveal an oversight in system assembly or a
deficiency in the design of a hardening element. For aircraft, single point excitation (electrical
connection of a signal source to a physical point on the external structure of the system) can be
done (even in a hanger) and can similarly reveal any obvious problems in the airframe shielding.
Tests of structural design and hardening measures should be done as early in the assembly of
the system as possible and should continue throughout the design process. If problems are
uncovered during the initial assembly, the correction is usually straightforward. However, if the
deficiencies are not found until the system is completed, the result can be a very expensive
retrofit program. Analysis, laboratory testing, and system-level testing with low-level signals
are important elements of compliance. However, a system-level test of a functioning system
using a high-level EMP simulator is a high confidence method of demonstrating compliance.
A.5.7 Subsystems and equipment electromagnetic interference (EMI).

Individual subsystems and equipment shall meet interference control requirements (such as the
conducted emissions, radiated emissions, conducted susceptibility, and radiated susceptibility
requirements of MIL-STD-461) so that the overall system complies with all applicable
requirements of this standard. Compliance shall be verified by tests that are consistent with the
individual requirement (such as testing to MIL-STD-461).
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EMI (emission and susceptibility) characteristics of individual equipment and subsystems must
be controlled to obtain a high degree of assurance that these items will function in their
intended installations without unintentional electromagnetic interactions with other
equipments, subsystems, or external environments. The electromagnetic environment within a
system is complex and extremely variable depending upon the various operating modes and
frequencies of the on-board equipment. System configurations are continuously changing due
to new equipment, and system upgrades and modifications. Equipment developed on one
platform may be used on other platforms and may cause electromagnetic incompatibility. MIL-
STD-461 provides a standardized set of interference control and test requirements which form
a common basis for assessing the EMI characteristics of equipment.
Some of the primary factors driving the need for controls are the presence of sensitive antenna-
connected receivers, which respond to interference generated within their tuning ranges, and
the environments produced by on-board and external transmitters, lightning, and
electromagnetic pulse.

The particular EMI requirements on individual items need to be specified based on system
design concepts related to transfer functions between environments external to the vehicle and
installation locations, isolation considerations with respect to other on-board equipment, and
operational characteristics of other equipment. MIL-STD-461 is a tri-service coordinated
document which standardizes EMI design and test requirements. Historically, MIL-STD-461
specified requirements while MIL-STD-462 provided test methodology. In 1999, MIL-STD-461E
combined the material into one document allowing MIL-STD-462 cancellation.
MIL-STD-461 requirements should be used as a baseline. Appropriate requirements for a

particular application may also be obtained from commercial specifications, such as RTCA DO-
160 or other industry standards. DO-160 contains a variety of limits which the equipment
manufacturer can choose as a qualification level for his equipment. For any EMI standard, care
needs to be taken to ensure that appropriate limits are used for a particular application.
Unique requirements may also be specified as necessary. For example, additional requirements
may be necessary for reasons such as lightning protection of systems using composite structure
or spectrum compatibility. Section 22 of DO-160 deals with indirect lightning effects
requirements that are not presently covered in MIL-STD-461, particularly for installations using
composite structural materials. Section A.5.7.1 of this standard provides additional guidance
for the development of tailored EMI requirements for NDI and commercial items. Space
vehicles should also comply with the additional EMI requirements of MIL-STD-1541.
EMI requirements are separated into two areas, interference emissions from the subsystem
and susceptibility (sometimes referred to as immunity) to external influences. Each of these
areas have conducted and radiated controls. Most emission requirements are frequency
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domain related and data are taken with spectral analysis equipment, current probes for
conducted measurements, and antennas for radiated measurements. Susceptibility
requirements are usually defined in terms of conducted drive voltages and currents for
transients and modulated sinusoids to evaluate power and signal interfaces and
electromagnetic field levels for radiated signals. Susceptibility measurements are performed
with a wide variety of signal sources, power amplifiers, injection devices, and antennas.
An application where emission requirements may need to be imposed that are more stringent
than the default limits in MIL-STD-461 concerns platforms or ground installations that perform
intelligence, surveillance, and reconnaissance (ISR) missions. ISR can include the detection of
weak signals across a wide portion of the frequency spectrum. Standard emission limits that
are placed to protect other antenna-connected receivers in the installations may not provide
sufficient protection to allow these receivers to be used optimally. As with any application, the
actual controls that are necessary are based on transfer functions for coupling electromagnetic
energy between the locations of the equipment and the antenna installations. There have been
continuing issues with ISR equipment being placed in existing installations that weren’t
originally designed for that type of application.
Electromagnetic coupling considerations for wiring and cable for space and launch vehicles can
be found in MIL-HDBK-83575.

The limits specified in MIL-STD-461 are empirically derived levels to cover most configurations
and environments; however, they may not be sufficient to guarantee system compatibility.
Tailoring needs to be considered for the peculiarities of the intended installation. The limits
have a proven record of success demonstrated by the relatively low incidence of problems at
the system-level. There is usually reluctance to relax requirements since system configurations
are constantly changing, and subsystems/equipments are often used in installations where they
were not originally intended to be used. Measurements of a particular environment are usually
not available and actual levels would be expected to vary substantially with changes of physical
location on the system and with changes in configuration.
Past experience has shown that equipment compliance with its EMI requirements assures a
high degree of confidence of achieving system-level compatibility. Non-conformance to the
EMI requirements often leads to system problems. The greater the noncompliance is with
respect to the limits, the higher the probability is that a problem will develop. Since EMI
requirements are a risk reduction initiative, adherence to the EMI requirements will afford the
design team a high degree of confidence that the system and its associated subsystems will
operate compatibly upon integration.
There is often confusion regarding perceived margins between emission and susceptibility
requirements. The relationship between most emission control requirements and susceptibility
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levels is not a direct correspondence. For example, MIL-STD-461 requirement RS103 specifies
electric fields which subsystems must tolerate. Requirement RE102 specifies allowable electric
field emissions from subsystems. RE102 levels are orders of magnitude less than RS103 levels.
Margins on the order of 110 dB could be inferred. The inference would be somewhat justified if
the limits were strictly concerned with a one-to-one interaction such as wire-to-wire coupling of
both RE102 and RS103 levels. This type of coupling is a minor concern for RE102. The driving
reason for RE102 levels is coupling into sensitive RF receivers through antennas. The front-ends
of receivers are typically many orders of magnitude more sensitive than wire-connected
interfaces in systems. Similarly RS103 levels directly correspond to electromagnetic fields
radiated from antenna-connected transmitters. These fields are typically orders of magnitude
larger than fields produced by cable emissions. Consequently, the apparent excessive margins
that can be erroneously inferred from MIL-STD-461 do not exist.

Testing is required to demonstrate compliance with electromagnetic interference
requirements. For most cases, analysis tools are not available which can produce credible
results to any acceptable degree of accuracy.

For programs using MIL-STD-461, it also provides corresponding test methods for each
requirement (conducted and radiated requirements for emissions and susceptibility).
RTCA DO-160 is the commercial aircraft industry's equivalent of MIL-STD-461 for both
requirements and test methodology. Some of the larger commercial aircraft companies have
their own in-house standards which the FAA accepts for certification. Some military aircraft
(primarily cargo type) have a mixture of military and commercial subsystems. Subsystems that
are newly designed or significantly modified should be qualified to MIL-STD-461. Unmodified
off-the-shelf equipment usually does not require requalification providing acceptable
electromagnetic interference data exists (MIL-STD-461, DO-160, or other approved test
methods). Section A.5.7.1 contains additional guidance on verification for NDI and commercial
items. Some additional laboratory evaluation may be necessary to ensure their suitability for
each particular application.
For first flight aircraft applications where equipment verification has not been completed, the
following MIL-STD-461 (or equivalent) testing should be completed prior to flight to ensure
flight safety: RE102, RS103, CS114, CS115, and CS116 for safety-critical equipment and RE102
for all other equipment. These requirements are also applicable for Army ground systems in
order to obtain safety release.
For ISR signal intelligence systems, RF emission characterization or EM noise floor survey of the
host platform, ground or airborne, will be required to assess sensor sensitivity at its operational
environment.
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The “D” and subsequent revisions of MIL-STD-461 emphasize testing techniques which are
more directly related to measurable system-level parameters. For instance, bulk cable testing
is being implemented for both damped sine transient waveforms and modulated continuous
wave. The measured data from these tests can be directly compared to stresses introduced by
system-level threats. This philosophy greatly enhances the value of the results and allows for
acceptance limits which have credibility.
An argument has sometimes been presented in the past that successful completion of an intra-
system compatibility test negates the need to complete electromagnetic interference tests or
to comply with requirements. Electromagnetic interference tests must be completed prior to
system-level testing to provide a baseline of performance and to identify any areas which may
require special attention during the system-level testing. Also, system-level testing exercises
only a limited number of conditions based on the particular operating modes and parameters
of the equipment and electrical loading conditions. In addition, electromagnetic interference
qualification of the subsystems provides protection for the system with configuration changes
in the system over time. One particular concern is the addition of new antenna-connected
receivers to the system, which can be easily degraded if adequate controls are not maintained.
A.5.7.1 Non-developmental items (NDI) and commercial items.

NDI and commercial items shall meet EMI interface control requirements suitable for ensuring
that system operational performance requirements are met. Compliance shall be verified by
test, analysis, or a combination thereof.

NDI and commercial items may be installed in systems for any number of reasons - economic,
availability, and so forth. When installed in the system, the NDI and commercial items need to
comply with the system level E3 requirements of this standard. Therefore, NDI and commercial
items must have suitable EMI characteristics such that they are not susceptible to
electromagnetic stresses present in their installation and that they do not produce interference
which degrades other equipment. Most equipment built these days is designed and tested to
some form of EMI requirement and the data may be available. Other equipment may require
testing.

The use of NDI or commercial items presents a dilemma between the need for imposing EMI
controls and the desire to take advantage of existing designs, which may have unknown or
undesirable EMI characteristics. Blindly using NDI or commercial items carries a risk of
incompatibilities onboard the system. To mitigate the risk, a suitability assessment is required
to evaluate the installation environment and the equipment’s EMI characteristics through a
review of existing data, review of equipment design, or limited testing.
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Existing EMI test data should be reviewed to determine if the equipment is suitable for the
particular application intended. If a piece of NDI or commercial item is being considered for use
as mission equipment on an aircraft, then the equipment should meet the same EMI
requirements as imposed on other equipment on the aircraft. However, if the NDI or
commercial item is being considered for use in an electromagnetically hardened ground shelter,
then imposition of EMI requirements may not be necessary. Each potential use of NDI or
commercial items needs to be reviewed for the actual usage intended, and a determination
needs to be made of appropriate requirements for that application.
The Defense Industry EMC Standards Committee (DIESC) studied the suitability of using
equipment in military applications that had been qualified to various commercial EMI
standards. The DIESC performed detailed comparisons of requirements and test methodology
of the commercial documents with respect to MIL-STD-461E. The results of this work are
available in EPS-MIL-STD-461: “Results Of Detailed Comparisons Of Individual EMC
Requirements And Test Procedures Delineated In Major National And International Commercial
Standards With Military Standard MIL-STD-461E.”
The following guidelines should be considered in selecting and utilizing NDI or commercial
items in the system:
a. The equipment EMI characteristics may be considered adequate if the specific

requirements for installed equipment on a particular system developed from transfer
functions are less stringent than those to which the equipment was designed and
applicable EMI test data is available to verify compliance. Compliance with the
equipment-level EMI requirements does not relieve the developing activity of the
responsibility of providing system compatibility.
b. Where compliance with applicable equipment-level EMI requirements cannot be

substantiated, laboratory EMI testing should be performed to provide the data
necessary to demonstrate compliance with the requirements.
c. If after evaluation of the equipment level EMI data, it is determined that the equipment
would probably not meet the system compatibility requirements, then it is the
responsibility of the developing activity to implement design modifications to meet the
required EMI levels or to select other equipment with adequate characteristics.

There have been both good and bad EMI results with the use of NDI and commercial items in
the past. The military has taken some commercial aircraft avionics equipment and installed
them on land-based military aircraft with good results. This is due to the fact that these
equipments were tested and qualified to a commercial aircraft EMI specification such as RTCA
DO-160. In some cases, the commercial avionics required EMI modifications to make them
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compatible with a more severe electromagnetic environment on the military aircraft. Forward-
looking infrared sensors, originally developed for commercial police use, were not compatible
in the Army helicopter EME and significant restrictions on their use needed to be imposed. A
night vision system developed by the Army was procured by the Navy as NDI. Significant EMC
problems were experienced aboard ship due to the higher shipboard EME.
Several instances have been noted in ground-based applications where EMI emissions from
commercial digital processing equipment have interfered with the operation of sensitive
receivers. Of particular concern are radiated emissions from processor clock signals causing
interference with communications equipment that operates from 30 to 88 MHz. Most
commercial equipment is qualified by testing at a distance of three meters. The problems have
been largely caused by use of the commercial items at distances of one meter or closer where
the fields will be higher.
An example of NDI and commercial item problems at the system-level, that most travelers have
observed, is restrictions on the use of portable electronic devices on commercial aircraft during
take-off and landings. These restrictions are in place because of several problems noted with
coupling of interference from the portable electronics to antenna-connected receivers used for
navigation and communications.
The military has successfully used NDI and commercial items in many other situations.
Electronics maintenance shops generally use test equipment built to commercial EMI
specifications or industry standards without requiring modifications. Ground system
applications of data-processing equipment, displays, and office equipment used with other
commercial items and NDI has been successful, where care has been taken with integration.
The primary emphasis needs to be whether the equipment is suitable for that particular
application.
When a delivered item is composed of a number of individual pieces of equipment, it is

sometimes more cost-effective to qualify an integrated assembly rather than the individual
pieces of equipment. Also, the performance of the integrated assembly, as installed in the
system, is the more important issue since the EMI characteristics of the individual items may be
modified by integration.

When EMI requirements are needed on NDI or commercial items, then EMI testing data are
required to demonstrate compliance with those requirements. The equipment cannot be
susceptible to EMI that would degrade it or render it ineffective. Likewise, the equipment
cannot be a source of EMI that impacts the operation of other equipment within the system.
NDI and commercial items may have been previously qualified to a wide variety of types of EMI
requirements. Analysis of the applicability of the particular type of EMI qualification in relation
to a particular system installation will be necessary.
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Verification is required for the particular requirements imposed for the system installation. If
the NDI or commercial items selected are currently in military use, then in all probability EMI
test data exist which can be evaluated for suitability.
Verification requires an understanding of the installation environment both from the aspect of
electromagnetic stresses present and potential susceptibility of equipment and from knowing
the EMI characteristics of NDI and commercial items well enough to reach conclusions on
system compatibility.

Most commercial equipment is qualified by testing at a distance of three meters. MIL-STD-461
uses one meter. When considering the use of NDI or commercial items, the location of the
equipment with respect to system antennas needs to be considered in assessing the suitability
of the equipment. The data from the three meter distance may be appropriate. It is difficult to
translate the resulting commercial data to one meter. This situation is due to variable field
impedances associated with near-field emissions and variations in indeterminate near-field
emission patterns.
NDI and commercial avionics qualified to commercial standards, such as RTCA DO-160, are
generally acceptable for military use on land-based aircraft, since the commercial and military
EMI standards for airborne avionics are very similar in the tests required and the limits
imposed. Over time, more general use electrical and electronic type devices are being required
to meet some form of EMI requirement. In some cases, those would also be acceptable for
military use, and, in other cases, more testing or qualification to a tighter limit may be required.
Some testing to characterize important qualities of the NDI and commercial items will often be
necessary. For example, if coupling to particular receivers is the concern, an RE102 test from
MIL-STD-461 limited to particular frequency bands may be all that is necessary.
A.5.7.2 Shipboard DC magnetic field environment.

