PROJECT #CC20-065, RUNWAY 17/35 RECONSTRUCTION – PHASE III
April 20, 2020
ADDENDUM #6
The attached constitutes additional information and serves to clarify issues considered to be part of the Southern California Logistics Airport Authority “Runway 17/35 Reconstruction Project Number CC20-065”.
STATEMENTS
1. Based upon current conditions and funding, the bid opening for the Project has been extended. Sealed Bid Proposals will be received until 2:30 p.m. PST on May 20, 2020. The location and method for submitting Bid Proposals and all other provisions of Paragraph II, Sealed Bids in the Notice Inviting Bids, and Paragraph I, Sealed Bids in the Instructions to Bidders remain unchanged.
2. As a result of extending the bid opening, the last day to submit requests for information, explanation, or interpretation of the Contract Documents has been extended. All requests must be received on or before May 11, 2020 at 12:00 p.m. PST. All other provisions of Paragraph III, Project Questions in the Instructions to Bidders remain unchanged.
3. Given recent changes with regard to federal funding opportunities the scope of the Runway 17/35 Reconstruction Project – Phase III has changed to include a broader scope of work. Specifically, the construction of an Automated Weather Observation System (AWOS) has been added as well as additional runway reconstruction. Consequently, the previous Bid Proposal Price Schedule Forms are replaced in their entirely by the attached Bid Proposal Price Schedule Forms labeled “Addendum 6”. The “Addendum 6” Bid Proposal Price Schedule Forms include: a re-scoped Base Bid (Base Bid 100 schedule); a re-scoped Runway Shortening (Base Bid schedule 200); a re-scoped Base Bid (Base Bid schedule 300); a re-scoped Base Bid (Base Bid schedule 400); and a new Base Bid schedule for the AWOS project (Base Bid schedule 500). The “Addendum 6” Bid Proposal Price Schedule Forms also include re-scoping Bid Alternate No. 1, and the addition of Bid Alternate No. 2.
4. The re-scoped project, as described in Item 3 above, is depicted on the original plan set, with modifications as noted on the attached plan set. See the index in front of the attached plan set for further clarity.
ADDENDUM #6 CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III Page 1
5. The scope of work contemplated for the AWOS under Base Bid schedule 500 is depicted on a single drawing entitled “SCLA AWOS Relocation” and described in the “AWOS Relocation Scope of Work”. FAA Advisory Circular AC 150-5220.16E “AWOS for Non-Fed Applications” and two Corning fiber optic specification sheets provide additional guidance. The aforementioned documents are attached hereto “Addendum 6”.
6. Aside from the AWOS work in Item 5 above, the single drawing entitled “SCLA AWOS Relocation” provides graphic guidance for relocation of other navigational aids that are represented in Bid schedule 200 labeled “Addendum 6”.
7. SECTION A GENERAL SPECIFICATIONS MODIFICATIONS: • The following clause is added to Instructions to Bidders:
XXXVIII UNFAIR BUSINESS PRACTICE CLAIMS: In entering into a public works contract or a subcontract to supply goods, services or materials pursuant to a public works contract, the Contractor or subcontractor offers and agrees to assign to the awarding body all rights, title, and interest in and to all causes of action it may have under Section 4 of the Clayton Act (15 U.S.C. Sec. 15) or under the Cartwright Act (Chapter 2, (commencing with Section 16700) of Part 2 of Division 7 of the Business and Professions Code), arising from purchases of goods, services or materials pursuant to the public works contract or the subcontract. This assignment shall be made and become effective at the time the awarding body renders final payment to the Contractor without further acknowledgment by the parties. (Sec. 7103.5, California Public Contract Code).
• Instructions to Bidders, paragraph IV, Engineer’s Estimate shall now read:
Engineer’s Estimate is approximately $12 million dollars.
• Instructions to Bidders, paragraph XVII, Award of Contract is modified as follows:
o The last sentence of the first paragraph shall now read: For the purposes of evaluating the lowest Bid Proposal price and selecting the lowest bidder, the lowest Bid Proposal price shall be the lowest total of the summation of all individual line items for Phase III Base Bid and all Bid Alternates on the Bid Proposal Forms.
o The second paragraph shall now read: In the event that FAA funding levels are inadequate to allow for the SCLAA to fund construction of the Base Bid and all Bid Alternates in their entirety as contemplated in the Contract Documents, within the 210 day period specified above, THE SCLAA RESERVES THE RIGHT TO ONLY AWARD THE BASE BID OR THE BASE BID AND ALTERNATE 1.
ADDENDUM #6 CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III Page 2
• Instructions to Bidders, paragraph VI, Beginning of Work and Time of Completion shall now read:
The work under this contract shall be diligently prosecuted to completion before expiration of 250 CALENDAR DAYS for Base Bid, 21 CALENDAR DAYS for Bid Alternate 1, and 90 CALENDAR DAYS for Bid Alternate 2, for a total of 361 CALENDAR DAYS beginning on the date specified in the Notice to Proceed.
8. SECTION C REQUIRED BID DOCUMENTS MODIFICATIONS: • The Bidder’s Bond form is hereby replaced by the attached Bidder’s Bond form labeled “Addendum 6”. • The Submission Certification form is hereby replaced by the attached Submission Certification labeled “Addendum 6”. • The attached Signature Authorization form is hereby added and must be submitted with the Bid Proposal.
9. SECTION E GENERAL PROVISIONS MODIFICATIONS: • Subsection 80, Execution and Progress is hereby replaced in its entirety by the attached Subsection 80, Execution and Progress labeled “Addendum 6”. • Subsection 20, Proposal Requirements and Conditions, Paragraph 20-13, Public opening of proposals is hereby replaced in its entirety as follows:
Proposals shall be opened, and read, publicly at the time and place specified in the Instructions to Bidders. Bidders, their authorized agents, and other interested persons are invited to view and participate remotely via YouTube at the following address: https://www.youtube.com/cityofvictorville. Questions during the livestream may be submitted via livechat or by email to [email protected]. Proposals that have been withdrawn (by written request) or received after the time specified for opening bids shall be returned to the bidder unopened.
10. SECTION G TECHNICAL SPECIFICATIONS MODIFICATIONS: • Item G-102, Safety and Security Provisions is replaced in its entirety by the attached Item G-102, Safety and Security Provisions labeled “Addendum 6”. • Item G-107, Construction Survey is replaced in its entirety by the attached Item G-107, Construction Survey labeled “Addendum 6”. • Item G-301, Demolition and Crushing Pavement is replaced in its entirety by the attached Item G-301 Demolition and Crushing Pavement labeled “Addendum 6”. • Item L-108, Underground Power Cable for Airports is replaced in its entirety by the attached Item L-108, Underground Power Cable for Airports labeled “Addendum 6”. • Item L-110, Underground Electrical Duct Banks and Conduits is replaced in its entirety by the attached Item L-110, Underground Electrical Duct Banks and Conduits labeled “Addendum 6”. • Item L-112, Directional Boring, attached and labeled “Addendum 6” is hereby added.
ADDENDUM #6 CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III Page 3
• Item L-115, Electrical Manholes and Junction Structures, attached and labeled “Addendum 6” is hereby added. • Item L-125, Electrical Construction, is replaced in its entirety by the attached Item L-125, Electrical Construction labeled “Addendum 6”. • Item P-101 Preparation/Removal of Existing Pavements is replaced in its entirety by the attached Item P-101 Preparation/Removal of Existing Pavements labeled “Addendum 6”. • Item P-620 Runway and Taxiway Marking is replaced in its entirety by the attached Item P-620 Runway and Taxiway Marking labeled “Addendum 6”.
(end of page)
ADDENDUM #6 CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III Page 4
ADDENDUM 6
SOUTHERN CALIFORNIA LOGISTICS AIRPORT AUTHORITY CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III
BID PROPOSAL PRICE SCHEDULES
The undersigned declares he has carefully examined the site of the proposed work, the proposal, plans, specifications, and contract forms. Bidders shall satisfy themselves to the character, quality, and quantities of work to be performed, availability of materials, tools, equipment, incidentals and labor to be furnished, and to the requirements of the proposed contract. The submission of a proposal shall be prima facie evidence that the bidder has made such examination and is satisfied to the conditions to be encountered in performing the work and the requirements of the proposed contract, plans, and specifications to complete all the work for Phase III Base Bid, and any and all Phase II Bid Alternates in accordance with all the provisions of the Contract Documents for the prices set forth in the following schedule:
BIDDER’S BASE BID PRICE DETAIL BASE BID SCHEDULE 100 RUNWAY 17/35 RECONSTRUCTION (Station 10+00 to 20+00) Bid Bid Description U. M. Unit Price Total Item Quantity 101 Mobilization (C-105-10.1) LS 1 $ 102 Bonds and Insurance (C-105-10.2) LS 1 $ 103 Safety & Security (G-102-5.1) LS 1 $ 104 Personnel Training (G-102-5.2) Allow 1 $10,000.00 105 Temporary Air and Water Pollution, Soil Erosion, LS 1 $ and Siltation Control (C-102-5.1) 106 Soil Erosion, and Siltation Control - Stockpile (C- LS 1 $ 102-5.2) 107 Additional Soil Erosion, and Siltation Control (C- Allow $30,000.00 102-5.3) 108 Utility Relocation (G-201-4.1) Allow $10,000.00 109 Administrative Delay (G-201-4.2) Allow $50,000.00 110 Perimeter Road Repair (G-201-4.3) Allow $30,000.00 111 Construction Survey (G-107-5.1) LS 1 $ $ 112 Provide Quality Control Testing for P-152 (C-100- Cyd 5,630 $ $ 5.1) 113 Provide Quality Control Testing for P-208 (C-100- SF 150,000 $ $ 5.2) 114 Provide Quality Control Testing for P-304 (C-100- SF 150,000 $ $ 5.3) 115 Provide Quality Control Testing for P-501 (C-100- SF 150,000 $ $ 5.4) 116 Provide Quality Control Testing for P-403 (C-100- SF 14,000 $ $ 5.5) 117 Cold Mill 0.21’ Shoulder Cut (P-101-5.1) SF 14,000 $ $ 118 Remove Asphalt Concrete and Crush to P-208 TN 15,000 $ $ Specifications (G-301-4.1) 119 Crush Stockpiled Asphalt Concrete to P-208 TN 3,000 $ $ Specifications (G-301-4.3) 120 Crush Stockpiled Portland Cement Concrete to TN 13,000 $ $ P-304 Specifications (G-301-4.4) 121 Overexcavation and Recompaction P-152 95% Cyd 5,630 $ $ (P-152-4.1)
SECTION C - REQUIRED BID DOCUMENTS CC20-065 RUNWAY 1735 RECONSTRUCTION PHASE III Page C-5
ADDENDUM 6
Bid Bid Description U. M. Unit Price Total Item Quantity 122 Haul and Stockpile Excess or Unsuitable CYd 7,487 $ $ Excavation (P-152-4.2) 123 Structural Section Subgrade Preparation (P-152- SF 150,000 $ $ 4.3) 124 Place 6" Aggregate Base Course P-208 (P-208- SF 150,000 $ $ 5.1) 125 Construct 5” Cement Treated Base (P-304-8.1) SF 150,000 $ $ 126 Provide Cement (tons) (P-304-8.3) TN 390 $ $ 127 Provide Hot-Mix Asphalt P-403 Base Course - 0.21' SF 14,000 $ $ (P-403-8.1) 128 Provide Non-reinforced Portland Cement SF 150,000 $ $ Concrete Pavement (t=17.5") (P-501-8.1) 129 Construct Thickened Edge Joint - Detail C (P-501- LF 620 $ $ 8.5) 130 Provide Pavement Markings With Beads (P-620- SF 25,090 $ $ 5.1) 131 Provide Pavement Markings Without Beads (P- SF 6,000 $ $ 620-5.2) 132 Construct Pavement Marking Control Strip (P-620- LS 1 $ 5.3) 133 Saw-Cut Grooving (P-621-5.1) SF 130,000 $ 134 PCCP Edge CLSM Backfill (P-153-6.1) LF 2,000 $ $ 135 Provide 0.12 gal/sy SS1-h asphaltic emulsion seal SF 1,600 $ $ coat (1-coat) (P-623-8.1) 136 Construct Temporary Threshold (G-102-5.3) LS 1 $ 137 Remove Temporary Threshold (G-102-5.4) LS 1 $ 138 Provide Temporary Pavement Markings – No SF 3,000 $ $ Beads (P-620-5.4) 139 Remove Temporary Pavement Markings (P-101- SF 3,000 $ $ 5.6) 140 Remove Existing Pavement Markings (P-101-5.4) SF 32,000 $ $
Total Base Bid Schedule 100 $ ______
Total Base Bid Schedule 100 ______(dollars) (in words)
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ADDENDUM 6
BASE BID SCHEDULE 200 – RUNWAY SHORTENING Bid Bid Description U. M. Unit Price Total Item Quantity 201 Bonds and insurance (C-105-10.2) LS 1 $ 202 Safety and Security (G-102-5.1) LS 1 $ 203 Temporary Air and Water Pollution, Soil Erosion LS 1 $ and Siltation Control (C-102-5.1) 204 Remove Existing Pavement Markings (P-101-5.4) SF 50,040 $ $ 205 Remove and Salvage Existing Edge Light (L-125- EA 73 $ $ 5.2) 206 Remove and Salvage Existing Sign (L-125-5.6) EA 6 $ $ 207 Install Salvaged Edge Light (L-125-5.5) EA 25 $ $ 208 Remove Existing Conduit and Conductor (P-101- LF 2,000 $ $ 5.2) 209 Remove Asphalt Concrete and Crush to P-208 TN 8,500 $ $ Specifications (G-301-4.1) (T=0.67') 210 Furnish and Install 1-2" PVC Conduit in Pavement LF 700 $ $ (L-110-5.1) 211 Remove Existing Sign Foundation (P-101-5.5) EA 5 $ $ 212 Install Salvaged Sign (L-125-5.7) EA 15 $ $ 213 Remove Existing Light Foundation (P-101-5.3) EA 12 $ $ 214 Provide 0.12 gal/'sy SS1-h sealcoat, 2-coat (P-623- SF 436,250 $ $ 7.2) 215 Furnish and Install Bare #6 Conductor (L-108-5.2) LF 1,150 $ $ 216 Furnish and Install L-824 #6 Conductor (L-108-5.1) LF 1,500 $ $ 217 Connect to Existing Circuit (L-125-5.9 ) EA 9 $ $ 218 Provide Slurry Seal to removed markings (P-626- SF 50,040 $ $ 6.1) 219 Provide Pavement Marking with Beads (P-620-5.1) SF 54,500 $ $ 220 Provide Pavement Marking without Beads (P-620- SF 12,410 $ $ 5.2) 221 Relocate RDR sign panel (L-125-5.3) EA 24 $ $ 222 Provide new RDR sign panel (L-125-5.4) EA 2 $ $ 223 Furnish and Install blank cover (L-125-5.8) EA 68 $ $ 224 Construction Survey (C-107-5.1) LS 1 $ 225 Furnish and Install L-867 Light Can (L-125-5.1) EA 8 $ $ 226 Reinstall PAPI System on existing foundation (L- LS 1 $ 125-5.11 227 Backfill to drain (P-152-4.4) Cyd 6,550 $ $ 228 Provide Quality Control Testing P-152 (C-100-5.1) Cyd 6,550 $ $ 229 Provide 1- 2” Sch 40 PVC Conduit in Pavement (L- LF 1,000 $ $ 110-5.1) 230 Provide 1- 2” Sch 40 PVC Conduit in Soil (L-110- LF 270 $ $ 5.2) 231 Provide 2- 2” Sch 40 PVC Conduit in Soil (L-110- LF 1,325 $ $ 5.3) 232 Provide 4- 2” Sch 40 PVC Conduit in Soil (L-110- LF 1,715 $ $ 5.4) 233 Provide Directional Bore,4-2” Sch 40 PVC Conduit LF 470 $ $ (L-112-5.1)
