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Corrosion Happens: Salt Fog Testing Shows You Where

Posted on February 22, 2023 by admin - Environmental Stress

What do cars, trucks, boats, airplanes, lampposts, and socket wrenches all have in common? At first glance, it wouldn’t seem to be much. But all are exposed to corrosive effects of weather, water, pollutants, and more. The basic corrosion-resistance evaluation of material and its coating is salt fog testing.

Corrosion costs many millions of dollars annually and left unchecked can cause structural failure. Salt fog testing allows new designs and coatings to be scrutinized in a controlled environment and is useful to determine the corrosion resistance of different metals and finishes.

Elite performs salt fog tests as part of its suite of climatic tests. A product and its exposed surfaces need to go through a gauntlet to meet the necessary qualities to get to market— of these, salt fog is the primary test. Other tests, including dust, chemical fluids, gravel, water, pressure variations, and explosive environments are available for products needing to meet specific requirements.

Kyle Thompson and Chuck Thompson checking a salt fog test at Elite’s lab.

Salt fog is a type of accelerated corrosion test that is performed to assess the comparative corrosion resistance of certain materials when exposed to salt fog or salt spray at increased temperature levels. Automotive and aerospace applications make extensive use of salt fog testing to confirm the integrity of materials and coatings. Elite’s long experience in salt fog testing gives its experts the tools to help you navigate what can be a difficult process. Standards for salt fog testing include:

American Society for Testing and Materials (ASTM) B117

MIL-STD-810
RTCA DO-160
ASTM G85 seawater
Acetic acid

Of these, ASTM B117 and MIL-STD-810 are the most common. They call for temperature maintained at 35⁰C in the test chamber as a mixture of 5% sodium chloride in ASTM D1193 Type IV water is introduced at specific air pressures. Exposure is done in 24-hour blocks, with the number of repetitions determined by the type of material and its intended environment.

Effects of long-term salt exposure on exposed surfaces.

Planning a Salt Fog Test

The test plan developed by the customer and the Elite engineer will specify the duration of the testing and the pass/fail criteria used to determine the test’s result.

Elite has two salt fog test chambers:

Small Cabinet 42”w x 30”d x 36” h, available for SO2 tests in ASTM G85 tests
Large Cabinet, available for non-SO2 tests, 93″w x 48”d x 48” h

The test plan will specify the sample or samples to be tested, the specific standard to be applied, the duration of the test, and the pass/fail criteria to be used at the completion of the test.

Among the parameters that can be observed in the test sample during the salt fog test:

The permeability of seals
The amount of corrosion creepage when a coated surface is scratched, per ASTM D1654
The level of coating adhesion, per ASTM D3359
The degree of surface blistering, per ASTM D714
The degree of material rusting, per ASTM D610

How Does Salt Fog Testing Correlate to the Real World?

Correlation between a real-world environment and salt fog testing in a lab is difficult. Materials and coatings can vary widely. Actual outdoor environments are even more variable at any time of day or in any environment.

The materials industry has chosen the salt fog test as a useful baseline that gives an indication of a corrosion vulnerability. The salt fog test is widely used because of its repeatability.

Corrosion is going to happen in a product’s life. Contact the experts at Elite to find out how to apply the salt fog test to your product.

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EMC for Agriculture, Forestry, and Construction Machinery

Posted on January 25, 2023 by admin - EMC/EMI Testing, Heavy Equipment

Agricultural tools have evolved from their humble beginnings into machines that plant, nourish, and harvest while monitoring parameters like seed spacing, depth, and moisture content. Construction equipment has evolved in a similar way. The electronics that control those functions need to meet electromagnetic compatibility (EMC) requirements for safe and reliable operation.

At Elite we perform regulatory EMC testing on large vehicles and electronic subassemblies used in construction, agriculture, and forestry. These impressive systems — bulldozers, combine harvesters, tractors, and the like — are making news by integrating wireless technology, advanced sensor tech, high speed networks, and software to create automated and nearly autonomous systems. The complexity of these machines and their inherent need for operational safety makes EMC testing a crucial aspect of their development.

Agricultural (Ag) and forestry machinery includes tractors and all manner of mobile and hand-held equipment, extending to those used in landscaping and gardening.

Construction machinery includes earth-moving equipment: excavators, bulldozers, loaders, as well as cranes and lifting systems, pavers, and related large machines.

EMC testing for these large systems is driven by two forces. One is the manufacturer, whose motivation is to build confidence in its brand name by ensuring the safety and reliability of its products. The other force is from government regulatory bodies whose responsibility is to set safety standards and to protect the public electromagnetic spectrum.

In the US, the Federal Communications Commission (FCC) Part 15.103 rules for unintentional RF emissions exempt vehicles and electronic sub-assemblies (ESAs) from testing, including Ag, forestry, and construction machinery. Innovation, Science and Economic Development (ISED) Canada also exempts vehicles and most ESAs from digital-device emissions testing. The Canadian vehicle EMC regulation ICES-002 is one that specifies broadband emission tests for vehicles powered by internal combustion engines or electric drivetrains. Any wireless transmitters used on vehicles are required to be separately tested and certified.

Neither the US-FCC nor Canada-ISED impose EMC immunity regulatory requirements for vehicles. US-OSHA and Canadian government agencies set a range of workplace safety rules for equipment, but none that address EMC.

In the European Union, the EMC essential requirements for machinery are codified in the EMC Directive 2014/30/EU. For functional safety related EMC performance the requirements come from the Machinery Directive 2006/42/EC. Similar requirements are listed in the Statutory Instruments (SI) for the UKCA marking. Manufacturers are afforded a presumption of conformity with the Directives and Regulations when they apply harmonized standards in full. These standards are published in the European Union (EU) Official Journal and the UK counterpart list.

Ag Machinery

Ag and forestry “machinery” is equipment intended for off-road applications. They are generally not used on roadways where unique road-safety hazards need to be specifically assessed. Once machinery is evaluated for the applicable Directives and compliant with published harmonized standards, the manufacturer issues a Declaration of Conformity (DoC), and the product is CE Marked and/or UKCA Marked.

The harmonized standard for Ag and forestry machinery is EN ISO 14982:2009 which covers EMC emissions and immunity for vehicles and for electronic subassemblies (ESAs). The UK register of standards also lists this same standard.

Construction Machinery

For construction equipment EMC, the EU harmonized standard is EN ISO 13766-1:2018. It covers emissions and immunity for vehicles and ESAs and is also the same standard for the UK. The Machine Directive EMC requirements addressing functional safety on construction equipment are listed in EN ISO 13766-2:2018.

It’s important to note that the construction machinery standard, EN 13309:2010, became obsolete on June 30, 2021. Any products currently placed on the European market that list EN 13309 on their DoC are no longer presumed compliant and should be evaluated against the requirements of EN ISO 13766-1:2018.

Ag Tractors

Ag and forestry tractors and machinery have similar EMC requirements, but they have different conformity-assessment processes. The European compliance process for Ag and forestry “tractors” is type-certification by a third party notified body. When the certification is complete the tractor is “E-Marked”. In contrast, the Ag and forestry “machinery” conformity assessment is by internal production control, also referred to as manufacturer self-declaration. When completed the machine is “CE Marked” and/or “UKCA Marked”.

Ag and forestry tractor regulations are defined in the European framework Regulation (EU) 167/2013 and subsequent revisions. For EMC, the framework Regulation (Article 17.2.g) points to Regulation (EU) 2015/208 ANNEX XV for the technical requirements. As an option, a Notified Body may also type certify the tractor following the technical requirements in UNECE Regulation 10.6. The EMC requirements in REG 10.6 are similar to those listed in EN ISO 14982 and EN ISO 13766. However, it is common to see more stringent testing (than in REG 10.6) applied as agreed upon by the vehicle manufacturer and the notified body.

For manufacturers of electronic sub-assemblies (ESAs) whose product can be used on a wide range of finished machines such as Ag, forestry, construction machinery, or even road vehicles, Elite can perform a single suite of tests that covers all equipment types and off road and on road vehicle specifications.

In next month’s Elite Insider, we’ll discuss additional requirements for Ag, forestry, and construction machinery that address the functional-safety aspects of compliance. We’ll also explain the coming standards for ISO/DIS 14982:2021.

Stay tuned to Elite’s blog for more, and contact Elite with questions on your product’s compliance needs.

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Deadline is January 31 to Apply for the James C. Klouda Memorial Scholarship

Posted on January 20, 2023 by admin - Other

Know a student in an electrical engineering (EE) program? Does that student have an interest in electromagnetic compatibility (EMC) or a related subject? Could that student use some support?

If the answer to those questions is “Yes,” you need to know that the IEEE James C. Klouda Memorial Scholarship application deadline is coming up on January 31.

The JCK Scholarship is available to electrical engineering students at accredited universities and colleges. Awards are issued on an annual basis to a qualified undergraduate or graduate EE student seeking a degree with an emphasis in EMC or related discipline. Elite founder Jim Klouda believed students pursuing a career in electrical engineering were deserving of support, and in his memory, Elite established the scholarship to honor Jim’s long EMC career and his active role in its growth.

The JCK Scholarship has been awarded since 2014 to deserving students at colleges across the US. Complete eligibility requirements can be found on the JCK Scholarship page of Elite’s website.

The Institute of Electrical and Electronics Engineers (IEEE) EMC Society (EMC-S) is the administrator of the IEEE JCK Memorial Scholarship Selection Committee. Scholarship presentations are made each year at the IEEE EMC Symposium Awards Banquet. Jim Klouda’s and Elite’s long relationship with the IEEE EMC Society is reflected in the award’s featured place at the international symposium.

The January 31 deadline is fast approaching! Electrical engineering is a fascinating career path, and EMC is critical as wireless technology spreads into all corners of our lives. If you know a EE student who could be eligible, check out the James C. Klouda Memorial Scholarship and submit an application by January 31 to help that student build the next technology generation.

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Chemical Exposure: Testing How a Product Holds Up

Posted on January 20, 2023 by admin - Environmental Stress

Did you ever wonder how it is that the labels and lettering on aircraft are still readable after thousands of hours in all weather, temperatures, and altitudes? Or how even though they are grimy, your car and its engine compartment don’t just peel away?

Exposure to the real world’s fluids, gases, and extremes is unavoidable, but it can be understood and measured. Equipment expected to perform in harsh environments rely on chemical exposure testing to show how it will hold up in those conditions.

Nick DePasion leads Elite’s chemical exposure testing program. “The aviation and automotive industry are most often in need of these tests,” he said. “There are standards that have to be met, depending on the industry and the product’s environment, but in addition manufacturers have their own requirements.”

Nick’s years at Elite has given him an appreciation of the nuances of chemical exposure. “Labels on equipment surfaces are a big part of those tests,” he explained. “The customer normally brings in a piece of equipment with the label or lettering applied. The sample is exposed typically to a full day of testing, with sixteen hours of exposure followed by eight hours off, with temperatures defined for each phase.” Times and temperatures can vary depending on the material, the standard, and the manufacturer’s needs.

Elite chemical test expert Nick DePasion

The standards for chemical testing are based on the application. MIL-STD-810 and RTCA-DO160 apply to aviation equipment, while SAE 1455 and ISO 16750-5 apply to automotive components. Each test is different, and not just because the equipment under test (EUT) is different. “The chemicals used in the exposure tests are widely varied and sometimes difficult to get,” Nick said. “Water, of course, is readily available, but specific compounds, like hydraulic fluid, antifreeze, and oils are tightly defined and need to be special-ordered.”

Some tests are less exotic but no less important. Bodily fluids and food products are a common source of exposure in aircraft and vehicle surfaces. When those tests are scheduled, Nick orders quantities of standards-compliant liquids and powders that simulate the range of contaminants likely to be found in those vehicles.

EUTs are evaluated for functionality, changes in appearance, and tensile strength as applicable to the EUT. Tests are performed in an environment-controlled test chamber as the EUT is exposed to the chemicals specified in the test plan drafted before testing is scheduled. Contaminants can be brushed, sprayed, wiped, or immersed, depending on the EUT’s application and the requirements of the test standard.

If your product needs to be tested for its chemical-exposure and fluids contamination vulnerability, contact Elite to determine the correct standard to be applied and the material requirements. “Every test is different,” Nick said. “And we need to work with every customer to understand how the test is to be done.”

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President’s Blog: Significance of Independent Test Laboratories to the Conformity Assessment Process

Posted on December 13, 2022 by admin - Other

Raymond Klouda, President, Elite Electronic Engineering, Inc.