Subsystems and equipment used aboard ships shall not be degraded when exposed to its
operational DC magnetic environment (such as DOD-STD-1399-70-1 (NAVY)). Compliance shall
be verified by test.

High level DC magnetic fields are intentionally generated onboard ships during magnetic
treatment. Magnetic treatment, such as deperming or flashing, is a process in which the
vessel’s permanent magnetization is changed or reduced by applying large magnetic fields. The
vessel is required to have this process performed at a dedicated facility called a deperming
facility. These fields are generated by a coil of wire, typically 500 thousand of circular mils
(MCM), wrapped around the exterior of the vessel and thousands of amperes run through the
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coil. Ships may have a degaussing coil system installed on board for the purpose of reducing
the ship’s magnetic signature. These cables are energized by dedicated power supplies
installed on the vessel. Control of the currents is based upon ship’s heading and location on the
earth.

DOD-STD-1399-70-1, provides requirements and guidance for protection of equipment against
DC magnetic fields. Shipboard measurements have shown DC magnetic fields varying between
40 and 640 A/m dependent on location and time during normal operations and 1600 A/m
during deperming. They tend to be the highest below the flight and weather decks. A typical
requirement imposed on equipment is to operate in 400 A/m and to survive 1600 A/m.
Another important parameter is the rate of change that the magnetic field can vary, which is
1600 A/m per second. Ship surveys to determine magnetic fields are useful in locating areas
where the fields are less than 400 A/m or tailoring the requirement for a particular installation
location. There will be cases where performance in 1600 A/m is required or where localized
shielding will need to be used in the installation.

Items most commonly influenced by DC magnetic fields and its variations are cathode ray tube
monitors. The earth’s magnetic field varies in magnitude between 24 and 56 A/m. These fields
are as large as the ship generated field in some cases. Mobile platforms may experience
changes of two times the local earth field simply through motion and the changing orientation
of the platform. Unmodified commercial monitors can experience picture distortion when local
fields change as little as 16 A/m.

Testing is the only effective means to verify compliance.

DOD-STD-1399-70-1 provides guidance on test methodology. Testing normally needs to be
performed in all three axes of orientation, although this is not always possible because of
equipment size.

Simulating the rate of change in the field is sometimes more important than the absolute field
magnitude.
A.5.8 Electrostatic charge control.

The system shall control and dissipate the build-up of electrostatic charges caused by
precipitation static (p-static) effects, fluid flow, air flow, exhaust gas flow, personnel charging,
charging of launch vehicles (including pre-launch conditions) and space vehicles (post
deployment), and other charge generating mechanisms to avoid fuel ignition, inadvertent
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detonation or dudding or ordnance hazards, to protect personnel from shock hazards, and to
prevent performance degradation or damage to electronics. Compliance shall be verified by

Voltages, associated with static charging, and energy, released during discharges, are
potentially hazardous to personnel, fuel vapors, ordnance, and electronics.
Dust, rain, snow, and ice can cause an electrostatic charge buildup on the system structure due
to charge separation and the phenomenon called precipitation static charging.
Sloshing fuel in tanks and fuel flowing in lines can both create a charge buildup resulting in a
possible fuel hazard due to sparking. Any other fluid or gas flowing in the system (such as
cooling fluid or air) can likewise deposit a charge with potentially hazardous consequences.
During maintenance, contact of personnel with the structure and various materials can create
an electrostatic charge buildup on both the personnel and structure (particularly on non-
conductive surfaces). This buildup can constitute a safety hazard to personnel or fuel or may
damage electronics. Potentially susceptible electronic parts are microcircuits, discrete
semiconductors, thick and thin film resistors, integrated circuits, hybrid devices, and
piezoelectric crystals, dependent upon the magnitude and shape of the electrostatic discharge
(ESD) pulse.
Dudding results from the application or repeated application of energy below that required for
initiation causing desensitization of the EID. If the EID has been desensitized, the
recommended firing stimulus may not be sufficient to actuate the EID when the proper firing
pulse is applied resulting in a dud. Ordnance is potentially susceptible to dudding from
electrostatic discharge. The primary concern is discharge through the bridgewire of the EID
used to initiate the explosive.
Space and launch vehicles experience charge separation effects in space from sunlight shining
on the surface of the vehicles.

Any component of the system structure can accumulate an electrostatic charge and adequate
means must be provided to dissipate the charge at low levels to prevent any significant voltage
from developing. Electrically conductive and non-conductive materials behave differently.
Charge deposits on conductive materials will migrate in the material such that all portions are
at the same electrical potential. Charges deposited on purely non-conductive material cannot
move and large voltage differences can exist over small distances.
Control of static charging is accomplished by ensuring that all structural surfaces are at least
mildly conductive, that all components are electrically bonded, and that an electrical path to
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earth is provided. In general, conductive coatings need to be applied to all internal and
external sections of the system structure which are electrically non-conductive. For most
applications, resistive paths from 106 to 109 ohms (or 107 to 1010 ohms per square) are
sufficient to dissipate the charge buildup. The factor of ten between the two ranges is due to
the geometry of concentric rings used in electrode assemblies to measure surface resistivity.
This conversion may not be appropriate for materials that are plated with metallic coatings or
laminated. Values in the stated ranges are considered to be “static dissipative,” with lower
values being termed “conductive.” For shielding purposes, lower values will produce superior
shielding properties. However, in electronics maintenance and repair, static dissipative
materials are actually more desirable since they minimize the discharge current from devices
that already possess a charge. The shock hazard to personnel begins at about 3000 volts;
therefore, the charge on system components should not be allowed to exceed 2500 volts.
ANSI/ESD S20.20, issued by the Electrostatic Discharge Association (ESDA), provides

requirements for designing and establishing an ESD control program to minimize hazards to ESD
sensitive devices. It is applicable for essentially all activity stages associated with electronic
equipment from manufacturing, testing, packaging, and servicing to operational use. This
document resulted from a cooperative effort between commercial and military experts. It
forms the basis for ESD protection measures implemented by the U.S. Air Force for both
contractual mechanisms during development and for the military operators and maintainers.
ESD TR 20.20 is a handbook that provides guidance for applying ANSI/ESD S20.20.
Systems must incorporate features to minimize the possibility of sparks within the fuel system.
The system design must consider the electrical conductivity of the fuels to be used and control
the conductivity, if necessary. Fuel vapors can be ignited with about 0.2 millijoules of energy.
As with structural features of the system, any component of the fuel system can accumulate an
electrostatic charge and adequate means must be provided to dissipate the charge. Electrical
bonding, grounding, and conductive coating measures need to be implemented. Fuel lines
routed through fuel tanks require special attention.
The fuel system must also prevent sparking within the fuel tanks during refueling operations.
Some useful requirements are: 1) bonding and grounding of fuel components, 2) limiting line
velocities to no more than 30 feet per second, 3) limiting tank entry velocity to no more than 10
feet per second, and 4) refueling the tank from the bottom. Guidance for the control of static
electricity during refueling of aircraft is presented in TO 00-25-172.
NASA document TP2361 provides design guidelines for space and launch vehicle charging
issues. Subsystems and equipment installed aboard space systems should be able to meet
operational performance requirements during and after being subjected to a 10 kV pulsed
discharge. This value is derived from charging of insulation blankets and subsequent discharges
in accordance with MIL-STD-1541.
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A maintenance person was working inside a fuel tank and experienced an arc from his wrench
when removing bolts. It was found that maintenance personnel were routinely taking foam
mats into the tank to lie on while performing maintenance. Friction between the mat and
clothing allowed a charge buildup which caused the arc. All static generating materials should
be prohibited from the tank during maintenance.
Many equipment failures have been attributed to ESD damage of electronic parts.

Verification of protection design for electrostatic charging is necessary to ensure that adequate
controls have been implemented.

The selected verification method must be appropriate for the type of structural material being
used and the particular type of control being verified. Relatively poor electrical connections are
effective as discharge paths for electrostatic charges. Therefore, inspection would normally be
appropriate for verifying that metallic and conductive composite structural members are
adequately bonded provided that electrically conductive hardware and finishes are being used.
For dielectric surfaces which are treated with conductive finishes, testing of the surface
resistivity and electrical contact to a conductive path would normally be more appropriate.
For space and launch vehicles, ESD requirements are verified by a pulsed discharge at one per
second for 30 seconds at a distance of 30 cm to exposed face of subsystems and equipment.
This test is then repeated using a direct discharge from the test electrode to each top corner of
the equipment under test. The discharge network is 100 pF in series with 1500 ohms.

To evaluate proper design of structural components, verification that all components are
adequately bonded to each other often must be done during system assembly. After
manufacturing is completed, access to some components may be restricted making verification
difficult.
A.5.8.1 Vertical lift and in-flight refueling.

The system shall meet its operational performance requirements when subjected to a 300
kilovolt discharge. This requirement is applicable to vertical lift aircraft, in-flight refueling of any
aircraft, any systems operated or transported externally by vertical lift aircraft, and any man
portable items that are carried internal to the aircraft. Compliance shall be verified by test (such
as MIL-STD-331 or AECTP-500, Category 508 Leaflet 2 for ordnance), analysis, inspections, or a
combination thereof. The item configuration may be packaged or bare, depending on the
stockpile to safe separation sequence, but the specific configuration must be noted in the test
report. The test configuration shall include electrostatic discharge (ESD) in the vertical lift mode
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and in-flight refueling mode from a simulated aircraft capacitance of 1000 picofarads, through a
maximum of one (1) ohm resistance with a circuit inductance not to exceed 20 microhenry.

Any type of aircraft can develop a static charge on the fuselage from p-static charging effects
addressed in 5.8.2 of this standard. Aircraft that have the capability for lifting cargo or
performing in-flight refueling have special operational concerns. In the case of vertical lift, the
accumulated charge can cause an arc between the hook and the cargo during pick-up or
between the suspended cargo and the earth during delivery. In the case of in-flight refueling,
the tanker aircraft can be at one voltage potential and the aircraft to be refueled will be at a
different potential, possibly resulting in an arc during mating of the two aircraft. The maximum
expected discharge level for either of these cases is 300 kV. The resulting electrical transients
can affect both the aircraft and the suspended cargo.

For vertical lift capability, the requirement should be applied to both the lifting aircraft and the
system being lifted. The concern is for the safe and satisfactory operation of the vertical lift
system hardware and no degradation or permanent damage of other mission equipment. For
in-flight refueling, the requirement should be applied to the equipment and subsystems that
are functioning during refueling. Equipment located near the refueling hardware is of primary
concern. Potential hazards due to the presence of ignitable fuel vapors also need to be
addressed.
For sling loaded ordnance, this requirement is applicable in addition to 5.8.3 of this standard.
Examples of systems operated externally by vertical lift aircraft are dipping SONAR and
apparatus used for helicopter rescue. The discharge occurs for these systems when the item
approaches or contacts the surface of the earth or water.

To protect personnel on the ground from receiving electrical shocks, it is standard practice for
rotorcraft to touch the ground with the hook before it is connected to the cargo. As the cargo
is lifted, the whole system (aircraft and cargo) will become recharged. Again, when the cargo is
lowered to the ground, it must touch the ground to be discharged before handling by
personnel. The aircraft system and cargo often see several electrical discharges as the vertical
lift process is executed.
During in-flight refueling, pilots have reported seeing arcing between the refueling probe and
the fueling basket during mating. These discharges were several inches long. Based on these
observations, the 300 kV number was derived. Aircraft that have experienced discharges from
in-flight refueling have had upsets to the navigation system resulting in control problems.
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The path of the discharge is somewhat unpredictable. Inspections and analysis are needed to
verify that assumptions on current flow path are reasonable and that protection is
appropriately implemented. Testing is necessary to evaluate possible paths where the
discharge event may occur. The 1000 picofarad capacitance used for testing represents a
reasonable value for a large size aircraft.

The testing for vertical lift equipment on the aircraft has involved injecting the cargo hook with
discharges from a mini-Marx generator. Testing for the in-flight refueling has involved injecting
the in-flight refueling probe on the aircraft with discharges from a mini-Marx generator. Both
positive and negative discharge voltages have been used for both types of testing. Aircraft
equipment are monitored for upset or failure.
Testing of the vertical-lift cargo has involved applying mini-Marx discharges to the shipping
container or directly to the cargo system depending upon the configuration used in transport.
The container should have discharges applied to several locations around the container. After
the discharge, the system is checked for proper operation.
MIL-STD-331 or NAVSEAINST 8020.19 provides guidance on issues with explosive devices and
additional background.

Not available.
A.5.8.2 Precipitation static (P-static).

The system shall control p-static interference to antenna-connected receivers onboard the
system or on the host platform such that system operational performance requirements are
met. The system shall protect against puncture of structural materials and finishes and shock
hazards from charge accumulation of 30 A/ft2 (326 A/m2). Compliance shall be verified by

As systems in motion encounter dust, rain, snow, and ice, an electrostatic charge buildup on
the structure results due to precipitation static charging. This buildup of static electricity causes
significant voltages to be present which can result in interference to equipment, puncture of
dielectric materials, and constitute a shock hazard to personnel. For aircraft applications,
aircrew personnel may be affected during flight and ground personnel may be affected after
landing.

Static electricity accumulates on aircraft in flight (p-static charging) because there is no direct
electrical path to allow the charges to flow off the aircraft. Special control mechanisms become
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necessary to dissipate the charge. The accumulated charge develops a voltage on an aircraft
with respect to the surrounding air. When the voltage becomes high enough, the air
periodically breaks down in an impulse fashion at sharp contour points where the electric field
is the highest. The sharp impulses produce broadband radiated interference which can degrade
antenna-connected receivers, particularly lower frequency receivers. The impulses can occur
so rapidly that the receivers produce only a hissing sound and become useless. Precipitation
static dischargers are usually used to control this effect. These devices are designed to bleed
the accumulated charge from the aircraft at levels low enough not to cause receiver
interference.
The total charging current is dependent on weather conditions, the frontal surface area of the
aircraft and the speed of the aircraft (V). The total charging current can be estimated by the
following equation:
Equation A-7
Where:
It = total charging current, µA
Q = charge transfer per particle impacting the frontal surface, µC/particle
C = density of particles, particles/m3
Sa = frontal surface area, m2
V = aircraft velocity, m/s
Note though that the linear relationship with velocity does not hold true at higher speeds.
This is reflected by use of an effective surface area term in the simplified equation:
Equation A-8
Where:
Ic = current charge density, µA/m2
Seff = effective frontal area, m2
Seff is a function of velocity. It tends to increase with speed. However, at supersonic velocities
the charge rate decreases as the ice crystals melt on impact.
The following current densities have been determined for various types of clouds and
precipitation:
Cirrus 50 to 100 A/m2

Strato-cumulus 100 to 200 A/m2
Snow 300 A/m2
On rare occasions, levels as high as 400 A/m2 have been observed.
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Control of static charge accumulation is accomplished by ensuring that all structural surfaces
are at least mildly conductive (megohms). Conductive coatings need to be applied to all
external sections of the system structure which are electrically non-conductive. Any
component of the structure can accumulate an electrostatic charge, and adequate means must
be provided to dissipate the charge at low levels to prevent any significant voltage from
developing.