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ADDENDUM 6
Bid Bid Description U. M. Unit Price Total Item Quantity 234 Provide L-868, Class A, Size C Light Can, (L-125- EA 8 $ $ 5.12) 235 Provide L-850D in-pavement Threshold Lights (L- EA 8 $ $ 125-5.23) 236 Provide L-806, Size 1, Style 1A Supplemental Wind EA 1 $ $ Cone (L-125-5.22) 237 Provide L-849I, LED Style A Runway End Identifier LS 1 $ Light System (L-125-5.15) 238 Provide #8 Bare Cu Bond Wire (L-108-5.4) LF 2,800 $ $ 239 Provide L-824, AWG #8 Cu Conductor (L-108-5.3) LF 7,000 $ $ 240 Provide Precast H20 rated 24”x36” precast vault EA 4 $ $ with traffic rated cover, Jensen PB2436 & CA2436A! or approved equal (L-115-5.1) 241 Provide Trench, Conduit and Patch (P-403) per LF 305 $ $ Detail on Sheet 2 of AWOS Plan (L-125-5.16)
Total Base Bid Schedule 200 $ ______
Total Base Bid Schedule 200 ______(dollars) (in words)
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ADDENDUM 6
BASE BID SCHEDULE 300 - RUNWAY 17/35 RECONSTRUCTION (Station 65+11.69 to 66+86.69) Bid Bid Description U. M. Unit Price Total Item Quantity 301 Bonds and insurance (C-105-10.2) LS 1 $ 302 Safety and Security (G-102-5.1) LS 1 $ 303 Temporary Air and Water Pollution, Soil Erosion LS 1 $ and Siltation Control (C-102-5.1) 304 Construction Survey (G-107-5.1) LS 1 $ 305 Provide Quality Control Testing for P-152 (C-100- Cyd 1,250 $ $ 5.1) 306 Provide Quality Control Testing for P-208 (C-100- SF 33,750 $ $ 5.2) 307 Provide Quality Control Testing for P-304 (C-100- SF 33,750 $ $ 5.3) 308 Provide Quality Control Testing for P-501 (C-100- SF 33,750 $ $ 5.4) 309 Provide Quality Control Testing for P-403 (C-100- SF 2,480 $ $ 5.5) 310 Cold Mill 0.21’ Shoulder Cut (P-101-5.1) SF 2,480 $ $ 311 Remove Asphalt or Portland Cement Concrete TN 2,461 $ $ and Crush to P-208 Specifications (G-301-4.1) 312 Overexcavation and Recompaction P-152 95% Cyd 985 $ $ (P-152-4.1) 313 Haul and Stockpile Excess or Unsuitable Cyd 985 $ $ Excavation (P-152-4.2) 314 Structural Section Subgrade Preparation (P-152- SF 26,600 $ $ 4.3) 315 Place 6" Aggregate Base Course P-208 (P-208- SF 26,250 $ $ 5.1) 316 Construct 5” Cement Treated Base (P-304-8.1) SF 26,250 $ $ 317 Provide Cement (tons) (P-304-8.3) TN 29 $ $ 318 Provide Hot-Mix Asphalt P-403 Base Course - 0.21' SF 2,450 $ $ (P-403-8.1) 319 Provide Non-reinforced Portland Cement SF 26,250 $ $ Concrete Pavement (t=17.5") (P-501-8.1) 320 Provide Pavement Markings With Beads (P-620- SF 1,400 $ $ 5.1) 321 Provide Pavement Markings Without Beads (P- SF 1,470 $ $ 620-5.2) 322 Saw-Cut Grooving (P-621-5.1) SF 22,750 $ $ 323 PCCP Edge CLSM Backfill (P-153-6.1) LF 350 $ $ 324 Provide 0.12 gal/sy SS1-h asphaltic emulsion seal SF 1,400 $ $ coat (1-coat) (P-623-8.1)
Total Base Bid Schedule 300 $ ______
Total Base Bid Schedule 300 ______(dollars) (in words)
SECTION C - REQUIRED BID DOCUMENTS CC20-065 RUNWAY 1735 RECONSTRUCTION PHASE III Page C-9
ADDENDUM 6
BASE BID SCHEDULE 400 – RUNWAY 17/35 RECONSTRUCTION (Taxiway D & Runway Tie-In) Bid Bid Description U. M. Unit Price Total Item Quantity 401 Bonds and Insurance (C-105-10.2) LS 1 $ 402 Construction Survey (G-107-5.1) LS 1 $ 403 Provide Quality Control Testing for P-152 (C-100- Cyd 1,495 $ $ 5.1) 404 Provide Quality Control Testing for P-208 (C-100- SF 37,800 $ $ 5.2) 405 Provide Quality Control Testing for P-304 (C-100- SF 37,800 $ $ 5.3) 406 Provide Quality Control Testing for P-501 (C-100- SF 37,728 $ $ 5.4) 407 Provide Quality Control Testing for P-403 Hot Mix SF 6,240 $ $ Asphalt (C-100-5.5) 408 Cold Mill 0.21' Shoulder Cut. (P-101-5.1) SF 5,480 $ $ 409 Remove Existing Conduit and Conductors (P-101- LF 450 $ $ 5.2) 410 Remove Existing Light Foundation (P-101-5.3) EA 2 $ $ 411 Remove and Salvage Existing Runway Edge EA 2 $ $ Light (L-125-5.2) 412 Provide Non-reinforced Portland Cement SF 1,088 $ $ Concrete Pavement TW E pipe xing(t=18") (P-501- 8.3) 413 Remove Asphalt Concrete and Crush to P-208 TN 2,170 $ $ Specifications (G-301-4.1) 414 Remove Portland Cement Concrete and Crush TN 2,400 $ $ to P-304 Specifications. (G-301-4.4) 415 Salvage Existing Aggregate Base and crush to P- TN 350 $ $ 304 Specifications (G-301-4.2) 416 Overexcavation and Recompaction P-152 95% Cyd 1,500 $ $ (P-152-4.1) 417 Haul and Stockpile Excess or Unsuitable Cyd 1,500 $ $ Excavation (P-152-4.2) 418 Structural Section Subgrade Preparation (P-152- SF 38,000 $ $ 4.3) 419 Place 6" Aggregate Base Course P-208 (P-208- SF 37,800 $ $ 5.1) 420 Construct 5" Cement Treated Base (P-304-8.1) SF 37,800 $ $ 421 Provide Cement (tons) (P-304-8.3) TN 58 $ $ 422 Provide Hot-Mix Asphalt P-403 Base Course - 0.21' SF 6,040 $ $ (P-403-8.1) 423 Provide Hot-Mix Asphalt P-403 Base Course - 0.83' SF 200 $ $ (P-403-8.2) 424 Provide Non-reinforced Portland Cement SF 28,950 $ $ Concrete Pavement (t=17.5") (P-501-8.1) 425 Provide Reinforced Portland Cement Concrete SF 8,778 $ $ Pavement (t=17.5") (P-501-8.2) 426 Construct Thickened Edge Joint - Detail C (P-501- LF 550 $ $ 8.5) 427 Construct Isolation Edge Joint - Detail D3 Sheet LF 450 $ $ C.10.2.2 (P-501-8.6) 428 Provide Pavement Markings With Beads (P-620- SF 4,295 $ $ 5.1)
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ADDENDUM 6
Bid Bid Item Description U.M. Quantity Unit Cost Total 429 Provide Pavement Markings Without Beads (P- SF 5,065 $ $ 620-5.2) 430 Connect to Existing Circuit (L-125-5.9) EA 2 $ $ 431 PCCP Edge CLSM Backfill (P-153-6.1) LF 700 $ $ 432 Provide 0.12 gal/SY SS1-h asphaltic emulsion seal SF 5,680 $ $ coat (1-cot)(P-623-8.1) 433 Saw and re-seal existing PCCP joint (TW-D)(P-605- LF 2,075 $ $ 5.1) 434 Furnish and Install L-868 Light Can (L-125-5.10) EA 2 $ $ 435 Install Salvaged Edge Light (L-125-5.5) EA 1 $ $ 436 Furnish and Install 1-2" PVC Conduit in Soil (L-110- LF 450 $ $ 5.2) 437 Furnish and Install Bare #6 Conductor (L-108-5.2) LF 460 $ $ 438 Furnish and Install L-824 #6 Conductor (L-108-5.1) LF 475 $ $ 439 Furnish and Install Blank Cover (L-125-5.8) EA 1 $ $
Total Bid Schedule 400 $ ______
Total Bid Schedule 400 ______
______(dollars) (in words)
SECTION C - REQUIRED BID DOCUMENTS CC20-065 RUNWAY 1735 RECONSTRUCTION PHASE III Page C-9.2
ADDENDUM 6
BASE BID SCHEDULE 500 – AWOS Bid Bid Description U. M. Unit Price Total Item Quantity 501 Bonds And Insurance (C-105-10.2) LS 1 $ 502 Construction Survey (G-107-5.1) LS 1 $ 503 Terminate and Tag Existing L-824 Cable for future LS 1 $ use (L-108-5.5) 504 Provide #8 AWG L-824 Conductor with brass LF 1,400 $ $ tags (L-108-5.3) 505 Provide Precast H20 rated 24”x36” precast vault EA 3 $ $ with traffic rated cover, Jensen PB2436 & CA2436A! or approved equal (L-115-5.1) 506 Salvage Existing Transformer, Service Equipment, LS 1 $ Transfer Switch and Disconnects. (L-125-5.13) 507 Install Salvaged Transformer, Service Equipment, LS 1 $ Transfer Switch and Disconnects. (L-125-5.14) 508 Provide new Transformer Pad (L-125-5.17) LS 1 $ 509 Provide ¾”x10’ copper clad ground rods (L-115- EA 4 $ $ 5.3) 510 Provide New AWOS III P/T per FAA A/C 150/5220- LS 1 $ 16E (L-125-5.18) 511 Provide #8 AWG Bare Cu Bond Conductor (L- LF 700 $ $ 108-5.4) 512 Provide 4- 2” Schedule 40 PVC Conduit in Soil (L- LF 600 $ $ 110-5.4) 513 Provide 2- 2” Schedule 40 PVC Conduit in Soil (L- LF 500 $ $ 110-5.3) 514 Remove and Preserve 96 Strand Fiber Optic LF 2,000 $ $ Cable (L-125-5.19) 515 Install Preserved 96 Strand Fiber Optic Cable in LF 450 $ $ New Conduit (L-125-5.20) 516 Provide 36”x24” Type 4 Enclosure for Fiber Optic EA 1 $ $ Termination (L-115-5.2) 517 Terminate 96 Strand Fiber Optic Cable (L-125- LS 1 $ 5.21)
Total Base Bid Schedule 500 $ ______
Total Base Bid Schedule 500 ______(dollars) (in words)
SECTION C - REQUIRED BID DOCUMENTS CC20-065 RUNWAY 1735 RECONSTRUCTION PHASE III Page C-9.3
ADDENDUM 6
BID ALTERNATE No. 1 – RUNWAY 17/35 RECONSTRUCTION (Station 60+91.69 to 65+11.69) Bid Bid Description U. M. Unit Price Total Item Quantity 1001 Bonds and Insurance (C-105-10.2) LS 1 $ 1002 Safety and Security (G-102-5.1) LS 1 $ 1003 Temporary Air and Water Pollution, Soil Erosion LS 1 $ and Siltation Control (C-102-5.1) 1004 Construction Survey (G-107-5.1) LS 1 $ 1005 Provide Quality Control Testing for P-152 (C-100- CYd 1,250 $ $ 5.1) 1006 Provide Quality Control Testing for P-208 (C-100- SF 33,750 $ $ 5.2) 1007 Provide Quality Control Testing for P-304 (C-100- SF 33,750 $ $ 5.3) 1008 Provide Quality Control Testing for P-501 (C-100- SF 33,750 $ $ 5.4) 1009 Provide Quality Control Testing for P-403 (C-100- SF 5,880 $ $ 5.5) 1010 Cold Mill 0.21' Shoulder Cut. (P-101-5.1) SF 5,880 $ $ 1011 Remove Asphalt Concrete and Crush to P-208 TN 5,906 $ $ Specifications (G-301-4.1) 1012 Salvage Existing Aggregate Base and Crush to P- TN 682 $ $ 304 Specifications (G-301-4.2) 1013 Overexcavation and Recompaction P-152 95% Cyd 2,364 $ $ (P-152-4.1) 1014 Haul and Stockpile Excess or Unsuitable CYd 2,364 $ $ Excavation (P-152-4.2) 1015 Structural Section Subgrade Preparation (P-152- SF 63,840 $ $ 4.3) 1016 Place 6" Aggregate Base Course P-208 (P-208- SF 63,000 $ $ 5.1) 1017 Construct 5" Cement Treated Base (P-304-8.1) SF 63,000 $ $ 1018 Provide Cement (P-304-8.3) TN 69 $ $ 1019 Provide Hot-Mix Asphalt P-403 Base Course - 0.21' SF 5,880 $ $ (P-403-8.1) 1020 Provide Non-reinforced Portland Cement SF 63,000 $ $ Concrete Pavement (t=17.5") (P-501-8.1) 1021 Provide Pavement Markings With Beads (P-620- SF 3,360 $ $ 5.1) 1022 Provide Pavement Markings Without Beads (P- SF 1,125 $ $ 620-5.2) 1023 Provide Sawcut Grooving (P-621-5.1) SF 54,600 $ $ 1024 PCCP Edge CLSM Backfill (P-153-6.1) LF 840 $ $ 1025 Provide 0.12 gal/SY SS1-h asphaltic emulsion seal SF 6,720 $ $ coat (1-coat) (P-623-8.1)
Total Bid Alternate No. 1 $ ______
Total Bid Alternate No. 1 ______
______(dollars) (in words)
SECTION C - REQUIRED BID DOCUMENTS CC20-065 RUNWAY 1735 RECONSTRUCTION PHASE III Page C-10
ADDENDUM 6
BID ALTERNATE No. 2 – RUNWAY 17/35 RECONSTRUCTION (Station 37+00 to 60+91.69) Bid Bid Description U. M. Unit Price Total Item Quantity 2001 Bonds and Insurance (C-105-10.2) LS 1 $ 2002 Safety and Security (G-102-5.1) LS 1 $ 2003 Temporary Air and Water Pollution, Soil Erosion LS 1 $ and Siltation Control (C-102-5.1) 2004 Construction Survey (G-107-5.1) LS 1 $ 2005 Provide Quality Control Testing for P-152 (C-100- CYd 13,464 $ $ 5.1) 2006 Provide Quality Control Testing for P-208 (C-100- SF 358,754 $ $ 5.2) 2007 Provide Quality Control Testing for P-304 (C-100- SF 358,754 $ $ 5.3) 2008 Provide Quality Control Testing for P-501 (C-100- SF 358,754 $ $ 5.4) 2009 Provide Quality Control Testing for P-403 (C-100- SF 33,484 $ $ 5.5) 2010 Cold Mill 0.21' Shoulder Cut. (P-101-5.1) SF 33,484 $ $ 2011 Remove Asphalt Concrete and Crush to P-208 TN 33,633 $ $ Specifications (G-301-4.1) 2012 Salvage Existing Aggregate Base and Crush to P- TN 1,137 $ $ 304 Specifications (G-301-4.2) 2013 Overexcavation and Recompaction P-152 95% Cyd 13,464 $ $ (P-152-4.1) 2014 Haul and Stockpile Excess or Unsuitable CYd 13,464 $ $ Excavation (P-152-4.2) 2015 Structural Section Subgrade Preparation (P-152- SF 363,567 $ $ 4.3) 2016 Place 6" Aggregate Base Course P-208 (P-208- SF 358,754 $ $ 5.1) 2017 Construct 5" Cement Treated Base (P-304-8.1) SF 358,754 $ $ 2018 Provide Cement (P-304-8.3) TN 392 $ $ 2019 Provide Hot-Mix Asphalt P-403 Base Course - 0.21' SF 33,484 $ $ (P-403-8.1) 2020 Provide Non-reinforced Portland Cement SF 358,754 $ $ Concrete Pavement (t=17.5") (P-501-8.1) 2021 Provide Pavement Markings With Beads (P-620- SF 19,134 $ $ 5.1) 2022 Provide Pavement Markings Without Beads (P- SF 6,400 $ $ 620-5.2) 2023 Provide Sawcut Grooving (P-621-5.1) SF 310,920 $ $ 2024 PCCP Edge CLSM Backfill (P-153-6.1) LF 9,783 $ $ 2025 Provide 0.12 gal/SY SS1-h asphaltic emulsion seal SF 38,267 $ $ coat (1-coat) (P-623-8.1)
Total Bid Alternate No. 2 $ ______
Total Bid Alternate No. 2 ______
______(dollars) (in words)
SECTION C - REQUIRED BID DOCUMENTS CC20-065 RUNWAY 1735 RECONSTRUCTION PHASE III Page C-10.1
ADDENDUM 6
BIDDER’S BASE BID AND ALTERNATES
Total Base Bid Schedule 100 $ ______
Total Base Bid Schedule 200 $ ______
Total Base Bid Schedule 300 $ ______
Total Base Bid Schedule 400 $ ______
Total Base Bid Schedule 500 $ ______
Total Base Bid $ ______
Total Bid Alternate 1 $ ______
Total Bid Alternate 2 $ ______
***********************AUTHORITY SECRETARY WILL BE READING THIS TOTAL BID*******************
GRAND TOTAL BID $ ______(in numbers)
GRAND TOTAL BID ______
______DOLLARS (in words)
Bidder: ______
By: ______
Address: ______
______
Phone: ______Fax:______
Email Address: ______
Signature Date
SECTION C - REQUIRED BID DOCUMENTS CC20-065 RUNWAY 1735 RECONSTRUCTION PHASE III Page C-11
Advisory Circular U.S. Department of Transportation
Federal Aviation Administration
Subject: AUTOMATED WEATHER Date: 01/31/2019 AC No: 150/5220-16E OBSERVING SYSTEMS (AWOS) FOR Initiated by: AJW-144 Change: 1 NON-FEDERAL APPLICATIONS
1. PURPOSE. This change contains updates that provide additional clarification and flexibility regarding technician training and responsibilities. These changes expand on the use of on site training or on the job training (OJT), based on statements regarding equivalent performance and maintenance standards in FAA Order 6700.20, Non-Federal Navigational Aids, Air Traffic Control Facilities, and Automated Weather Systems and discussion of on the job training in FAA Order 3000.57, Air Traffic Organization Technical Operations Training and Personnel Certification Programs.