Elite Electronic Engineering Inc. is one of the world’s leading independent testing laboratories. What is the significance of independent testing? Why is it so valuable to the Conformity Assessment Process?

It is about trust and integrity.

Independent, or third-party, testing, is valuable because by its nature it provides trusted test results without bias. The independent lab is a neutral party free from conflicts of interest that can be associated with in-house, first-party test laboratories. First-party testing can be become victim to internal forces and management pressure that can compromise test-result integrity.

The independent lab is not subject to the same pressures; it provides an objective view of the product. It is in the lab’s best interest to provide an unbiased report. Their goal is to instill confidence in the report’s quality, which is of utmost importance in end-customer applications. These qualities are a benefit to the test-customers’ business: it sets them apart and raises the perceived quality of their product. The reports and findings of independent laboratories inspire confidence and give a product a higher level of acceptance.

As an independent testing laboratory, Elite exemplifies these values and takes pride in our trusted test results. The conformity assessment community respects and relies on Elite and has counted on its test results for over 60 years.

Automotive manufacturers are among the end customers that count on Elite for an unbiased evaluation of components and the vehicles using those components. The telecommunication industry agencies count on Elite for an objective product review of wired and wireless devices, knowing they are evaluated professionally with no conflict of interest. The US military counts on testing that was completed according to specification without compromise of the data.

Part of marketing a product is the end customer’s confidence that it will function as it should and that it is both safe and reliable. The Conformity Assessment Process rests on independent testing that inspires that confidence and follows the product throughout its useful life. Elite’s customers value and trust our independent-testing heritage, and we are deeply grateful for their ongoing trust.

The James C. Klouda Memorial Scholarship

Posted on December 13, 2022 by admin - Other

“Science can amuse and fascinate us all, but it is engineering that changes the world.”
—Isaac Asimov, American writer, professor

A student pursuing an electrical engineering degree deserves support, especially if the student has an interest in electromagnetic compatibility (EMC). Elite Founder Jim Klouda thought so, and in his memory, Elite established the IEEE James C. Klouda Memorial Scholarship. The JCK Scholarship honors Jim’s long EMC career and his active role in furthering the art.

James C. Klouda – Founder, Elite Electronic Engineering, Inc.

The JCK Scholarship has been awarded since 2014 to deserving students at colleges across the US. Complete eligibility requirements can be found on the JCK Scholarship page of Elite’s website.

The JCK Scholarship is available to electrical engineering students at accredited universities and colleges. Awards are issued on an annual basis to a qualified undergraduate or graduate EE student seeking a degree with an emphasis in EMC or related discipline. We at Elite want to encourage friends and relatives of our customers to pursue a career in engineering, so please contact us for program details and information on how to apply.

The Institute of Electrical and Electronics Engineers (IEEE) EMC Society (EMC-S) serves as the administrator of the IEEE JCK Memorial Scholarship Selection Committee. Scholarship presentations are made each year at the IEEE EMC Symposium Awards Banquet. Jim Klouda’s and Elite’s long relationship with the IEEE EMC Society is reflected in the award’s featured place at the international symposium.

Electrical engineering continues to grow as an industry and as a fascinating career path. Electrical engineers continue to be in high demand, and EMC has become critical as wireless technology finds its way into all corners of our lives. If you know a EE student who could be eligible, check out the James C. Klouda Memorial Scholarship and help that student create the next generation of technology.

The Elite Team Hits the Road in 2022

Posted on December 13, 2022 by admin - EMC/EMI Testing

In 2022, the Elite team was able to visit long-time friends and meet new ones at industry events far and wide. Elite was everywhere: the IEEE, the SAE, and the Battery and Electric Vehicle Tech Show. They didn’t stop there – Elite went on to the Auto Test Expo, the Illuminating Engineering Society Aviation Lighting Committee (IESALC), the IEEE International EMC-SIPI Symposium, the 2022 Southeast Michigan EMC Fest, the Chicago IEEE EMC Mini symposium, and more.

GM’s Scott Piper visits with Elite’s Mike Cosentino and Edwin Casas at the SE Michigan EMC Fest

Those are in addition to Elite’s Novemberfest that attracted over eighty attendees who enjoyed traditional Oktoberfest food and were treated to a presentation on electric vehicle testing by Elite automotive EMC expert Stan Dolecki.

Elite’s Stan Dolecki speaking at Elite’s Novemberfest

Elite Electronic Engineering has had a strong presence across the industry for more than 65 years. With customers spanning the globe, Elite is known everywhere for its expertise. Elite’s deeply experienced regulatory testing team is routinely invited to speak at industry events, in addition to their leadership of international standards committees.

Elite’s Craig Fanning Speaking at the IEEE International EMC-SIPI Symposium

Beyond their technical skill, Elite’s staff is also known for making customers comfortable and understanding their needs. Recent years have limited interaction with customers and vendors alike. But as those restrictions have relaxed, Elite has been back in the field providing the services and answers sought by technical leaders in the automotive, aviation, military, communication, and related industries. All of them are looking for the testing support Elite does best.

Elite’s Brad DeGrave speaking at IESALC

We look forward to seeing you at the next event and with us in the lab! 2023 will be a big year for technology, so contact Elite and make your plans to visit us to test your product. We’ll keep the coffee hot and the soft drinks cold.

Elite’s Jessica Kramer at IESALC

Icing – Good for Cold Drinks, Not for Aircraft: DO-160 Icing Tests at Elite

Posted on October 24, 2022 by admin - Aerospace, Environmental Stress

Ice that clings to the skin of an aircraft is not decorative. It adds weight, it impedes moving parts, and it reduces visibility. An airplane cruising at 35,000 feet is moving through thin air with temperatures below -60⁰ F. If there is moisture, ice is going to form.

The Radio Technical Commission for Aeronautics (RTCA) standard DO-160 prescribes icing tests for aircraft components. Section 24 of DO-160 defines three equipment categories vulnerable to icing.

Category A – Equipment installed externally or in an area of the aircraft that is not temperature controlled. The concern is ice or frost forming from condensation when exposed to extremely low temperatures.
Category B – Equipment with moving parts that are inhibited in operation from ice buildup.
Category C – Equipment or surfaces where water accumulation is a risk and is not temperature controlled. The allowable thickness of ice buildup is determined by the equipment’s performance standards.

Icing Condition Test Procedures

Tests for the three equipment categories have application-specific temperature and moisture cycles. All require thermal chambers to provide the temperature extremes called for in the standard.

Category A is intended for equipment exposed on the outside of the aircraft. The device under test (DUT) is fitted with thermocouples and placed in the test chamber alongside a metal test bar that serves as a reference indicator of ice thickness. The chamber is set to the prescribed temperature until the DUT temperature is stabilized at the Ground Survival Low Temperature specified in DO-160. A uniform water spray is applied as the ice thickness is monitored over time. Steps are repeated until the prescribed ice thickness has been reached. After four hours have passed, photos are taken of the DUT before it is removed to check its condition. The DUT is then brought to room ambient temperature and checked for proper operation.
Category B applies to equipment to moving parts, requiring temperature and atmospheric pressure to be varied. The chamber’s relative humidity is set at 95% as the temperature and pressure are cycled 25 times. After the final cycle, the DUT is stabilized at -20˚ C and checked that it meets its performance standards.
Category C tests equipment that is not operating, stabilized at a temperature allowing clear, hard ice to form with a fine water spray. When the ice is at a thickness required by its performance standard, the DUT is maintained at -20˚ C and checked that it meets its performance standards.

Icing Tests at Elite

Elite’s long experience in aerospace compliance verification extends to DO-160 icing tests. Using state of the art thermal chambers, aerospace components are tested with the precision that aviation safety requires. Icing tests are run in Elite’s thermal chambers on DUTs in a variety of sizes and configurations.

Test Preparation and Procedure

One of Elite’s thermal chambers used in icing tests

Prior to the actual test, preliminary information from the customer’s test plan is reviewed to confirm the DUT’s configuration. The test plan is developed by Elite after careful discussion with the customer on details such as the DUT’s operation, the ice thickness required, and the type of baseline test required to confirm success.

When the test is scheduled, the test chamber and its accompanying chilled water tank are prepared. The DUT is placed in the chamber in the configuration specified in the test plan. The DUT is given an operational checkout to establish a baseline, the temperature in the chamber is verified, and the icing process begins.

Setup inside thermal chambers for an icing test

Ice accumulation is checked periodically. When ice accumulation reaches the appropriate level, the water spray is turned off and the DUT is maintained at subzero temperatures for four hours to allow the ice to harden.

After the prescribed time has passed, photos are taken of the ice buildup and the DUT is examined for damage and excess water ingress. The DUT is later brought to ambient temperature and checked for proper operation as given in the test plan.

Avionic equipment needs to work, ice or no ice. Contact the experts at Elite for more information on the DO-160 icing tests for your avionic device.

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More Electric Aircraft (MEA) Systems – Elite Can Test That

Posted on October 24, 2022 by admin - Aerospace, EMC/EMI Testing

A folded paper airplane will fly, at least for a while. But it can’t be steered or stay aloft any longer than the air around it will allow. Even with their breakthrough in 1903, the Wright brothers got their flying machine in the air for only twelve seconds.

Aircraft control systems make it possible to safely stay in the air, and they need reliable electrical power for the devices that make up those control systems. Aircraft have duplicate power sources to operate the devices on board, typically generating 115 VAC, 400 Hz, and 28 VDC.

Power originates from Integrated Drive Generators (IDGs) driven by the aircraft engines. The 400 Hz frequency allows smaller, lighter components to be used than those using 60 Hz power. The AC passes through duplicate Transformer Rectifiers (TRs) to provide 28 VDC for charging on-board batteries and other devices requiring DC.

Historically, on-board pneumatic systems draw power from thrust drawn off the engines, typically 4-6% of the propulsive energy. A higher efficiency architecture called More Electric Aircraft (MEA) looks to replace many of the hydraulic and pneumatic systems with electrically driven motors and pumps. The advantages are not just higher efficiency, but also reduced weight and fewer failure-prone mechanical components. Since thrust is not being bled from the engines, this is called a no-bleed system.

Hydraulic aircraft functions replaceable by localized electric motors in an MEA design (mililtaryembedded.com)

Electrical components in an MEA aircraft have different requirements. Aircraft power systems have long employed a constant-frequency AC power system, typically 400 Hz. Later aircraft designs, such as the Boeing 787 and the Airbus A380, use a variable-frequency system, where the power frequency varies with the engine speed that drives the generator.

As an example, the Boeing 787 uses an electrical system that is a hybrid consisting of 235 VAC, 115 VAC, 28 VDC, and ±270 VDC. The 235 VAC and the ±270 VDC sources are part of the no-bleed design with an expanded electrical system generating twice the electricity of previous airplane models.

Generators directly connected to the engine gearboxes operate at a variable frequency (360 to 800 hertz) proportional to engine speed. It’s a more efficient system because it does not require a complex constant-speed drive. As a result, the generators are more reliable, require less maintenance, and have lower spare costs than the traditional IDGs.

Applicable Standards

The Radio Technical Committee for Aeronautics (RTCA) publishes standard DO-160, covering a wide range of environmental tests required to confirm that airborne equipment will operate safely and reliably. Section 16 of DO-160 covers power input and outlines the limits and test procedures of the power system components.

DO-160 defines equipment categories to determine test levels and procedures.

Categories A(CF), A(NF), A(WF) and A: These are equipment used on aircraft electrical systems where primary power is supplied from either a constant or variable frequency AC system, and where the DC system is supplied from TR units.
- For AC equipment: Category A(CF), A(NF) or A(WF)
  - A(CF) is AC equipment used on aircraft electrical systems where primary power is from constant frequency (400 Hz) AC system.
  - A(NF) is AC equipment used on aircraft electrical systems where primary power is from variable frequency AC between 360 – 650 Hz.
  - A(WF) is AC equipment used on aircraft electrical systems where primary power is from a wider variable frequency AC between 360 – 800 Hz.
- For DC equipment: Category A
Category B: 14 V or 28 V DC equipment used on aircraft electrical systems supplied by engine-driven alternator/rectifiers, or DC generators where a battery is floating on the DC bus.
Category D: 270 V DC equipment used on aircraft electrical systems where DC is generated from primary power supplied from either a constant or variable frequency AC system.
Category Z: 28 V DC equipment that may be used on all other types of aircraft electrical systems applicable to these

Elite’s Aerospace Testing Experience

Elite’s decades of experience testing aviation and aerospace devices assures timely and authoritative results. Elite’s capabilities include:

EMC, Electrical, and Environmental Stress Testing under one roof
Elite provides one-stop for DO-160, Boeing, Airbus, and others.
High Power Tests, including 200V/m and higher radiated susceptibility
HIRF radar pulse testing up to 4,000V/m
Lightning tests, per RTCA DO-160 Sec 22 (All waveforms at Level 5)
60+ years of MIL-STD expertise

The experts at Elite can answer your questions about DO-160 tests and the array of related tests needed for compliance with aviation standards.