A fighter aircraft was experiencing severe degradation of the UHF receiver when flying in or
near clouds. Investigation revealed that the aircraft was not equipped with precipitation static
dischargers. Installation of these devices solved the problem.
An aircraft had a small section of the external structure made of fiberglass. Post-flight
inspections required personnel to get in close proximity to this non-conductive structural
component. On several occasions, personnel received significant electrical shocks which
caused them to fall from ladders and be injured. Corrective action was easily accomplished by
applying a conductive paint to the surfaces exposed to airflow and personnel contact.
Static discharges from the canopy were shocking pilots on a fighter aircraft during flight.
Charges accumulating on the outside of the canopy apparently induced a similar charge on a
conductive finish that was on the inside of the canopy. When a discharge occurred on the
outside of the canopy, the internal charge discharged to the pilot’s helmet. Proper grounding
of the conductive finish on the inside of the canopy fixed the problem.
When an aircraft was flying in clouds during a thunderstorm, the pilot was unable to transmit or
receive on the communications radio. Further investigations were performed with the most
reasonable conclusion that the radio blanking was caused by electrostatic discharge. Several
incidents were also reported where pilots and ground crews received shocks due to static
discharges from aircraft canopies. These incidents occurred on the carrier deck after the
aircraft had been airborne for several hours.
Canopies and dielectric finishes on structural materials have been punctured with resulting
damage due to large voltages being present from static accumulation.
It was discovered on an aircraft that was experiencing p-static problems that the static
dischargers had been installed using an adhesive that was not electrically conductive.

Systems, subsystems and equipment must be verified to not pose a hazard when subjected to
p-static charging. Conductive coating resistance must be verified to fall within the given range
so as to not cause an excessive accumulation of electrostatic charge.
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Relatively poor electrical connections are effective as discharge paths for electrostatic charging.
Therefore, inspection would normally be appropriate for verifying that metallic and conductive
composite structural members are adequately bonded provided that electrically conductive
hardware and finishes are being used. A device capable of measuring surface resistance within
the given range should be used to test the resistance of the coated area.
Testing hardware which applies electrical charge to system surfaces must be able to isolate and
identify corona sources, locate isolated metal, identify surface streamering problems, and allow
for evaluation of effects to antenna-connected receivers.

Coordination between structural and electrical engineer personnel is necessary to ensure that
all required areas are reviewed. For example, a structural component on an aircraft was
changed from aluminum to fiberglass and experienced electrostatic charge buildup in flight
which resulted in electrical shock to ground personnel. The structural engineer made this
change without proper coordination, which resulted in an expensive modification to correct the
shock problem.
A.5.8.3 Ordnance subsystems.

Ordnance subsystems shall not be inadvertently initiated or dudded by a 25 kilovolt ESD caused
by personnel handling. Compliance shall be verified by test (such as MIL-STD-331 or AECTP-500,
Category 508 Leaflet 2), discharging a 500 picofarad capacitor through a 500 ohm resistor with
a circuit inductance not to exceed 5 microhenry to the ordnance subsystem (such as electrical
interfaces, enclosures, and handling points.

Explosive subsystems are used for many purposes including store ejection from aircraft, escape
systems, rocket motors, and warhead initiation. Voltages and discharge energies associated
with ESD can inadvertently ignite or fire these devices. The consequences can be hazardous.

This requirement is based on charge levels that could possibly be developed on personnel. All
explosive subsystems should meet this requirement to guarantee safe personnel handling.

Explosive subsystems have been initiated by ESD caused from human contact or other sources
of ESD.

Due to the safety critical nature of maintaining explosive safety, the high confidence provided
by testing is necessary to ensure that requirements are met.
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During testing, circuit inductance should be limited to 5 microhenries.
The 500 picofarad capacitor and 500 ohm resistor, different from the model used in section
5.8.4 of this standard, was selected to simulate worst-case characteristics of a human body
discharge due to the critical nature of ordnance. A significant number of components must be
tested to provide a statistical basis for concluding that the requirement is met. For EIDs, the
discharges must be applied in both pin-to-pin and pin-to-case modes for both polarities.

A ground launched missile being removed from a container exploded. It was hypothesized the
accident could have been caused by an electrostatic discharge to the propellant (not to the
EID).
A.5.8.4 Electrical and electronic subsystems.

Systems shall assure that all electrical and electronic devices that do not interface or control
ordnance items shall not be damaged by electrostatic discharges during normal installation,
handling and operation. The ESD environment is defined as an 8 kV (contact discharge) or 15 kV
(air discharge) electrostatic discharge. Discharging from a 150 picofarad capacitor through a
330 ohm resistor with a circuit inductance not to exceed 5 microhenry to the
electrical/electronic subsystem (such as connector shell (not pin), case, and handling points).
Compliance shall be verified by test (such as AECTP-500, Category 508 Leaflet 2).

Electrical and electronic subsystems contain sensitive electronic components that can be
inadvertently damaged by human electrostatic discharges during remove and replace,
transportation, and other maintenance actions. Although included in this system level
standard, this requirement and associated verification methodology is applicable at the
equipment level.

This requirement is based on charge levels that could possibly be developed on personnel
during remove and replace, transportation, and other maintenance actions.

Many equipment failures have been attributed to ESD damage of electronic parts.

To avoid mission and schedule impacts and the cost of expensive repairs, the high confidence
provided by testing is necessary to ensure that requirements are met.
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The 150 picofarad and 330 ohm resistor are used to simulate a human discharge represented
by a double exponential waveform with a rise time of 2-10 nanoseconds and a pulse duration of
approximately 150 nanoseconds. At a minimum, five discharges made of positive polarity and
five discharges of negative polarity are to be applied to the case, seams, connectors and any
other locations on the equipment case where ESD is likely to penetrate internal circuitry and
that are accessible during installation or transport of the equipment. The subsystem/
equipment should be powered and monitored during test.

Many equipment failures described as “EMI problems,” have been the result of an electrostatic
discharge during handling or transportation of the equipment.
A.5.9 Electromagnetic radiation hazards (EMRADHAZ).

The system design shall protect personnel, fuels, and ordnance from hazardous effects of
electromagnetic radiation. Compliance shall be verified by test, analysis, inspections, or a

It has been firmly established that sufficiently high electromagnetic fields can harm personnel,
ignite fuel, and fire electrically initiated devices (EIDs). Precautions must be exercised to ensure
that unsafe conditions do not develop.

See guidance for A.5.9.1, A.5.9.2, and A.5.9.3.

See lessons learned for A.5.9.1, A.5.9.2, and A.5.9.3.

See rationale for A.5.9.1, A.5.9.2, and A.5.9.3.

See guidance for A.5.9.1, A.5.9.2, and A.5.9.3.

See lessons learned for A.5.9.1, A.5.9.2, and A.5.9.3.
A.5.9.1 Hazards of electromagnetic radiation to personnel (HERP).

The system shall comply with current DoD criteria for the protection of personnel against the
effect of electromagnetic radiation. DoD policy is currently found in DoDI 6055.11. Compliance
shall be verified by test, analysis, or combination thereof.
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The proven adverse biological effects of non-ionizing (electromagnetic) radiation are thermal,
resulting from overheating of human body tissue. Overheating results when the body is unable
to cope with or adequately dissipate heat generated by exposure to RF energy. The body’s
response is dependent on the energy level, time of exposure, and ambient temperature. Unlike
ionizing radiation, no cumulative effects from repeated exposure or molecular changes that can
lead to significant genetic damage to biological tissues have been proven. RF exposure
guidelines and procedures have been adopted and promulgated to protect DoD personnel from
the deleterious effects of RF exposure.

DoDI 6055.11 implements the HERP criteria for military operations.

Radar and ECM systems usually present the greatest potential personnel hazard due to high
transmitter output powers and antenna characteristics and possible exposure of servicing
personnel.
Personnel assigned to repair, maintenance, and test facilities have a higher potential for being
overexposed because of the variety of tasks, the proximity to radiating elements, and the
pressures for rapid maintenance response.

Safety regarding RF hazards to personnel must be verified.

DoDI 6055.11 provides detailed methodology for assessing hazards.
An RF hazard evaluation is performed by determining safe distances for personnel from RF

emitters. Safe distances can be determined from calculations based on RF emitter
characteristics or through measurement. Once a distance has been determined, an inspection
is required of areas where personnel have access together with the antenna's pointing
characteristics. If personnel have access to hazardous areas, appropriate measures must be
taken such as warning signs and precautions in servicing publications, guidance manuals,
operating manuals, and the like.
Air Force TO 31Z-10-4, NAVSEA OP 3565, and Army TB MED 523 provide technical guidance and
methodology for assessing RF hazards.

Safe distance calculations are often based on the assumption that far-field conditions exist for
the antenna. These results will be conservative if near-field conditions actually exist. TO 31Z-
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10-4 and OP 3565 provide techniques for calculating the reduction of gain for certain types of
antennas. Measurements may be desirable for better accuracy.
Before a measurement survey is performed, calculations should be made to determine

distances for starting measurements to avoid hazardous exposures to survey personnel and to
prevent damage to instruments. Since hazard criteria are primarily based on average power
density and field strength levels (peak levels are also specified), caution needs to be exercised
with the probes used for measurements because they have peak power limits above which
burnout of probe sensing elements may occur.
When multiple emitters are present and the emitters are not phase coherent (the usual case),
the resultant power density is additive. This effect needs to be considered for both calculation
and measurement approaches.
In addition to the main beam hazard, localized hot spots may be produced by reflections of the
transmitted energy from any metal structure. These results can occur in areas having general
power densities less than the maximum permissible exposure limits.
Experience has shown aboard ships, that unless personnel observe the restrictions (clear zones)
around emitting radiators, personnel can be affected by extensive exposure to electromagnetic
radiation.
A.5.9.2 Hazards of electromagnetic radiation to fuel (HERF).

Fuels shall not be inadvertently ignited by radiated EMEs. The EME includes onboard emitters
and the external EME (see 5.3). Compliance shall be verified by test, analysis, inspection, or a

Fuel vapors can be ignited by an arc induced by a strong RF field.

The existence and extent of a fuel hazard are determined by comparing the actual RF power
density to established safety criteria. TO 31Z-10-4 and OP 3565 provide procedures for
establishing safe operating distances.
RF energy can induce currents into any metal object. The amount of current, and thus the
strength of an arc or spark produced between two electrical conductors (or heating of small
filaments) depends on both the field intensity of the RF energy and how well the conducting
elements act as a receiving antenna. Many parts of a system, a refueling vehicle, and static
grounding conductors can act as receiving antennas. The induced current depends mainly on
the conductor length in relation to the wavelength of the RF energy and the orientation in the
radiated field. It is not feasible to predict or control these factors. The hazard criteria must
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then be based on the assumption that an ideal receiving antenna could be inadvertently
created with the conductors.

There is a special case where a fuel or weapon RF hazard can exist even though the RF levels
may be within the safe limits. This special case is for both the hand-held (1-5 watts) and mobile
(5-50 watts) transceivers. The antennas on this equipment can generate hazardous situations if
they touch the system, ordnance, or support equipment. To avoid this hazard, transceivers
should not be operated any closer than 10 feet from ordnance, fuel vents, and so forth.

Safety regarding RF hazards to fuels must be verified. A majority of the verification is done by
inspection and analysis with testing limited to special circumstances.

TO 31Z-10-4 and OP 3565 provide methodology for calculating hazard distances from RF
emitters. An important issue is that fuel hazard criteria are usually based on peak power, while
hazard criteria for personnel are based primarily on average power. Any area in the system
where fuel vapors may be present needs to be evaluated. Restrictions on use of some RF
emitters may be necessary to ensure safety under certain operations such as refueling
operations. Any required procedures must be carefully documented in technical orders or
other appropriate publications.
The volatility and flash point of particular fuels influence whether there is a hazard under
varying environmental conditions.

See lesson learned for section A.5.9.1.
A.5.9.3 Hazards of electromagnetic radiation to ordnance (HERO).

Electrically initiated devices (EIDs) in ordnance shall not be inadvertently actuated during or
experience degraded performance characteristics after exposure to the external EME levels of
TABLE 9 for both direct RF induced actuation of the EID and inadvertent activation of an
electrically powered firing circuit. Relevant ordnance phases involving unrestricted and
restricted levels in TABLE 9 are listed in TABLE 10. In order to get a HERO classification of “HERO
SAFE ORDNANCE” at the all-up round or appropriate assembly level, the ordnance or system
under test (SUT) must be evaluated against, and be in compliance with, TABLE 9. Compliance
shall be verified by test and analysis using the methodology in MIL-HDBK-240.

RF energy of sufficient magnitude to fire or dud EIDs can be coupled from the external EME via
explosive subsystem wiring or capacitively coupled from nearby radiated objects. The possible
consequences include both hazards to safety and performance degradation. TABLE 9 is based
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on a composite of the maximum levels from the other EME tables in 5.3. Rationale and
assumptions that resulted in the final TABLE 9 are detailed in MIL-HDBK-235-7. Unless
otherwise specified by the procuring activity, all ordnance is to be designed to operate in the
joint EM environment detailed in TABLE 9. However, if it is known that an ordnance item will
not be launched from a surface combatant, the level in the 2700 to 3600 MHz range may be
modified as indicated in the table. Consequently, in order to get a HERO classification of “HERO
SAFE ORDNANCE” at the all-up round or appropriate assembly level, the ordnance or SUT must
be evaluated against, and be in compliance with, TABLE 9.