2. PRINCIPAL CHANGES. Changed text is indicated by vertical bars in the margins. The primary revisions are contained in chapter 2, chapter 4 and the addition of appendix 2.
Remove Page Date Insert Page Date i 03/10/2017 i 01/31/2019 ii 03/10/2017 ii 01/31/2019 v 03/10/2017 v 01/31/2019 vii 03/10/2017 vii 01/31/2019 8 03/10/2017 8 01/31/2019 12 03/10/2017 12 01/31/2019 18 03/10/2017 18 01/31/2019 64 03/10/2017 64 01/31/2019 A1-1 and A1-2 03/10/2017 A1-1 and A1-2 01/31/2019 A2-1 and A2-2 01/31/2019
David E. Spencer Director Operations Support, AJW-1
01/31/2019 AC 150/5220-16E CHG 1
Advisory
Circular U.S. Department of Transportation
Federal Aviation Administration
Subject: AUTOMATED WEATHER Date: 03/10/2017 AC No: 150/5220-16E OBSERVING SYSTEMS (AWOS) FOR Initiated by: AJW-144 Change: NON-FEDERAL APPLICATIONS
1. PURPOSE. This advisory circular (AC) contains the Federal Aviation Administration’s (FAA) standard for the non-Federal AWOS. This AC applies to anyone proposing to design, manufacture, procure, install, activate or maintain non-Federal AWOS for aviation purposes.
This advisory circular also contains site location and implementation criteria that must be met before the installed system can be commissioned and become an approved source of aviation weather information. It also contains maintenance and annual inspection criteria that must be met throughout the system’s life cycle in order for the system to continue to be an approved source of aviation weather information.
2. CANCELLATION. AC 150/5220-16D, Automated Weather Observing Systems (AWOS) for Non-Federal Applications, dated 04/28/2011, is canceled.
3. DEFINITION. An AWOS is defined to be an “air navigation facility” distributing weather information, in Title 49 USC Section 40102, and consists of a computerized system that automatically measures one or more weather parameters, analyzes the data, prepares a weather observation that consists of the parameter(s) measured, provides dissemination of the observations and broadcasts the observation to the pilot in the vicinity of the AWOS, typically using an integral very high frequency (VHF) radio, an existing navigational aid (NAVAID), or Automatic Terminal Information Service (ATIS). Observations may also be available by telephone dial-up service. In addition, a Non-Federal AWOS is a Non-Federal facility as defined in the latest edition of FAA Order 6700.20, Non-Federal Navigational Aids, Air Traffic Control Facilities, and Automated Weather Systems.
4. APPLICATION. The provisions of this AC are effective immediately for all non-Federal AWOS systems, or portions thereof, that are submitted for type certification or for previously type-certified systems that are submitted for modification of their type certification certificate.
The Federal Aviation Administration recommends the guidance and specifications in this AC as it relates to non-Federal AWOS including but not limited to the design, manufacture, procurement, installation, activation, use and maintenance of such systems. This AC does not
01/31/2019 AC 150/5220-16E CHG 1
constitute a regulation and is not mandatory. It provides one, but not the only, acceptable means of meeting the requirements of complying with the pertinent regulations.
Use of these guidelines is mandatory for projects that are funded under Federal grant assistance programs, including the Airport Improvement Program (AIP). It is also mandatory, as required by regulation, for projects funded by the Passenger Facility Charge program. See 14 C.F.R. part 158.25(b)(16). Mandatory terms such as “must” apply only to those proposing to design, manufacture, procure, install, activate, use or maintain an AWOS system using Federal grant funds or passenger facility charge (PFC) revenue or those who seek to demonstrate compliance by use of the specific method described by this AC.
5. USE IN THE NATIONAL AIRSPACE (NAS). An AWOS that has been manufactured, installed, and maintained according to the criteria in this AC may constitute an FAA approved source for weather information; may be approvable as a source of weather information that partially satisfies aviation regulations as identified in Title 14 of the Code of Federal Regulations (14 CFR); may be eligible to receive a broadcast frequency assignment or permission to broadcast over a NAVAID and may be eligible (subject to additional criteria) to transmit its weather information indirectly to the FAA for subsequent national dissemination.
6. CONTENT OF THIS AC. This AC provides guidance regarding the program elements that relate to a non-Federal AWOS.
7. PRINCIPAL CHANGES. Adds information for accessing a list of certified non-Federal AWOS systems and manufacturers. Updates the office of primary responsibility name and routing code. Makes content changes to clarify sentence meanings. Removes taking the entire system out of service when the altimeter is out of service. Clarifies the statutory basis of this advisory circular and the importance of commissioning and inspecting a system for the purposes of instrument approach procedures. Removes references to the FAA Concepts Bypass exam. Revises humidity, UHF radio and tri-annual scheduling criteria to be consistent with FAA AWOS criteria. Incorporates National Transportation Safety Board (NTSB) recommendations regarding present weather precipitation identification.
The updated operator terminal, environmental and present weather reporting criteria apply effectively to all new systems or systems that are submitted for modification. The updated annual inspection criteria and table, triannual maintenance check timing criteria and barometer verification methodology apply effective immediately to all systems that have been type-certified in the past.
8. HISTORICAL INFORMATION ABOUT THE PREVIOUS CHANGE DATED 04/28/11. Changed the minimum preventative maintenance interval from 90 days to tri-annual (120 days). Clarified information about connectivity to the FAA for national dissemination of AWOS data. Changed the Office of Primary Responsibility (OPR) for type certification from the Washington DC program office to the Oklahoma City Weather Processors and Sensors Team (AJW-14A). Made word changes to clarify sentence meanings. Changed the precipitation occurrence and measurement from one category into two distinct categories: 1) Present Weather Detector/Sensor and 2) Rain Gauge. Adds criteria for Ultrasonic Wind sensors and an AWOS to Automatic Terminal Information System (ATIS) switch.
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9. REQUESTS FOR INFORMATION. Further information concerning AWOS standards and the FAA type certification approval process may be obtained from:
AWOS Non-Federal Engineering Office Weather Systems (AJW-144) 6500 S. MacArthur, Bldg 196 Oklahoma City, OK 73169 Telephone: (405) 954-8427 Email: [email protected]
David E. Spencer Director, Operations Support
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TABLE OF CONTENTS Page CHAPTER 1. INTRODUCTION ...... 1
1.1 Functional Description ...... 1
1.2. Weather Sensors ...... 1
1.3. Output Media for AWOS Weather Information ...... 2
1.4. FAA’s Facility Performance and Inspection Responsibility ...... 4
1.5 List of Certified Non-Federal AWOS Systems ...... 5
CHAPTER 2. CERTIFICATION AND COMMISSIONING PROCESS ...... 7
2.1. Process Overview ...... 7
2.2. Submittals for Type Certification Approval ...... 8
2.3. Test Program ...... 9
2.4. System Documentation ...... 9
2.5. Configuration Control Plan ...... 13
2.6. Planning the AWOS Installation ...... 13
2.7. Facility Commissioning ...... 15
2.8. On-Site Documentation ...... 16
2.9. Maintenance Program ...... 17
2.10. Ongoing System Validation ...... 19
CHAPTER 3. PERFORMANCE AND TESTING SPECIFICATIONS FOR AWOS...... 21
3.1. General ...... 21
3.2. Definitions ...... 21
3.3. General Performance Standards ...... 22
3.4. Operating Environment ...... 24
3.5. Mechanical Windspeed and Direction Sensor ...... 25
3.6. Ultrasonic Wind Sensor ...... 26
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TABLE OF CONTENTS (Continued) Page 3.7. Temperature Sensor ...... 27
3.8. Humidity Sensor...... 28
3.9. Dew Point Sensor ...... 29
3.10. Pressure Sensor ...... 31
3.11. Cloud Height Sensor ...... 33
3.12. Visibility Sensor ...... 39
3.13. Precipitation Accumulation Sensor ...... 41
3.14. Present Weather Detector/Sensor ...... 41
3.15. Thunderstorm Detection Sensor or Network ...... 43
3.16. Freezing Rain Occurrence Sensor ...... 47
3.17. Runway Surface Condition Sensor ...... 48
3.18. AWOS Data Processor...... 49
3.19. Operator Terminal (OT) ...... 53
3.20. Voice Subsystem ...... 54
3.21. AWOS ATIS Switch (AAS) ...... 56
3.22. Electromagnetic Interference (EMI) Protection ...... 57
3.23. Transient and Lightning Protection ...... 57
CHAPTER 4. AWOS SYSTEM MAINTENANCE AND OPERATING REQUIREMENTS ...... 61
4.1. Introduction ...... 61
4.2. System Performance Verification Testing ...... 61
4.3. Non-Federal AWOS Standards, Tolerances, and References ...... 61
4.4. Maintenance Checks and Schedules ...... 64
4.5. Requesting Exceptions to Minimum Maintenance Requirements ...... 67
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TABLE OF CONTENTS (Continued) Page APPENDIX 1. ACRONYMS USED IN THIS ADVISORY CIRCULAR ...... A1-1
APPENDIX 2. TECHNICIAN TRAINING ...... A2-1
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Chapter 1. INTRODUCTION
1.1. FUNCTIONAL DESCRIPTION. An Automated Weather Observing System (AWOS) automatically measures meteorological parameters, reduces and analyzes the data via computer, and broadcasts weather reports which can be received by aircraft operating up to 10,000 feet above ground level and 25 nautical miles (nm) from the AWOS. Pilots may use the certified weather information provided by the AWOS to partially fulfill the requirements of various regulations identified in Title 14 of the Code of Federal Regulations (14 CFR).
Due to the importance weather plays in the taking off and landing of all forms of aircraft, AWOS may be located on airports, at or near ground based or roof top based heliports, as well as on offshore platforms and drill ships. For the purposes of this advisory circular, the use of the word “airport” is defined to include any place any form of aircraft may take off or land, including traditional airports, heliports, offshore platforms, drill ships, etc.
Non-Federal AWOS are owned, operated and maintained by the airport owner. For the purposed of this advisory circular, the use of the word “owner” is defined to be the organization responsible for the non-Federal AWOS and could include the airport owner, airport sponsor, airport authority, etc.
1.2. WEATHER SENSORS. The AWOS is a modular system utilizing a central processor which receives input from several sensors. A type-certified non-Federal AWOS may include additional sensors to suit individual airport needs. (For example, the AWOS AV consists of an AWOS A with a visibility sensor.) If the additional sensors are to be considered certified, they must meet the certification criteria of this AC and be installed, commissioned, inspected and maintained in accordance with this AC. All other sensors are considered advisory. Advisory sensors might not meet the criteria of this AC, might not be installed, maintained, or inspected in accordance with this AC and are not approved sources of aviation weather information.
Five types of certified non-Federal AWOS are discussed throughout this AC and are recognized in other FAA Orders. They are defined based on their certified sensors and are identified in the following paragraphs, a through e, however, non-Federal AWOS may be type-certified with any combination of certified sensors.
a. AWOS A. The AWOS A system measures and reports altimeter only.
b. AWOS I. The AWOS I system measures and reports wind data, e.g., speed, direction, and gusts; temperature; dew point; altimeter; and density altitude.
c. AWOS II. The AWOS II system measures and reports all the parameters of AWOS I system plus visibility.
d. AWOS III. The AWOS III system measures and reports all the parameters of AWOS II system plus precipitation accumulation (rain gauge) and cloud height. AWOS III can have
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optional sensors such as precipitation type/intensity (present weather, P) and/or thunderstorm/lightning (T). The addition of an optional certified sensor will change the designation to AWOS III P or AWOS III T, or AWOS III P/T.
e. AWOS IV. The AWOS IV system measures and reports all the AWOS III P/T (i.e. AWOS III with both present weather and thunderstorm/lightning) parameters plus freezing rain (Z) and/or runway surface condition (R). The addition of an optional sensor will change the designation to AWOS IV Z, AWOS IV R, or AWOS IV Z/R.
f. Any advisory sensor values and parameters relying on advisory sensor values must be differentiated from certified values and parameters by being clearly identified as such and preceded by the word advisory in the voiced message. Any information preceded by the word advisory, regardless of its source, is considered advisory. When broadcast via radio or telephone, certified weather information must be broadcast first, followed by the word advisory and then followed by all remaining weather information that is not from an approved weather source. Advisory information cannot be included in any portion of the outgoing METAR message.
1.3. OUTPUT MEDIA FOR AWOS WEATHER INFORMATION.
a. The output of the AWOS is reported by a computer-generated voice, which is transmitted to pilots over a discrete VHF transmitter or the voice output of a Navigational Aid (NAVAID). The transmission may be continuous or may be triggered by a selectable number of clicks, e.g. three clicks, of a pilot's microphone on the AWOS broadcast frequency if the AWOS broadcasts over a VHF aeronautical advisory station frequency radio, e.g., UNICOM. System design may permit the transmission of the identification of a NAVAID by using the AWOS voice capability. In all cases where the voice output of a navigational aid is used, provision should be made so that the failure of an AWOS would in no way result in any failure of the NAVAID being used.
b. AWOS messages may be offered via other formats that the owner chooses to provide, including telephone dial-up service.
An option also allows type-certified, commissioned AWOS III and AWOS IV weather data to be disseminated by the FAA Weather Message Switching Center Replacement (WMSCR) network. This allows the site’s weather information to be shared nationally for forecasting and flight planning purposes. To contribute to this network, the AWOS III or AWOS IV must provide its data to an FAA approved third party service provider or to its state aviation agency’s service provider. The service provider is then responsible for providing the weather data over an FAA approved interface connection to the WMSCR network by means of file transfer protocol (ftp). The weather data provided by the AWOS III or AWOS IV should be the current one minute observation containing the current weather information for all valid, certified (not advisory) parameters in a format that is compatible with the service provider’s interface. The service provider is responsible for all coordination with the WMSCR office.
A current copy of the appropriate WSMSCR interface documentation can be obtained from the AWOS Non-Federal Engineering Office at the following address:
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AWOS Non-Federal Engineering Office Weather Processors and Sensors Team (AJW-144) 6500 S. MacArthur, Bldg 196 Oklahoma City, OK 73169 Telephone: (405) 954-8427 Email: [email protected]
c. The third party manufacturer or state agency service provider that provides non-Federal AWOS weather information to the FAA for national dissemination is required to sign a Memorandum of Understanding (MOU) with the WMSCR office that commits them:
(1) To convert the AWOS data to the current or future WMSCR format interface.
(2) To the current METAR content and format in accordance with the latest edition of FAA Advisory Circular 00-45, Aviation Weather Services.
(3) To a reporting frequency, e.g., number of reports per hour, in accordance with criteria directed by the WMSCR office within the FAA.