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Mark Rugg – From Airfone to Air Force Two

Posted on October 24, 2022 by admin - Aerospace, EMC/EMI Testing

Elite Electronic Engineering is a name that’s been identified with avionics testing for decades. When aircraft equipment manufacturers need compliance and reliability testing, Elite is among those at the top of their lists. It’s no surprise that technical professionals with experience around aircraft would be found at Elite.

Electromagnetic compatibility (EMC) engineer Mark Rugg fits that description. An engineer in Elite’s MIL-AERO area, he started his career as an aircraft mechanic with Braniff International, expanding his experience in testing and maintenance on aircraft electronics. With the shift in the airline industry in the 1980s, Mark moved on to Airfone, the flight-to-ground phone service operated by GTE and later by Verizon.

Mark became a manager at Verizon, where he remained for 20 years. “That was where I got experience in EMC, testing and certifying aircraft and ground-based telephones,” he said.

Air Force Two – Mark verified the vice-president’s telephone

One of Mark’s responsibilities was the phone service on Air Force Two, the aircraft designated for the vice-president. “That was interesting, working with the flight crew and vice-president’s staff. The requirements are tighter than commercial standards.”

Mark with communications for Air Force Two (left image). Mark checking out Air Force Two’s office space (right image)

He later worked at Row 44, a broadband supplier to commercial aircraft, and later continued in avionics with Telefonix, an aerospace telecommunications company. Telefonix products required a lot of regulatory testing, and since Elite’s Downers Grove campus was conveniently between Mark’s home and Telefonix’s office, he spent long hours at Elite overseeing tests.

In 2020, Mark was ready to spend all his time running EMC tests and joined Elite’s staff of expert compliance engineers. He is one of the go-to members of the MIL-AERO group that customers rely on for MIL-STD, DO-160, and other specialized regulatory tests.

Being at Elite at this point in his career is a natural fit. “It works since my commute is reasonable and I was familiar with Elite’s lab from the time I spent with Telefonix’s gear,” he explained. If you have aerospace equipment that needs compliance tests, Mark is one of the engineers with the background and experience that has made Elite the Midwest’s premiere test laboratory.

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Seeing in the Dark — NVIS Compatibility and Spectral Radiance Testing

Posted on September 27, 2022 by admin - Photometric

Anyone who has been out at night in open country knows what dark really means. Stepping outside on a moonless night can be a jarring experience. Most of us have lived our lives bathed in outdoor light, whether from streetlights, vehicle headlights, flashlights, or even candles. Given enough time in the darkness, eyes adjust enough to make out forms, but not enough to see trip hazards or colors.

That’s an inconvenience for most. But for military members or first responders, the inability to see in the dark with better resolution can make the difference in a survival or rescue situation. The central components of a night vision imaging system (NVIS) are the night vision goggles (NVG) worn by operators in those conditions. NVGs electronically amplify the available visible and infrared light for the operator, allowing finer detail to be seen.

Night vision imaging system in the cockpit

For NVIS to be useful, the ambient light from instruments and other sources must not compete with the enhanced view seen by the operator. This is especially true for NVG-equipped aircraft pilots and vehicle drivers carrying out covert missions in total darkness. The environment of instrument displays and indicators need to be visible to dark-adjusted eyes without interfering with the NVG’s ability to amplify the outside environment.

Lighting Equipment Categories and Requirements

Several categories of lighting and marking equipment are listed in MIL-STD-3009, including backlit displays, instrument panels, buttons, switches, indicators, and area illumination. The basic requirement for NVIS Compatible lighting equipment is that it can be viewed comfortably by the naked eye and that it not interfere with the NVIS. NVGs are typically used to view the surrounding environment while operators look under NVG to view close-up instruments with dark-adjusted vision. However, exterior lighting used to mark aircraft, vehicles, roads, and runways can be designed using infrared sources to be invisible to the naked eye while appearing through NVGs. Depending on the application, lighting equipment falls into three main categories:

“NVIS Compatible” lighting in an instrument panel, backlit display, or interior lighting needs to be visible by the naked eye while not being at a level or color that would interfere with the operation of the NVG.
“NVIS Friendly” lighting can be viewed through the NVG without saturating the view or have blooming effects. This could apply to interior or exterior lighting systems.
“Dual Mode” lighting can be selected to be visible to the naked eye or through NVGs only. This typically applies to exterior lighting equipment used to mark vehicles or locations, such as wingtip lights and runway edge lighting, so they can operate in total darkness without being detected.

NVIS Friendly or Dual Mode lighting viewed through NVIS

Colors

Colors of illuminated symbols and numbers displayed on instruments need to meet requirements for chromaticity, which is the quality of color. Four colors are defined and given specific chromaticity values in MIL-STD-3009 – NVIS Green A and B, NVIS Yellow, NVIS Red, and NVIS White. The reference points from the CIE 1976 color space reference standard are shown in the figure below.

NVIS lighting chromaticity limits from MIL-STD-3009

NVIS-compatible spectral response from MIL-STD-3009

Standardizing a set of compatible colors assures that light sources will be consistent and compatible with night-vision equipment in all applications. MIL-STD-3009 defines three classes of NVIS filters based on wavelength. The filter relative responses are shown as A, B, and C in the response curves in the figure above.

Spectral Radiance and NVIS Radiance

Spectral Radiance (mW/cm2) is the primary measurement used to determine NVIS compatibility. Because of the extremely low visible light and infrared limits, Elite’s Photometric Testing lab is equipped with a high precision spectroradiometer and dark room to ensure, repeatable accurate measurements. The raw spectral radiance values are then weighted and scaled based on the NVG filter response to calculate NVIS Radiance (NRa and NRb). The specifics for those limits and the measurement techniques are contained in MIL-STD-3009, MIL-L-85762A, and SAE ARP5825A.

Spectral radiance test setup, showing positions for reflected radiant intensity and direct radiance

Spectral radiance test setup in Elite’s photometry lab

Radiant Intensity (mW/sr) is spectral radiance measured from a Lambertian reflectance plaque, which provides a standard reference for determining the beam pattern of the light source. A goniometer (positioner) is used to rotate the light source to point varying angles at the reflectance plaque. The same weighting and scaling are applied to calculate NVIS Radiant Intensity (NRIa and NRIb) typically required for exterior, marking, and signal lighting equipment.

Tests are typically done with multiple samples measured at different levels and angles. Extremely low light sources take more time to measure and add to the overall time required for the test project.

NVIS Compatibility Testing at Elite

Elite is equipped to perform the full range of NVIS compatibility tests assuring compliance with MIL-STD-3009, MIL-L-85762A, and SAE ARP5825A. Contact the experts at Elite for information on NVIS requirements and how they apply to your product. Put Elite’s industry-recognized expertise to work for you.

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FCC Now Requires Detailed Antenna Information for Transmitter Certifications

Posted on September 27, 2022 by admin - Wireless Certification

The U.S. Federal Communications Commission (FCC) recently advised the Telecommunication Certification Body (TCB) Council that any certifications issued after August 25, 2022 without proper antenna information will be dismissed.

What are the FCC antenna requirements?

Part 15 applications must identify the antenna gain and show how the value was derived. The antenna manufacturer’s data sheet or a measurement of maximum antenna gain for the band of operation is acceptable.
Where the gain is inherently accounted for through measurements, such as field strength on a device under FCC Rules 15.249 or 15.231, gain does not necessarily need to be separately verified. However, information regarding antenna construction shall be provided, i.e., photographs, length of wire antenna, etc.

What does this mean for manufacturers?

If the FCC issues a grant of certification referencing “conducted” power, then the maximum antenna gain is required for the band of operation, and it shall be documented in the antenna manufacturers data sheet or substantiated by measurements. Listing conducted power on the grant is typical for transmitters that are configured with an antenna port. Gain values are required for each antenna type included with the grant.

If a grant does not reference conducted power, then the antenna gain is inherently included in the transmitter radiated measurements. In this case information regarding antenna construction shall be provided, i.e., photographs, length of wire antenna, etc.

Elite’s John Peters setting up an antenna test

How can Elite help?

As a TCB, Elite can provide transmitter testing and certification services. We can also offer guidance on how to address the antenna gain requirements.

When antenna gain measurements are required, Elite has the chamber and equipment as well as the expertise to provide the necessary information. Contact Elite today to review your Antenna Performance Testing needs and how we can perform measurements of antenna gain, efficiency, and provide the 2D and 3D antenna radiation plots covering 600 MHz to 6000 MHz.

Antenna measurement example from Elite’s lab

Contact the experts at Elite with your questions on the information required for your device’s FCC application.

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A HIRF can Hurt Your Aircraft Gear – Testing High Intensity Radiated Field Immunity

Posted on September 27, 2022 by admin - Aerospace, EMC/EMI Testing

Air travel is the safest form of travel, by far. Data from the International Air Transport Association (IATA) showed that the risk is so low that that on average, a person would need to fly every day for 461 years before experiencing an accident with at least one fatality.

The aviation industry has held its impressive record through careful attention to detail. That attention is focused on the aircraft itself, of course, but also on understanding the aircraft’s environment. Besides the obvious atmospheric concerns like wind, rain, and lightning, the presence of radiofrequency (RF) fields can disrupt the aircraft’s electronics.

RF fields are everywhere, and most are at low enough levels that they pose little threat to safe operation. But high intensity radiated fields (HIRFs) can overwhelm guidance devices. Airports are rich with HIRFs from radar, guidance, and communications systems that rely on high-powered transmitters. Elite Electronic Engineering’s Pat Hall and Tom Klouda have been performing HIRF tests on aircraft components for decades and explain how the test is done.

Standards and Test Planning

Aviation HIRF testing is specified in the Radio Technical Commission for Aeronautics (RTCA) standard DO-160, Section 20. The standard identifies susceptibility categories set at different RF levels. The table below shows the categories in the columns and the frequency ranges in the rows. The cells of the table give the test levels in Volts/meter.

Testing is normally done in one of Elite’s mode-stirred chambers, which are shielded rooms equipped with rotating stirrers. Different forms of the RF field are applied, such as pulsed or continuous wave, depending on the application.

As an example, Elite’s lab often tests aircraft display hardware, which is composed of the display panel itself and the electronics that drive it. In those cases, Category G is the level most often called for when testing those devices. The specified field levels are highlighted below, taken from Table 20-3 of the DO-160 standard. The field at those levels is applied to the equipment under test (EUT) while its operation is monitored for responses.

Those fields are generated most often in a mode-stirred chamber, shown in the illustration below. An RF amplifier feeds an antenna inside a shielded enclosure to create the field, and the modes of the field are stirred by a rotating metal tuner/stirrer. The effect is to provide a consistent average field level to the the EUT from the combination of reflections from the metal surfaces and the paddle’s rotation. The wide variety of angles and levels seen by the EUT during the test assures that specified overall level over time will be applied.

Stirred-mode test chamber setup, showing the EUT within the calibrated test volume and the tuner/stirrer that provides an overall average field level

The test chamber calibration establishes the power levels needed to generate the field across the frequency range. The dashed-line box in the illustration below shows the chamber’s test volume. An isotropic RF probe measures the field level at each frequency in the specified range. The probe is set up at nine points in the test volume, one at each corner and one in the center. The power-level numbers collected in calibration are programmed into the amplifier controller, which can then provide consistent field levels during the test.

Stirred-mode test chamber setup, showing the EUT within the calibrated test volume and the tuner/stirrer that provides an overall average field level

The EUT is set up according to its test plan and monitored for any response as the radiated field is applied across the frequency range. The positioning of enclosures, cables, connectors, and other components of the EUT are specified in the test plan so that its actual environment is simulated. The EUT’s function and form and its proximity to other equipment and the aircraft’s body are fundamental to determining how to position it during the test. The EUT’s pass/fail criteria also need to be understood so that meaningful evaluations can be made if responses are seen during the test.

Elite has two mode-stirred chambers with different test volumes. The larger of the two can test from 100 MHz – 18 GHz up to 2kV/m, and the smaller can test from 400 MHz – 18 GHz up to 5kV/m. The photo below shows Elite HIRF expert Tom Klouda setting up a test in the larger chamber, with the tuner/stirrer visible in the background.