Ordnance includes weapons, rockets, explosives, EIDs themselves, squibs, flares, igniters,
explosive bolts, electric primed cartridges, destructive devices, and jet assisted take-off bottles.
TABLE 9 specifies both “unrestricted” and “restricted” environments. The unrestricted

environment represents the worst case levels to which the ordnance may be exposed. The
restricted environment involves circumstances where personnel are directly interacting with
the ordnance (assembly/disassembly, loading/unloading). For the special case of handling
operations, the environment is intentionally restricted to prevent personnel from being
exposed to hazardous levels of EM energy or contact currents (see 5.9.1). However, these
operations also tend to increase coupled levels into the ordnance because of actions such as
mating and de-mating of electrical connectors. Therefore, ordnance must be designed to be
safe under these types of actions at the lower fields associated with the restricted levels.
In order to meet the requirements for joint operations or to achieve the HERO classification of
“HERO SAFE,” ordnance must be tested to the full range of EME levels in TABLE 9 for all the
military services and all phases and configurations of the ordnance. Specific environments for
joint ordnance include both near-field and far-field conditions. In certain cases, ordnance
systems may be exposed to levels other than those indicated in TABLE 9. Special consideration
must be given to the platform emitters to ensure that the required EME reflects their levels at
the ordnance location. For example, the Close-In Weapon System installed aboard some Navy
ships is in proximity to high-power HF antennas and the ordnance systems found on some
ground vehicles (e.g., Mine Resistant Ambush Protected (MRAP) vehicles) are virtually co-
located with the platform antennas requiring certification to levels exceeding even those in the
unrestricted category. The appropriate levels amount to an upward tailoring of the MIL-STD-
464 levels. Furthermore, for platform antennas in proximity to ordnance, an intra-system HERO
test may be required to address both the EMEs exceeding those found in TABLE 9 and to
address potential near-field affects. Conversely, for some air-launched systems found on
aircraft that will never operate in a shipboard environment, it may be reasonable to reduce
EME HERO levels such that the item is evaluated against its intended operational environment.
Thus, field strength levels may be tailored up or down, depending on the EME expected to be
encountered throughout all phases and configurations of the ordnance; however, even though
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an item may be evaluated against a tailored environment, an item must be tested to the full
range of EME levels in TABLE 9 to achieve the HERO classification of “HERO SAFE ORDNANCE.”
All such tailoring must be addressed on an individual basis.
The accidental initiation of EIDs by RF energy is not a new concern. Commercial manufacturers
of blasting caps have warned their customers for many years about the potential hazard
involved in using electrically fired blasting caps in the vicinity of transmitters. Most EIDs employ
a small resistive element called a bridgewire. When the EID is intentionally initiated, a current
pulse is passed through the bridgewire, causing heating and resultant initiation of the explosive
charge or functioning of the device. RF induced currents will cause bridgewire heating that may
inadvertently actuate the EID. Interface wiring to the EID generally provides the most efficient
path for RF fields to couple energy to the bridgewire. However, RF energy can also fire
extremely sensitive devices, such as electric primers, as a result of capacitive coupling from
nearby radiated objects. RF energy may also upset energized EID firing circuits, causing
erroneous firing commands to be sent to the EID. Non-bridgewire types of EIDs are being
increasingly used for many ordnance applications. The electrothermal behavior of these
devices differs considerably from bridgewire devices; many have much faster response times
and exhibit non-linear response characteristics.
EIDs should have the highest Maximum No-Fire Stimulus (MNFS) that will allow the EID to meet
system requirements. Each EID must be categorized as to whether its inadvertent ignition
would lead to either safety or performance degradation problems (i.e., “reliability”). A safety
consequence is the inadvertent actuation of an EID that creates an immediate catastrophic
event that has the potential to either destroy equipment or to injure personnel, such as the
firing of an inline rocket motor igniter by RF energy; or the inadvertent actuation of an EID that
increases the probability of a future catastrophic event by removing or otherwise disabling a
safety feature of the ordnance item. This, for example, might be caused by the RF initiation of a
piston actuator that removes a lock on the S&A rotor of an artillery fuze, thus allowing a
sensitive detonator to rotate in-line with the explosive train. Performance degradation can be
any condition which does not have safety implications and is referred to as “reliability.”
Performance degradation may occur because an EID may have been desensitized as a result of
multiple low-level exposures, which would prevent it from firing when needed, or because it
already had been ignited. “Safety” and “reliability” categorizations should be determined by
the procuring activity.
OD 30393 provides design principles and practices for controlling electromagnetic hazards to
ordnance. MIL-STD-1576 and MIL-HDBK-83578 (USAF) provide guidance on the use of
ordnance devices in space and launch vehicles. For space applications using ordnance devices,
an analysis of margins based on the RF threshold determination of the MNFS should be
performed.
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The response of an EID to an RF energy field, and the possibility of detonation, depends on
many factors. Some of these factors are transmitter power output, modulation characteristics,
operating frequency, antenna propagation characteristics, EID wiring configuration (such as
shielding, length, and orientation) and the thermal time constant of the device.
Several incidences onboard Navy ships involving the inadvertent firing of rockets and missiles
have resulted in catastrophic loss of life and equipment.
There have been numerous explosive mishap reports involving RF induced, uncommanded
actuation of automatic inflators worn by aircrew personnel both on flight decks and in-flight
while launching from and landing on the carrier. These problems pose a tremendous hazard to
aircrews, especially those in-flight at the time of occurrence.
Use of uncertified systems onboard ships due to joint operations has resulted in operational
restrictions on shipboard emitters.

Adequate design protection for electro-explosive subsystems and EIDs must be verified to
ensure safety and system performance. Unless a theoretical assessment positively indicates
that the RF-induced energy on EID firing lines or in electronic circuits associated with safety-
critical functions is low enough to assure an acceptable safety margin in the specified EME
(bearing in mind the possible inaccuracies in the analysis technique), it will be necessary to
conduct a practical test.

Verification methods must show that electro-explosive subsystems will not inadvertently
operate and EIDs will not inadvertently initiate or be dudded during handling, storage, or while
installed in the system. Assessment of the immunity of an EID is based upon its no-fire
threshold. For acceptance, it must be demonstrated that any RF-induced energy in an EID
circuit in the specified EME will not exceed a given level expressed as a margin in dB below the
maximum no-fire threshold sensitivity for the EID concerned. Refer to MIL-HDBK-240 for test
guidance.
HERO testing should include exposure of the ordnance to the test EME in all life cycle
configurations, including transportation/storage, assembly/disassembly, loading/unloading,
staging, platform-loaded, and immediate post-launch. The system should be exposed to the
test EME while being exercised with operating procedures associated with those configurations.
For system configurations exclusively involving the presence of personnel, such as assembly
and disassembly or loading and downloading, the restricted levels in TABLE 9 must be used with
time averaging considerations related to personnel exposure being applied, where necessary,
to meet the applicable personnel hazards criteria (see A.5.9.1).
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TABLE A- 12 shows the appropriate field intensity levels from TABLE 9 as they relate to slow
versus fast responding EIDs and energized versus non-energized firing circuits in all phases and
configurations of ordnance. Whether an EID is considered slow or fast responding depends on
its thermal time constant relative to the pulse widths and pulse repetition frequency of radars.
See MIL-HDBK-240 for discussions on thermal time constants.
TABLE A- 12. HERO EME test levels.
EME Levels1
Stockpile-to-Safe
Separation Phases Non-energized firing circuits Energized firing circuits
or slow-responding EIDs or fast-responding EIDs
Transportation/storage Unrestricted average levels Unrestricted peak levels2,3
Assembly/disassembly Restricted average levels Restricted peak levels
Staged Unrestricted average levels Unrestricted peak levels2,3
Loading/unloading Restricted average levels Restricted peak levels4
Platform-loaded Unrestricted average levels Unrestricted peak levels2
Immediate post-launch Unrestricted average levels Unrestricted peak levels2
NOTES
1. Applicable field intensity levels are specified in TABLE 9.
2. Unrestricted peak levels should be used unless tailored environments have been developed.
3. Applies to fast-responding EIDs only.
4. Some firing circuits may be energized during the loading/unloading sequence in order to accomplish
pre- and post-loading diagnostic procedures.
For stockpile-to-safe-separation phases where personnel are required to handle the ordnance,
exposure of personnel must be limited to field strength levels considered safe in accordance
with DoDI 6055.11 (see A.5.9.1). The “restricted” levels in TABLE 9 are based on actual radiated
levels to which personnel are exposed in normal operational situations. There are some
instances where the restricted levels in TABLE 9 exceed the continuous (6 minutes or more)
Permissible Exposure Limits (PELs) cited in the instruction. In such cases, test personnel must
limit the duration of their exposure to appropriate intervals less than 6 minutes. Refer to MIL-
HDBK-240 for specific guidance on how to determine maximum exposure times as a function of
frequency and field strength. In addition to limits on the radiated field levels, there are also
limits on induced/contact current (I/CC) levels that can result from exposure to radiated
environments. Guidance to ensure compliance with radiated PELs and I/CC limits is provided in
MIL-HDBK-240.
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MIL-HDBK-240 provides discussion regarding a minimum set of frequencies where testing

should be performed. Testing should also be performed at any frequencies known to be system
resonances. Swept frequency testing is preferable but it is usually not practical at the field
strength levels that are required. MIL-HDBK-240 provides additional guidance.
The test EME should simulate the specified EME to the extent necessary to stimulate maximum
EID and firing circuit responses. This requires an appropriate representation of the specified
EME with respect to frequency, field strength (power density), field polarization, and
illumination angle. For radar EME levels, representative pulse widths, pulse repetition
frequencies, and beam dwell periods should be chosen to maximize system response with due
consideration for the response times of EIDs and firing circuits. Refer to MIL-HDBK-235-7 for
specific operational characteristics and MIL-HDBK-240 for detailed guidance.
A.5.10 Life cycle, E3 hardness.

The system operational performance and E3 requirements of this standard shall be met
throughout the rated life cycle of the system and shall include, but not be limited to, the
following: maintenance, repair, surveillance, and corrosion control. Compliance shall be
verified by test, analysis, inspections, or a combination thereof. Maintainability, accessibility,
testability, and the ability to detect degradations shall be demonstrated.

Advanced electronics and structural concepts are offering tremendous advantages in increased
performance of high-technology systems. These advantages can be seriously compromised,
however, if E3 protection concepts impact life cycle costs through excessive parts count,
mandatory maintenance, or costly repair requirements. It is essential, therefore, that life-cycle
considerations be included in the tradeoffs used to develop E3 protection.
Corrosion control is an important issue in maintaining EMC throughout the system’s life cycle.
It is important that protection provisions that require maintenance be accessible and not be
degraded due to maintenance actions on these provisions.

There are normally a number of approaches available for providing E3 protection. The
particular design solution selected must give adequate consideration to all aspects of the life
cycle including maintenance and need for repair.
E3 hardening features should either be accessible and maintainable or should survive the
design lifetime of the system without mandatory maintenance or inspection. Protection
measures which require maintenance should be repairable or replaceable without degradation
of the initial level of protection. The system design should include provisions to restore the
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effectiveness of bonding, shielding, or other protection devices which can be disconnected,

unplugged, or otherwise deactivated during maintenance activities.
E3 protection schemes include specific design measures both internal to electrical and
electronic enclosures and in the basic system structure. Factors such as corrosion, electrical
overstress, loose connections, wear, misalignment, dirt, paint, grease, sealant, and
maintenance actions will degrade the effectiveness of some protection measures with time.
To ensure continued protection (hardness) throughout the system life-cycle, protection

schemes and devices must be identified and maintenance intervals and procedures specified.
Emphasis needs to be placed on critical functions for system operational and mission
performance. The user must assume the responsibility to maintain the hardness for the life of
the system and to modify procedures as necessary to include conditions not originally
anticipated. Maintenance publications should document required actions. Some of the design
features affecting hardness are overbraiding of electrical cables, integrity of shielded volumes,
electrical bonding of surfaces, linear (resistance, capacitance and inductance) and non-linear
(such as transzorbs, zener diodes, and varistors) filtering, circuit interface design (balance,
grounding, and so forth), and circuit signal processing characteristics.
Maintenance actions must also be addressed which are performed on non-critical items which
are in the same area as the critical items to ensure that personnel do not inadvertently
compromise the protection measures of the critical functions. Procedures addressing
modifications to the system which involve either new or existing subsystems which perform
critical functions must be considered. They could also involve modifications to the system
structure or subsystem components, such as wiring and protective devices.
E3 maintenance should be integrated into normal system maintenance and repair cycles.
Separate independent maintenance is undesirable.
Electromagnetic design features that require scheduled maintenance should be accessible so

they can be tested or inspected.
In deployment, space-based equipment cannot be routinely inspected or serviced. Therefore,

the space vehicle must have features that are designed for unattended operation and durability
for the life of the mission.

Many times in the past, E3 protection has been installed without sufficient thought being given
to maintenance and repair. It is often very difficult to access protection measures to determine
if they are still effective. By considering the problem of access and test during design, it can be
relatively simple to provide protection measures which will allow maintenance checks to be
made while minimizing any negative impacts to the design. Also, design techniques oriented
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toward better maintenance access can provide capability for quality control checks during
assembly, benefiting both the system manufacturer and user.
“Don't design it if it can't be repaired." Protection must be designed so as to be easily

repairable. The protection system and any repair details must be appropriately documented.
For example, if lightning diverter strips or buttons are used on radomes, the maintenance
information must reflect any precautions, such as not painting. If fuel tank skins should not be
painted to prevent puncture by lightning, this information must be documented with rationale.
Some key areas which require special consideration are addressed in the sections below.
Access doors made of composite materials which are an element of the shielding for a volume
are generally designed to be bonded electrically to the system structure. If door spring fingers
are employed, they must be kept clean, free from damage, and aligned at all times. Good
contact between the door frame around the access door and the spring fingers is critical for
maintaining shielding integrity. The bonding area must be inspected to ensure that the bonding
effectiveness has not been degraded by dirt, corrosion, sealant and paint overruns, damage, or
misalignment.
Screens using wire mesh have been used to shield openings in structure. These screens need to
be treated in a fashion similar to the access doors.
Effective electrical bonding of electrical and electronic enclosures to system structure is often
essential for proper operation in the various electromagnetic environments. Surfaces on the
enclosures and structure must be kept clean to maintain proper bonding. Documentation
associated with the system should clearly show areas needed for bonding and the appropriate
finishes which should be on the surfaces. Painting of areas intended for electrical bonding has
been a common cause of EMC problems. An example of bonding design is the contact between
the back of an enclosure and the finger washers in the rear wall of the electronics rack. Other
electrical bonds which require attention may be in the form of flat bands or braids across shock
mounts or structural members.
It is important that replacement hardware conform to the original design concept. For
example, when damaged cables are repaired, shield termination techniques established for the
design must be observed.
An example of a subtle change in hardware configuration to the original design concept can be
found in a life vest. The life vest was fielded with a bridgewire EID that could be fired by a salt-
water activated battery pack that had been hardened and certified for HERO. After
introduction into the fleet, an engineering change proposal was developed, and approved, to
modify the type of battery used in the battery pack. The change was not submitted for HERO
consideration. When the life vests were equipped with the new battery pack and used on
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board Navy ships, there were reports of uncommanded activation of the vests during flight
operations and on the flight deck. The subsequent investigation found that the new battery
pack made the EID subsystem resonant to a ship radar system; thereby, creating susceptibility
problems.

Compliance with life cycle requirements must be verified to ensure that E3 protection can be
maintained and does not degrade with time. Verification can range from inspection of proper
documentation to actual demonstration of techniques.

Some E3 protection measures, such as electrical contact of critical components and
electromagnetic shielding effectiveness, cannot be maintained by visual inspections alone.
Some testing will probably be necessary; however, the need for any hardness surveillance
testing should be minimized as much as possible.
The techniques and time intervals for evaluating or monitoring the integrity of the system
protection features need to be defined. The user will probably need to adjust the maintenance
intervals after attaining experience with the degradation mechanisms. BIT capability, test
ports, resistance measurements, continuity checks, transfer impedance measurements, and
transfer function measurements are some of the means available for use in the periodic
surveillance of system integrity. For evaluation of possible degradation, a baseline of the
system as delivered to the user is necessary.