(4) To bear all communications, quality assurance, troubleshooting, and administrative costs to provide their non-Federal AWOS information to the WMSCR.
(5) To provide a point of contact for use by the FAA and others to report problems with the AWOS or with the communications link to the WMSCR. The point of contact would be available by telephone and responsive during normal business hours, and is encouraged to be responsive on a 24-hour a day basis.
d. The output of the AWOS weather observation is controlled by one of four modes of operation. Mode 1 is applicable to all systems; modes 2, 3, and 4 are applicable only to systems configured with an operator terminal (OT). Modes 3 and 4 require an agreement with the FAA to maintain a Non-Federal Observer (NF Obs) program to augment and backup the AWOS system.
(1) Mode 1, Full-time Automated Operation. In this mode, the AWOS operates 24 hours/day without any manual input. The automated weather observations are updated on a minute-by-minute basis. There is no weather observer input to the AWOS. However, a manual observing capability may be maintained as backup provided that an agreement exists with the FAA to maintain a manual observing capability.
(2) Mode 2, Full-time Automated Operation with Local Notice to Airmen (NOTAM). Operation in this mode is the same as Mode 1, with the addition of the capability to append a manually recorded NOTAM to the automated voice reports (see paragraphs 3.19.a.(1)(d) and 3.20. The airport manager is responsible for the timeliness and accuracy of the NOTAM information. This NOTAM is limited to aviation related information specific to the airport in accordance with the latest edition of FAA Order 7930.2, Notice to Airmen (NOTAM), and must not include commercial announcements such as fuel prices, lodging, etc. NOTAM information is
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heard on the local voice broadcast, it is not transmitted over the national network. There is no weather observer input.
(3) Mode 3, Full-time Automated Operation with Manual Weather Augmentation and Local NOTAM Option. Operation in this mode is the same as Mode 1 with the addition of the capability for a FAA certified weather observer to manually augment the automated observation by appending a weather entry to the observation during the weather observer duty hours. The addition of a local NOTAM, per paragraph 1.3.c.(2), is also permitted in this mode of operation, provided there is no interference with the observer augmentation. The weather observer is responsible for the accuracy and timeliness of the added weather information. The weather to be added is limited to thunderstorms, all types of precipitation, and obstructions to vision. The weather parameters added by the observer is to be manually recorded and appended to the automated voice reports using the operator terminal (OT) and, as applicable, entered manually into the system for transmission over the national network. The procedures in the latest edition of the Federal Meteorological Handbook No. 1 (FMH-1), and the latest edition of FAA Order 7900.5, Surface Weather Observing, apply.
(4) Mode 4, Part-time Manual Operation. Mode 4 is normally used for backup. This mode permits a FAA certified weather observer to enter a complete manual observation into the system. The procedures in the latest editions of FMH-1 and Order 7900.5 apply to the recording and formatting of these manual observations. As applicable, the manual observations are transmitted to the national network. Voice dissemination of the observations should be done manually using the OT. The manual observations include input from the automated AWOS outputs available to the weather observer on the OT display, to be modified in accordance with the latest edition of FAA Order 7900.5. For example, the manual observation includes manually derived ceiling/sky condition and visibility, using FMH-1 definitions, which differ somewhat from the AWOS algorithms. Temperature, dew point, wind direction/speed, and altimeter setting are the same and are used exactly as presented on the AWOS OT display or using FAA approved back-up instrumentation.
e. Aviation Routine Weather Report Format (METAR).
Coding of the AWOS output must meet the METAR message requirements defined in the latest edition of the Federal Meteorological Handbook No. 1 (FMH-1). National network distribution of wind direction must be in True while local dissemination, e.g., radio and telephone, must be Magnetic.
1.4. FAA’s FACILITY PERFORMANCE AND INSPECTION RESPONSIBILITY. The General Aviation Revitalization Act of 1994 reaffirmed the FAA’s responsibility and authority to regulate and inspect air navigation facilities, including aviation meteorological services. In accordance with Title 49 USC Section 44708, “The Administrator of the Federal Aviation Administration may inspect, classify, and rate an air navigation facility for the use of civil aircraft on the suitability of the facility for that use.” Non-Federal navigation facilities, including non- Federal AWOS systems, must meet and be maintained at the same standard as FAA facilities in
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accordance with the latest edition of FAA Order 6700.20, Non-Federal Navigational Aids and Air Traffic Control Facilities.
a. Chapters 3 and 4 of this AC provide the FAA’s minimum acceptable commissioning and revalidation standards and references for a non-Federal AWOS system. Chapter 4 also provides the expected minimum checks and maximum maintenance intervals between checks.
b. FAA-owned meteorological/AWOS equipment tolerances are found in the latest edition of FAA Order 6560.13, Maintenance of Aviation Meteorological Systems.
c. Non-Federal AWOS systems require on-site commissioning. In accordance with the latest edition of FAA Order 6700.20, commissioning is required to be accomplished on-site by a qualified technician with the proper FAA verification authority and witnessed by a qualified FAA non-Federal inspector.
d. Non-Federal AWOS systems require annual on-site performance verification. In accordance with the latest edition of FAA Order 6700.20, this verification is required to be accomplished on-site by a qualified technician with the proper FAA verification authority and witnessed by a qualified FAA non-Federal inspector.
e. Verification is the written assurance that the facility, system, or service is providing the required/advertised service to the user. System performance checks are made to identify and correct changes or drifting of performance parameters and to provide documented assurance to the user of the validity of the published information.
f. If results of these checks are satisfactory, a maintenance technician with FAA verification authority will document this fact by making a system verification entry in the facility’s FAA Form 6030-1, Facility Maintenance Log. If the checks are not satisfactory, the maintenance technician should make an appropriate entry in the Facility Maintenance Log and the system or individual sensor should not be used. (Maintenance logs should be retained on- site.) For any sensor that should not be used, it should be disabled or removed from service and the sensor and any parameters that are a function of the sensor should be NOTAMed as unreliable or out of service. For guidance on Facility Maintenance Log entries, reference 300- PML, Paper Maintenance Log, and the latest edition of FAA Order 6040.15, National Airspace Performance Reporting Service (NAPRS).
1.5. LIST OF CERTIFIED NON-FEDERAL AWOS SYSTEMS. A current list of FAA type- certified non-Federal AWOS systems and manufacturers is available on the Internet at https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/safety_ops _support/nonfedawos/. This list will be updated periodically.
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Further information concerning AWOS criteria and the FAA type certification approval process may be obtained from the AWOS Non-Federal Engineering office:
AWOS Non-Federal Engineering Office Weather Systems (AJW-144) 6500 S. MacArthur, Bldg 196 Oklahoma City, OK 73169 Telephone: (405) 954-8427 Email: [email protected]
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Chapter 2. CERTIFICATION AND COMMISSIONING PROCESS
2.1. PROCESS OVERVIEW. In order to provide confidence in the quality of the meteorological data that the AWOS provides to users in the aviation community, the FAA has initiated a three-part AWOS quality assurance process consisting of type certification, site- specific commissioning and annual revalidation.
a. Type Certification. The manufacturer should provide the FAA with the test data and other system documentation to demonstrate that the AWOS system meets the criteria of this AC. Reference paragraph 2.2, Manufacturers Submittals for Type Certification Approval. Upon completion of all the requirements set forth in this AC, the FAA will grant type certification approval to the specific system configuration documented in the request.
b. Site-Specific Approval. Installation and FAA approval of a site’s non-Federal AWOS involves several major elements, including:
(1) Prospective owners, wanting to install an AWOS system for public use should closely coordinate their plans with the FAA Service Center non-Federal Program Implementation Manager (PIM) or coordinator and follow the procedures they provide.
It is strongly recommended that airport owners and consultants coordinate their plans with the FAA Service Center non-Federal Program Implementation Manager (PIM) or coordinator and become familiar with the current revisions of the FAA Non-Federal AWOS Advisory Circular 150/5220-16, FAA Order 6560.20, Siting Criteria for Automated Weather Observing Systems (AWOS), the 7460-1 obstruction approval process, the system meteorological siting approval process and the VHF frequency assignment process before starting to acquire or install a non-Federal AWOS.
(2) The latest edition of FAA Order 6700.20 requires that a Memorandum of Agreement (MOA) and an Operations and Maintenance Manual (OMM) be established between the owner and the FAA and agreed to, i.e., signed, prior to commissioning the AWOS for public use. The MOA/OMM is used to ensure that there is a mutual understanding of what is required to operate and maintain a commissioned AWOS system over the life of the system.
(3) After the AWOS is installed and the MOA/OMM is signed, the FAA conducts a commissioning ground inspection to verify that the system is located, installed and operating correctly and that the owner has the resources to maintain the system in proper operating condition for the life of the system. Reference paragraph 2.7 for information on facility commissioning.
(4) The commissioning inspection must be successfully completed for the AWOS to be commissioned by the FAA and authorized to operate. Subject to the additional criteria identified elsewhere in this advisory circular, a site must be commissioned in order for the airport to receive instrument approach procedures, provide weather information for aviation purposes and, for AWOS III and IV systems, provide information to the national weather network.
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c. FAA Inspections. Finally, in addition to the annual revalidation inspection, there will be periodic visits to the operational AWOS by the FAA and other technical representatives to verify that the system continues to operate correctly. Guidance for these visits may be found in paragraph 2.10, Ongoing System Validation, and Chapter 4, AWOS System Maintenance and Operating Requirements, of this AC, the facility MOA/OMM, and the latest edition of FAA Order 6700.20. A site must be physically inspected by the non-Federal technician as witnessed by the FAA inspector annually to maintain the airport’s instrument approach procedures, and, for AWOS III and IV systems, provide information to the national weather network. 2.2. SUBMITTALS FOR TYPE CERTIFICATION APPROVAL. a. The AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b will grant the appropriate approvals after review and approval of various submittals from the various providers. These submittals should include: (1) Test procedures and data sheets that demonstrate that the proposed AWOS sensors and system configuration meets the criteria of this AC. This submittal should include a matrix showing each specific requirement from this AC, cross-referenced to the specific location (e.g., paragraph, page, etc.) within the provider’s documentation where the requirement has been addressed. (2) System user and maintenance documents intended to support the AWOS system owner, the system user, the owner’s local maintenance technician and the maintenance technician holding FAA verification authority. (3) The warranty. (4) A configuration control plan that identifies the components and options approved for use with the system. (5) Technician training programs and materials as described in paragraph 2.4.f and designed to train the technician to assume the duties and responsibilities of the maintenance technician holding FAA verification authority. b. Requests for type certification approval should be sent to the AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b. c. Product approval (including type certification, commissioning, or annual revalidation) may be revoked or an individual site may be removed from service if: (1) The equipment is not maintained or inspected in accordance with this AC. (2) The equipment has an unacceptable failure rate. (3) There is a deficiency that precludes or hampers valid performance verification of the system operation. (4) Changes are made to the software, firmware or hardware without FAA approval. (5) Transmitted data does not conform to the latest editions of the Federal Meteorological Handbook (FMH-1) or FAA Order 7900.5.
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(6) The manufacturer fails to honor the warranty.
2.3. TEST PROGRAM. Chapter 3 of this AC contains the performance and testing standards for each component of the AWOS. The manufacturer should demonstrate compliance with these standards through performance testing where a test is specified or by analysis and inspection. The manufacturer provides all necessary equipment and bears all testing costs. Prior to performing tests the manufacturer should propose a test plan to the FAA containing detailed procedures for conducting the tests, as well as the name and location of the facility where the tests are to be conducted. Prior FAA review of the test plan should minimize the likelihood of improper test procedures that might result in rejection of the data. It is the responsibility of the manufacturer to provide credible test data to the FAA that is based on fact and representative of the equipment being type-certified. Submissions should include all data collected during a test; data should not be omitted because it falls outside of the recommended acceptable limits of this AC. After completion of the tests, the manufacturer should reduce the data to an easily understood format to demonstrate conformity with this AC. If the manufacturer has previously performed testing, the test procedures and data sheets from these tests may be submitted for consideration. However, the FAA reserves the right to witness testing, request additional testing, and examine raw data.
2.4. SYSTEM DOCUMENTATION.
a. The manufacturer should submit one hard copy and one permanent media (CD, DVD or similar) electronic copy of the draft documentation described in this paragraph to the AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b for review and approval. The System Description Manual, Maintenance Manual, Installation and Checkout Manual, Operating Instructions Manual, applicable schematics, and Annual System Revalidation Plan Manual should be provided as separate manuals. These documents are intended to assist the AWOS owner in the installation, operation, and maintenance of the system. The items may be cross-referenced to avoid duplication, but the elements of each portion of each document should be clear. For example, the maintenance procedures that are performed during the annual system revalidation should be explicitly referenced.
b. After the FAA has approved these manuals, five permanent media (CD, DVD or similar) electronic copies and five hard copies of these approved documents should be submitted to the FAA as follows:
(1) One electronic copy and one hard copy to:
AWOS Non-Federal Engineering Office Weather Systems (AJW-144) 6500 S. MacArthur, Bldg 196 Oklahoma City, OK 73125
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(2) One electronic copy and one hard copy to:
Non-Federal Program Manager (AJW-137) ATO Technical Operations, Operations Support NAS Integration and Support Group 10101 Hillwood Parkway Ft. Worth, TX 76177
(3) Four electronic copies and four hard copies to:
Non-Federal AWOS Program (AJW-137) Orville Wright Bldg. (FOB10A) 800 Independence Ave., SW Washington, DC 20591
c. The following documents must be submitted to the AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b and approved before type certification approval of any system or any system modification requiring a change in any of these documents will be granted. These documents are distributed to each FAA service area and other appropriate FAA offices to keep them apprised of all type-certified systems, sensors, and changes. If a manufacturer modifies the initially approved configuration, the submission process must be repeated before type certification approval is granted for the modified system, and the system is offered for sale.
(1) System Description. The system description document should identify and catalog the hardware components to the level of the smallest field-replaceable unit (FRU) module and should describe system software and firmware. The principles of system operation should be described using schematics, block diagrams, flow diagrams and pseudocode as appropriate. Sensor processing should be described using pseudocode. For peripheral devices, the performance parameters should be included along with the name and address of the original manufacturer.
(2) Manufacturer's Maintenance Manual. The manufacturer's maintenance manual should contain a comprehensive maintenance program to be implemented by the owner to ensure reliable and accurate performance over the life of the system. As a minimum, the program should define all maintenance activities that are required within a period of 5 years and a recommended frequency, e.g., tri-annually, i.e. three times per year, annually for each operation. The following topics should be addressed in the Maintenance Manual.
(a) Maintenance Procedures. The maintenance procedures manual should contain a step-by-step procedure for each scheduled, i.e., periodic, and unscheduled, i.e., repair, maintenance operation. It should discuss calibration methods including the importance of using collocated National Institute Standards & Technology (NIST) traceable calibrated test equipment; troubleshooting procedures; suggested spare parts; and identify all test equipment required. This document should also include the detailed procedures, e.g., the keystrokes, the
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authorized maintenance technician follows when using the operator terminal to perform maintenance on the system.
(b) System Performance Parameters. The system performance parameters manual should contain a complete listing of the test points, sensor outputs, waveforms, and other parameters which indicate system performance that may be measured in the field as described in Chapter 4. If these quantities are field adjustable, then an initial value for use during initial commissioning certification and an operating tolerance for use during the annual verification should be given. The key system parameters should also be identified; i.e., those values which best indicate system performance and to be checked most frequently. The frequency of scheduled maintenance action, e.g., tri-annually and annually, should also be given.
(c) Data Recording Forms. This manual should contain three types of forms designed to aid the system owner in recording the system performance data described in paragraph 2.4.b.
(i) The Comprehensive Facility Performance and Adjustment Data Form. This form is similar to FAA Form 6030-17, Technical Reference Data Record, and is an initial facility commissioning data form which should be completed at system commissioning and after major repair work, i.e., after a major component has been replaced. The form should contain the standards and tolerances of each component, all of the initial commissioning checks required, space to record the actual result of each performance check, and another space to enter the standard or reference value expected from each check.
(ii) The Technical Performance Record (TPR). The TPR is similar to FAA Form 6000-8, Technical Performance Record, and is a data record form that is used to record the results of performance checks accomplished during routine and non-routine maintenance visits. It may also be used as a checklist of all of the scheduled maintenance to be done at the facility during a specific routine scheduled maintenance (SM) visit, e.g., during a visit to accomplish scheduled tri-annual or annual performance maintenance (PM). The form should also include the standards and tolerances required to be measured with a space to record each result. It is to be used to record the actions during the tri-annual maintenance visit, the annual validation inspection, during non-routine maintenance performed to capture any changes to sensor or system parameters, and to log the results of tests conducted after an aviation accident. Separate forms may be established and used to cover different PM visits.