Elite’s Tom Klouda (center) reviews chamber setup with Mark Rugg (left) and Fred Rub. The mode-stirring paddle is at the upper rear of the chamber.

Preparation takes up the bulk of time for a test. EUTs can be any size, with a wide variety of ancillary equipment and cables that collectively make up the overall EUT. The test plan will specify how the EUT is to be configured, how the cables are to be exposed, and what modes of operation the EUT needs to run. With those factors in place and the EUT in position, the actual test is run across the specified range while the EUT is monitored.

Contact the experts at Elite with any questions on HIRF testing, the applicable standard, and the steps required to prepare. Trust Elite put its decades of experience to work for you.

Employee Spotlight — Adam Grant: From Martial Arts to Outer Space

Posted on September 27, 2022 by admin - Aerospace, EMC/EMI Testing

Aerospace technology operates at environmental far edges. Equipment installed on spacecraft and in military applications deal with temperature extremes, direct lightning strikes, and earth-shaking vibration. Devices need to prove their ability to keep working when they’re hit by those shocks.

Adam Grant is among the expert staff at Elite who understands the need for reliable aerospace operation. In 19 years as an engineer in Elite’s Miltary and Aerospace EMC Testing lab, he’s run tests on the devices that keep planes and rockets in the air.

Adam’s interest in aerospace began at an early age. Fascinated with space travel and rocketry as a high school freshman, he attended the Space Academy at the Marshall Space Flight Center in Huntsville, Alabama. The planned launch of NASA’s Artemis 1 moon mission brings Adam’s background into sharp focus.

The week-long experience opened his eyes to the aerospace world. “We did simulations as flight crews. That showed us how difficult it can be to pilot a spacecraft,” Adam said. “The ground crew simulations came after that, so we saw both ends of a mission.”

Adam’s Space Academy certificate

He started working at Elite a year or so after graduation from DeVry University. “When I was getting into aerospace when I was in high school, I never thought I’d be testing that same equipment as a career.” Adam has done lightning and electromagnetic compatibility (EMC) testing for the military-aerospace industry, along with automotive EMC, areas that are critical to public safety. “It’s been interesting,” he said. “It’s a good environment at Elite that really is operated as a family.”

The work requires mental discipline, something Adam developed while rising to the level of third degree Black Belt in Taekwondo. He started training in high school, and for a few years was an instructor in his off hours. “I still do the occasional training and stay with it to keep in shape.” The physical benefits are real and has made him appreciate the value of focus and ongoing study.

Adam describes his twelve-year-old son and eight-year-old daughter as bright stars. “They could easily go into engineering – I sometimes ask them when I have technical questions.” They take an interest in the kind of work he does, which he understands. At their age he was fascinated by the tools of space travel and aviation.

Adam’s expertise and curiosity led to his most recent move into Elite’s sales and marketing group. “I wanted to try another part of the business,” he explained. The chance to describe the testing process to customers when they call was attractive to Adam. When you call to ask about getting a quote and planning tests of your aerospace or automotive device, you’re likely to talk to Adam. He’s seen it all and can explain the standards and how they apply to your product.

Adam is another reason Elite is your first choice for trusted, timely testing. If you talk with him, he can arrange the right test at the right price on your schedule. And he might tell you how to operate a spacecraft, too.

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Latest Update for RED Official Journal

Posted on September 8, 2022 by admin - Telecommunications, Wireless Certification

The European Union recently published an updated edition of the Radio Equipment Official Journal. With this edition important publications of standards include:

EN 300 113 V2.2.1 Land Mobile Radios

EN 300 219 V2.1.1 LMR Tx & specific Rx response

EN 300 296 V2.1.1 LMR analog speech

EN 300 341 V2.1.1 LMR integral ant & specific Rx response

EN 300 390 V2.1.1 LMR with integral antenna

EN 300 220-2 V3.1.1 Short Range Devices 25-1000MHz

EN 300 220-3-1 V2.1.1 SRDs 869.2-869.25MHz

EN 300 220-3-2 V1.1.1 SRDs LDC/HR frequency bands

EN 300 220-4 V1.1.1 SRDs 169.4-169.475MHz

EN 300 330 V2.1.1 SRDs 9kHz-25MHz

EN 302 208 V3.1.1 RFID 865-868MHz & 915-921MHz

EN 300 433 V2.1.1 CB Radios

EN 301 502 V12.5.2 GSM Base Stations

EN 301 511 V9.0.2 Mobile stations GSM 900/1800

EN 301 908-2 V11.1.1 CDMA (UTRA FDD) User Equipment

Manufacturers should review the full Official for the standards that may apply to a specific product. For more information contact Steve Laya at 630-495-9770 x 119 or sglaya@elitetest.com

Labels: Radio Equipment Directive (RED)

Field Data Replication, Fatigue Damage Spectrum, and Kurtosion

Posted on September 8, 2022 by admin - Environmental Stress

Manufacturers come to Elite for a wide range of reliability tests and analytical services. When it comes to vibration, Elite services extend beyond the traditional sine and random test techniques. Through our association with Vibration Research Corporation, Elite can perform tests that apply advanced techniques such as field data replication, Kurtosion, and fatigue damage spectrum. These processes help manufacturers achieve greater reliability for their products when it comes to vibration and environmental stresses.

Fatigue Damage Spectrum (FDS)

Using the VRC Fatigue Damage Spectrum utility, we can perform a random vibration test that’s representative of a lifetime of vibration but completed in a shorter test time on our vibration table. FDS also helps manufacturers identify relative severity between two or more vibration environments.

Kurtosion

When Elite engineers run random vibration tests that include enhanced Kurtosion control, the product under test is exposed to a more realistic and revealing vibration environment. Kurtosion vibration enhances a standard random vibration by focusing more of the vibe stress on peak G acceleration levels. This Kurtosion vibration environment mimics realworld vibration that includes significantly more time at peak levels than what is produced by the traditional random test. Kurtosion testing can quickly identify potential design defects and help manufacturers grow reliability.

Field Data Replication

The majority of vibration testing is characterized by swept sine tones applied at designated amplitudes or as an acceleration spectral density for a random vibration test. However, Elite engineers can also capture the actual vibration conditions in a product’s environment by instrumenting accelerometers to the product or its environment, and then collect the in-situ accelerations with high-speed recorders. Using this field-measurements Elite engineers return to the lab where they can precisely replay the measured acceleration stress conditions and produce a test that replicates the actual field conditions. This real-life test can also be increased in amplitude to apply the same vibe frequency but at more severe levels to compress test durations.

Contact Elite today for more information on Vibration Testing using FDS, Kurtosion, or Field Data Replication.

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10 Tips to Faster and Smoother Aerospace and Military EMC Tests

Posted on August 22, 2022 by admin - Aerospace, EMC/EMI Testing

Elite Electronic Engineering is renowned for its industry-leading Aerospace EMC and Military EMC test expertise. The trusted results and timeliness are products of decades of experience in performing those tests and helping to write the standards.

Elite’s Senior EMC Engineer Steve Framarin (right) is part of that legacy of experience and has outlined ten tips to make a military or aerospace EMC test series run more smoothly. The testing process can appear daunting when reviewing applicable standards and a customer faces choices in setup, operation, and the range of device parameters.

Steve offers these tips to minimize delays and provide the results you need when you need them:

Have a current test plan that spells out the device under test (DUT), its configuration, and the tests to be performed. Elite can help develop a plan specific to your DUT and its intended operation.
Be sure to have current operating instructions for projects that are sent to Elite when the manufacturer’s staff cannot be on-site for the test.
Whenever possible, have spare DUTs for projects that are sent to Elite.
Verify operation of ALL equipment (the DUT, the support equipment, cables, etc.) before it arrives at Elite.
Make sure the latest software/firmware versions are installed on the DUT and its support equipment.
Have equipment sent in or dropped off at Elite the day before testing begins, if possible.
Provide clear equipment-return instructions to minimize delay and assure the best care of the DUT.
Define the response criteria/status/class – what is a failure condition, what is successful operation, etc.
Define ALL testing parameters, e.g., limits, severity levels, generator impedances, etc. Many standards allow for a range, which is often defined by the customer.
Double-check Elite’s quote to make sure it aligns with the latest test plan revision or scope of testing.

Steve and his colleagues at Elite will work through these steps with your team so that you can get the results you need in the least amount of time.

Contact the experts at Elite to find out how to identify these steps for your aerospace or military EMC testing project.

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Ka-Boom! Lightning is More Than a Bright Flash

Posted on August 22, 2022 by admin - Aerospace, EMC/EMI Testing

An aircraft’s environment is everything. It needs air to provide lift, it needs to stay aloft in the rain and heavy winds, and it needs to endure lightning strikes. Designed for that environment, its outer form minimizes drag and its conductive surface offers a diversion for lightning currents.

Lightning strikes are common on aircraft. How could they not be? Lightning is going to happen when a large conductive object appears within range of a thundercloud. Fortunately, lightning energy travels over the surface of the metal body and continues its discharge path to meet the ground.

Among the risks to the aircraft is the energy that can be induced into cabling routed under the outer skin. The enormous voltages of a lightning strike will couple some energy into nearby conductors, posing a risk to the aircraft’s electrical system. The conductors are wired directly into the electronics on board and carry their induced voltages into those devices.

Applicable Standards – RTCA DO-160

The Radio Technical Commission for Aeronautics (RTCA) is the industry organization publishing aviation technical standards. DO-160 is RTCA’s standard covering airborne equipment environmental conditions and their tests, which includes those for lightning susceptibility. Lightning-induced cable transients on unshielded cables, however brief, can be of exceedingly high voltage and current. Shielded cables offer protection by carrying the bulk of the induced energy on the cable shield where it can be dissipated.

Section 22 of DO-160 addresses lightning-induced susceptibility.

There are various waveforms defined that reflect the complexity of induced currents from lightning strikes. The waveforms are intended to demonstrate compliance for aircraft protection and the protection of its systems against the lightning environment.

The basic waveforms of the induced current and voltage in the aircraft cabling is shown below. Note the sharp rise time of the induced voltage and the slower rise time of the induced current.

The resonance of the cables naturally brings about a damped sinusoidal wave as the energy dissipates, as shown below.

*Damped sinusoidal waveform resulting from lightning-induced transient*

Lightning normally occurs in multiple strokes, with waveform behavior as illustrated in the figure below.

*Illustration of the transient peaks resulting from multiple lightning strokes.*

The subsequent strokes result in damped sinusoidal waves and gradually diminishing peak voltage and current peaks. To simulate these conditions, DO-160 Section 22 defines test steps and levels.

Indirect Lightning Test Process

Five power levels are defined in DO-160 and are chosen based on how critical the connected device is for flight operation.

Level 1, the lowest, is intended for equipment and wiring installed in a well-protected environment
Level 2 is intended for equipment and wiring installed in a partially protected environment
Level 3 is intended for equipment and wiring in a moderate electromagnetic environment
Levels 4 and 5, the highest, are intended for equipment and wiring exposed in severe electromagnetic environments

The test specification is indicated in the test plan describing the pins to receive injection and the cable-test waveform sets and the levels to be applied. These choices are made depending on how critical the equipment is to the aircraft’s safe operation.

Section 22 defines two test methods:

Pin Injection – Selected waveforms are injected directly into the pins or cables of the equipment under test (EUT). The EUT is normally powered and operational during the test so that its immunity to the injected transient can be monitored.
Cable Induction – In this test, the selected waveform is applied through a coupling clamp around the targeted cables, or the waveform is injected into the test-table ground plane so that it can be induced into the cable.

The chosen waveforms can be applied as Single Stroke, Multiple Stroke, or Multiple Burst. The single stroke test replicates the wiring’s response to the most severe lightning strike outside the aircraft. Multiple stroke tests replicate the induced effects to the internal wiring after a lightning strike made up of a single stroke followed by a burst of multiple return strokes.

Lightning Tests at Elite

Cable Induction

Lightning tests performed at Elite rely on a lightning waveform generator and a coupling network to induce the transient voltage into the cable identified in the test plan. The EUT is powered and operational as specified in the test plan. The appropriate waveform and level are chosen for each test and applied through the coupling network into the cable, which is connected to the EUT. During the test, the EUT is monitored for proper operation.

*Lightning test setup showing waveform generator and cable-coupling network*

Pin Injection

The EUT is not powered during the pin injection test, as this is potentially destructive. The waveform generator is set for the waveform and test level prescribed in the test plan. Connections are made from the waveform generator to the cable conductors or connector pins identified in the test plan. The transient is applied as specified in the test plan, and the EUT is examined at the completion of each test for any component damage and for proper operation.