The manufacturer of the system has the best understanding of the system protection
measures. His role in defining appropriate requirements for various protection measures in a
manner which can be effectively verified at the system-level and evaluated during maintenance
is key to a successful life cycle program. These considerations include the need for easy access
to protection measures requiring evaluation. Otherwise the performance of some protection
measures may be neglected. In some cases, other system design considerations may be
overriding. In such cases, it is often possible to provide features in the design (such as test tabs
or special connectors) which will permit a test measurement to be made without time-
consuming disassembly.
Most shielded cable failures occur at the connector and a resistance meter capable of
measuring milliohms is usually sufficient for locating these failures. Testing on several aircraft
has shown that holes or small defects in the shields themselves are not a significant problem. It
takes major damage to the shield for its effectiveness to be degraded. In addition, time domain
reflectometers can be used to locate discontinuities or changes in protection schemes.
Measurements after the system is fielded can be compared to baseline measurements.
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Cable shield testers are available for more thorough evaluation of shield or conduit
performance. A current driver is easily installed on the outside of the cable; however, a voltage
measurement on wires internal to the shield requires access to these wires. If an electrical
connector is sufficiently accessible, the voltage measurement is straightforward. In some cases,
cables pass through bulkheads without the use of connectors and access is not readily available.
A possible solution is to include a pick-off wire attached to one of the wires within the bundle
which is routed to a connector block accessible to technicians.
An aperture tester can be used to monitor the integrity of RF gaskets and screens protecting
apertures on the system. An existing tester uses a stripline on the outside of the system
structure to drive a current across the aperture and the voltage developed across the aperture
within the structure is measured. The installation of the stripline has not been difficult;
however, paint and non-conductive materials on the inside of structure have hampered the
ability to measure induced voltages across doors and window frames. Test tabs or jacks would
have greatly simplified the measurement.
Frequent performance of surveillance checks after initial deployment can help in refining
maintenance intervals by determining degradation mechanisms and how fast degradation
develops.
Life cycle considerations must include the fact that systems are often modified soon after they
are fielded and frequently throughout their life. Sometimes the modifications are small and can
be qualified with a limited effort. Often there are major changes to system structure as well as
to the electronics. The addition of major new subsystems can introduce new points of entry for
electromagnetic energy into protected areas, and a major requalification of the system may be
necessary. Also, if enough small modifications are made over a period of time, the hardness of
the system may be in doubt and requalification should be considered.
EMI hardness evaluations under the Navy’s Air Systems’ EMI Corrective Action Program
(ASEMICAP) have shown that the hardness of aircraft is degraded over time. Electrical
inspections have shown numerous instances of foreign object damage, excessive chaffing of
wires, and improper splicing and terminations. Bonding measurements performed over a ten
year period on a Navy fighter aircraft indicates 10-15% out of specification conditions on a new
aircraft, 40-60% out of specification conditions on a five year old aircraft and 70-80% out of
specification conditions on a ten year old aircraft. These out of specification bonding conditions
result in inadequate termination of shields and boxes and degrade shielding effectiveness.
During EMC tests, the effects of corrosion and maintenance practices on the EMC design have
been noted. For example, composite connectors were incorporated in the pylons of a Navy
attack aircraft to correct a severe corrosion problem on the existing aluminum connectors. The
composite connectors are more resistant to the corrosion than aluminum. They do, however,
oxidize and produce a powdery residue on the connector. The maintenance personnel would
then wire brush this residue, thereby eliminating the outer conductive coating, severely
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degrading the connector conductivity, and introducing potentially more severe corrosion
problems.
A.5.11 Electrical bonding.

The system, subsystems, and equipment shall include the necessary electrical bonding to meet
the E3 requirements of this standard. Compliance shall be verified by test, analysis, inspections,
or a combination thereof, for the particular bonding provision.

Good electrical bonding practices have long been recognized as a key element of successful
system design. An indicator of the importance of electrical bonding is that the first item often
assessed when EMC problems occur is whether the bonding is adequate. Since electrical
bonding involves obtaining good electrical contact between metallic surfaces while corrosion
control measures often strive to avoid electrical continuity between dissimilar materials, it is
essential that the (potentially conflicting) requirements of each discipline be fully considered in
the system design.
Systems generally include ground planes to form equipotential surfaces for circuitry. If voltage
potentials appear between electronics enclosures and the ground plane due to internal circuitry
operation, the enclosure will radiate interference. Similarly, electromagnetic fields will induce
voltage potentials between poorly bonded enclosures and the ground plane. These potentials
are imposed as common-mode signals on all circuitry referenced to the enclosure. The same
two effects will occur for poorly bonded shield terminations.
Without proper bonding, lightning interaction with systems can produce voltages which can
shock personnel, ignite fuel through arcing and sparking, ignite or dud ordnance, and upset or
damage electronics. Lightning requirements are described under section 5.5 in terms of a
description of the environment. There are no specific levels defined under section 5.11
because of the wide variety of possible needs based on the particular platform and physical
location within the platform. While electrical bonding is an important aspect in achieving an
acceptable lightning design, it is only one element of an overall design to deal effectively with
lightning. In the past, lightning requirements for aircraft were actually defined in the electrical
bonding specification, MIL-B-5087 which has been cancelled and superseded by this standard.
In this standard, lightning requirements are more appropriately defined at a higher level, since
design involves much more than just bonding.
It is essential that system electrical and electronic equipment be provided with adequate
voltage levels from prime power sources for proper operation. Electrical fault conditions must
not introduce potential fuel or fire hazards due to arcing or sparking from melted or vaporized
structural material. Bonding provisions help control voltage drops in power current return and
fault paths.
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The system design must protect personnel from shock hazards.

The role of bonding is essentially to control voltage by providing low-impedance paths for
current flow. Unconventional joints should receive special attention to ensure their adequacy,
particularly conductive joints in fuel vapor areas. SAE ARP1870 provides details on electrical
bonding concepts for aerospace systems and examples of bonding techniques. MIL-HDBK-419
provides guidance for grounding, bonding, and shielding of land-based facilities, including
installed electronic equipment. MIL-STD-1310 provides guidance for electrical bonding
onboard ships.
Special attention should be given to the interdependent relationship between electrical

bonding and corrosion control. Design techniques for effective corrosion protection, such as
the use of finishes which are not electrically conductive, can result in lack of bonding.
Conversely, obtaining a good electrical bond can lead to potential corrosion problems, if the
bonding is not properly implemented. Detailed corrosion requirements for systems are
imposed by other documents, such as MIL-HDBK-1568 for airborne systems.
While specific bonding levels needed to obtain required performance are system dependent,
2.5 milliohms has long been recognized as an indication of a good bond across a metallic
interface, particularly aluminum. There is no technical evidence that this number must be
strictly met to avoid problems. However, higher numbers tend to indicate that a quality
assurance problem may be present and bonding may be degrading or not under proper control.
Higher values may be more appropriate for other metals such as stainless steel or titanium.
Also, composite materials will exhibit much higher levels and imposed requirements should be
consistent with those materials. Selected bonding levels need to be justified for design and
demonstrated as being adequate, particularly when they deviate from traditional norms used in
the past.
Controls need to be implemented in shield termination paths through connector assemblies. A

realistic value would be on the order of 10 milliohms from the shield to the electronics
enclosure for a cadmium-plated aluminum assembly, with 2.5 milliohms maximum for any
particular joint.
Bonding measures for prevention of fuel ignition hazards from electrical fault currents need to
address areas with flammable vapors, installed electrical equipment (such as fuel pumps),
electrical paths of fault currents, available levels of fault current, and the bonding value
necessary for the implemented design architecture to prevent arcing, sparking, and hot spots.
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Historically, MIL-B-5087 (superseded by this document) first established electrical bonding
requirements for aircraft in 1949. Several electrical bonding classes were defined and
eventually designated in subsequent revisions as follows:
a. Class A for antenna installation – no bonding resistance specified.
b. Class C for current return path – fault current versus resistance table provided.
c. Class H for shock hazard – 0.1 ohm.
d. Class L for lightning protection – control internal vehicle voltages to 500 volts.
e. Class R for RF potentials – 2.5 milliohms from electronic units to structure.
f. Class S for static charge – 1.0 ohm.
MIL-B-5087 also provided several approved bonding techniques including the specific hardware
that was to be used for electrical bonding. This approach was in essence providing the
contractor with a bonding design requirement followed by direction on how to achieve the
requirement. There were also less obvious requirements in the standard such as a 2.5 milliohm
requirement on connector shells, when used to electrically bond shields. Over the years, the
2.5 milliohm class R requirement became synonymous with MIL-B-5087 and was universally
accepted as a design requirement for electronic units to vehicle structure. No scientific basis
has been found for this 2.5 milliohm requirement other than the fact that it is a value that can
be achieved with good metal-to-metal contact. It therefore represents a good design
requirement to ensure that positive electrical bonding is included in the design. The rationale
behind this class R bond was most likely to assure that the return circuit impedances were kept
very low due to the extensive use of single end circuits in that time frame. Modern electronics
uses primarily balanced circuits and the need for this low class R bond is less obvious.
Bonding requirements are still important in today’s systems, only from a different perspective.
The equipment case-to-structure class R requirement probably is not important in most
instances; however, the 2.5 milliohm is still a good number for several other electrical bonds
such as terminating shields to connectors and bonding a connector to the equipment case. It is
also a good value as a design goal where a good bond is needed for other purposes. It mainly
requires the designer to design an intentional bonding path.
The other bonding values of MIL-B-5087 for shock protection, current return paths, and static
charge are still valid numbers for use today.
Numerous instances of the need for good bonding have been demonstrated. Bonding
improvements or corrections have solved many system problems including precipitation static
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in UHF receivers, susceptibility of electronics to external electromagnetic fields, radiation of

interference into antenna-connected receivers, and lightning vulnerabilities.
The actual need for certain bonding in a particular application is not easily ascertained. It is
dependent on various items such as the shielding topology, type of circuit interfaces, and the
use of the enclosure as a ground reference for circuits and filters. For example, a subsystem
which is wholly contained (all enclosures and cable interfaces in a continuous unbroken shield)
typically does not necessarily require bonding for RF potential control. External currents will
remain outside the shield and internal currents will remain inside. This configuration is rare.
The increasing use of differential interface circuits makes equipment enclosure-to-vehicle
structure bonding less critical since there is better rejection of common-mode noise.
In systems using basically metallic structure, the entire vehicle structure forms a ground plane.
The introduction of composite materials in structure, which are much less conductive than
metals, has created a need in some cases to introduce separate ground planes to maintain
adequate control of E3.

Verification of protection measures for electrical bonding is necessary to ensure that adequate
controls are implemented.

The electrical bonding area involves a number of different concerns. The particular verification
methodology needs to be tailored for the bonding control being assessed. Many elements
require more than one form of verification. When bonding values in the several milliohm range
or less is required, accurate testing with a four point probe is a necessity. When much higher
values are adequate, inspection of surface finishes and mounting techniques supplemented by
analysis can be acceptable. Verification that bonding for lightning protection and antenna
patterns is adequate generally requires system-level testing. Analysis is an element of assessing
structural voltage drops for power returns, fuel ignition hazards, and personnel shock.
Requirements for electrical continuity across external mechanical interfaces on electrical and
electronic equipment are normally verified during the development of the equipment. The
equipment to structure interface is normally verified at the system-level. A measurement is
made from an enclosure surface to the next major assembly. For example, in an installation
with an enclosure mounted in a tray, separate measurements would be applicable from the
enclosure to the tray and from the tray to structure. The measurement is normally performed
with a DC resistance meter. Ideally, the impedance should be maintained as high in frequency
as possible. The impedance will normally remain low for enclosures that are hard-mounted to
structure. However, for enclosures installations which use bonding straps, such as shock
mounts, the impedance of bonding straps will be significant due to the inductance of the strap.
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A 5:1 length to width ratio or less is generally considered to be necessary for a bonding strap to
be effective.
Use of low current and voltage bonding meters, inspection and analysis of bonding paths, and
determination of the number of mechanical interfaces in a bonding path are some of the
aspects of verification.
Verification of electrical bonding measures for design against electrical shock is primarily
achieved by demonstrating that voltage faults to electrically conductive surfaces will not result
in hazardous voltages on the surface. These types of faults should normally trip circuit
protection equipment.

The adequacy of much electrical bonding can be evaluated through DC or low frequency AC
resistance measurements and inspection. RF measurements can be performed; however, they
require more sophisticated instrumentation, can provide misleading results, and are not
recommended. DC measurements have proven to provide a good indication of the quality of a
bond. An exception where high frequency measurements can be effective is transfer
impedance measurements of shielded cables. Under this type of evaluation, a known RF
current is driven on the cable shield and the voltage developed along the inside the shield is
measured. Electrical bonding levels of shield terminations and connector assemblies are
included in the overall measured value.
Bonding meters are normally four point devices which determine the resistance of a bond by
driving a known current between two probes and then measuring the voltage drop across the
bond with two other probes. Large applied voltages and currents can influence the
measurement by burning through contamination that might be on bonding surfaces. It is better
to use lower voltage and current devices to determine the value of a bond.
Torque requirements on bolts and screws plays a role in the effectiveness and life-cycle
durability of a bond.
Bonding measurements often require that a protective finish be penetrated with electrical
probes to obtain good electrical contact. Care should be taken so that a corrosion problem is
not introduced.
For lightning protection, metallic structural members (aluminum, steel, titanium, and so forth)
provide the best opportunity to achieve an electrical bond on the order of 2.5 milliohms. A
bond of this level will limit the induced voltage on system cabling to 500 volts from lightning
strike attachments (200 kA) to system structure.
Overpainting of structure for corrosion control prior to ensuring an electrical bond has been
documented as the leading cause of poor or ineffective bonds.
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P-static testing has found open bonds such as antenna mounting provisions which are
electrically isolated from system structure.
A.5.11.1 Power current return path.

For systems using structure for power return currents, bonding provisions shall be provided for
current return paths for the electrical power sources such that the total voltage drops between
the point of regulation for the power system and the electrical loads are within the tolerances of
the applicable power quality standard. Compliance shall be verified by test or analysis of
electrical current paths, electrical current levels, and bonding impedance control levels.

It is essential that system electrical and electronic equipment be provided with adequate
voltage levels from prime power sources for proper operation. Electrical fault conditions must
not introduce potential fuel or fire hazards due to arcing or sparking from melted or vaporized
structural material.

Power quality standards, such as MIL-STD-704 for aircraft and MIL-STD-1399-300 for ships,
control the supply voltage for utilization equipment within specified limits. The voltage is
maintained at a monitoring location termed the “point of regulation” with allowances for
voltage drops beyond this point to the input of the utilization equipment. These drops must be
controlled through wire conductor type and size selection and current return path design.
Most aircraft use structure as the return path for power currents. Bonding provisions must be
incorporated to control the impedance of this path. Space vehicle power systems generally
prohibit the use of structure as power return and should use the requirements of MIL-STD-1541
as guidance.

Maintaining required voltage levels on metallic aircraft at utilization equipment has not been a
problem since the current return paths have low impedance. With increasing use of
composites, the need for separate wire returns or implementation of a ground plane becomes
a consideration.

Voltage drops present in power current return paths must be evaluated to ensure that
electrical power utilization equipment receive power in accordance with power quality
standards and to ensure that fuel and fire hazards are avoided.

On most military aircraft, aircraft structure is used as the current return for electrical power.
The controls on bonding between structural members, the resistance of structure, and
electrical current levels need to be considered. For aircraft which use wired returns, the
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resistance of the wire is the primary consideration. The location of the point of regulation for
the power system also plays a role.

With metallic aircraft, voltage drops through structure are typically very low. Much higher
levels are possible with graphite/epoxy structure.
A.5.11.2 Antenna installations.

Antennas shall be bonded to obtain required antenna patterns and meet the performance
requirements for the antenna. Compliance shall be verified by test, analysis, inspections, or a

Good electrical bonding is a key element of successful antenna installation. Poor bonding can
result in changes to the desired antenna patterns and degradation of the effective apertures.
Communications antennas such as blade antennas, often become attachment points for
lightning. Without proper bonding, lightning can produce voltages which can severely damage
antenna-connected equipment.
Antennas are being connected to composite structures via metallic mesh. This “pseudo ground
plane” must be capable of conducting lightning induced currents.

Bonding provisions required to attain adequate antenna patterns and required antenna gains
are system dependent. Typically, counterpoises or ground planes associated with antennas are
designed to provide negligible impedance at the operating frequencies of the equipment.
Additionally, antenna designs that require a low resistance RF path for efficient operation
should have a low impedance path of minimum length to the appropriate metallic portion of
the antenna.

Poor bonding of antennas has resulted in degraded operations of communications and
navigation equipment. P-static generation at the antenna base has significantly degraded
equipment performance for VHF receivers. Additionally, severe lightning damage has occurred
on blade antennas with a poor ground plane, specifically, on composite panels. Damage has
been severe enough as to require replacement of the antenna and the entire panel.

