Or my 80 meter mobile installation that could shut down simple
transistorized ignition systems... what could it do to a drive-by-wire
vehicle that used CAN-bus for everything?

Not a moot point when even airplanes are tending that way.

Cortland
KA5S


> [Original Message]
> From: John Woodgate <j...@jmwa.demon.co.uk>
> To: <EMC-PSTC@LISTSERV.IEEE.ORG>
> Date: 2/6/2010 5:52:12 AM
> Subject: Re: Agency Probes Gas Pedals' Link to EMI
>
> In message <c7927e83.658c2%ken.ja...@emccompliance.com>, dated Sat, 6 
> Feb 2010, Ken Javor <ken.ja...@emccompliance.com> writes:
>
> >But that's like saying, yes it is possible that it will rain in Death 
> >Valley, when inquiring if damage to a domicile might have been caused 
> >by a hurricane.
>
> I was pointing out that the question demanded such a response and was 
> therefore not the right question.
> >
> >The real question, given present automotive EMI standards, is "What is 
> >the probability that a real world threat exceeded the stress levels 
> >imposed during radiated susceptibility qualification (which runs 100 
> >V/m or higher to my knowledge)?"
>
> Yes, that's close enough to the right question.
>
> I'm not familiar with the European requirements, which are embodied in 
> the Automotive Directive, not in standards. But I understand that they 
> are very stringent. A few significant problems were experienced prior to 
> the Directive, some involving rural roads exposed to very high RF field 
> strengths from nearby broadcast transmitters.
>
> Nevertheless, no amount of testing, however stringent and 
> well-implemented, can foresee all possibilities, because the 
> micro-environment in the vehicle can be affected by the owner. For 
> example, a metal box without a lid might act as a resonant cavity and 
> produce a local highly-intensified field strength close to an 
> electronics box hidden behind a side panel of the vehicle interior.
> -- 
>

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