Trusted Test Results

The EUT’s test report provides the detail: which pins received which waveforms at which levels; what waveform and levels were induced on which cable-bundle combination; and the status of the EUT before and after the tests.

Few things are as critical as aircraft safety. Elite’s has unmatched experience with lightning tests is equipped with more test systems covering all 5 waveform levels than any other lab. Contact the experts at Elite for information on testing your device for DO-160 compliance.

Employee Spotlight — Brad DeGrave

Posted on August 22, 2022 by admin - FAA Airport Lighting Certification

You Can See His Work from the Air – Elite’s Brad DeGrave

Elite has the distinction of being one of only two test labs the Federal Aviation Administration (FAA) accepts as a third-party certifier of critical airfield lighting. The FAA’s Airport Lighting Equipment Certification Program (ALECP) puts test labs through a rigorous qualification process before granting the authority to certify on its behalf. At Elite, the leader of the team receiving and maintaining that distinction is Brad DeGrave.

Since joining Elite, Brad and his team have enhanced the photometric lab, making Elite one of very few facilities covering a broad range of services. Elite’s photometric lab joins the longstanding electromagnetic compatibility (EMC) lab and the renowned environmental lab that covers all ranges of mechanical stress testing.

A Northern Illinois University graduate, Brad’s industrial engineering career took him first to Caterpillar in Aurora, Illinois, where he held a variety of roles in manufacturing. He later moved on to ETS-Lindgren as a manufacturing and facilities engineer, then later as a manufacturing supervisor.

“I worked for some years at ETS-Lindgren in Glendale Heights,” Brad says. “We made shielded enclosures for medical and industrial applications (such as Elite). That facility relocated to Texas, and so did I.” Brad began his role as manufacturing supervisor after his move to Texas.

“My family and I wanted to move back to the Chicago area. I learned about Elite’s plans to expand their environmental testing department and began here in 2016.” Brad held other manufacturing roles for a couple of years and returned to Elite in 2019 when he became the FAA Program Administrator.

*Brad reviewing test plans with Todd Bruhl*

In October, Brad is participating in the Illuminating Engineering Society Aviation Lighting Committee (IESALC) Technology Meeting in Detroit, Michigan. Elite’s involvement in FAA airfield safety runs deep. Brad explains: “Airfield lighting devices — the lights, the controllers, the power supplies, the cables – all require testing to receive a certificate, which is typically good for eight years. The devices need to be re-certified at the end of the certificate, and the manufacturers’ locations are periodically inspected to assure the airfield devices are being assembled according to spec.”

Brad also serves in the Army National Guard as a First Sergeant based in Chicago. He is the senior trainer supporting the unit’s overall readiness and is the senior enlisted advisor to the commander. His responsibilities in his military role mirror those in his civilian role ensuring aviation safety.

Brad and his team are one of the reasons your next return on an airplane will be smooth and safe. If you’re in a plane making its approach at night, look at the approach and runway lights and remember that Brad’s team is among those making sure the lights are safely guiding the way.

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The Pilot’s Best Friend — Airfield Lighting Photometry

Posted on August 22, 2022 by admin - Aerospace, FAA Airport Lighting Certification

Anyone visiting an airport has seen the constellation of lights on the airfield. Runway and taxiway lights, obstruction lights, approach lights, beacons, and more. They look like holiday decorations from a distance, but they’re a vital part of aviation safety.

The critical role these lights play in the safety of aircraft landings and takeoffs requires that rigorous standards be met. In the US, the Federal Aviation Administration (FAA) accepts third-party certification under the Airport Lighting Equipment Certification Program (ALECP).

Elite is one of two test labs accepted under ALECP. Elite’s FAA Program Administrator Brad DeGrave leads the FAA Airport Lighting Certification Team and explains the tests along with Elite’s role.

*Elite’s Brad DeGrave setting an amplified detector in the photometric lab*

“Elite has been accepted by the FAA as a Third-Party Certification Body, which means Elite can determine compliance to the FAA’s Advisory Circulars (AC) through testing, and if the equipment meets the standard, Elite can issue the Certificate of Conformance that is submitted to the manufacturer and the FAA.”

Elite’s certification activities aren’t limited to its own lab, Brad explained. “We can also witness testing that requires special equipment and is performed at the manufacturer’s site, and if requirements are met, we can then issue the Certificate of Conformance. As a certification body, we are also responsible for conducting the required audits and inspections of the manufacturer’s facility.”

FAA AC 150/5345-53D is the ALECP’s guiding document. Each piece of equipment has an AC to outline the design and test requirements, which include photometry, environmental, and electrical testing. All of this is in the service of assuring that aircraft can see consistent airfield lights in all conditions.

Another piece of equipment that is certified but not on the airfield is obstruction lighting. This equipment must operate at up to 95% relative humidity, and survive winds of 150 mph, wind-blown rain, salt fog, and sunshine exposure. Covers must meet specific color requirements. The control equipment for the lights needs to meet similarly harsh requirements.

*Elite’s Brad DeGrave and Jessica Kramer setting up a power supply for an airfield lighting test*

Elite’s photometry lab measures light intensity levels, flash rates, color, and beam spread, characterized by both daytime and nighttime levels. Each type of light has specific photometric requirements depending on its intended use. These types of lights include runway threshold lights, runway end identifiers, and in-pavement lights for runways and taxiways. Similarly, airfield signs must meet FAA specs for visibility and environmental durability.

As one of only two test labs accepted by the FAA to issue airfield lighting equipment certifications, Brad and his team are critical links in aviation safety.

For more information, contact Elite to ask about photometry lab capability and put Brad’s team’s experience and expertise to work for you.

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Elite’s Craig Fanning and Tom Braxton Speaking at the International IEEE EMC Symposium

Posted on July 28, 2022 by admin - EMC/EMI Testing

A reminder! If you’re attending the 2022 IEEE EMC-SIPI Symposium August 1-5 in Spokane, Washington, you’ll be able to catch presentations from Elite’s Craig Fanning and Tom Braxton.

Elite Electronic Engineering has been active in the Institute of Electrical and Electronics Engineers (IEEE) Electromagnetic Compatibility (EMC) Society for over 40 years. Elite is a regular presence at the EMC Society’s annual symposium and has hosted dozens of meetings for the EMC Society’s Chicago chapter. That tradition continues in Spokane.

The Symposium week is filled with presentations of peer-reviewed technical papers, demonstrations of EMC test and mitigation techniques, tutorial workshops, and an exhibition of wares from more than a hundred EMC-related companies.

Craig is the current Vice-Chair of CISPR/D, the EMC standards committee devoted to electronics on vehicles and internal combustion powered devices. His involvement with standards extends to membership on other related groups: the EMC Society Chicago Chapter board; the International Standards Organization (ISO) TC22 on road-vehicle standards; the Society of Automotive Engineers (SAE) EMC Committee; and subcommittees within all these organizations.

On Monday, August 1, at 8:30 a.m., Craig is presenting “Automotive Standards Development by CISPR/D: Review of CISPR 12, CISPR 36, and CISPR 25” at the symposium’s Automotive EMC Standards and Instrumentation Update tutorial session. Attendees will learn how ISO develops standards and how industry trends combine with public needs as new or revised standards are drafted. This important work is voluntary, done by professionals like Craig who devote their time and expertise.

Tom is a Life Senior member of the IEEE EMC Society and has served two terms on its board of directors, as well as the current chair of Technical Committee 1 (TC1) on EMC Management. He is a long-time Program Chair and Vice-Chair of the EMC Society Chicago chapter and was the General Chair of the IEEE International EMC Symposium held in Chicago in 2005. Over the years he has presented papers on EMC topics to global and local audiences, and currently writes a monthly column for the IEEE EMC Society published in its magazine and on LinkedIn.

Tom will chair the EMC Management session held Thursday, August 4, at 2:00 p.m., where three papers will be presented on EMC risk management topics. On Friday, August 5, 8:30 a.m., he presents “Performing Immunity Testing to Transient Signals” at the Basic EMC Measurements workshop. Tom has spoken at these sessions for over 20 years about transient testing: electrostatic discharge (ESD); electrical fast transients (EFT); electrical surge and burst; and magnetic-field immunity. Tom emphasizes the importance of identifying failure criteria: if a transient occurs, is the device’s reaction a failure or simply a benign response? Engineers spend more time addressing that question than on the test itself.

As part of the EMC and compliance industry, Elite has always had a commitment to standards, education, and professional development. Craig and Tom carry on that commitment as they speak to international audiences this year in Spokane. For more information, visit the symposium website to see the final program and register to attend.

For information on how these standards and these tests can affect your product, contact the experts at Elite. Let Elite put its experience to work for you.

Marine Equipment Water Ingress Protection Testing and Ratings

Posted on July 28, 2022 by admin - Environmental Stress

At Elite, we test electrical and electronic products to ensure they operate reliability in their end use environment. One seemingly simple but important test is water Ingress Protection (IP). Its purpose is to evaluate the ability of an enclosure to prevent water from entering and interacting with any live electrical elements housed within.

While nearly every electrical product will require some type of water IP, for this article we address applications in the Marine industry and how IP is applied for watercraft ranging from commercial cargo ships to recreational boats.

The primary responsibility for water IP starts with the product designer who has the foundational knowledge of the device, its intended application, and knows which materials and processes can be applied to make it suitable for its wet environment while still being manufacturable and affordable.

It is also important to know which standardized tests may be required for the eventual product validation. In the commercial marine industry, many products are subject to type certification by the various International Association of Classification Societies (IACS) marine classification societies. Each has their own testing standard and will prescribe an appropriate IP test to ensure a degree of protection suitable for the application and location onboard the ship or offshore platform. Their standards typically encompass IACS requirements and reference elements from IEC 60945, IEC 60533, or IEC 60092.

IACS Members

Lloyd’s Register

Bureau Veritas

Registro Italiano Navale

American Bureau of Shipping

DNV

Nippon Kaiji Kyokai

Polish Register of Shipping

Croatian Register of Shipping

China Classification Society

Korean Register of Shipping

Indian Register of Shipping

In the recreational craft industry, there are generally no agency specified water IP requirements, however boat builders (OEMs) and aftermarket installers have expectations that electronic products used in their boats will operate reliability given the product’s location and application.

Regardless of where the water IP requirements originate, most testing eventually points to the recognized protection standard, IEC 60529. It addresses water exposure, access by solid foreign objects, and dust but because we’re discussing marine applications, our focus on the water ingress testing.

IEC 60529 Water-Ingress Tests and Ratings

IEC 60529 describes a range of standardized water exposure tests that are labeled with designating codes starting at IPX1 and increasing in severity and ending in IPX9. Each is briefly described here:

IPx1 Dripping water:

Vertically falling water drops at the rate of 1 mm/minute applied for 10 minutes.

IPx2 Dripping water when tilted up to 15°:

Similar to IPx1, but with the enclosure tilted up 15° from its normal position and a rainfall rate of 3mm/minute.

IPx3 Spraying water:

Water falling as a spray at any angle up to +/-60° from vertical. This test can be applied using a showerhead that delivers 10 liters/minute for at least 5 minutes.

IPx4 Splashing of water:

Similar to IPx3 but more exposure on the test item at up to +/-180° from vertical.

IPx5 Water jets:

Water projected by a 6.3 mm nozzle against the product enclosure from any direction. The water jet is 12.5 liters/minute at a distance from 2.5 to 3 meters and for at least 3 minutes.

IPx6 Powerful water jets:

Same as IPx5, but 12.5 mm nozzle and 100 liters/minute.

IPx6 Powerful water jets:

Same as IPx5, but 12.5 mm nozzle and 100 liters/minute.

IPx7 Immersion up to 1 m:

Immerse the product in water 1 meter measured at bottom of the product and at least 15 cm measured at the top of the product for 30 minutes.

IPx8 Immersion beyond 1 m:

Same as IPx7 but with the immersion depth and duration defined by the manufacturer.

IPx9 High Pressure and Temperature Water Jets:

Fan jet nozzle at 15 liters/minute for 30 seconds per spray position and at least 3 minutes.

Additionally,

When a water IP rating is assessed for a product all lower-numbered IP ratings are also met without the product being tested. However, this only applies to drip, spray, and jetting ratings from IPx1-IPx6. This means that some products that require a versatile rating covering immersion or high-pressure water jets will also be separately tested to receive a versatile rating. Examples of versatile ratings include IPx6/IPx7, IPx5/IPx8, or IPx4/IPx7/IPx9.
For some products, it is possible to spray a water-sensitive colorimetric developer into the enclosure prior to testing. This material may help identify leak paths when water enters the enclosure. It changes color to indicate the presence of a leak and approximately where the leak originated. Whenever possible consider a water indicator prior to product assembly.
IEC 60529 requires the product and water temperature to be within 5 K (Kelvin) of each other. This is necessary to prevent thermal shock stress or any pressure differential. Test items often are conditioned at lab ambient temperatures or in a thermal chamber to align the product temperature with that of the water.