Verification of bonding for antennas is necessary to ensure that adequate antenna patterns and
gains are achieved while providing sufficient low impedance paths for currents induced by p-
static, RF, and lightning sources.
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Verification of bonding measures for antennas is achieved by demonstrating there is a low
impedance path between the conducting portions of the antenna and the counterpoise or
ground plane. Antenna patterns and gains can be verified in anechoic chambers or in an RF
quiet environment.

The adequacy of antenna bonds can be evaluated through antenna pattern measurements, DC
resistance measurements, and inspection. AC measurements are desired; however, they
require more sophisticated measurement equipment and procedures.
A.5.11.3 Mechanical interfaces.

The system electrical bonding shall provide electrical continuity across external mechanical
interfaces on electrical and electronic equipment, both within the equipment and between the
equipment and other system elements, for control of E3 such that the system operational
performance requirements are met. For instances where specific controls have not been
established for a system and approved by the procuring activity, the following direct current
(DC) bonding levels shall apply throughout the life of the system.
a. 10 milliohms or less from the equipment enclosure to system structure, including the
cumulative effect of all faying surface interfaces.
b. 15 milliohms or less from cable shields to the equipment enclosure, including the
cumulative effect of all connector and accessory interfaces.
c. 2.5 milliohms across other individual faying surfaces within the equipment, such as
between subassemblies or sections.
Compliance shall be verified by test, analysis, inspections, or a combination thereof.

Mechanical bonding (formerly designated Class R “Radio Frequency” in MIL-B-5087) is
necessary to avoid coupling of interference signals present in the system to subsystems. These
interference signals may be generated by other subsystems, the external EME, lightning, p-
static, power system ground currents, and so forth. The interference signals from subsystems
are usually RF noise on power and control circuits that are seen on subsystem grounds. With a
low resistance between a subsystem and the rest of the system, potential differences can be
controlled to low values.

There is a general requirement for all systems to address and implement bonding measures,
without specific control levels being stated. An important issue is that bonding be “under
control” and at “known levels.” Bonding must not be haphazard or erratic. Repeatability of
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performance from system to system and over time is critical. Specific control levels are the
responsibility of the developing activity to propose and obtain procuring activity approval.
There are bonding levels provided in the requirement where specific alternative controls have
not been developed for a platform. The levels are specified to take several items into
consideration. They involve the entire interface between equipment enclosure and system
hardware as a whole, without addressing each individual mechanical interface. Both system
integrator provisions (such as electrical harnesses, equipment mounting racks, and
surface/material treatments) and equipment manufacturer provisions (such as connector
installation and surface/material treatments) are included. The values take into account that
several faying surface interfaces are often included. For example, the cable shield termination
requirement will often include the following interfaces: shield to backshell, backshell to
connector shell, mating between connector shells, and connector shell to enclosure. Also, the
levels are specified as a requirement “at the end of life,” which addresses the life cycle aspects
of this standard. In general, lower values than those specified will be required during
manufacturing to account for degradation over time. The expected degradation over time must
be understood.
There will be instances where the 10 milliohm value from equipment enclosure to system
structure may not be adequate. Army aviation has experienced an issue on board rotary wing
aircraft when a particular bond exceeded 8 milliohms. This example emphasizes that it is best
to review individual situations to determine actual bonding requirements based on the
equipment involved and the environments being encountered.
The 15 milliohm bonding requirement from cable shields to the enclosure is an important
element of the overall transfer impedance performance of a shielded cable. The transfer
impedance is the relationship of a common mode voltage developed within the shield that is
impressed on interface circuits relative to currents flowing on the shield. Ideally the connector
assembly transfer impedance should be low enough that the transfer impedance of the entire
cable shield is the dominant factor in the overall transfer impedance of the entire shield and
terminating connector assemblies.
Poor mechanical bonding on ships has resulted in the “rusty bolt” effect where intermodulation
products are generated by non-linear effects of the improper bonds. See discussion in A.5.2.1
for additional information.

Most EMC handbooks contain information on various techniques to obtain a successful
mechanical “Class R” bond. Specific techniques are not required in this standard to allow a
more flexible implementation of bonding. The use of 2.5 milliohms in the past has precluded
many EMI problems. On one aircraft, the rudder was found to shake while being subjected to
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the external environment. The problem was determined to be that the aileron rudder
interconnect subsystem was not mechanically bonded. Once bonded, the rudder was stable.
Measurements during several years of Navy ASEMICAP tests have revealed equipment bonding
measurements that do not always meet the 2.5 milliohm requirement. Extensive E3 tests
afterwards generally have not connected any EMI problems with the degraded bonding. This
extensive data base has supported the concept that it is possible under some conditions to
exceed 2.5 milliohms and still have adequate E3 control.
Bonding requirements in the past have largely focused on bonding between an equipment
enclosure and system structure. In many cases, it has been recognized that bonding of cable
shields is more critical to performance than enclosure bonding. There are even cases where it
is desirable to isolate an enclosure from structure, such as to prevent large lightning currents
from flowing along a particular cable harness. For these cases, it is essential to ensure that the
electronics and filtering in the enclosure are configured such that the lack of a bond will not be
detrimental.

Testing is required to actually measure a low impedance bond. Inspection of drawings and
processes can ensure that bonding provisions are properly implemented. Analysis of the role of
bonding in providing overall E3 protection is necessary.

The first step in verification is to review the bonding implementation to determine the amount
of resistance required from the equipment enclosure to the system ground reference. Next an
analysis is made of the points where the measurement can be made. Based on the
measurement points, the resistance between the two points is calculated using the total of the
mechanical bonds in the path. When actually performing the measurement, first visually
inspect the bonds to verify their presence and proper construction. Then, remove all other
connections to the equipment to ensure that only the mechanical bonding is being measured
and not the equipment safety ground or other grounding provisions.

Bonding meters that use high voltage and current which may arc or burn through
contamination in junctions thus giving optimistic readings should be avoided.
When bonding was accomplished as outlined above with the calculation of the total resistance
across a number of faying surfaces, a common problem has been avoided of over-designing the
bonding. Measurements can be made using a common point on the system for one probe,
thereby simplifying the test.
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A.5.11.4 Shock, fault, and ignitable vapor protection.

Bonding of all electrically conductive items subject to electrical fault currents shall be provided
to control shock hazard voltages and allow proper operation of circuit protection devices. For
interfaces located in fuel or other flammable vapor areas, bonding shall be adequate to prevent
ignition from flow of fault currents. Compliance shall be verified by test, analysis, or a

Personnel must be protected from hazardous voltages. For circuit protection devices to work
properly, bonding must be adequate to allow sufficient fault current flow to trip the devices in a
timely manner. Flow of electrical fault currents across poorly bonded interfaces can cause
arcing, sparking and hot spots due to heating of materials that may result in ignition of
flammable vapors.

Voltages on conductive surfaces can result from sources such as broken components in
assemblies allowing “hot” wiring to contact the housing or from electrically referencing a circuit
to the housing (such as capacitive filtering). The requirement addresses any electrically
conductive portion of the system which can become “hot” from contact with higher voltage
wiring. It is not limited to electrical and electronic housings. MIL-HDBK-454, Guideline 1,
suggests protection from voltages in excess of 30 volts rms and DC.
Requirements to prevent ignition of flammable vapors need to consider any paths where
significant fault currents may flow. Most prominent are fault paths associated with electrical
devices that receive prime electrical power for operation, such as fuel pumps or valves.
Considerations should address issues such as available fault currents, structural materials used,
areas always immersed in fuel, surface finishes (both bonding areas and exposed surfaces),
sealants, and types of debris potentially present.
Past studies on electrical bonding for fault currents in flammable vapor areas have determined
that bonding requirements are related to a particular voltage appearing across the interface
under fault conditions. Since the developed voltage is directly proportional to the fault current
for a fixed resistance, required bonding levels vary dependent on the available fault current. An
ignition threshold was found to be 0.37 volts for an aluminum safety wire with a point contact
in parallel with the intended bonding path. A safety factor of five has been used to account for
degradation over time and variability in testing with 0.074 volt bonding criteria resulting.
Under this approach, the available fault current for a circuit is first calculated by dividing the
source voltage by the wiring resistance in the circuit. For example, using a 115 volt, 400 Hz,
source and 200 milliohms of wiring resistance, the available fault current is 575 amperes. The
required bonding resistance is determined by dividing 0.074 volts by 575 amperes with a result
of 0.13 milliohms. Bonding levels specified in SAE ARP1870 for fault currents are based on the
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study results. Other work found that less severe bonding levels were appropriate for safety
wire made of stainless steel rather than aluminum.
Flammable vapors can be ignited through electrical arcs, sparks (hot particles and voltage
breakdown), and thermal hot spots. As an example of an ignition threshold, JP-5 fuel vapors
can be ignited by thermal hot spots at 245 degrees Centigrade.

Powerline filtering arrangements in electronics which isolate the powerline neutral from chassis
can result in hazardous voltages on the enclosure if the frame ground is disconnected.
Typically, filters will be present on both the high side and the return which will have
capacitance to the chassis. If the chassis is floating with respect to earth ground, the capacitors
act as a voltage divider for AC waveforms with half the AC voltage present on the case with
respect to earth. The value of the capacitors determines the amount of current that may flow.
For circuit protection to work quickly and effectively, fault currents well in excess of the rating
of the circuit are necessary. For example, a circuit breaker can take tens of seconds to interrupt
a circuit at a current twice its rating.

Some testing will probably be necessary to evaluate bonds. Analysis will be necessary to
determine where potentially hazardous voltages exist and to assess fault conditions.

System elements where potentially hazardous voltages may appear need to be identified. Fault
current paths and associated electrical bonding provisions need to be assessed for adequacy. A
traditional control level for shock hazard protection contained in MIL-B-5087 and MIL-STD-1310
was 0.1 ohms. This level is somewhat arbitrary but it may be a suitable control for some
applications.

The level of bonding necessary to meet this requirement will normally require that four point
bonding meters discussed in section A.5.11 be used for measurements.
A.5.12 External grounds.

The system and associated subsystems shall provide external grounding provisions to control
electrical current flow and static charging for protection of personnel from shock, prevention of
inadvertent ignition of ordnance, fuel and flammable vapors, and protection of hardware from
damage. Compliance shall be verified by test, analysis, inspections, or a combination thereof.
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External grounds are necessary to provide fault current paths for protection of personnel from
shock hazards and to dissipate static electricity for prevention of hazards to personnel,
flammable vapors, ordnance and electronic hardware.
All telecommunications and electronic facilities are inherently referenced to earth by capacitive
coupling, accidental contact, and intentional connections. Therefore, “ground” must be looked
at from a total system viewpoint, with various subsystems comprising the total facility ground
system. The facility ground system forms a direct path of known low impedance between earth
and the various power, communications, and other equipments that effectively extends in
approximation of ground reference throughout the facility. The facility ground system is
composed of an earth electrode subsystem, lightning protection subsystem, fault protection
subsystem, and signal reference subsystem.
For safety reasons, both the MIL-STD-188-124 and the National Electrical Code in NFPA 70
require that electrical power systems and equipment be intentionally grounded. Therefore, the
facility ground system is directly influenced by the proper installation and maintenance of the
power distribution systems. The intentional grounding of electrical power systems minimizes
the magnitude and duration of overvoltages on an electrical circuit, thereby reducing the
probability of personnel injury, insulation failure, or fire and consequent system, equipment, or
building damage.

Many portions of a system require a grounding scheme to ensure that a suitable current path is
available for sufficient currents to flow in the event of an electrical fault to trip circuit
protection devices. All electrically conductive surfaces with which personnel may come in
contact need to be bonded to the ground reference to prevent hazardous voltages from
appearing on the surfaces during faults and to provide a path for the resultant fault currents to
trip the protection devices.
Grounding provisions are often necessary under certain operations to provide a current path to
prevent static electricity charges from accumulating, such as during ordnance handling,
refueling or other flammable vapor operations, and maintenance actions on sensitive
electronics.
Grounding provisions are usually required for munitions that are stored in bunkers while in
containers, or when exposed to the elements to reduce static charge buildup during handling.
These include munitions-to-container, container-to-ground, and munitions (not in containers)-
to-ground.
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General Tactical Ground Shelter Grounding Guidance:
The facility ground system connects any metallic element of the associated subsystems to earth
by way of an earth-electrode configuration. It establishes a reference potential common to any
equipment or subsystem and makes the ground potential available throughout the system. In
general, four subsystems comprise the facility ground system and should be addressed during
the design and installation of any electrical and electronic equipment, subsystem, and system.
Although, it is not possible to have a fixed set of rules governing the grounding of all
conceivable electrical or electronic equipment or system configurations, the guidelines
presented here should be adapted to the requirement of a particular tactical installation. More
detailed guidance is provided in MIL-STD-188-124 and MIL-HDBK-419.
It is important that serious consideration be given to grounding implementation. Proper

grounding can have a significant impact on the ability to maintain operations under adverse
conditions. This section contains grounding requirements for tactical deployments of mobile
equipment. Grounding methods set forth are based not only on implementation
considerations but also on complying with specific measured resistance requirements. The
tactical deployments of mobile equipments are considered to be of four types: stand-alone
equipment, stand-alone shelters, collocated equipments and collocated shelters.
A stand-alone shelter is comprised of equipment housed in a mobile metallic shelter and,

typically, is not situated close enough to other equipments to merit construction of a common
extensive earth electrode subsystem between its interfacing systems. Power supplied to the
shelter may come from a power generator or a commercial source. Interfacing with the shelter
may be through the power cable. The need for grounding stand-alone shelters is to provide a
ground for: 1) the fault protection subsystem, 2) “bleeding off” static charges or EMI from
interfacing signal cables, 3) the signal reference subsystem, and 4) the lightning protection
subsystem.
Collocated mobile equipments are equipments operating individually but hosted together
within a single transportable enclosure, such as a tarpaulin. Typically, these equipments are
not rack mounted and may be situated on the earth. Intra-enclosure communication links may
exist among equipments, but normally links are established between equipment and an
external system. Basic operational characteristics of collocated equipments are similar to
stand-alone equipments. Grounding requirements are primarily for personnel safety from
lightning and power faults.
Collocated shelters are transportable metallic shelters that share common signal or power
cables and are classified in two general categories; those located within 8 meters (26.5 feet) of
one another, and those located greater than 8 meters from one another. Collocated shelter
configurations are typically of an equipment system that must be housed in multiple shelters.
Grounding requirements for collocated shelters are required to provide personnel and
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equipment protection from the effects of lightning and power faults and to provide a reference
for signal grounds. Particular consideration must be given to collocated shelters receiving
power from the same power source or communicating over inter-shelter signal cables. The
need to establish an all encompassing shelter grounding system for collocated shelters situated
more than eight meters apart should be a function of ground resistance measurements taken at
each shelter site. The ground system of each shelter should be interconnected as shown in
MIL-HDBK-419. If noise or other undesirable effects are produced as a result of higher ground
resistance differences, the system having the higher resistance can be reduced by use of
chemical treatment or enhancement per MIL-HDBK-419.
Fixed prefabricated shelters are generally designed having the major components prefabricated
and then assembled on-site into a fixed shelter which can be considered as a fixed facility. As
such, it should have its own earth electrode subsystem (ring ground). It should also have a
lightning protection subsystem meeting the requirements of MIL-HDBK-419, whenever the
shelter is located outside the cone of protection of a higher grounded tower. The shell of
metallic prefabricated shelters should be constructed to be electrically continuous and should
be grounded to the earth electrode subsystem to bleed off static charges and reduce the
effects of interference to C-E equipments and circuits. If metallic and electrically continuous,
the skin of a fixed prefabricated shelter may serve as the equipotential plane. If the skin is not
metallic or electrically continuous, a separate equipotential plane will be required.
At space vehicle launch systems and facilities, the launch vehicle should be earth grounded at
the launch site. It is important that ground loops be controlled for electrical interfaces between
launch vehicles and space vehicles to prevent problems.

