Several instances have been noted in ground-based applications where EMI emissions from commercial digital processing equipment have interfered with the operation of sensitive radio receivers. Of particular concern are radiated emissions from processor clock signals causing interference with communications equipment that operates from 30 to 88 MHz. Most commercial equipment is qualified by testing at a distance of three meters. The problems have been largely caused by use of the commercial items at distances of one meter or closer where the fields will be higher.
Another example is a commercial global positioning system (GPS) receiver interfering with a military GPS receiver. The out-of-band antenna emissions from the commercial receiver were picked up by the antenna of the military receiver and processed at the in-band frequency. A limited CE106 test may have identified the emission.
Currently there are numerous incidences of co-site, intra-ship, and inter-ship interference, as well as interference with the civilian community. For example, the Honolulu Airport air traffic control radars have been degraded by shipboard radars stationed adjacent to Pearl Harbor.
A program manager developed a system without requesting spectrum certification. After development, it was discovered that the system had the potential to interfere with other critical systems. Costly EMC testing and operational restrictions resulted, impacting the ability to meet mission requirements. Both items could have been avoided if spectrum management directives had been followed.
A maintenance person was working inside a fuel tank and experienced an arc from his wrench when removing bolts. It was found that maintenance personnel were routinely taking foam mats into the tank to lie on while performing maintenance. Friction between the mat and clothing allowed a charge buildup which caused the arc. All static generating materials should be prohibited from the tank during maintenance.
Many equipment failures have been attributed to ESD damage of electronic parts.
To protect personnel on the ground from receiving electrical shocks, it is standard practice for rotorcraft to touch the ground with the hook before it is connected to the cargo. As the cargo is lifted, the whole system (aircraft and cargo) will become recharged. Again, when the cargo is lowered to the ground, it must touch the ground to be discharged before handling by personnel. The aircraft system and cargo often see several electrical discharges as the vertical lift process is executed.
During in-flight refueling, pilots have reported seeing arcing between the refueling probe and the fueling basket during mating. These discharges were several inches long. Based on these observations, the 300 kV number was derived. Aircraft that have experienced discharges from in-flight refueling have had upsets to the navigation system resulting in control problems.