(iii) FAA Form 6030-1. The third form is the FAA Form 6030-1, Facility Maintenance Log. The FAA will provide this form. Instructions for its use should be included in the FAA/owner MOA/OMM. The maintenance log should be retained on site. All site visits should be documented on this form. It will provide a historical record of all maintenance actions accomplished on the AWOS. The technician should list all maintenance actions accomplished, e.g., tri-annual scheduled maintenance actions completed, dew point sensor replaced; any damage should be logged, e.g., bullet hole in vertical fin of the wind sensor, needs replacement; and any problem with the AWOS should be noted, e.g., dew point sensor disconnected, replacement required. When a system or component repair or adjustment has been accomplished, the
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maintenance technician should make a performance verification statement on this form. In all cases, the technician completing the action and making the form entry should be identified on the form. These forms also contain the date of the action, the facility name and location, and other identifying data. More information on completion of the Form 6030-1 may be found in the MOA/OMM or the latest edition of FAA Order 6700.20.
d. Installation and Checkout Manual. This document should thoroughly describe the installation and checkout procedures to be followed by the technician at the installation site.
e. Operating Instructions (i.e., an Observer Handbook). This document should provide detailed instructions for a FAA certified weather observer to operate the system. This document should describe and provide instructions for operation in each of the four modes described in paragraph 1.3.d, and it should explain the procedures when using the operator terminal to augment or to backup the AWOS, or to disseminate NOTAM information.
f. FAA Authorized Maintenance Technician Training Program.
Please refer to Appendix 2, Technician Training.
g. Annual System Revalidation Plan. This plan should contain the recommended procedures to conduct an annual inspection of the facility to revalidate the system and document that it is in the approved configuration and operating within tolerance. Reference paragraph 2.10 for information on system revalidation.
h. Warranty. The manufacturer should submit to the AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b a statement certifying the following minimum warranty for the equipment:
This equipment has been manufactured and should perform in accordance with requirements of this AC. Any defect in design, materials, or workmanship which may occur during proper and normal use during a period of 1 year from date of installation or a maximum of 2 years from date of shipment should be corrected by repair or replacement by the manufacturer.
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2.5. CONFIGURATION CONTROL PLAN. Due to the modular nature of the AWOS, many system components such as sensors and peripheral devices may be interchangeable. Since type certification approval is given only to specific combinations of components, the manufacturer should establish a configuration control mechanism that would uniquely identify each FAA- approved system, its hardware, software and firmware components (including revision levels) and its documentation (including revision levels). Before type certification approval is granted, the manufacturer should submit a Configuration Control Plan to the AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b for approval. The configuration control plan should explain and include the procedures for configuration control of all hardware, software, firmware and documentation. The identifying information for each system should be permanently inscribed on a system name plate.
Changes to an approved configuration should be submitted for FAA approval to the AWOS Non- Federal Engineering Office at the address provided in paragraph 1.3.b. The manufacturer may incorporate minor product improvement changes after notifying and obtaining approval from the FAA AWOS Non-Federal Engineering Office. Major changes, such as a sensor or a major hardware, software or firmware change should be fully supported by documentation and appropriate test data. Major changes normally require the assignment of a new configuration number. The FAA will determine the scope of the change, i.e., major vs. minor. Every change to an approved AWOS should be supported by revised configuration controlled documentation. The plan should also address:
a. The manufacturer's arrangement for assigning a configuration identification number/ symbol/etc., and the means used to identify which system components, e.g., hardware, software, firmware and documentation, are included in a particular system configuration.
b. Procedures for notifying system owners of changes in the approved configuration of their AWOS.
c. Procedures for identifying and maintaining a record of the configuration of each operational system that has been sold by the manufacturer.
d. Procedures for the configuration control of documentation, to include procedures for issuing changes, numbering, and dating pages.
2.6. PLANNING THE AWOS INSTALLATION.
a. All airport owners or other parties contemplating purchase and installation of a non- Federal AWOS should coordinate with the FAA before the equipment is ordered. The FAA Service Center non-Federal PIM is the official FAA point of contact in the Service Center Planning and Requirements Group and is responsible for the overall project coordination between the owner and other elements in the FAA. The FAA non-Federal Program Implementation Manager should coordinate the proposal with the Flight Procedures Office, Operations Support Group, Frequency Management Office, Airport District Office and other FAA offices as needed.
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b. The selection of a voice outlet frequency for the AWOS is a critical issue since there are a limited number of frequencies available for this purpose. In accordance with the latest edition of FAA Order 90-42, Multicom frequencies are not intended for automated weather broadcasts. Therefore, before applying to the FCC for a frequency license, it is advisable to coordinate with the FAA in the early planning stages of the facility. When requesting a frequency, consider using the following collocated facilities, if applicable, to satisfy the AWOS requirement for a ground-to-air communication outlet.
(1) Assigned Automatic Terminal Information Service (ATIS) Frequency. At part-time towered locations, the AWOS utilizes the existing ATIS voice outlet frequency to provide weather information when the tower is closed. Frequency sharing coordination is discussed further in paragraph 3.21, AWOS ATIS Switch (AAS).
(2) VHF omnidirectional radio range (VOR) or VHF omnidirectional radio range/tactical air navigation (VORTAC) except Doppler VOR, with voice capability. (The VOR/VORTAC must be located within 3 nautical miles (nm) of the airport and must not be used to broadcast other information such as Enroute Flight Advisory Service (EFAS).)
(3) Nondirectional Radio Beacon (NDB) With Voice Capability. The NDB must be located within 3 nm of the airport. At locations where frequency congestion in the VHF air- ground band is not expected to be a problem, the use of an NDB should be considered as the fourth priority. The NDB frequency may have to be changed if the existing frequency is not in the 325 to 415 kilohertz (kHz) range.
(4) If none of the listed facilities exist on or near an airport, the FAA will work to engineer a 25 kHz spaced discrete VHF air-ground communications channel in the air traffic control band (118-137 MHz). If an airport is equipped with an NDB or VOR/VORTAC, a request for a discrete frequency assignment should include a justification statement as to why it is not used for the AWOS transmission.
c. The service volume for an AWOS voice outlet, excluding those broadcasts over existing ATIS systems, is normally limited to 10,000 feet above ground level and 25 nm from the AWOS. The owner should provide a justification to the FAA if there is a requirement to exceed this service volume. Under no circumstances should the radius of the service volume exceed the terminal control area.
d. If the AWOS system proposed for installation does not meet the requirements of this AC or the radio does not meet the requirements of the FCC-approved standards, the FCC may not assign a broadcast frequency.
e. After an AWOS III or IV has been granted type certification approval and commissioned by the FAA, it becomes the weather source for the airport. Any existing manual weather observation program whose hours conflict with the AWOS III or IV should be terminated. However, as specified in paragraph 1.3.d, the AWOS owner may elect to maintain a manual observation capability to back up the AWOS in the event the system, or any critical parameter, e.g., windspeed/direction, ceiling/sky condition, visibility, altimeter setting, fails. In
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addition, the AWOS owner may elect to augment the AWOS output with observed parameters, e.g., thunderstorms or precipitation that are not within the capability of the non-Federal AWOS.
2.7. FACILITY COMMISSIONING. The FAA should formally commission the AWOS facility before it becomes available for public use. After receiving approval of a broadcast frequency, the owner may procure and install the AWOS facility. As the system approaches operational readiness, the owner should request a commissioning ground inspection by an FAA non-Federal inspector. This inspection should include participation by the owner or owner's maintenance representative. The commissioning inspection consists of the tests and checks identified in the following paragraphs, a review of the operations and maintenance documents on file at the facility, and the recording of the initial facility performance data which should be retained as commissioning documentation in the Facility Reference Data (FRD), or similar historic record locations.
a. Siting, Installation, and Commissioning.
(1) Siting. Contact the non-Federal facilities PIM for approval of proposed AWOS location. This location should be in accordance with the siting criteria contained in the latest edition of FAA Order 6560.20, Siting Criteria for Automated Weather Observing Systems (AWOS). Following installation, the FAA Tech Ops District non-Federal inspector should also verify that the AWOS equipment is installed in accordance with the siting order and that the checkout procedures have been performed. Any exceptions to the siting order should be justified and documented in the OMM as being the best practical solution for meeting the intent of the siting criteria. Any discrepancies found during the inspection should be rectified before the facility can be commissioned.
(2) Installation. The AWOS is a permanent facility and is located, constructed, and installed in accordance with applicable code requirements. It should be installed by a technician who is fully qualified in electronic applications; has a working knowledge of the operation, testing, and maintenance of the AWOS; and is either a maintenance technician employed at the manufacturer's factory or has been certified by the FAA. The procedures in the FAA-approved Installation and Checkout Manual should be performed. Reference paragraph 2.4.d for a description of the manual.
(3) Commissioning. Once the AWOS has been properly installed in accordance with the siting criteria and demonstrates that it meets the criteria established by this AC, it is commissioned to operate in the National Airspace System (NAS).
b. Performance Test. The AWOS owner’s FAA-approved maintenance representative should operate the system and measure all system performance parameters described in this AC and the manufacturer’s Maintenance Manual. The initial commissioning data are witnessed by the FAA Non-Federal Inspector and recorded on Comprehensive Facility Performance and Adjustment Data forms, or other approved commissioning data forms and retained at the facility in the FRD as commissioning documentation.
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c. Flight Inspection. All NAVAID facilities, e.g., VOR, NDB, used as a voice outlet to broadcast weather information should be flight inspected to assure that operation of the NAVAID has not been derogated. If, during flight inspection, it is determined that performance of the NAVAID has been affected, the AWOS should not be activated until the malfunction has been corrected, e.g., through modification or by employing a separate discrete frequency transmitter to broadcast the weather. An AWOS utilizing a discrete frequency transmitter is not required to undergo a flight inspection.
d. Notification of the Commissioning. Following successful completion of the commissioning inspection, the FAA non-Federal PIM should notify the appropriate FAA Offices, e.g., NFDC, FPO, OCC, national non-Federal office, etc., of the appropriate information, which may include the commissioning date, broadcast frequency, voice access telephone number, system owner, and maintenance arrangements.
e. Relocation of an AWOS. In the event that an AWOS is removed from service to be relocated, a decommissioning NOTAM should be issued, instead of a facility out-of-service NOTAM. After relocation, a complete facility commissioning inspection should be performed.
2.8. ON-SITE DOCUMENTATION. The following documentation should be kept and maintained at the AWOS facility. It should contain all pertinent up to date on-site documentation, including the following documentation. The FAA should review the documentation at the commissioning inspection and during annual revalidation.
a. Type Certification Approval. A copy of the FAA letter to the manufacturer granting type certification approval for the AWOS system design should be included. The subsystems should be inspected to verify that the installed AWOS configuration is consistent with the type certification approval that was given.
b. Frequency Allocation Approval. A copy of the frequency FCC station license that was obtained assigning the approved operating UHF and VHF frequencies if appropriate.
c. Manufacturer's Documentation. Copies of the AWOS operating instructions, manufacturer’s Maintenance Manual, and System Description. When changes are made to the manufacturer’s documents, the manufacturer should forward revisions to the AWOS owner who is responsible for inserting them into the appropriate on site documentation.
d. Operational Procedures. Site-specific operational procedures that set forth mandatory site procedures for both routine and nonscheduled situations should be kept at the AWOS site. These procedures may incorporate appropriate sections of the manufacturer's manuals. The following items should be covered.
(1) Physical security of the facility.
(2) Maintenance and operations by authorized persons, including who to notify if a weather parameter is discovered out of tolerance or other maintenance is necessary.
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(3) Posting of licenses and signs.
(4) Notice to the FAA PIM or coordinator/inspector must be made when any AWOS service has been suspended, or when a critical weather parameter is out of tolerance.
(5) Keeping of station logs and other technical reports.
(6) Names, addresses, and telephone numbers of persons to be notified in the event of system failure.
(7) Procedures for periodic scheduled shutdown maintenance, including the office responsible for generating NOTAMs for routine or nonscheduled shutdowns.
(8) Procedures for amending or revising the site instructions.
(9) Procedures to be followed to freeze the 96 hours worth of AWOS data that were gathered prior to the time of an aircraft accident or incident, and the procedures to be followed to retrieve these data files for off-line analysis. These procedures should describe the responsibility for accomplishing these actions. They should be accomplished immediately following an accident, incident, or upon the request of a member of the FAA or NTSB.
(10) Locations of AWOS components on the airport. This includes the result of the survey to establish the site elevation, the elevation of the barometric pressure sensors and a true North reference point.
(11) Copy of all software and firmware licenses with revision identification.
(12) A MOA signed by the owner and the FAA Service Area Technical Operations Director or designee. This memorandum should state that the owner agrees to maintain, repair, and modify the AWOS in accordance with the requirements, standards, or criteria governing AWOS, particularly those contained or defined in the agreed to FAA/Owner OMM. The owner understands that noncompliance with the specific site’s FAA/Owner MOA/OMM may result in the AWOS’s removal from service or decommissioning.
(13) A copy of any agreement with the FAA to maintain a manual observation capability to augment or back up the AWOS.
e. Commissioning Documentation. The initial commissioning documentation form such as the Comprehensive Facility Performance and Adjustment Data form should be completed during commissioning to record initial values and the respective standard or reference values as described in Chapter 4.
2.9. MAINTENANCE PROGRAM. The maintenance program should cover a minimum period of 5 years as established in paragraph 2.4.c.(2), and should consist of properly trained authorized personnel meeting all FCC and FAA requirements, adequate calibrated test
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equipment, and resources to fulfill the manufacturer's recommended scheduled maintenance and calibration procedures as defined in the manufacturer's Maintenance Manual. The maintenance program is the responsibility of the owner, but may only be performed by personnel meeting manufacturer specific, FAA and FCC requirements.
a. Maintenance Personnel. The owner should show that their maintenance program has qualified personnel available to maintain the AWOS system. This includes the owner’s assigned local maintenance technician to perform the tri-annual maintenance checks and the FAA authorized maintenance technician holding verification authority. The maintenance technician seeking FAA verification authority should refer to the current edition of FAA Order 6700.20, Non-Federal Navigational Aids, Air Traffic Control Facilities, and Automated Weather Systems, for the qualifications maintenance technicians need to have in order to maintain non-Federal facilities. They should have the special knowledge and skills needed to maintain the AWOS facility and should have either completed the appropriate approved training or completed acceptable previous training and have acceptable previous experience. As part of the FAA authorized technician verification process, the FAA will administer a performance examination to any technician seeking verification authority on the system. This exam will demonstrate they have the necessary proficiency, special knowledge and skills to accomplish all commissioning, annual reverification and required maintenance procedures including troubleshooting, validation of test equipment calibration and using the specialized test equipment. The FAA will issue a site and system specific verification authority letter to the candidate maintenance person if he/she is able to meet the concepts and performance requirements of the AWOS system, and has a FCC general radiotelephone operator license (GROL) for maintenance of the system’s discrete frequency (UHF or VHF) or aeronautical advisory station (Unicom) transmitter.
b. Test Equipment. The owner should have available at the facility, at the time of commissioning, all test equipment required by the approved maintenance plan for maintenance and calibration of the facility. Test equipment must be capable of accurately measuring the appropriate performance parameters to verify technical standards and tolerances needed for facility verification, and must be collocated with the AWOS. Test equipment should be calibrated to NIST traceable standards in accordance with the calibration schedule submitted to and approved by the AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b during type certification acceptance. In case an acceptable test equipment calibration schedule was not included, test equipment will be calibrated as per the test equipment manufacturer’s recommendations. Test equipment calibration should be traceable to national standards, and proof of calibration, e.g., a current calibration sticker should accompany each piece of test equipment when it is being used. The test equipment should be available when required for commissioning, scheduled system maintenance and calibration, or for repairs following system failure. All measurements should be made with test equipment collocated with the AWOS equipment being measured.
c. Annual Performance/Configuration Revalidation. The owner should plan for complying with the manufacturer's recommended and FAA approved plan for annual system revalidation. This plan should identify the appropriate FAA Tech Ops Non-Federal District Office to notify to witness the on-site revalidation and include a list of the procedures to be followed during the on-site revalidation as well as the source of the FAA qualified non-Federal technician to perform the inspection.