Ignition of ordnance and fuel vapors and damage to electronics have all occurred from static
discharges.

To ensure safety, proper use and installation of external grounds for the system must be
verified.

Inspection is appropriate for verification that external grounding provisions have been
implemented.

Installation practices should be reviewed to ensure that corrosion protection is included.
A.5.12.1 Aircraft grounding jacks.

Grounding jacks shall be attached to the system to permit connection of grounding cables for
fueling, stores management, servicing, maintenance operations and while parked. ISO 46
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contains requirements for interface compatibility. Grounding jacks shall be attached to the
system ground reference so that the resistance between the mating plug and the system ground
reference does not exceed 1.0 ohm DC. The following grounding jacks are required:
a. Fuel nozzle ground. A ground jack shall be installed at each fuel inlet. To satisfy
international agreements for interfacing with refueling hardware, the jack shall be
located within 1.0 meter of the center of the fuel inlet for fuel nozzle grounding.
b. Servicing grounds. Ground jacks shall be installed at locations convenient for servicing
and maintenance.
c. Weapon grounds. Grounding jacks shall be installed at locations convenient for use in
handling of weapons or other explosive devices.
Compliance shall be verified by test and inspections.

Grounding between air vehicles and servicing equipment is essential to prevent safety hazards
from electrostatic charging effects. The grounding provisions provide paths for equalization of
voltage potentials between various points. Grounding jacks must be located at a sufficient
number of locations to provide ease of maintenance and to comply with international
agreements.
It is well established that sparks due to voltage potential differences between aircraft and
servicing equipment can be sufficient to ignite fuel vapors. The motion of fuel during refueling
operations is a large contributor to static charging. There is also a concern to prevent
electrostatic discharge during ordnance handling. EIDs used in ordnance are potentially
susceptible to inadvertent ignition from static discharge.
Electrical resistance between the grounding jack and vehicle structure must be controlled to
ensure that an adequate connection is present to dissipate static charge.

Relatively poor electrical connections (much greater than the specified one ohm) are adequate
to dissipate static charge. However, controls must be imposed which indicate that a reasonable
metal-to-metal connection is present. Allowing values greater than 1.0 ohm could result in
questionable or erratic connections being considered adequate.
Technical Order 00-25-172 provides requirements for grounding of Air Force aircraft during
servicing. MIL-HDBK-274 provides information for naval aircraft operations and maintenance
personnel to ensure that aircraft are properly and safely electrically grounded for both static
and power.
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Connection between the aircraft and servicing equipment in the presence of potentially
hazardous materials is necessary to prevent potential problems due to electrostatic discharges
between servicing equipment hardware and aircraft structure.
International agreements require common interfaces for aircraft static grounding. ISO 46
provides the physical description of grounding jack provisions to ensure interface compatibility.
MIL-DTL-83413 specifies hardware for aircraft static grounding.

Aircraft fuel fires have been attributed to electrostatic discharge. Precisely demonstrating that
an electrostatic discharge caused a mishap is usually not possible due to difficulty in
reproducing conditions that were present.
Grounding jacks on aircraft in the field have been found to be electrically open-circuited with
respect to the aircraft structure due to corrosion. It is important that corrosion control
measures be implemented at the time of installation.

To ensure safety, compliance with provisions for grounding jacks must be verified.

Placement of jacks can be verified by test of required distances and inspection. Proper bonding
resistance can be verified by test with an ohmmeter.

The availability of grounding jacks on modern aircraft has minimized the probability of an
explosion during fueling and ordnance handling.
Proper treatment of surfaces should be reviewed to determine if measures have been

implemented to ensure that life cycle issues have been addressed such that corrosion will not
degrade electrical bonding of the jacks over time.
A.5.12.2 Servicing and maintenance equipment grounds.

Servicing and maintenance equipment shall have a permanently attached grounding wire
suitable for connection to earth ground. All servicing equipment that handles or processes
flammable fuels, fluids, explosives, oxygen, or other potentially hazardous materials shall have a
permanently attached grounding wire for connection to the system. Compliance shall be
verified by inspection.

Grounding provisions are required to prevent electrical shocks to personnel and potential
arcing in the presence of hazardous materials.
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Electrical fault conditions within the servicing and maintenance equipment can cause
hazardous voltages to appear on the structure of the equipment. The grounding wire for
connection to earth is necessary to allow fault currents to flow and actuate circuit protection
devices, thereby removing the hazardous voltage. If an earth ground is always present through
the power cord to the equipment, then separate ground provision should not be necessary.
The grounding wire for connection to the system prevents voltage differences from developing
due to static charging effects, which can cause arcing and potential ignition of flammable
vapors. If the servicing connection is designed to provide an electrically conductive path
between the system and the servicing equipment, then a separate grounding wire should not
be necessary.

Not applicable

The implementation of grounding needs to be verified.

Inspection of hardware or drawings is adequate to ensure that appropriate grounding
provisions are included.

Not applicable.
A.5.13 TEMPEST.
National security information shall not be compromised by emanations from classified
information processing equipment. Compliance shall be verified by test, analysis, inspections or
a combination thereof. (NSTISSAM TEMPEST/1-92 and CNNS Advisory Memorandum TEMPEST
01-02 provide testing methodology for verifying compliance with TEMPEST requirements.)

Compromising emanations are unintentional intelligence bearing signals, which if intercepted
and analyzed, would disclose national security information transmitted, received, handled, or
otherwise processed by any classified information processing system. The requirement for
TEMPEST is found in DoDD C-5200.19 (classified). For Air Force aircraft, this requirement is
generally applied to the communications subsystem only.

Baseline requirements are contained in NSTISSAM TEMPEST/1-92, NSTISSAM TEMPEST/1-93,
NSTISSAM TEMPEST/2-95, CNNS Advisory Memorandum TEMPEST 01-02, and Navy publication
IA PUB-5239-31.
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The need to apply TEMPEST requirements is determined by the certified TEMPEST technical
authority (CTTA). The CTTA considers several vulnerability and threat factors to determine the
residual risk to which the information is exposed. The CTTA then determines if
countermeasures are required to reduce risk to an acceptable level and identifies the most cost
effective approach to achieving imposed TEMPEST requirements.
Points of contact for the military services are as follows:
Air Force: HQ AFCA/TCBA-CTTA, 203 West Losey St, Room 2100, Scott AFB, IL 62225-5222.
Telephone: (618) 256-5588. By e-mail: AFCA.CTTA.EMSEC@us.af.mil.
Army: Army TEMPEST Program Manager, 310th Military Intelligence Battalion, IAMG-C-TMP,
4552 Pike Road, Fort George G. Meade, MD 20755. Telephone: (301) 677-4440. By e-mail:
902d310thTEMPEST@mi.army.mil.
(Navy TEMPEST is covered under Information Assurance.)
Navy: Inquiries on the Navy TEMPEST policy may be directed to: https://infosec.navy.mil.

In some cases, the RE102 limits of MIL-STD-461 are considered an acceptable risk level for
TEMPEST control of unintentional radiated electromagnetic emissions.
Additional TEMPEST lessons learned fall into three categories: 1) cases where inadequate
requirements were levied on the system; 2) cases where requirements were appropriate, but
implementation or procedural errors resulted in potentially compromising emissions; and 3)
cases where unnecessarily harsh requirements were levied on the system resulting in
questionable expenditure of program funds. The former and latter categories have been
judged to be equally inappropriate. The second must be considered as cost and risk trades for
the program. To address these three issues, National Policy established the CTTAs to ensure a
balance of risk and cost through implementation of a risk management process.

Good EMC design practices can significantly reduce, but not necessarily eliminate, the risk of
compromising national security information. Depending upon the environment in which these
systems will operate, this risk may be unacceptable. The CTTA should take into account the risk
(such as the location, the level being processed, amount being processed, and so forth) and
weigh it against the cost prior to accepting TEMPEST compliance by analysis or inspection.

Test guidelines can be found in the documents referenced in the verification requirement.
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MIL-STD-464C
APPENDIX A

Due to the nature of TEMPEST testing, lessons learned are often classified. While most
programs take TEMPEST into account during the design phase, a large number of discrepancies
are still found. Strictly using analysis to verify system performance can be inherently risky.
When certification tests have been run on systems, the tests have sometimes revealed that a
system did not meet the applicable standards. It is important to note that the CTTA may
consider the option of analysis or test certification as a trade-off for possible cost savings versus
the risk associated with a specific program.
A.5.14 System radiated emissions.

The system shall control radiated fields necessary to operate with the other co-located systems
and to limit threat capability to detect and track the system commensurate with its operational
requirements.
A.5.14.1 Emission control (EMCON).

When tactical EMCON conditions are imposed, surface ships, submarines and airborne systems
electromagnetic radiated emissions shall not exceed -110 dBm/m2 (5.8 dBµV/m) at one nautical
mile or -105 dBm/m2 (10.8 dBµV/m) at one kilometer in any direction from the system over the
frequency range of 500 kHz to 40 GHz, when using the resolution bandwidths listed in TABLE XI.
Compliance shall be verified by test and inspection.

EMCON generally provides for protection against detection by hostile forces who may monitor
the electromagnetic spectrum for any emissions that indicate that presence and operation of
military electronics. These “unintentional” emissions may originate from spurious signals, such
as local oscillators, being present at antennas or from electromagnetic interference emissions
from platform cabling caused by items such as microprocessors.
Operations on Naval ships are frequently conducted in electromagnetic silence which is the
most stringent state of EMCON. Other systems located onboard the ship (such as aircraft, tow
tractors, fire control radars, and ship communication systems) are not permitted to transmit on
any radios, radars, and navigation equipment over the frequency range of 500 kHz to 40 GHz.
This operation has resulted in requiring systems that deploy on ships to be capable of
controlling emissions from their onboard active transmitters by quickly changing operating
mode to receive, standby, or off and to control all other unintentional emissions such that they
are undetectable.
After aircraft have been launched from the ship, EMCON is frequently used to avoid detection
of the aircraft.
The Air Force considers EMCON to be an aspect of enhancing “low observable” properties of a
platform.
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APPENDIX A

The highest state of EMCON used aboard Naval ships is complete RF silence; however, other
states of EMCON exist. Based on the activity of possible threats and operational needs for
safety and security, normal active emissions are permitted for selected frequency ranges. For
instance, if normal UHF communications is authorized, then it could be called EMCON Alpha.
Further states are set depending upon which transmitters (frequency ranges) are authorized to
be active. Typically, the systems being developed under this standard will be either all on or all
in the EMCON mode with no sub-states. Some subsystems are normally in a non-emitting
mode and are not controlled by the EMCON function. A system such as the UHF
communications is always in receive unless the operator presses the push-to-talk button.
Therefore, it is already in a non-emitting mode, and if EMCON Alpha was authorized, the radio
could transmit without deactivating the EMCON function. It is important to note the need for
complete electromagnetic silence from all aspects of the system. Positively no emissions in
excess of the specified level are permitted from antenna-connected sources or from
unintentional sources such as cables and equipment.
The Navy is experiencing substantial increase in the number and types of wireless technologies
being deployed on ships, subs, and aircraft. In many instances, these technologies are COTS
equipment used in interior compartments, and the crews typically want to use the wireless
technologies even during radio silence conditions. Platform-level EMCON measurements to
date on Navy ships indicate that the EMCON limit can be exceeded by substantial margin,
depending on location of the wireless equipment within the platform and other factors such as
whether doors or hatches are open or closed. It is recommended that if the EMCON limit due
to COTS wireless technology use results in exceeding the EMCON limit, the Program Manager
should ensure that a susceptibility assessment is performed to determine the risk to the
platform and take appropriate action to mitigate the risk. It is expected that this assessment, at
minimum, will take into account the geographic operating region (e.g., near the coast of a
metropolitan area, at a pier in a port, or in open water away from sea traffic) and the
associated ambient electromagnetic environment.

Radio silence, now called EMCON, was used very effectively during World War II to hide the
location of Naval ships from the Japanese. EMCON was used by Naval forces in the Viet Nam
War and Korean War to deploy aircraft over the forward edge of the battle area. These tactics
continue today in modern Naval forces.
Local oscillator emissions must be controlled for a system to meet EMCON requirements.

Almost all systems have a variety of apertures that are sources of unintentional radiation. Since
many of these apertures are inadvertent, it is only possible to find some emissions by test.
Analysis is not reliable.
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APPENDIX A

The measurement of the EMCON level is normally conducted in an anechoic chamber at a
distance close to the system where normal laboratory equipment can be used to detect the
emissions. After several years of EMCON tests by the Naval Air community, the distance
commonly used is 10 meters from the system. At this distance the values measured are related
to the EMCON limit through the inverse square law of EM propagation. The following equation
is used:
Equation A-8
where:
Pd = Power density (watts/meter2)
Pt = Power transmitted (watts)
Gt = Gain of transmitting antenna
r = Radius from aircraft (meters)
Since the power density is proportional to 1/r2 with other parameters remaining constant, the
limit at 10 meters, assuming far-field conditions are maintained, is calculated by:
Limit = -110 dBm/m2 + 20 log (1852 meters per nautical mile/10 meters) = -64.6 dBm/m2.
EMCON measurements are made at 4 positions around the system, usually at 45, 135, 225 and
315 degrees from the front. Additional positions are added above, below and around the
system based on antennas positions and apertures. The measurement equipment used to
detect the emission is a spectrum analyzer augmented with a preamplifier or an EMI receiver
with a noise figure capable of having 6 dB or more margin between the noise floor and the
derived EMCOM limit. No distinction is made between narrow or broadband signals. Receiver
dwell time must be sufficient to capture the peak value of signals whose level varies with time.
At each position, an ambient measurement is made with all equipment on the system turned
off, followed immediately by a system EMCON measurement. The two measurements are
compared to remove emissions common to both. Emissions that remain in the emission
measurement are evaluated if they exceed the derived EMCON level. Those emissions that
exceed the level undergo further testing and analysis to determine compliance. Issues such as
near-field effects and ground reflections need to be considered. On mature systems which are
having additional capability added, the ambient measurement can be used to measure the
system’s active emissions, and the EMCON measurement then detects the new capability in the
EMCON mode. Pre-existing emissions from the mature system are removed from evaluation.
The developing activity can show by analysis of extrapolated measurements that the system
does not radiate above the EMCON limit. The extrapolated MIL-STD-461E limit (for fixed wing
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MIL-STD-464C
APPENDIX A
aircraft “external” and helicopter applications) is less than the EMCON limit at all frequencies.
For example, the maximum RE102 value of 69 dBμV/m occurs at 18 GHz and is 2 dB below the
EMCON limit. Extrapolating 69 dBμV/m to 1 nautical mile (1852 meters), assuming far-field
conditions and using the relationship that Pd = E2/377 (where Pd is power density and E is field
strength), yields:
69 dBμV/m - 116 (dBm/ m2)/(dBμV/m) - 20 log (1852 meters/1 meter) = -112 dBm/m2
Since this extrapolation uses near-field measurements to determine far-field values, there is
some uncertainty concerning actual far-field levels. The far field levels will tend to be higher
than those predicted. However, the example uses a worst-case point on the RE102 curve and
the technique is considered to be valid for the purposes of the EMCON requirement.