Advice for IEC 60529 Water Ingress Testing

When a commercial marine application requires type certification by an IACS marine class society it is important to coordinate testing with the marine surveyor and Elite’s lab scheduler. In particular, be certain to have an approved test plan in place before testing begins. Also, determine if the surveyor will require on-site witnessing or at least witness the posttest evaluation.
Establish how the posttest evaluation will be performed.
- Will the device be opened and visually examined?
- Is an operating functional test performed?
- Who will open the product, Elite or the client personnel?
- Review how the product can be opened without dripping exterior water into the protected space.
State in the test plan if pre-test or post-test dielectric withstand testing or insulation resistance testing is required.
Identify if the Elite testing is being performed to support a separate electrical safety assessment conducted by others, for example per IEC 61010 or IEC 62368. In these instances, the post-test evaluation is important and will be specified by the safety testing agency.

Even though water testing may appear to be a simple and straightforward test there still other details of the test to consider, and even more so when the results are for marine applications.

If you have a marine water ingress test requirement or questions on any types of ingress testing, contact us so we can review the details of your product, the validation requirements, and provide advice to help you make your testing successful.

For more information about IP water ingress testing or any other testing services at Elite, contact Chuck Thompson at Elite Electronic Engineering, Inc.

Phone: 630-495-9770

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New at Elite! Dynamometer Capability for Whole-Vehicle EMC Testing

Posted on July 28, 2022 by admin - Automotive, EMC/EMI Testing

Elite Electronic Engineering is excited to announce the installation of a new chassis dynamometer in its drive-in electromagnetic compatibility (EMC) chamber, especially as applied to electric vehicle testing. The HV Technologies RP40-55/100-6-F is a free-standing dynamometer that can be used with front-wheel, rear-wheel, 4-wheel drive vehicles, as well as motorcycles.

Automotive vehicle EMC testing has become an urgent need in the automotive industry. Electric vehicle (EV) sales in the US have grown from 50,000 in Q4 2016 to 2.6 million in Q1 2022. Increasing EV complexity makes it all the more important to verify their radiofrequency (RF) emission and immunity characteristics.

Testing vehicles under running conditions gives the manufacturer a more accurate EMC picture. When on the road, the EV’s motors, controllers, regulators, and other systems are fully engaged. Higher emission levels are likely at a wider range of frequencies when those systems operate under load. Also, the risk of RF vulnerability in navigation and motor-control systems is more acute while the vehicle is in motion.

Dynamometers have been in use for many years to test internal combustion engine (ICE) vehicles under load. Horsepower, fuel economy, and other parameters have long been measured as the vehicle was operated at speed on dynamometer rollers.

EVs have more EMC concerns under operating conditions because of their complex electronics. Higher voltages and higher currents in an EV’s powerful motors and associated control systems naturally generate higher RF emission levels, and the sophisticated circuitry must be immune to disruption from external RF fields. These factors make electric vehicle testing imperative.

Elite’s new dynamometer can handle axle loads of 10,000 kg at a maximum speed of 100 km/h and a rated speed of 55 km/h. Its control-system RF immunity is 200 V/m, allowing the full range of RF immunity tests to be performed without concern of corrupted data. The dynamometer and vehicle test chamber have been set up so that smaller electric vehicles can be tested in 2WD or 4WD applications. Large vehicles will be tested in 2WD applications in most cases. The dynamometer is also capable of testing motorcycles.

Automotive vehicle testing can be set up by driving the vehicle directly into the test chamber, saving time and cost. Because preparation time is minimized, each test can be completed sooner to allow time for additional configurations that may be desired.

Contact Elite to find out more about how this test tool can work for you. Elite experts can work with you on scheduling a test, creating a test plan, and putting the dynamometer to work for your vehicle.

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Chuck and Kyle Thompson – Generations of Elite Experts

Posted on July 26, 2022 by admin - Other

Elite Electronic Engineering has provided testing services to the industry for more than 65 years. Whether dealing with standards for electromagnetic compatibility (EMC), moisture and corrosion, vibration, mechanical shock, photometric, tensile strength, and more in the realm of quality measurements, Elite has been there.

Among the reasons Elite can continue to provide reliable and timely testing is the longevity and dedication of its staff. Elite is fortunate to have generations of engineering talent, some of whom are members of the same family.

In Elite’s Environmental Stress Testing department, Team Leader Chuck Thompson and his son, Test Technician Kyle Thompson, have a combined 38 years of lab experience. Chuck has been with Elite for 27 of those years, the first ten as a test engineer and the past 17 as the team leader. His environmental qualification experience began in Florida testing radios and transponders for the military and rocket guidance systems. The severe tests required for that equipment prepared him for his career at Elite.

Chuck tells what followed: “After 8 years [in Florida], I returned to Downers Grove (my hometown) when my father was diagnosed with kidney failure and on dialysis. I sent a resumé to Elite Electronic Engineering and a few others in the area and soon received a call from [Elite founder] Jim Klouda. We spoke, and he invited me to come and see his operation. It was just what I was looking for.”

Elite was expanding its Environmental Stress Testing lab at the time, and Chuck was the right engineer in the right place. In the years since, Chuck has updated and modified test equipment, developed new test strategies, and trained younger technologists to continue the work.

One of those younger technologists is his son Kyle, who at age 12 with his brother helped his dad with lab-cleaning chores. Chuck had coached Kyle’s youth baseball team years before and spoke of the difference between a family relationship and workplace roles. “When Kyle came to Elite, we talked about it. I was the environmental team leader and he would be reporting to me. Being at home was different from being at work. Because I had been his coach when he was younger, we understood how that relationship is different from a work environment.” Chuck had talked about his work when Kyle was younger. “I guess he liked the stories I would tell about the interesting tests we performed here and the latest products I would see and operate.”

As a young man, Kyle had worked briefly in Elite’s maintenance department, then moved into other technical work in printing, plumbing and construction. He became a weld inspector and test technician, learning how to interpret standards.

For a time, Kyle studied fire science and was planning his wedding when Chuck told him of an environmental test technician opening at Elite. Kyle talked about his decision to accept the position: “Elite takes great care of their employees, and it would be an outstanding opportunity for a stable, long-term career. I also wanted the benefit of working with my dad and following in his footsteps.”

Kyle is now one of the veteran test experts in Elite’s renowned environmental lab. “11 years and two kids later, I’m still working at Elite and looking forward to the future.” There are advantages to working together, as Kyle explains, “I learned a lot from my dad, watching him fix things and learning what he was doing. When I started at Elite, it was natural for me to go to him with questions.”

Chuck adds that it goes both ways. “Kyle has taught me a lot about Vibration Testing. He’s also there when I need help with something on my computer.” Workday questions sometimes continue after hours. Kyle said, “We both live near here and can come in if one of us needs help. It works well for us.”

There are a lot of reasons for Elite’s sustained success and reputation for trusted results. Those reasons include the deep roots that run throughout its expert staff. Chuck and Kyle, along with their colleagues in the Environmental Stress Testing lab, offer the timely, trusted service Elite has provided for decades. Describing his work with Kyle, Chuck sums it up: “I am glad that Kyle works for a company that cares about their employees as much as Elite Electronic Engineering does and maybe stay for 27 years like his dad.”

That’s how you get trusted results. Contact Elite and put its deep experience to work for you.

Elite Women in Engineering

Posted on June 23, 2022 by admin - Other

June 23, 2022, is International Women in Engineering Day (IWE Day). This event was initiated by the Women’s Engineering Society and has been celebrated globally since 2014.

Elite is fortunate to have three talented women engineers on the staff. To celebrate IWE Day at Elite we recognize Jessica Kramer, Tylar Jozefczyk, and Kate Fanning for their hard work, determination, and contributions to the engineering profession at Elite.

Jessica Kramer, mechanical engineer in Elite’s Lighting and Photometry department, develops and analyzes tests of lighting fixtures, aviation lighting, and other illumination devices.

Electromagnetic compatibility (EMC) engineer Tylar Jozefczyk tests the compliance of electronic devices with regulatory requirements such as FCC, ISED-Canada, and EN standards for Europe.

Environmental test engineer Kate Fanning’s expertise is in mechanical stress testing, battery testing, cables, and connector testing, among others.

Each has her own background, skills, and specialty, and we are proud to have them as part of our company. Their story and their path to an engineering career are the focus of this month’s Elite employee spotlight celebrating IWE Day. We recently caught up with them to ask what inspired them to pursue an engineering career and what advice they have for others considering a similar pursuit.

*Jessica Kramer, Tylar Jozefczyk and Kate Fanning*

Elite Insider: When did you know you wanted a career in Science, Tech, Engineering, Math (STEM)?

Tylar – As a child, I loved to build with Legos. Later I became interested in space and exploration and watched many of the NASA and SpaceX Dragon launches. In high school, science and physics were my favorite subjects. I was just drawn more to science than other subjects.

Kate – A similar story for me, as high school science was my favorite. I recall taking things apart to understand them. I would compete in science fairs and liked the concept of testing and experiments. Leaving high school, I was intent on playing ice hockey

at the collegiate level and had my mind set on studying psychology, a soft-science field. But a year into Psych I found myself missing the absolutes of the hard sciences, math, and experimentation, so I switched to a physics major. I loved it and never looked back.

Jessica – That’s interesting, I was also a kid that would take things apart! My parents encouraged my curiosity; although they did not appreciate all the things I took apart and left apart!

*Tylar Jozefczyk (left) showing antenna orientation in the EMC lab*

Elite Insider: Did you receive encouragement to pursue an engineering profession?

Jessica – My mom encouraged me to be an engineer. She and my dad were dentists, so you would think I would have followed their path. But for me knowing about dentistry through my parents’ experience was enough to steer me toward a different course and one of my own interests. My mom recognized that I liked science and that I was curious about everything. I guess my parents felt I had the Knack… you know, Dilbert’s “Curse of the Engineer”

*Jessica Kramer (right) describes illumination testing*

Kate – My dad was a big influence and encouraged me to become an engineer. Most of my friends were already pursuing college science degrees like biology or medicine. So, when I switched from Psych to physics after my first year, most of my friends and family knew it was the right choice for me and were very supportive.

Tylar – I credit my stepdad for encouraging me to become an electrical engineer. He was an electrical foreman working in Chicago and knew that I would enjoy a technical career. It was fun to talk with him about the work I was doing at Elite because he was a family member who could understand the interesting and complex things we do. It was a good common bond for us and fond memories for me.

Tylar – My friends, however, could not understand why I chose physics as my degree. They would ask why anyone would do such a hard thing. And even though I would passionately describe how physics and calculus explain everything, in return I usually received friendly eye-rolling or blank stares from them. Anyway, I finished my physics major, then continued with an electrical engineering degree and math minor…. I think my friends finally understand me and now accept my love of science and math!

Elite Insider: What’s the most challenging aspect of becoming or being an engineer?

Tylar – The biggest challenge has been applying what you learned in college to the work at Elite. An engineering degree provides a good foundation, but it does not teach you how to perform your job. I’ve learned to be a regulatory EMC engineer from scratch and there’s no fast and easy path to learning it. It’s only through experience and hands-on hard work that you finally become confident at your job.

Kate & Jessica – We agree 100% with Tylar. Every day we learn how to apply our tech backgrounds to become better at our jobs. There are so many things to know, and each day seems like a new and different experience. We encounter new specifications, unique tests, new test equipment, and at least two or three different client projects every week! Being an engineer helps me adapt to multitasking, but it will take time and experience to really feel comfortable.

*Kate Fanning (center) explains battery-test monitoring*

Elite Insider: What advice can you offer to young girls about a STEM career?

Kate – Pursue your passions! Whether it’s in engineering, ice hockey, or any other pursuit, don’t let anyone tell you can’t do it. Use their skepticism to fuel your determination.

Tylar – Even though the engineering profession draws many more men than women, don’t let that stop you. I had many college classes being the only girl, but I became accustomed to it, and you will too. During college, try to join clubs or different non-tech social groups to extend your connection to others. For me, I joined a Robotics club and met friends through it.

Jessica – Engineering is a wonderful career path for women so don’t let stereotypes or the demographics about engineering stop you or intimidate you. Ladies do just as well and can be just as successful as anyone else, especially in a technical field. You can succeed as we did by following your passion, applying hard work, and maintaining your determination.