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2.10. ONGOING SYSTEM VALIDATION. To verify that the system is being properly maintained and that the system retains an approved configuration, the following ongoing validation program should be conducted.
a. Performance/Configuration Revalidation. An FAA Service Area non-Federal coordinator or inspector should perform an on-site verification inspection of each AWOS annually in accordance with the manufacturer's approved Annual System Revalidation Plan. This inspection should include the items in the following paragraphs, and the results should be recorded on an Annual Technical Performance Record form or on a Comprehensive Facility Performance and Adjustment Data form identified as being used for annual revalidation and retained on file at the facility.
(1) Verify that the maintenance program is being followed and properly documented.
(2) Witness the owner’s maintenance technician performance of a comprehensive check and calibration to verify that system performance is within the limits specified by the manufacturer's documentation and to ensure that every component of the system is operating properly.
(3) Verify that the AWOS configuration is the same as approved at the time of commissioning or as formally modified in accordance with approved configuration control procedures. Additionally, it should be determined that all mandatory configuration changes approved by the FAA have been accomplished and documented.
(4) Verify that a summary of all maintenance, hardware and software, performed since the last report is on file at the facility.
b. FAA Site Visits. FAA inspectors will periodically visit certified non-Federal AWOS facilities. During the visit, the FAA inspector will verify, with the assistance of the owner’s maintenance technician, that the system operates within tolerance, that all maintenance tasks have been properly performed and documented, and that the FAA has approved the AWOS configuration. The inspector will review the facility’s FAA Form 6030-1 log and other documentation to verify that scheduled and unscheduled maintenance has been accomplished and documented in accordance with this AC, the approved FAA/owner MOA/OMM, the approved manufacturer's Maintenance Manual, and the approved annual system revalidation plan. The owner’s maintenance technician holding FAA verification authority should provide access to the site and accomplish any tests on the facility requested by the FAA representative during the visit. The FAA will provide the owner a written inspection report following completion of the inspection. The FAA representative may visit the site with an owner’s representative without the non-Federal technician’s presence provided no tests or adjustments are planned or accomplished on the AWOS equipment.
c. Mandatory Configuration Changes. If the FAA determines that an AWOS system, or any element of the system, is providing data that could be in error, the FAA may direct the system manufacturer to issue a mandatory configuration change order to the owners of similar
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systems. The system owner should disable the appropriate part of the system and should request that the FAA issue a NOTAM describing the missing parameter and give an estimate of the time for which it will be disabled.
d. Unacceptable Failure Rate. Equipment that proves unreliable is to be removed from the type certification approval listing. The determination of unreliability should be based on judgment and experience with similar equipment. Where equipment is determined to have an unsatisfactory failure rate or is deficient in workmanship or materials, the manufacturer is to be notified in writing as to the basis for this determination. The manufacturer should then notify the FAA in writing as to its plan of action for resolving the issue. If the manufacturer does not resolve the problem within a reasonable time, the equipment would be removed from the type certification approval listing. The timeframe would, of necessity, be based on safety considerations and the nature of the problem. The FAA reserves the right to require the equipment to undergo any or all qualification and calibration tests when the equipment has been determined unreliable or deficient in design, materials, or workmanship. Owners of similar AWOS installations should be notified of any problems uncovered during this retesting through the configuration control procedure discussed in paragraph 2.10.c, and paragraph 2.5, Configuration Control Plan.
e. Note. Failure to meet the criteria of this AC may result in decommissioning the AWOS facility, i.e., withdrawal of the FCC license, and withdrawal of type certification approval.
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Chapter 3. PERFORMANCE AND TESTING SPECIFICATIONS FOR AWOS
3.1. GENERAL. This chapter contains the performance standards and testing specifications for components of the AWOS. Equipment should comply with these standards to establish partial compliance with the Code of Federal Regulations (CFR). However, some of the following tests are intended to be performed in a laboratory environment and may not be able to be duplicated in the field. Current standards and tolerances are those which were approved during type certification acceptance. These are intended only as guidelines based on standards approved at type acceptance. If a manufacturer has specified additional checks to be performed, requested and received approval for different checks to be performed, or specified that tighter tolerances be required, then these will be detailed by the manufacturer in the FAA-approved Maintenance Manual for that specific type-certified AWOS.
3.2. DEFINITIONS.
a. Root Mean Square Error (RMSE). RMSE is determined by comparing the output value with the true value of a parameter according to the following equation:
N 2 ∑(T − M ) RMSE = N =1 N Where:
N = Number of independent comparisons M = Measured value T = True value
(RMSE is in the same units as the measured and true values)
b. Time Constant. After a step change in the value of a parameter measured by a sensor, the time constant is the length of time it takes the sensor to register a given percentage (63 percent unless otherwise specified) of the change.
c. Resolution. The resolution of a sensor is the value of the least significant digit that is given as sensor output.
d. Variance. For the purposes of this AC, variance is defined as the difference between the value of the reference sensor and the sensor under test.
e. Thunderstorm. For purposes of this AC, a thunderstorm occurs when a single cumulonimbus cloud (cell) generates one or more flashes of lightning which can be cloud-to-
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ground, in-cloud, or cloud-to-cloud. At any one time, a period of storm activity may consist of a number of thunderstorms or cells within the area surrounding the reference point.
3.3. GENERAL PERFORMANCE STANDARDS. This paragraph addresses aspects of performance that are applicable to the AWOS as a whole. The electromagnetic interference, transient, and lightning protection standards are also applicable to the entire system and are addressed in paragraphs 3.22 and 3.23.
a. Input Power. AWOS equipment should operate from a 120/240 V (±10 percent), 60 Hz ac (±5 Hz), 3-wire single-phase service.
b. Loss of Power. The AWOS system should return to normal operation without human intervention after a power outage. When power is restored, the system should not output erroneous data.
c. Wind Sensor Tower. If a separate tower is used for the wind sensor, daytime marking and nighttime lighting should be provided in accordance with the guidelines set forth in the latest edition of AC 70/7460-1, Specification for Obstruction Marking and Lighting.
(1) It should be lighted with a dual obstruction light L-810 fixture placed within five feet of the top of the tower. The two lamps on the L-810 should be wired in parallel. The standards for the L-810 fixtures may be found in latest edition of AC 150/5345-43, Specification for Obstruction Lighting Equipment. Use of a single light emitting diode (LED) obstruction light fixture is encouraged for efficiency and endurance.
(2) Since the nominal height for this tower is 30 to 33 feet and since most towers are manufactured in 10 foot sections, a waiver to AC 70/7460-1 has been granted to permit a six- band marking, with the bands alternating between aviation orange (the top band) and aviation white. This pattern will permit dip painting the tower at the factory without sacrificing the level of safety provided by the standard tower.
d. VHF Transmitter. It is the FAA policy that the output of the AWOS be transmitted on an existing NAVAID voice outlet whenever practical. When the AWOS is broadcast over a NAVAID, that NAVAID will be given a flight check during the initial commissioning procedure and will be given an annual flight check in conjunction with the annual AWOS verification. If there is no NAVAID available, then the output will be broadcast via a separate VHF transmitter that will be licensed by the FCC. The transmitter operates in the 118-137 MHz band on a frequency assigned by the FCC. The transmitter will have a FCC type-acceptance with the following operational parameters:
(1) Channel Spacing: 25 kHz
(2) Normal radio frequency (RF) Power Output: Nominal 2.5 watts (± 0.50 watts), at the transmitter output.
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Note: Other transmitter powers between 1 and 10 watts may be authorized by the FCC based on unusual circumstances. However, the FCC license always lists the maximum effective radiated power authorized for any AWOS.
e. Coaxial Cable. The manufacturer should use coaxial cable with less than 3 dB line loss per 100 feet for cable runs exceeding 30-feet. The manufacturer may use coax with up to 10 dB loss per 100 feet for lines less than 30-feet long. All critical VHF radio parameters should be measured, using properly calibrated collocated test equipment, and recorded during initial and annual reverification checks. These measurements apply to both discrete frequencies as well as shared frequencies. Table 1, VHF Radio Specifications, provides the critical radio parameters.
Table 1. VHF Radio Specifications
Parameter Specifications Frequency stability ±0.001 percent (-30o to +60o C) Percentage of modulation of generated 65 percent to 95 percent tone Voltage standing wave ratio (VSWR) at 3.0 to 1 transmitter VSWR at antenna for cable runs 3.0 to 1 exceeding 50 feet Line Loss for cable runs exceeding 50 feet < 3 dB of line loss per 100 feet Spurious and harmonic emission for cable 80 dB down from the carrier minimum up to runs exceeding 50 feet 90 percent modulation Emission type 6A3E Antenna Omnidirectional Occupied Bandwidth No less than 99 percent of the emitted signal energy should be contained within a 25 kHz bandwidth
f. Generation of the NAVAID Identifier by the AWOS. When the AWOS message is broadcast over a NAVAID, the AWOS should be designed to provide both the NAVAID tone identifier and the AWOS weather data over the NAVAID frequency. The tone should be generated between every AWOS voiced weather message and should only be generated between messages. This design should eliminate the interference between the AWOS voice and the NAVAID generated tone identifier and provides for better identification of the NAVAID in marginal conditions. If this design is adopted, it is imperative that the NAVAID automatically return to using its internal tone generator to provide the identifier if the AWOS capability to provide the NAVAID identifier has been lost.
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g. UHF Data Link Radio Transmitter. When a UHF radio is used to transfer data between components of the system, the transmitter will have FCC type-acceptance, and the power output should be limited to the minimum necessary to accomplish the job and should not exceed 1 watt. The FCC issues the license for the use of the facility and assigns the frequency. Frequency stability, deviation/percent modulation, VSWR, and initial/operating power output should be in accordance with FCC regulations and should be clearly defined in the manufacturer's Maintenance Manual. AM and FM data link radio transmitter specifications are contained in the latest edition of FAA Order 6560.13.
h. Data Link Radios. No data link radios authorized under Part 15 of the FCC rules identified in Title 47 of the Code of Federal Regulations (47 CFR, Part 15) or other unlicensed transmitters, including spread spectrum devices, may be used in any part of a non-Federal AWOS system.
i. Code Requirements. The AWOS should be designed in accordance with applicable paragraphs of the latest edition of the National Electrical Code (NEC) and should be installed in accordance with local code requirements.
3.4. OPERATING ENVIRONMENT. All AWOS equipment and sensors should demonstrate that they meet all operating tolerances under the operational environmental conditions described in this AC.
a. Site Elevation. From 100 feet below sea level to 10,000 feet above sea level.
b. Equipment Installed Indoors in a Conditioned Space.
(1) Temperature. From +40o to +105o F (+5o to +40o C).
(2) Relative Humidity. 5 percent to 90 percent (non-condensing).
c. Equipment Installed Outdoors.
(1) Temperature. Two operational environmental temperature ranges are defined for the outdoor equipment. Class 1 is the minimum environment all outdoor equipment must operate in. Class 2 is the harsh environment the outdoor equipment must operate in when installed in locations known to exceed the Class 1 criteria.
Class 1: -30o to +130o F (-35o to +55o C) Class 2: -65o to +130o F (-55o to +55o C)
(2) Relative Humidity. 5 percent to 95 percent over the entire temperature range in increments of 10o C.
(3) Wind. Up to 85 knots.
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(4) Hail. Up to 1/2 inch in diameter.
(5) Ice Buildup. Freezing rain rate equivalent to a buildup of 1/2 inch per hour, lasting for a period of 1 hour with 40 knot winds.
(6) Rain. Up to 3-inches per hour, with 40 knot winds.
3.5. MECHANICAL WINDSPEED AND DIRECTION SENSOR.
a. Performance Standard.
(1) Windspeed Sensor.
(a) Range. The sensor should respond to a threshold of 2 knots and a maximum of at least 85 knots.
(b) Accuracy. The windspeed sensor should provide an accuracy of ± 2 knots up to 40 knots. Above 40 knots, RMSE should be within ± 5 percent.
(c) Resolution. The resolution should be 1 knot.
(d) Distance Constant. The distance constant should be less than 10 meters. The method for calculation is given in paragraph 3.5.b.(1)(b).
(e) Threshold. 2 knots.
(2) Wind Direction Sensor. This sensor should be aligned to true north.
(a) Range. 1° to 360° in azimuth.
(b) Threshold. 2 knots.
(c) Accuracy. Within ± 5° (RMSE)
(d) Resolution. To nearest 1o; dead band not to exceed 7o wide.
(e) Time constant. Less than 2 seconds.
b. Performance Testing. Testing should be conducted in a calibrated wind tunnel, except for the wind direction accuracy test that is conducted on a bench test fixture. The windspeed sensor should be compared against a calibrated Pitot - static tube or transfer reference standard traceable to the National Institute of Standards and Technology (NIST).
(1) Windspeed.
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(a) Accuracy and Resolution. The test is conducted under no rain conditions. Four full-test cycles (2-85 knots) should be conducted in increments of 2 knots between 2 and 10 knots, in increments of 10 knots between 10 and 80 knots, and at 85 knots. During these test runs, data should be gathered to demonstrate compliance with the requirements for accuracy and resolution. Tests demonstrating acceptable accuracy during environmental extremes as listed in paragraph 3.4 should be conducted.
(b) Distance Constant. The distance constant should be computed according to the following formula: D = T X W
Where:
D = Distant constant (in meters). T = Time constant. W = Windspeed (meters per second) in the wind tunnel.
The distance constant should be determined from an average of 10 runs, 5 runs each with the tunnel windspeed at 10 knots (5 meter/sec) and at 20 knots (10 meter/sec) with the sensor propeller speed at the zero at time zero. The distance constant should be less than 10 meters for the sensor to pass this test.
(2) Wind Direction.
(a) Accuracy. This test should be conducted on a bench test fixture under no rain conditions. The accuracy of the sensor should be checked at each 10o increment. The accuracy should be checked in 2o increments between 350o and 010o. A dead band of up to 7o wide is permissible. Two complete test cycles should be conducted, and RMSE accuracy should be within specified limits. Tests demonstrating acceptable accuracy during environmental extremes as listed in paragraph 3.4 should be conducted.
(b) Time Constant. The time constant should be determined from an average of 10 runs, 5 runs each with the tunnel speed at 10 knots and at 20 knots. The vane should be displaced 10o from the indicated wind direction and released. The time constant should be less than 2 seconds to reach within 5o of the indicated wind direction.
3.6. ULTRASONIC WIND SENSOR.
a. Performance Standard.
(1) Windspeed.
(a) Range. The sensor should respond to a threshold of 1 knot and a maximum of at least 85 knots.
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(b) Accuracy. The windspeed sensor should provide an accuracy of ± 1 knot up to 40 knots. Above 40 knots, RMSE should be within ± 3 percent.
(c) Resolution. The resolution should be 1 knot.
(d) Distance Constant. The distance constant should be less than 1 meter. The method for calculation is given in paragraph 3.5.b.(1)(b).
(e) Threshold. 1 knot.
(2) Wind Direction Sensor. This sensor should be aligned to true north and withstand a windspeed of 85 knots without damage.
(a) Range. 0° to 359° in azimuth.
(b) Threshold. 1 knot.
(c) Accuracy. Within ± 3° (RMSE)
(d) Resolution. To nearest 1°
b. Performance Testing. Testing should be conducted in a calibrated wind tunnel. The ultrasonic sensor should be compared against a calibrated pitot-static tube or transfer reference standard traceable to the National Institute of Standards and Technology. Ultrasonic anemometers should be tested in a wind tunnel for directions using a rotating base. The mounting base should be able to be rotated as the test progresses. The following test procedures should be used.
(1) Windspeed Accuracy and Resolution. The test is conducted under no rain conditions. Four full-test cycles (2-85 knots) should be conducted in increments of 2 knots between 2 and 10 knots, in increments of 10 knots between 10 and 80 knots, and at 85 knots. During these test runs, data should be gathered to demonstrate compliance with the requirements for accuracy and resolution. Tests demonstrating acceptable accuracy during environmental extremes as listed in paragraph 3.4 should be conducted.
(2) Wind Direction Accuracy. The accuracy of the sensor should be checked at each 10o increment. The accuracy should be further checked in 2o increments between any 20° span. Two complete test cycles should be conducted, and RMSE accuracy should be within specified limits. Tests demonstrating acceptable accuracy during environmental extremes as listed in paragraph 3.4 should be conducted.