For equipment which is required to meet the radiated emission limits of MIL-STD-461, there is
assurance that the overall system will comply with the EMCON requirement for any emission
contributions from this equipment at most frequencies of interest. When other EMI standards
are imposed, analysis is necessary to determine whether the requirements are adequate for
EMCON at the system-level.
Naval ship subsystems typically have a standby select switch for powering up the subsystems
without deliberately transmitting.
A.5.14.2 Inter-system EMC.

Unintentional radiated emissions from overall Army tactical ground vehicles shall be controlled
such that antenna-connected receivers located in nearby Tactical Operation Centers (TOCs),
vehicle convoys and other systems meet their operational performance requirements.

In the modern net centric battlefield, systems are deployed with different mission equipment
packages (MEPs). These MEPs have variation in equipment to include: different communication
packages over and above standard VHF and UHF transceivers, GPS receivers and non-
communication receiver systems. As such, standard Intra-System EMC address only equipment
and subsystems associated with the system under consideration and does nothing to address
the interactions with other collocated receiver systems in a separate tent, building, on a vehicle
or shelter. Examples are when inter-system interference occurs within a convoy of vehicles, or
when a vehicle maneuvers or positions around tents, buildings, or shelters. In such cases,
vehicles may have collocated antenna-connected systems with different MEPs. One system
may exhibit electromagnetic radiation (EMR) characteristics which interfere with the optimal
operation of other collocated systems.
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APPENDIX A
Communications, which include antenna systems, are left mounted to the shelter or vehicles to
support the mission. Some of these shelters/vehicles are parked as close as a meter from one
another. In maneuver elements, tactical vehicles with various MEPs are also grouped to form a
forward TOC or command post. These elements tend to keep equipment in the vehicle/shelter
so they can quickly jump to next location or get out of harm’s way. Additional concerns are
equipment and subsystems that are added in the field based on mission requirements. These
subsystems include specialized detection equipment or upgraded communications.

Operational scenarios and mission profiles must be examined to determine the probability of
tactical ground vehicles falling in a category that would be collocated near other systems using
antenna-connected receivers.

Many issues have arisen during the efforts to digitize the battlefield. Communications are more
critical as a force multiplier and commanders rely on communications more extensively than
ever before. This has come to realization during current conflicts and the integration of
complex electronic equipment such as computers, sensors, and electronic engine controls on a
vehicle. The integration of these items can produce interference with collocated antenna-
connected receivers.

Testing and analysis are required to evaluate the potential for unintentional radiated emissions
from tactical vehicles affecting antenna-connected receivers associated with collocated
systems.

Ideally, an inter-system EMC source/victim evaluation, similar to that performed during intra-
system EMC on a single platform, should be performed at realistic distances. Because the
victim system is not typically available to support inter-system testing, the victim system may
be simulated instead. The simulation consists of an antenna system elevated above the facility
floor to a level commensurate with points of interest on vehicle and the victim system. It
should be emphasized that if the victim system is a metal platform, that elevation consists of a
metallic ground plane at the level of the top parts of the victim vehicle to which antennas are
mounted. Antennas of the same type as used by typical victim systems (such as data radios and
mobile satellite systems) are mounted on the elevated level. These antennas are connected via
coaxial transmission lines to EMI receivers in a control chamber outside the test facility, or at
some distance from the test setup. The performance criteria would be related to sensitivity
levels of the receivers of the victim system, similar to measurements under section A.5.2.4.
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MIL-STD-464C
APPENDIX A
A.5.15 EM spectrum compatibility.

Spectrum-dependent systems shall comply with the DoD, national, and international spectrum
regulations for the use of the electromagnetic spectrum (such as National Telecommunications
and Information Administration (NTIA) “Manual of Regulations and Procedures for Radio
Frequency Management” and DoDI 4650.01). Compliance shall be verified by test, analysis, or a
combination thereof, as appropriate for the development stage of the system.

The availability of adequate spectrum to support military electronic systems and equipment is
critical to maximizing mission effectiveness. Spectrum planning and frequency management
must be given appropriate and timely consideration during the development, procurement, and
deployment of military assets that utilize the electromagnetic spectrum. To ensure maximum
compatibility among the various worldwide users of the electromagnetic spectrum, it is
essential that spectrum-dependent equipment comply with spectrum usage and management
requirements. The DoD’s use of the spectrum is constantly being challenged by the commercial
sector. It is expected that the military’s control of the spectrum will diminish in favor of
commercial use. As more and more spectrum is taken away, the available spectrum must be
managed as efficiently as possible to ensure the success of all military operations.

The U.S. national hierarchy for spectrum management was established by the Communication
Act of 1934. Under the Communications Act, the Federal Communications Commission (FCC)
oversees the U.S. civilian use of the spectrum, and the Department of Commerce, NTIA,
oversees the federal Government’s use of the spectrum. The Director, NTIA, executes these
duties through the Interdepartment Radio Advisory Committee (IRAC), which consists of
representatives from Government departments and agencies, including a representative from
each military service. The Assistant Secretary of Defense for Networks and Information
Integration/Department of Defense Chief Information Officer (ASD(NII)/DoD CIO) oversees
spectrum management within the DoD. Additionally, the International Telecommunications
Union (ITU) establishes world-wide radio regulations.
Spectrum supportability risk assessments consisting of an Equipment Spectrum Certification

(ESC), Host Nation Spectrum Certification Assessment, and an E3 Assessment are required in
accordance with DoDI 4650.01. Spectrum certification is a legal statute derived from applicable
provisions of 47 United States Code (U.S.C.) Sections 305 and Chapter 8, Office of Management
and Budget (OMB) Circular No. A-11, 47 CFR Part 300. OMB Circular No. A-11 states the
following: "Estimates for the development or procurement of major communications-
electronics systems (including all systems employing space satellite techniques) will be
submitted only after certification by the National Telecommunications and Information
Administration, Department of Commerce, that the radio frequency required for such systems
is available." ESC denotes the supportability of an electronic system or equipment for
operation in a designated frequency band. The DoD ESC process requires that a DD Form 1494,
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MIL-STD-464C
APPENDIX A
“Application for Frequency Allocation,” be submitted through appropriate Service Frequency

Management Office for approval. Instructions are delineated by each service for compliance
with ESC regulations. An approved frequency allocation authorizes the development or
procurement of spectrum-dependent systems in a defined frequency band or specified
frequencies. Without an approved frequency allocation, the program manager does not have
the authority to procure spectrum-dependent equipment, including commercial spectrum-
dependent items. The program manager is responsible for obtaining an approved frequency
allocation for his system. Contractors may support the program manager in acquiring data for
describing the item, but the program manager has the responsibility for submitting the
frequency allocation application. The various stages applicable for obtaining ESC are defined
below:
a. Stage 1 (Conceptual) approval is required for the Pre-Concept phase. A frequency

allocation for Stage 1 must be requested (DD Form 1494) and approved prior to the
releasing of funds for studies or assembling "proof-of-concept" test beds. The
spectrum-dependent system purpose, planned frequency range and power, and any
other planned or estimated details that are available on the item must be provided.
b. Stage 2 (Experimental) approval is required prior to contracting for the Concept

Exploration and Definition phase. An approved frequency allocation for Stage 2 is
required prior to the release of funds for building a radiating test model or obtaining an
approved frequency assignment for experimental usage. Estimated and calculated data
can be used for nearly all of the blocks on DD Form 1494 when requesting a frequency
allocation for Stage 2.
c. Stage 3 (Developmental) approval is required prior to contracting for the Engineering

and Manufacturing Development phase. An approved frequency allocation for Stage 3
is required prior to the release of funds for developmental and operational testing.
Frequency assignments must likewise be obtained prior to operation of spectrum-
dependent equipment. Calculated data is acceptable during Stage 3.
d. Stage 4 (Operational) approval is required prior to contracting for the Production and
Deployment phase. Prior to contracting for production units, an approved frequency
allocation for Stage 4 is mandatory. Measured data is mandatory for Stage 4.
Calculated data is generally unacceptable. Commercial items normally require Stage 4
approval; however, if extensive modifications to the commercial item are planned, then
Stage 3 may be appropriate.
The E3 assessment will be based on the actions necessary to determine the potential for E3
interactions between the system and its EME. DoDD 3222.3 and this standard address all the
electromagnetic disciplines of E3, and should be used as a guide in establishing an effective E3
control program for all E3 disciplines, and for performing the required E3 assessment.
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MIL-STD-464C
APPENDIX A
Prior to operating spectrum-dependent systems and equipment, a frequency assignment which

authorizes the use of specified frequencies is required. Design requirements for radar systems
which are related to spectrum supportability are provided in section 5.3, “Radar Spectrum
Engineering Criteria,” of the NTIA manual. Analysis techniques addressing spectrum
compatibility are found in Air Force document R-3046-AF.
Additional coordination is required for satellite systems pursuant to the NTIA Manual and the
International Radio Regulations. Information required for Advanced Publication of a space
system must be submitted to the NTIA Spectrum Planning Subcommittee (SPS) via the Military
Communications Electronics Board (MCEB) Frequency Panel, Equipment Spectrum Guidance
Permanent Working Group (ESG PWG) at the time of the Stage 2 DD Form 1494 submission.
Approval of spectrum supportability in a particular frequency band does not guarantee that the
requested frequency(ies) will be available to satisfy the system’s operational spectrum
requirements over its life cycle. Frequency assignments must be obtained before the system
can operate in training or operational environments. Frequency assignments are issued by
designated authorities of sovereign nations, such as telecommunications agencies within
foreign countries, and the NTIA for the United States and Possessions. Under certain
conditions, other designated authorities, such as DoD Area Frequency Coordinators may grant
temporary or limited frequency assignments or the Unified and Specified Commanders may
sub-allocate frequency assignments. Procedures for obtaining frequency assignments are
delineated in the Services’ or Combatant Commands’ regulations.

Currently there are numerous incidences of co-site, intra-ship, and inter-ship interference, as
well as interference with the civilian community. For example, the Honolulu Airport air traffic
control radars have been degraded by shipboard radars stationed adjacent to Pearl Harbor. A
program manager developed a system without requesting spectrum certification. After
development, it was discovered that the system had the potential to interfere with other
critical systems. Costly EMC testing and operational restrictions resulted, impacting the ability
to meet mission requirements. Both items could have been avoided if spectrum management
directives had been followed.
A base communications officer funded the purchase of commercially approved equipment. The
user was unable to get a frequency assignment because the equipment functioned in a
frequency range authorized for only non-Government operation. A second system had to be
purchased to satisfy mission requirements. A tactical user bought commercial items as part of
a deployable communications package. Because ESC was not acquired and resulting host
nation coordination for the use of that equipment was not accomplished, the user found that
they were unable to use the equipment in the host European and Asian countries. This
problem would have been identified prior to purchase had the proper coordination taken place.
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MIL-STD-464C
APPENDIX A
The user was unable to meet communication needs and had to buy additional equipment to
satisfy requirements.

ESC practices must be properly followed including verification of the characteristics of
spectrum-dependent systems, subsystems, and equipment to ensure that they are in
compliance with spectrum usage requirements.

Frequency allocation requests must include technical information on the operating
characteristics of the equipment to assist authorities in determining the disposition of the
request. When requesting a frequency assignment, the developing activity should verify that
the DoD Frequency Coordinator has approved the request as required. The data required is
detailed on the DD Form 1494. The stage of the request determines the level of testing or
analysis required. Both MIL-STD-461 and MIL-STD-449 provide guidance for measuring the
electromagnetic signal characteristics.

Over the past several decades, significant military assets have been forfeited or lost due to
failure to address E3 control and spectrum supportability (SS) during the acquisition process.
Additionally, many fielded systems operate with limited capabilities and mission constraints
due to vulnerabilities that would have been discovered if E3 and SS were addressed early during
acquisition as reported in a recent General Accounting Office Report, “GAO-03-617R, Defense
Spectrum Management,” that addressed the lack of enforcement of SS requirements during the
acquisition process.
156
MIL-STD-464C
CONCLUDING MATERIAL
Custodians: Preparing Activity:

Army – SY Air Force – 11
Navy – AS
Air Force – 11 (Project EMCS-2011-001)
Review Activities:
Army – AC, AM, AR, AT, AV, CE, CR, GL, MD, MI, PT, TE
Navy – CG, EC, MC, OS, SH, YD
Air Force – 13, 19, 22, 84, 99
NASA
DISA/JSC
Other – DTRA/DS, NS
NOTE: The activities listed above were interested in this document as of the date of this
document. Since organizations and responsibilities can change, you should verify the currency
of the information above using the ASSIST Online database at https://assist.daps.dla.mil/.
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ELECTROMAGNETIC ENVIRONMENTAL EFFECTS

AMSC 9159 AREA EMCS

DISTRIBUTION STATEMENT A. Approved for public release; distribution is unlimited.

4. Comments, suggestions, or questions on this document should be addressed to

3.19 Safety critical. ..................................................................................................... 6

5.8.4 Electrical and electronic subsystems. .............................................................. 22

APPENDIX A: APPLICATION GUIDE ............................................................................................... 33

A.5.8.4 Electrical and electronic subsystems. ............................................................ 115

FIGURE 1. Lightning direct effects environment.......................................................................... 19

2.2 Government documents

2.2.1 Specifications, standards, and handbooks.

INTERNATIONAL STANDARDIZATION AGREEMENTS

AECTP-500 Electromagnetic Environmental Effects Test and

DEPARTMENT OF DEFENSE STANDARDS

MIL-STD-331 Fuze and Fuze Components, Environmental and

MIL-STD-1605(SH) Procedures for Conducting a Shipboard

(Copies of these documents are available online at https://assist.daps.dla.mil/quicksearch/ or

DEPARTMENT OF DEFENSE HANDBOOKS

MIL-HDBK-240 Hazards of Electromagnetic Radiation to Ordnance

(Copies of this document are available online at https://assist.daps.dla.mil/quicksearch/ or

2.2.2 Other Government documents, drawings, and publications.

Information Operations Capstone Threat Assessment Report (Latest Edition)

(Copies of this document are available via SIPRNET at

CNSS TEMPEST 01-02 Advisory Memorandum, NONSTOP Evaluation

(Copies of DoD Instructions are available online at http://www.dtic.mil/whs/directives/.)

2.3 Non-Government publications.

AMERICAN NATIONAL STANDARDS INSTITUTE (ANSI)

ANSI/IEEE C63.14 Dictionary of Electromagnetic Compatibility (EMC)

INTERNATIONAL ORGANIZATION FOR STANDARDIZATION (ISO)

ISO 46 Aircraft – Fuel Nozzle Grounding Plugs and Sockets

2.4 Order of precedence.

3.1 Below deck.

3.2 Compromising emanations.

3.3 Electrically initiated device (EID).

3.4 Electromagnetic environmental effects (E3).

3.5 HERO SAFE ORDNANCE.

3.6 HERO SUSCEPTIBLE ORDNANCE.

3.7 HERO UNSAFE ORDNANCE.

3.8 High power microwave (HPM).

3.9 Launch vehicle.

3.10 Lightning direct effects.

3.11 Lightning indirect effects.

3.13 Maximum no-fire stimulus.

3.14 Mission critical.

3.16 Non-developmental item.

3.19 Safety critical.

3.20 Shielded area.

3.21 Spectrum-dependent systems.

3.22 Space vehicle.

a. A collection of devices or equipments designed and integrated to function as a single

b. A collection of equipment and subsystems designed and integrated to function as a

3.25 System operational performance.

3.27 Topside areas.

5.2 Intra-system electromagnetic compatibility (EMC).

5.2.1 Hull generated intermodulation interference (IMI).

5.2.2 Shipboard internal electromagnetic environment (EME).

1) Metallic: 10 V/m from 10 kHz to 18 GHz.