Elite proudly recognizes Tylar, Jessica, and Kate on IWE Day. We admire their achievements and encourage women of all backgrounds to consider a career in engineering. Here at Elite, we have a few suggestions for aspiring engineers:

Apply for the annual Elite-sponsored IEEE EMC Society James C. Klouda scholarship. This is a scholarship in the name of Elite’s founder. It is a prestigious recognition and includes a monetary award.
Schedule a visit to our lab. We encourage tech-minded high school or college-age persons to contact Elite and arrange a visit with a staff engineer and tour of our facility. You can see first-hand examples of electrical and mechanical engineering, computer science and coding, and physics disciplines all coming together at one location.
Elite is hiring, so come join us! We welcome women to apply for several of our new job openings as full-time candidates or even internships for those still in school. Learn how you can build a great engineering career on our team!
Contact the IEEE Women in Engineering (WIE) Society. The WIE is a world leader in changing the face of engineering. With 30,000 members in over 100 countries, IEEE WIE is a network that advances women in technology at all points in their lives and careers. IEEE WIE members make lifelong friendships, acquire influential mentors, and make a difference for the benefit of humanity.

More Accelerometers on More Shakers

Posted on June 21, 2022 by admin - Electronics, Environmental Stress

Elite’s Dynamics Lab is among the largest and most capable in North America. The recent expansion with more shakers, larger capacity, and more efficient operation keep our customers on schedule with the flexibility to meet their most demanding requirements. With access to eight shakers, our expert staff delivers complete Vibration and Shock Testing for small electronics and large systems. Our capability has only been limited by the number of accelerometers that could be monitored – until now.

We recently expanded our monitoring capability with our equipment provider, Vibration Research, and are now equipped to monitor up to 68 channels during a single test:

Upgraded six shakers, each with 16 dedicated channels for accelerometer monitoring.
Configured 52 additional channels for on-demand installation on any shaker.

*Up to 68 channels available for your test*

Now our customers can record more data and save more time in their test programs by:

Employing triaxial accelerometers to record all three axes simultaneously.
Eliminating the need to reposition accelerometers for each axis.
Monitoring more locations and samples concurrently.

*New controllers with 16 channels per shaker*

As electronics for Automotive, Aerospace, and Military applications grow in complexity with more rigorous durability requirements, Elite is prepared to meet the challenge. If your test plan requires multiple accelerometers, request a quote today to put our new capability to work for you.

Elite Sends Leaders to the International IEEE EMC Symposium

Posted on June 21, 2022 by admin - EMC/EMI Testing

That tradition continues at the 2022 EMC-Signal Integrity and Power Integrity (SIPI) Symposium being held August 1-5 in Spokane, Washington. Symposium week is filled with presentations of peer-reviewed technical papers, demonstrations of EMC test and mitigation techniques, tutorial workshops, and an exhibition of wares from more than a hundred EMC-related companies. Elite will be represented by two of its own: EMC Lab Manager Craig Fanning and Marketing Engineer Tom Braxton.

Craig is presenting “ISO Update/Motivations” at the symposium’s Automotive EMC Standards and Instrumentation Update tutorial session. Attendees will learn how ISO develops standards and how industry trends combine with public needs, providing the impetus for new or revised standards. This work is a voluntary exercise, done by professionals like Craig who devote their time and expertise.

Tom will present “Performing Immunity Testing to Transient Signals” later that week at the Basic EMC Measurements tutorial. Tom has spoken at these sessions for 20 years, where attendees learn the variety of transient tests: electrostatic discharge (ESD); electrical fast transients (EFT); electrical surge and burst; and magnetic-field immunity. Across those tests, Tom emphasizes the importance of knowing a device’s failure criteria: if a transient occurs, is the device’s reaction a failure or a benign response? Engineers spend more time answering that question than on the test itself.

As part of the EMC and compliance industry, Elite has always had a commitment to standards, education, and professional development. Craig and Tom carry on that commitment as they speak to large audiences this year in Spokane. For more information, visit the symposium website to see the advance program and register to attend.

For information on how these standards and these tests can affect your product, contact the experts at Elite. Let Elite put its experience to work for you.

Inclination Testing for Marine Industry Equipment

Posted on May 25, 2022 by admin - Environmental Stress

Testing marine equipment involves simulating the harsh environment typical for recreational craft and onboard commercial ship applications. Test lab equipment must replicate accelerated moisture and high humidity, temperature extremes, and corrosive atmospheres. High vibration and shocks are also tested to evaluate marine systems against the mechanical stresses from propulsion or other motor-driven ship systems.

Another stress that is unique to the marine environment comes from the pitch and roll inertial attitude changes of the ship during rough seas and initial acceleration. These conditions are simulated using static and dynamic inclination testing.

Static inclination testing evaluates the ability of equipment to perform when the vessel is off plane for extended periods such as when a vessel is listing to one side or another. Dynamic inclination testing evaluates equipment operation during pitch and roll from rough seas.

Many types of marine equipment are tested for inclination. For example, ship controls are evaluated to confirm normal operations such that components remain seated, connectors stay mated, actuators hold position, and the cabinet doors remain closed. Motorized or moving systems are tested to evaluate how the angular momentum of a spinning motor or dynamic system changes with the angle of inclination. Storage batteries are tested to confirm they operate normally and without electrolyte leakage when angled to the extremes.

Inclination tests are specified in the commercial marine industry equipment standards. These include:

IEC 60092-504
IACS E10

Inclination requirements are also incorporated into type certification specifications from the major IACS classification societies.

Elite has test equipment to perform inclination testing for marine applications. Our Hydraulic Tilt Machine capabilities include:

Maximum Test Item Footprint: 48” x48”
Maximum Test Item Height: 72”
Tilt Angle: +/- 22.5 degrees
Rate: -22 deg to 0 deg to +22 deg in 10 sec
Customized angular profiles and rates

For more information on Elite’s marine industry testing or for others inclination test applications, contact our experts today.

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Marine EMC Recreational Craft Requirements

Posted on May 24, 2022 by admin - EMC/EMI Testing

EMC Tests for Recreational Boats

Whether on land or sea, electromagnetic interference (EMI) is there. We know EMI affects electronic equipment, wireless devices, and land-based vehicles, but EMI also is present in the water. Boats operate in a unique environment and are affected by EMI as are systems in other environments. Electromagnetic compatibility (EMC) is a device’s ability to limit its electromagnetic (EM) emissions and to continue operating normally when faced with EMI. This two-part series will review EMC requirements for two broad categories of watercraft, recreational and commercial.

Recreational Craft EM Environment

A recreational boat’s EM environment is different from vessels in commercial use. Recreational vessels occupy small spaces, with on-board RF devices mounted near controls, wiring harnesses, and other wireless instruments. Radio equipment is typically of lower power than that used on commercial vessels, though they are of equal importance for safety and navigation.

EMC Considerations and Standards

EMC requirements for recreational craft in the US, Canada, and the European Union (EU) include standards for electronic modules, wireless transmitters, and for the entire boat. Requirements are not the same in all markets, so boat builders and marine equipment manufacturers need to identify the appropriate standards for equipment types and their markets. The focus here is on EMC requirements, but other marine regulations exist for watercraft: boat construction and certification, life-saving equipment, and fire extinguishers, and more. For guidance on marine safety regulations beyond EMC, manufacturers should consult with the US Coast Guard, Transport Canada, and the EU Recreational Craft Directive.

EMC Regulations for Whole Boats/Vessels

In the US, neither the Federal Communications Commission (FCC) nor the Coast Guard have EMC requirements that apply to whole boats. But in Canada and the EU there are EM emissions standards for boats that have spark-ignition internal combustion (IC) engines as well as those that are electric powered. These requirements apply to boats having hull lengths up to 15 meters.

The tests and limits follow international standard CISPR 12, which covers off-board receivers. Off-board receivers include residential TV and radio receivers, which are protected by CISPR 12 over the range of 30-1000MHz. In Canada, the radiated-emission requirement ICES-002 covers whole-boat emissions. It references Canadian standard CAN/CSA-C108.4-06, which tailors CISPR 12:2001 to apply limits only for broadband emissions.

In the EU, EN 55012 is the harmonized standard for the CE Marking EMC Directive and is the radiated-emission requirement for boats with IC and electric engines. It references CISPR 12:2007 and includes both broadband and narrowband emissions limits.

EMC Regulations for Electronic Subassemblies

Electronic subassemblies (ESAs) are the individual onboard components and controls providing propulsion, steering, and other functions. ESAs include:

modules integrated by the boat builder when the boat was assembled;
devices added by resellers;
aftermarket products added after the sale.

ESAs may be digital electronics or wireless electronic modules. Digital ESAs and RF transmitters and receivers have requirements that differ. In the US, the FCC requirements for digital electronics are in 47CFR Part 15B, but the FCC has an exemption for unintentional radiators used exclusively on transportation vehicles, including boats, making those used exclusively on boats exempt from formal digital device testing (see 15.103(a)).

In Canada, ICES-003 carries digital-device requirements applying to products not installed at the factory. ICES-003 follows international standard CISPR 22 for Information Technology Equipment (ITE), which applies Class B (more restrictive) limits on radiated emissions.

In the EU, the Recreational Craft Directive (RCD) 2013/53/EU addresses recreational boat safety. The technical requirements are posted as harmonized standard in the Official Journal (OJ) for the RCD. For example, EN 25197 has requirements for electrical/electronic steering, shift, throttle, and dynamic position control systems that include EMC. Standards listed in the RCD OJ for a specific boat system should be applied first for the technical assessment. When a device-specific standard is not listed in the RCD OJ, then EN 60092-507:2015, the generic technical standard for boat electrical systems, applies. EN 60092-507 covers pleasure craft measuring 24-50 meters and has EMC requirements per IEC 60533 and IEC 60945, which cover recreational and commercial vessels.

The International Council of Marine Industry Associations (ICOMIA) is another trade organization providing guidance that supplements the regulatory standards.

Wireless Device EMC Regulations

As with all vessels, wireless devices on recreational craft must comply with applicable regulatory requirements, such as those from:

the Federal Communications Commission (FCC) in the US;
the Innovation, Science, and Economic Development (ISED) in Canada;
the European Union (EU) Radio Equipment Directive (RED) and the EMC Directive.

In certain cases, marine safety agency regulations such as those of the US Coast Guard and the EU Marine Equipment Directive also apply. FCC Part 80 covers marine band radio equipment, while FCC Part 15 covers low-power transmitters, such as Bluetooth, WiFi, and Zigbee. Cellular transmitters integrated on boats need to comply with FCC Parts 22, 24, or 27. Any type of intentional transmitter used on a recreational craft, whether low-power or licensed, will need to be certified before it can be brought to market.

The Canadian regulations for marine band radios and low-power transmitters are mostly aligned with those of the FCC. Marine band Canadian RSS standards (188/182/288/238) apply to VHF safety bands and radar. Low-power transmitters, such as Bluetooth, WiFi, or Zigbee, are covered by RSS-210 and RSS-247. Cellular transmitters integrated on boats will need to comply with Canadian telecom standards. Intentional transmitters need to be certified to Canadian transmitter regulations before being put into operation.

In the EU, the RED is the requirement for transmitters and receivers, which also covers certain marine band systems. Transmitters and receivers need to meet RED requirements for effective spectrum use, EMC, and electrical safety. Radio communication and navigation equipment in the EU falling under the scope of the International Maritime Organization (IMO) Safety of Life at Sea (SOLAS) Convention also must be type approved per the Marine Equipment Directive (MED).

Voluntary Compliance with Industry Recognized ABYC standards.

For any compliance evaluation, there will be components and subsystems that are not explicitly defined. In those cases, the American Boat & Yacht Council (ABYC) provides guideline documents for manufacturers. ABYC is a marine-industry organization that establishes voluntary safety standards for recreational boats. ABYC publishes over 60 standards covering everything from boating-skill instruction to three-phase electrical power systems on watercraft.

Boat and propulsion builders have adopted ABYC standards to provide consistent certification of the electrical and mechanical systems present on recreational vessels.

ABYC specifications cover the wide range of components that have bearing on boat safety. ABYC S-31 addresses EMC for onboard electronic systems references the marine emissions limits in EN 60945 and IEC 60533 for equipment located near the helm as well as CISPR 11 for other locations. For most recreational marine electronics, it is recommended to comply with both EN 60945 and CISPR 11 (Class B) in order to completely address the EMC environment for all possible installations.