3.7. TEMPERATURE SENSOR.
a. Performance Standards. The sensor should be thermally isolated to accurately measure environments below:
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(1) Range. From -35° to +55°C (-30° to +130°F) for Class 1 systems. From -55° to +55°C (-65° to +130°F) for Class 2 systems. (2) Accuracy. 1°F RMSE for the entire range of the sensor, with a maximum error of 2°F.
(3) Resolution. Not greater than 1°F.
(4) Time Constant. Not greater than 2 minutes.
b. Performance Testing.
(1) Accuracy. Temperature accuracy should be verified using a calibrated reference instrument traceable to the National Institute of Standards and Technology (NIST). The temperature sensor should be exercised through the full range of the device in 10°F increments. This 10° change in chamber temperature should be accomplished within 5 minutes of the test, and the sensor reading should be taken 5 minutes after the chamber temperature is stable. This test cycle should be performed a total of eight times or four times with two sensors in the chamber. These cycles should include two increasing and two decreasing temperature cycles without radiation heating and two increasing and two decreasing temperature cycles with radiation heating on the aspirated enclosure of 1.6 gram-calories per square centimeter per minute (1120 W/m²). The accuracy of the sensor should be within 1°F (RMSE) for each test cycle, a total of 9 data points for each Class 1 system cycle; 11 data points for each Class 2 system cycle. Tests demonstrating acceptable accuracy during environmental extremes as listed in paragraph 3.4 should be conducted.
(2) Time Constant. The sensor should be placed in a chamber and stabilized at 85°F. The temperature should be rapidly raised (within 1 minute) 5°F (to 90°F); the time constant should be 2 minutes or less. The same test should be repeated with a 5°F decrease in temperature within 1 minute. The time constant should be 2 minutes or less.
3.8. HUMIDITY SENSOR. A single thermal shield and aspirator unit may include both the humidity and temperature sensors.
a. Performance Standards.
(1) Range. From -35° to +55°C (-30° to +130°F) for Class 1 systems. From -55° to +55°C (-65° to +130°F) for Class 2 systems
(2) Sensor Protection. The humidity sensor should not be damaged if the sensor becomes excessively wet, e.g., from precipitation or from absorption of moisture after a loss of power. The humidity sensor probe should return to normal operation, without damage and without human intervention, within 30 minutes after the abnormal, excessively wet condition is alleviated, i.e., after precipitation ends, or after restoration of power.
(3) Resolution. Not greater than 1%.
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(4) Time constant. Less than 2 minutes.
(5) Accuracy. The accuracy should be less than or equal to 5% of the measured value.
b. Performance Testing.
(1) Accuracy. All tests should be performed with the sensor in the aspirated enclosure supplied with the sensor. Temperature and relative humidity accuracy should be verified using calibrated reference instruments traceable to the National Institute of Standards and Technology. The data points given in paragraphs 3.9.b.(1) should be taken during four test runs, two with increasing humidity and two with decreasing humidity. This may be reduced to two test runs if two sensors are placed in the chamber. During the test run, the change in temperature/relative humidity should be accomplished within 5 minutes, and the sensor reading should be taken 5 minutes after the temperature and humidity have stabilized. Tests demonstrating acceptable accuracy during environmental extremes as listed in paragraph 3.4 should be conducted.
(2) Time Constant. At ambient temperature and 50 percent relative humidity, change the humidity equal to a dew point increase of 5°F within 1 minute, and then decrease the humidity equal to a dew point decrease of 5°F within 1 minute. In each case, the time constant should be less than 2 minutes.
(3) Power Interruption. At ambient temperature and 90 percent relative humidity, with the sensor operating normally, disconnect the power from the sensor for a period of 1 hour. Power should then be reapplied and the sensor should return to normal operation and accuracy within 30 minutes.
3.9. DEW POINT SENSOR. A single thermal shield and aspirator unit may include both the dew point and temperature sensors.
a. Performance Standards.
(1) Range. From -35° to +55°C (-30° to +130°F) for Class 1 systems. From -55° to +55°C (-65° to +130°F) for Class 2 systems
(2) Dewcell Protection. If the dew point sensor is a dewcell, it should not be damaged if the sensor becomes excessively wet, e.g., from precipitation or from absorption of moisture after a loss of power. The dewcell probe should return to normal operation, without damage and without human intervention, within 30 minutes after the abnormal, excessively wet condition is alleviated i.e., after precipitation ends or after restoration of power.
(3) Resolution. Not greater than 1°F.
(4) Time constant. Less than 2 minutes. (5) Accuracy. The accuracy should be as follows. All errors are RMSE.
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(a) 2°F dew point for dry bulb temperatures of +30° to +90°F, 80 to 100 percent relative humidity, with a maximum error of 3°F at any dry bulb temperature.
(b) 3°F dew point for dry bulb temperature of +30° to +120°F, 15 to 75 percent relative humidity, with a maximum error of 4°F at any dry bulb temperature.
(c) 4°F dew point for dry bulb temperatures of -20° to +20°F, 25 to 95 percent relative humidity with a maximum error of 5° at any dry bulb temperature. The minimum dew point required is -30°F.
b. Performance Testing.
(1) Accuracy. All tests should be performed with the sensor in the aspirated enclosure supplied with the sensor. Temperature and dew point accuracy should be verified using calibrated reference instruments traceable to the National Institute of Standards and Technology. The data points given in paragraph 3.9.b.(1)(a) through 3.9.b.(1)(c) should be taken during four test runs, two with increasing humidity and two with decreasing humidity. This may be reduced to two test runs if two sensors are placed in the chamber. During the test run, the change in temperature/relative humidity should be accomplished within 5 minutes, and the sensor reading should be taken 5 minutes after the temperature and humidity have stabilized. The following data points should be demonstrated and the RMSE calculated to demonstrate the error in each category. Tests demonstrating acceptable accuracy during environmental extremes as listed in paragraph 3.4 should be conducted.
(a) With an error not to exceed 2°F (RMSE) dew point
30°F temperature; 80, 90, 100 percent relative humidity 60°F temperature; 80, 90, 100 percent relative humidity 90°F temperature; 80, 90, 100 percent relative humidity
(b) With an error not to exceed 3°F (RMSE) dew point
30°F temperature; 15, 45, 75 percent relative humidity 60°F temperature; 15, 45, 75 percent relative humidity 90°F temperature; 15, 45, 75 percent relative humidity 120°F temperature; 15, 40 percent relative humidity (c) With an error not to exceed 4°F (RMSE) dew point
-30°F temperature; between 65 and 95 percent relative humidity 0°F temperature; 25, 60, 95 percent relative humidity +20°F temperature; 25, 60, 95 percent relative humidity
(2) Time Constant. At ambient temperature and 50 percent relative humidity, change the dew point +5°F (within 1 minute), and then -5°F (within 1 minute). In each case, the time constant should be less than 2 minutes.
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(3) Power Interruption. At ambient temperature and 90 percent relative humidity, with the sensor operating normally, disconnect the power from the sensor for a period of 1 hour. Power should then be reapplied and the sensor should return to normal operation and accuracy within 30 minutes.
3.10. PRESSURE SENSOR. Two or three pressure sensors should be provided for each AWOS system. All pressure sensors should have provisions for venting to the outside through a pressure port. Pressure variations due to airflow over the pressure port should be avoided. Sensor venting should be designed to avoid any damp pressure variation and oscillation due to pumping or breathing of the pressure sensor, venting, and porting equipment. Means should be provided to avoid insect nesting and moisture entrapment in the venting.
a. Performance Standards.
(1) Altitude Ranges. High pressure should be standard atmospheric pressure at - 100 feet plus 1.5 inches of mercury (inHg) (30.03 + 1.5 = 31.53 inHg). Low pressure should be standard atmospheric pressure at +10,000 feet minus 3.0 inHg (20.58 - 3.00 = 17.58 inHg).
(2) Pressure Range. Each sensor should be capable of measuring a pressure range at any fixed location (station) of +1.5 to -3.0 inHg from the standard atmospheric pressure at that location.
(3) Accuracy. The accuracy should be ±0.02 inHg RMSE at all altitudes from -100 to +10,000 feet mean sea level (MSL), maximum error 0.02 inHg at any one pressure.
(4) Resolution. The resolution of the barometer should be displayed in 0.001 inHg increments or better.
(5) Differential Accuracy. Each sensor should exhibit an average differential accuracy of 0.02 inHg or less between a series of two pressure measurements taken from the same sensor 3 hours apart. Ambient temperature over this 3-hour period should not change more than 5°F. Ambient pressure should not vary more than 0.04 inHg (RMSE) over the 3-hour period.
(6) Maximum Drift With Time. Each sensor should be stable and continuously accurate within 0.02 inHg RMSE for a period of not less than 6 months. The maximum error should be 0.02 inHg.
b. Performance Tests.
(1) Accuracy. Each pressure sensor should successfully complete the following accuracy test. A calibrated barometer or transfer standard with an accuracy of at least 0.004 inHg, that is traceable to the National Institute of Standards and Technology (NIST), should be used as a standard during testing. Two test cycles should be performed on each pressure sensor. One test cycle is defined as running the sensor through the full pressure range at each of three
31 03/10/2017 AC 150/5220-16E ambient temperatures. Before taking measurements, allow sufficient time for the sensor to achieve steady state at each data point not to exceed 5 minutes. The RMSE should be within the specified limits. Tests demonstrating acceptable accuracy during environmental extremes as listed in paragraph 3.4 should be conducted.
(a) Pressure Range. The pressure sensors should be tested through the full range of performance, normally 17.5 to 32.0 inHg, in 1-inHg increments of both increasing and decreasing pressure.
(b) Temperature Range. The sensor should be tested at ambient (approximately +85°) and at the hot and cold extremes called for in the environmental requirements.
(2) Differential Accuracy. Differential accuracy, i.e., change in accuracy, of the pressure sensor should be tested at ambient temperature (approximately 85°F) and ambient barometric pressure.
(a) Take 14 measurements of pressure on the pressure sensor under test and 14 measurements of pressure on the reference barometer. These measurements should be taken about 5 seconds apart and all 14 measurements should be completed within 90 seconds. This time should be called t=0.
(b) Repeat the 14 measurements on the pressure sensor under test and 14 measurements of pressure on the reference barometer after an elapsed time of 3 hours. The ambient temperature should have changed less than 5°F, and the ambient pressure should have changed not more than 0.1 inHg. This time should be called t=3.
(c) Compute the average reading of the reference barometer at t=0. Compute the average reading of the reference barometer at t=3. Determine the difference in the two averages. If the difference is greater than 0.1 inHg, or if the average difference between the reference and the test barometer at either t=0 or t=3 is greater than 0.02 inHg, repeat steps (a) and (b).
(d) Compute the 14 errors in reading between the sensor and reference barometer at t=0. (e) Compute the 14 errors in reading between the sensor and reference barometer at t=3.
(f) Subtract the 14 t=0 errors from the 14 t=3 errors determined in steps (d) and (e). Preserve the order of subtraction such that the first t=0 error is subtracted from the first t=3 error. These differences are the changes in accuracy, i.e., the differential accuracy.
(g) Compute the average and standard deviation of the 14 changes in accuracy determined in step (f). The average differential accuracy should be no greater than 0.02 inHg. The standard deviation should be less than 0.004 inHg.
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(3) Resolution. The manufacturer should demonstrate that the barometer resolution is displayed in 0.001 inHg increments or greater.
(4) Drift Over Time. Testing should be accomplished to determine maximum drift, paragraph 3.10.a.(6), over a 6-month period and should not exceed 0.02 inHg.
3.11. CLOUD HEIGHT SENSOR. The cloud height sensor should have a design range of at least 12,500 feet. The sensor should provide an output of at least three cloud layers representative of the sky conditions when surface visibilities are equal to or greater than 1/4 mile. The sensor should comply with the performance standards throughout its design range.
a. Performance Standards. The sensor should detect the height of atmospheric phenomena, i.e., clouds and obscuring phenomena aloft, or in the event the phenomena are surface based, e.g., fog, provide an estimate of the contact height (CH) or vertical visibility (VV). CH is defined as the vertical height above ground at which visual reference to recognized lights or objects on the surface can be established sufficiently to permit visual determination of the ground plane and position. VV is defined as the vertical distance that an observer can see vertically into surface-based obscuring phenomena, e.g., dust, fog, sand, etc., or the height corresponding to the upper limit of the return of the ceilometer signal, or the height corresponding to the height at which a balloon would completely disappear during the presence of surface-based phenomena, i.e., an obscured sky. The sensor should have the capability of discriminating between a negative response, i.e., no hit, resulting from no phenomena within the sensor's design range, and a sensor error/fault. The sensor should not indicate a response, i.e., hit, that is not the result of the detection of atmospheric phenomena.
(1) Range. The sensor should measure cloud heights and the heights of obscuring phenomena aloft to a minimum of 12,500 feet.
(2) Accuracy. Under laboratory conditions, the sensor should provide an accuracy of 100 feet or 5 percent, whichever is greater.
(3) Resolution. Not greater than: 50-feet surface to 5,500 feet; 250 feet from 5,501 to 10,000 feet; 500 feet above 10,000 feet.
(4) Detection Performance. The sensor should perform within the limits specified in paragraphs 3.11.b.(2) and 3.11.b.(3).
(5) Sampling. The sensor should provide an output at least once every 30 seconds. However, to extend sensor life, this sampling rate may be reduced to provide at least one sample every 3 minutes when no cloud, obscuring phenomena aloft, or CH/VV values, i.e., hits, are detected for the preceding 15 minutes.
(6) Eye Safety. The cloud height sensor should be designed to conform to laser radiation Class IIIb as defined in ANSI-Z 136.1, Accessible Emission Limits for Laser Radiation, with the maximum accessible emission level applied to direct viewing without optical
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instruments excluding ordinary eye glasses. This document may be obtained from the American National Standards Institute, 1430 Broadway, New York, New York, 10018. Interlock device(s) in the laser power circuit should be provided to disable the laser when any doors are open or the cover is removed to prevent inadvertent exposure of the laser emission to the eyes of the technician or others. The interlock(s) may have a manual override in order that power can be purposely restored during maintenance.
(7) Laser Power Stability. The sensor should contain a self-check, self-adjusting feature that should maintain laser output power at the level necessary to sustain sensor detection and accuracy. When this adjustment can no longer provide the compensation necessary to maintain the sensor within specified operational limits, sensor operation should be terminated.
(8) Optics Contamination. An air blower or other device should be used to reduce the contamination of the sensor optics. A signal should be generated to indicate the amount of optics contamination, thereby indicating the need for optics cleaning.
(a) Snow. The ceilometer window should demonstrate an ability to remain clear of snow under the condition of snow accumulating at a rate of 2 inches per hour for 1 hour at a temperature of 20°F.
(b) Ice. The ceilometer window should remain clear of ice for 60 minutes under conditions of freezing rain with a maximum accretion rate of ½-inch per hour radial thickness of clear ice.
b. Performance Testing.
(1) Accuracy Test. The signal should be projected horizontally to a target at known distances, two distances, separated by at least 1,000 feet, from 100 to 5,500 feet; two distances, separated by at least 1,000 feet, from 5,600 to 10,000 feet; and one distance beyond 10,000 feet. All range points should be within the accuracies specified in paragraph 3.11.a.(2). This test is a laboratory test conducted at full rated power output. It is not intended to be duplicated when the AWOS is installed in the field.
(2) Detection Tests Under Uniform Sky Conditions.
(a) Test Conditions. The sensor should be tested under the following conditions.
(i) Group A. Visibility greater than 3 miles, with a minimum of 10 percent of the data sets in each subgroup as shown in Table 2, collected with light precipitation, i.e., rain and snow, occurring, and a minimum of 10 percent with moderate precipitation, i.e., rain and snow, occurring.
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Table 2. Group A Test Conditions
Subgroup Cloud Height (feet) 1 100-700 2 800-1500 3 1600-3000 4 3100-5500 5 5600-12500
(ii) Group B. Visibility equal to or less than 3 miles, but equal to or greater than 1 mile, with a minimum of 10 percent of the data sets in each subgroup as shown in Table 3, with light precipitation, i.e., rain and snow, occurring, and a minimum of 10 percent with moderate precipitation, i.e., rain and snow, occurring.