Conformity Assessment — Recreational Craft

A manufacturer’s self-declaration is the EMC conformity assessment process for recreational craft and pleasure boats. In Canada, a manufacturer declares compliance for boat level emissions testing per ICES-002, and for electronic subassemblies per ICES-003. Labels on compliant products need to carry the appropriate information. In Canada and the US, intentional transmitters must be certified and labeled accordingly. In the EU, the EMC conformity assessment process for an entire boat (EN 55012) and for electronic systems per the RCD or EMC Directives is also a manufacturer’s self-declaration. Radio transmitters are self-declared to be compliant, but a Notified Body may be required when a harmonized standard is not applied in full.

Contact Elite for Help Navigating the Requirements

As the descriptions suggest, requirements for equipment on recreational craft and for whole boats call for interpretation and specific kinds of tests. Take advantage of Elite’s decades of experience as you pursue compliance for your marine equipment.

In Part 2 of this series, we’ll cover the requirements and necessary tests for commercial vessels. Watch for the next installment and contact Elite with your questions to assure that your marine devices are compliant.

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Introduction to CISPR 11 EMC Testing

Posted on May 24, 2022 by admin - EMC/EMI Testing

Vessels on open water, whether on a small lake or the open sea, are equipped with electronics designed to keep them safe: communications gear, navigation tools, emergency beacons, and more. These devices need to meet regulatory requirements. The foundation electromagnetic compatibility (EMC) standards are CISPR 11 and CISPR 32. This month, we will provide an overview of CISPR 11 which has importance to marine electronic applications. Elite has extensive experience performing CISPR 11 testing. Contact our experts for questions regarding what you need to know for your product.

What is CISPR?

The International Special Committee on Radio Interference (CISPR: Comité International Spécial des Perturbations Radioélectriques) dates to 1933 when a conference of international groups met in Paris to find a way to deal with radio interference. They agreed that uniform measurement methods were needed to measure radiofrequency (RF) emissions. Doing that would make international trade easier and improve radio operations.

In 1950, CISPR was formally made into a special committee of the International Electrotechnical Commission (IEC). In the years that followed, a series of working groups (WGs) were formed to address specific types of emissions and measurement techniques.

A family of standards emerged from that work, among them CISPR 11 and CISPR 32. Much of current technology falls under these standards. Next month’s blog will show the application of CISPR 11 and CISPR 32 to marine equipment. This blog’s focus is the set of emission requirements in CISPR 11.

CISPR 11 EMC Compliance

CISPR 11, Industrial, Scientific, and Medical Equipment – Radio-Frequency Disturbance Characteristics – Limits and Methods of Measurement, first published in 1975, is the basic emission standard incorporated into EN 55011, the European Norm used in the European Union (EU). Limits apply to both radiated and conducted emissions. Subsequent editions have been published incorporating updates on limits and measurement techniques.

The title applies to a broad swath of electronic equipment and covers devices that operate in the equally broad frequency range of 9 kHz to 400 GHz. Industrial, Scientific, and Medical (ISM) RF applications are defined in the ITU Radio Regulations as those “designed to generate and use locally radio frequency energy for industrial, scientific, medical, domestic or similar purposes, excluding applications in the field of telecommunications.” The standard covers emission requirements in the frequency range of 9 kHz to 18 GHz.

CISPR 11 divides equipment into two broad groups:

Group 1 equipment contains all equipment that is not classified as Group 2 equipment. Examples are medical electrical equipment, machine tools, and scientific equipment
Group 2 equipment contains all ISM RF equipment in which RF energy in the frequency range 9 kHz to 400 GHz is intentionally generated and used or only used locally, in the form of EM radiation, inductive and/or capacitive coupling, for the treatment of material, for inspection/analysis purposes, or for transfer of EM energy. Examples are microwave ovens, inductive charging equipment, and electric welding equipment.

Within those groups, CISPR 11 identifies two equipment classes:

Class A is defined as “equipment suitable for use in all locations other than those allocated in residential environments and those directly connected to a low voltage power supply network which supplies buildings used for domestic purposes.” In other words, industrial and heavy commercial equipment.
Class B equipment is “suitable for use in locations in residential environments and in establishments directly connected to a low voltage power supply network which supplies buildings used for domestic purposes.” These are the devices typically used in a home or in light commercial applications.
Different emission limits apply to the two classes, with Class B being more restrictive than Class A.
Conducted emission limits are specified for the two equipment groups for AC mains power ports and DC power ports. As an example, the AC-port conducted limits for Group 1 equipment are shown for both Class A and Class B. Note the significantly lower emission limit under Class B.

Conducted emission limits for Group 1, Class A equipment measured on a test site

(a.c. mains power port)

Conducted emission limits for Group 1, Class B equipment measured on a test site

(a.c. mains power port)

Similarly, radiated emission limits are specified as well, with different limits depending on the measurement distance and the type of test chamber used.

Electromagnetic radiation disturbance limits for Class A Group 1 equipment measured on a test site

Electromagnetic radiation disturbance limits for Class B Group 1 equipment measured on a test site

CISPR 11 provides specifications for the test equipment to be used for measurement:

ambient noise levels;
measurement instruments (receiver and/or spectrum analyzer);
artificial mains network to provide a fixed terminal impedance for mains AC power-port conducted-emission measurements;
artificial DC network for fixed-impedance termination at DC power ports;
voltage probes, antennas, and test chamber specifications.

The equipment under test (EUT) configuration is also defined, with diagrams showing typical setups for different form factors: tabletop, floor-standing, multiple interconnecting boxes, etc. The test plan needs to clearly describe the setup. Clause 6 covers the EUT configuration and Clause 7 addresses the EUT’s interconnecting cables.

CISPR 11 at Sea

CISPR 11 plays a significant role in Marine EMC regulations, but there are others:

EN 60945
IEC 60533
ABYC-S31
Various marine classification societies’ standards that include emission requirements

The ABYC-S31 standard includes reference to the CISPR 11 Class B limits for marine installations other than at the helm.

In next month’s blogs, we’ll discuss CISPR 32 and how CISPR 11 compares and relates to other marine requirements. Marine vessels fall under multiple jurisdictions. The type of vessel, its application, and its intended use all have bearing on applicable regulations.

Elite has been performing CISPR 11 tests since the standard’s introduction and can answer questions regarding what you need to know for your product. Contact the experts at Elite and find out how to test your marine electronics quickly and accurately.

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10 Steps to Successful Auto EMC Testing: Part 3

Posted on April 25, 2022 by admin - Automotive, EMC/EMI Testing

Automotive Testing Steps 7-10

It’s all good. You began with Steps 1 – 2 and moved through Steps 3 – 6. You defined your product’s market, drafted a test plan, built and tested prototypes, and did it while in touch with the manufacturer. Now you’re in the home stretch and ready to do final validation testing. Welcome to Steps 7-10 of Elite’s Ten Steps to Successful Automotive Electromagnetic Compatibility (EMC) Testing.

To paraphrase the philosopher and baseball great Yogi Berra, if you don’t know where you’re going you might not get there. Let’s set up the final tests because after going through the first six steps, you know where you’re going.

7. Schedule Well in Advance

At Elite, quick access to lab service is always the goal. But depending on workload, there could be a schedule backlog of multiple weeks. Be sure to contact Elite well in advance of the date the product will be ready for testing.

When you talk to the Elite team, give them your product’s requirements. They have the expertise to identify the appropriate standards and test methods and then outline the conformity assessment process.

Once a proposal is generated, Elite will schedule all services based on the required time and available lab resources. An early communication channel with Elite’s lab scheduler is the best path to the desired start and completion dates. A purchase order is usually not required to hold a scheduled test date, but one will be required to start testing.

Some regulatory tests for European Union vehicles and their sub-assemblies require an “E-marking” approval through a European Notified Body (NB). These are processed directly between the NB and the equipment manufacturer. Elite can provide contacts for NB services while working with the NB to coordinate test scheduling.

8. Prepare for Validation Testing

Ahead of the scheduled testing date, a functional system needs to be delivered to the test lab. Be sure to add time to make sure the wiring harnesses, support equipment, and other ancillary hardware are ready to begin the test. The lab will need the following items at a minimum:

A properly approved test plan for validation by the original equipment manufacturer (OEM)
Device(s) to be tested
Wiring harnesses
Load box and support equipment to properly simulate the systems that interface with the test item
Laptop computer with a controller area network (CAN) bus simulator
Monitoring equipment
Instructions for operating the equipment

Some support equipment can be provided by Elite, but clients should identify their needs early so the necessary resources are ready when your tests begin. Pre-arranged equipment available through Elite includes:

Fiber Optic Transceivers
Laptop PCs, Oscilloscopes, Audio Analyzers
Communication Simulator (CMW500)
Mechanical fixturing, tooling, and test automation

9. Be Available When Testing Begins

Elite business hours are typically 8:00 a.m. to 4:30 p.m. Plan to arrive shortly before 8:00 a.m. on the first scheduled test day. If special shifts or extended hours will be necessary, contact Elite at the earliest phase of the test project.

Elite clients are always welcome to be present for testing and are encouraged to attend the initial setup and first few test operations. Equipment can be shipped with setup and operating instructions, and Elite can provide remote video conferencing capabilities to save time and expenses associated with traveling to our lab.

Elite’s engineers then configure the unit for testing and run tests while monitoring the device’s performance. If the client is not present during the test, a technical support contact who can be quickly reached needs to be identified to resolve any issues. Spare test samples, if available, are also recommended.

10. Respond Quickly to Project Delays

Project delays in advance of the test starting date sometimes happen. If they do, clients need to notify Elite so the reserved lab time can be reallocated, and new start date can be set.

When problems occur during testing, Elite’s engineers work closely with the client to resolve them. This includes test-item setup complications, non-compliances, or Elite equipment faults. For cases where clients are not present during testing, the client contact needs to be available by phone or video conference for troubleshooting. In those cases, email and mobile phone contact information are needed.

Contact Elite today! Our Experts, Your Timing, Best Value

Automotive EMC testing can be a challenging process, but with the support of Elite engineers, you can rest assured that you’re working with the most knowledgeable, best equipped, and best value service provider in the industry. Contact us to get your project started on the right path.

Let us know how we can help you succeed with your product development.

Why Trust Elite?

60+ years of EMC testing experience
20+ automotive EMC test engineers and iNARTE organizational certification
15+ years of continuous laboratory recognition from Ford, GM, and Stellantis (formerly FCA)
Only independent test laboratory fully recognized for all Ford, GM, Stellantis, Mazda, and Hyundai-Kia EMC test methods

Call Elite at 630-495-9770 with your questions.

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Elite Employee Spotlight: John Gondek

Posted on April 22, 2022 by admin - Environmental Stress

Among Elite’s talented engineering staff, a common thread is an interest in learning and professional growth. Working with broad varieties of devices from all corners of technology builds a desire to learn more. John Gondek moved in recent months from Elite’s Environmental Stress Testing team to Sales and Applications, where he collaborates directly with customers, answering their questions and recommending tests appropriate to their product.

John’s experience with Elite is deep, having been on staff for nearly 20 years. His background in computer and electronic technology prepared him for his years performing nearly every flavor of Environmental Stress Test called out by the industry.

And his recent work in battery testing has been valuable to Elite customers. With the sudden growth in electric-vehicle (EV) design, customers regularly call to inquire about regulatory testing of battery packs, charging systems, voltage regulation systems, and the other associated components.

“Seeing the advances in battery technology in the past few years has been interesting,” John said. “Especially noticing how devices are designed and manufactured in a way to make them more robust to face severe environments and running tests that verify it.”

John talked about challenges he has dealt with in battery tests. “Safety has always been a concern. We have to rely on our experience along with the customer’s insight on potential safety hazards.”

Part of that involves setting up the tests. “Fixturing batteries for Vibration and Shock Testing has been a challenge,” John said, “because the battery packs are unique shapes and often have soft exterior encasements. There’s a delicate balance between securing the pack for the vibe test without crushing the pack itself.”

The recent increase in battery testing has brought on newer designs that require creativity. “Attaching leads to battery packs that don’t have a designed-in connection point is another challenge,” John said, adding, “We have to work with the customer to find ways to monitor the battery, like any other test.”

John’s recent move into Elite’s Sales and Applications team has proven valuable to Elite, as John leverages his environmental-testing experience into guidance for customers planning a test strategy. Because of his experience, he can describe to the customer just what their test will involve, the success criteria, and how much time it will take.

In his new role as Senior Environmental Engineer in Applications and Sales, John’s expertise is especially valuable when he answers a client’s questions. As he describes it, “Clients might say, ‘I don’t know what I don’t know.’” That’s when the client is glad to speak to someone who’s been there, like John.