Table 3. Group B Test Conditions
Subgroup Cloud Height (feet) 1 100-700 2 800-1500 3 1600-3000 4 3100-5500 5 5600-12500
(iii) Group C. Visibility equal to or greater than 1/4, but less than 1 mile, with a minimum of 10 percent of the data sets in each subgroup as shown in Table 4, collected with light precipitation, i.e., rain and snow, occurring, and a minimum of 10 percent with moderate precipitation, i.e., rain and snow, occurring.
Table 4. Group C Test Conditions
Subgroup Cloud Height (feet) 1 100-700 2 800-1500 3 1600-3000 4 3100-5500 5 5600-12500
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(iv) Group D. Not more than 3/10 total sky coverage with the lowest cloud layer at 2,000 feet or higher under the visibility conditions shown in Table 5, with a maximum of 80 percent of the data in each subgroup collected under daytime conditions.
Table 5. Group D Test Conditions
Subgroup Visibility (miles) 1 Equal to or greater than 1, but less than 3 2 Equal to or greater than 3, but less than 7 3 Equal to or greater than 7
(b) Collection of Test Data.
(i) A minimum of 25 data sets should be collected for each subgroup in Groups A through C, i.e., a minimum of 125 data sets should be collected under each group. However, if weather conditions at the test site over a period of 1 year make collection of at least 25 data sets in every subgroup impossible, the FAA should consider approval of a lesser number of data sets in the affected subgroups after analysis of available data. Further, for test data to be acceptable, a continuous test period should be selected to allow for collection of representative data.
(ii) Also, it should be clear that all data collected during the test period were considered. Any data not used should be explained. For example, if data analysis in a subgroup is truncated after 25 data sets are analyzed, this fact should be documented and explained.
(iii) One data set is defined as the second 10-minute period during which a uniform cloud or obscuration is detected by a recently calibrated collocated Federal AWOS ceilometer or is determined by a qualified weather observer. In order to be classified as a uniform cloud or obscuration, the Federal AWOS should continuously measure or a qualified weather observer should determine a cloud, obscuration aloft, or vertical visibility height for a 30-minute period that does not vary from its mean height by more than the variance shown in Table 6 more than 5 percent of the time.
(iv) A minimum of 25 data sets should be collected for each subgroup under Group D. One data set is defined as the second 10-minute period of any consecutive 30-minute period during which the cloud/sky coverage/visibility conditions specified for group D are met.
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Table 6. Criteria for Determining Uniform Cloud Layers
Mean Height (as determined by observer or as measured by a Variance Federal AWOS ceilometer) (feet) Equal to or less than 1,000 ft. 200 Greater than 1,000 ft., but equal to or less than 2,000 ft. 300 Greater than 2,000 ft., but equal to or less than 3,000 ft. 400 Greater than 3,000 ft., but equal to or less than 5,000 ft. 500 Greater than 5,000 ft., but equal to or less than 7,000 ft. 600 Greater than 7,000 ft., but equal to or less than 9,000 ft. 700 Greater than 9,000 ft., but equal to or less than 12,500 ft. 800
(c) Test Standards
(i) A collocated, recently calibrated Federal AWOS ceilometer or observations taken by a qualified weather observer should be the standard for determining heights and sky conditions.
(ii) A collocated, recently calibrated Federal AWOS visibility sensor should be the standard for determining visibilities.
(iii) Liquid precipitation measurements should be made using an FAA- approved 0.01 inch per tip tipping bucket precipitation gauge. Light precipitation is defined as one, but not more than two buckets tips in a 10-minute period. Moderate precipitation is defined as more than two, but not more than five tips in a 10-minute period. Heavy precipitation is defined as more than five tips in a 10-minute period. A qualified weather observer should determine the intensity of frozen precipitation.
(d) Criteria for Acceptance Under Uniform Sky Conditions.
Groups A, B, and C Conditions. The mean height of the cloud, obscuration aloft, or vertical visibility measured by the Federal AWOS or determined by a qualified weather observer should be determined for each data set. The variance for each cloud, obscuration aloft, and CH/VV height, i.e., hit, detected by the candidate sensor in each data set should be computed. Eighty- eight percent of the data sets within a subgroup, e.g., 22 out of 25 minimum, should satisfy the following condition: 90 percent of the heights determined by the candidate sensor in each data set should agree with the mean height measured by the Federal AWOS or determined by a qualified weather observer within the variance limits as shown in Table 7, Criteria to Satisfy Groups A, B, and C Conditions. Negative responses, i.e., no hits by the candidate sensor, should be included as data points and considered to be outside the variance limits. Also, the no-hit percentage in each subgroup should not exceed 5 percent. The candidate sensor should successfully
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demonstrate the conditions in Table 7, Criteria to Satisfy Groups A, B, and C Conditions, for each subgroup to pass this test. Failure of any subgroup constitutes failure of the test.
Table 7. Criteria to Satisfy Groups A, B, and C Conditions
Variance (feet) for Variance for
Mean Height (as determined by observer or as Cloud and CH/VV Values
measured by Federal AWOS ceilometer) Obscuration Aloft (feet) Heights (feet) Equal to or less than 1,000 ft. 200 400 Greater than 1,000 ft., but equal to or less than 2,000 ft. 300 600 Greater than 2,000 ft., but equal to or less than 3,000 ft. 400 800 Greater than 3,000 ft., but equal to or less than 5,000 ft. 500 1,000 Greater than 5,000 ft., but equal to or less than 7,000 ft. 600 1,200 Greater than 7,000 ft., but equal to or less than 9,000 ft. 700 1,400 Greater than 9,000 ft., but equal to or less than 12,500 ft. 800 1,600
(i) Group D Conditions. Not more than one false hit per data set in each subgroup. More than one false hit per data set should constitute failure of the test.
(3) Detection Tests Under Ragged Overcast or Obscured Sky Conditions.
(a) Heights, cloud/obscuration aloft or CH/VV, measured by the candidate sensor should be compared with heights measured by the Federal AWOS or determined by a qualified weather observer during ragged overcast or obscured sky conditions. Valid data should be that collected during overcast or obscured sky conditions below 12,500 feet as verified by a Federal AWOS hit percentage of 95 percent or more, or as determined by a qualified weather observer, during a 20-minute period. Negative responses, i.e., no hits, should be included as data points and considered to be outside the variance limits. Calculate the percent of heights, i.e., hits, by the candidate sensor falling within the ranges identified in paragraph 3.11.b.(3)(b) under each of the conditions specified in paragraph 3.11.b(3)(c) with allowable height variances as specified as in Table 7. Data should be collected under as many of the conditions as possible; however, the FAA may accept less than the specified requirement after evaluation of the available data. For test data to be accepted, a continuous test period should be selected to allow for representative data collection. It should also be clear that all data collected during the test period were considered. Any data not used should be explained.
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(b) Height ranges (as determined by Federal AWOS ceilometer or qualified observer)
(i) 100 - 700 feet
(ii) 800 - 1,500 feet
(iii) 1,600 - 3,000 feet
(iv) 3,100 - 5,500 feet
(v) 5,600 - 12,500 feet
(c) Conditions:
(i) No precipitation. Visibilities 1/4 to 1 mile, 1 to 3 miles, and greater than 3 miles.
(ii) Light or moderate precipitation (rain and snow). Visibilities 1/4 to 1 mile, 1 to 3 miles, and greater than 3 miles.
(iii) Heavy precipitation (rain and snow). Visibilities 1/4 to 1 mile, 1 to 3 miles, and greater than 3 miles.
(d) A minimum of 90 percent weighted average of the hits by the candidate sensor should fall within the range of the Federal AWOS ceilometer or within the height range determined by a qualified weather observer. Also, the weighted negative response, i.e., no hit, percentage should not exceed 5 percent.
3.12. VISIBILITY SENSOR.
a. Performance Standards.
(1) Range. The visibility sensor should be capable of determining visibilities from less than 1/4 mile to 10 miles. A method of calibration traceable to the FAA-approved standards in paragraph 3.12.b should be provided.
(2) Resolution. In terms of equivalent visibility, the sensor should provide data to report visibility values as follows in statute miles: less than 1/4, 1/4, 1/2, 3/4, 1, 1-1/4, 1-1/2, 2, 2-1/2, 3, 4, 5, 7, 10 and greater than 10 miles. For information, refer to Federal Meteorological Handbook 1 (FMH-1).
(3) Accuracy. The sensor should agree with the visibility standards as shown in Table 8, Visibility Sensor Accuracy Requirement.
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Table 8. Visibility Sensor Accuracy Requirement.
Reference Visibility Standard Reading Acceptable Sensor Variance 1/4 through 1-1/4 miles ± 1/4 mile 1-1/2 through 1-3/4 miles + 1/4, -1/2 mile 2 through 2-1/2 miles ± 1/2 mile 3 through 3-1/2 miles + 1/2, -1 mile 4, and greater than 4 miles ± 1 mile
(4) Time Constant. The time constant should not exceed 3 minutes.
(5) Ambient Light Sensor. The visibility sensor should contain an ambient light sensor, i.e., a photocell, to measure the ambient luminance within its field of view and generate a signal to the visibility sensor to indicate whether the ambient light level is day or night. It should indicate day for increasing illumination between 0.5 and 3 foot-candles (FC) and night for decreasing illumination between 3 and 0.5 FC. This sensor may be exposed to ambient light levels as high as 50 FC.
b. FAA-Approved Visibility Standards. The visibility reference standard should be a recently calibrated, collocated Federal AWOS. The sensor under test should be within 100 feet of the reference standard. High resolution visibility data should be collected from the Federal AWOS and the sensor under test once a minute.
c. Performance Tests. The visibility sensor should be tested using a recently calibrated, collocated Federal AWOS as the reference visibility standard.
(1) Accuracy Testing.
(a) At least 2 months of accuracy test data should be accumulated, assuring that a representative number of valid test points are experienced at each of the reporting increments provided in paragraph 3.12.a.(2), and under conditions of both with and without precipitation. All data collected during the test should be included in the test report. Any samples not included in determining the candidate sensor's accuracy should be fully explained. For example, data collected under inhomogeneous conditions may be excluded from the accuracy analysis, if so explained. The test data should consist of a number of independent samples of 10 minutes each, with at least 5 minutes between each sample. Samples should consist of visibilities from less than 1/4 mile, to greater than 10 miles, and should be weighted in the following ratio:
(i) 70 percent without precipitation, i.e., with fog, under clear conditions, and with approximately 5 percent of the data points collected under summer haze conditions.
(ii) 30 percent with precipitation, e.g., 15 percent with rain, 15 percent with snow.
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(b) Eighty percent (overall weighted average) of the total of all sensor test data points should agree with the visibility standard within the allowed variances from less than 1/4 through 5 miles.
(c) Eighty percent of the sensor test samples that are obtained when the visibility standard reads greater than 5 miles should be 5 miles or greater.
(2) Time Constant Demonstration. Under conditions of 10-mile visibility, a technique should be used to reduce the sensor detector output to 1 mile or less. After the restriction is applied, the time constant should be measured to reflect the reduction of visibility. After a period of 10 minutes, the artificial restriction to visibility should be removed, and the sensor time constant should be measured to reflect the increase in visibility. The time constant should be equal to or less than 3 minutes.
(3) Ambient Light Sensor Testing. The manufacturer should demonstrate that the ambient light sensor complies with paragraph 3.12.a.(5) and the visibility output is updated accordingly when the light sensor changes status from day-to-night or night-to-day.
3.13. PRECIPITATION ACCUMULATION SENSOR. The term precipitation is defined as including all forms, i.e., liquid, freezing, frozen, or combinations thereof. The term precipitation amount is the liquid or liquid equivalent amount. There are generally two types of precipitation accumulation sensors, the tipping bucket rain gauge and the precision scale. The tipping bucket design measures every tip, e.g., 0.01 inches. The precision scale, sometimes referred to as an all weather precipitation accumulation gauge (AWPAG), measures the weight of the precipitation and reports it as inches of rain.
a. Performance Standards. The sensor should be capable of estimating the precipitation amount with a range of 0.01 to 5-inches per hour, with a resolution of 0.01 inches and an accuracy of 0.002 inches per hour (RMSE), or 4 percent of actual, whichever is greater.
b. Performance Testing. The manufacturer should conduct a test program to demonstrate that the precipitation accumulation sensor(s) meet the performance requirements under the environmental conditions found in paragraph 3.4.
3.14. PRESENT WEATHER DETECTOR/SENSOR. The term precipitation type as used herein includes the following: rain, drizzle and snow. The precipitation type sensor should provide an indication of the type of precipitation occurring, or should output precipitation for any precipitation, e.g., liquid, freezing, frozen, or combinations thereof, when a type cannot be identified. However, recognizing that the sensor technology is not yet available to identify ice pellets and hail, a precipitation type sensor may qualify by identifying only rain, drizzle, and snow while outputting precipitation for those types not identified. The sensor unit may be designed as a separate unit or may be combined with the requirements of other parts of this AC, e.g., paragraph 3.12, Visibility Sensor, so that one unit fulfills the requirements of two or more paragraphs.
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a. The sensor should identify the type of precipitation when the rate of precipitation equals or exceeds 0.002 inches per hour, with the goals for accuracy as follows:
(1) Within the temperature range of:
(a) +28°F to +38°F, identify precipitation type correctly as:
(i) Rain: 90 percent of the cases.
(ii) Drizzle: 80 percent of the cases.
(iii) Snow: 90 percent of the cases.
(b) Less than +28°F. Identify precipitation type correctly as snow in 99 percent of the cases.
(c) Greater than +38°F, identify precipitation type correctly as:
(i) Rain: 99 percent of the cases.
(ii) Drizzle: 90 percent of the cases.
(2) Priority: Only one precipitation type should be reported, with the reporting priority established in the following order.
(a) Snow.
(b) Rain.
(c) Drizzle.
(d) Precipitation, unidentified.
b. Performance Tests. The manufacturer should conduct a test program to demonstrate that the sensor satisfies the performance standards under the environmental conditions in paragraph 3.4. As a minimum, the following test conditions should be satisfied.
(1) Prior to testing, the AWOS manufacturer should develop and submit a test plan to the FAA AWOS Non-Federal Engineering Office for approval at the address provided in paragraph 1.3.b. The test plan should clearly outline the tests to be performed, it should define the capabilities of the sensor to be tested, and it should include a detailed description of the test procedures. It should contain a clear statement of pass/fail criteria. The test plan should identify the location(s) and the proposed time planned for the tests. All data collected during the test should be incorporated into the test report. Any data not included in determining the candidate sensor's compliance with the requirements of this circular should be fully explained.
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(2) The test should be conducted in two phases. One phase should be conducted in a test chamber with varying conditions simulated to generate drizzle, rain, and snow. At least 9 events at various rates of accumulation should be simulated for each of these conditions to demonstrate the above requirements and the results should be included in the test report.
(3) The second phase of the test should be conducted at a location(s) and during times when there is a propensity for drizzle, rain, snow, hail, and ice pellets and where there is a qualified weather observer on duty. The test report should compare the performance of the sensor under test with the log maintained by the official observer at the test location. Hail and ice pellets as reported by the official observer should be reported as precipitation.
3.15. THUNDERSTORM DETECTION SENSOR OR NETWORK. This stand-alone sensor or thunderstorm detection network should detect the presence of a thunderstorm within 30 nm of an airport, should locate the thunderstorm, and should provide this data in such a form that the information can be incorporated into the AWOS display and voiced weather message.
a. Performance Standards.
(1) Range and direction. Thunderstorms within 30 nm of the reference point on the airport should be reported. Direction is expressed in compass octants for distances from 10 to 30 nm.
(2) Resolution. The thunderstorm location should be defined within 1 nm of the location of the actual location of the thunderstorm/lightning.
(3) Accuracy.
(a) The standard detects strikes within 10 nm of the reference point:
(i) Detection Accuracy. Ninety percent of all thunderstorms identified and located within this area by the thunderstorm sensor/network standards should be detected by the thunderstorm sensor/network under test.
(ii) Location Accuracy. The location from each thunderstorm detected by the sensor standard within 10 nm of the reference point, and the corresponding thunderstorm detected by the sensor/network under test, should be computed. The RMSE of these locations accumulated during the test period should not exceed 3 nm.
(b) The standard detects strikes between 10 nm and 30 nm of the reference point:
(i) Detection Accuracy. Eighty percent of all thunderstorms identified and located within this area by the thunderstorm sensor/network standards should have been detected by the thunderstorm sensor/network under test.
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(ii) Location Accuracy. The distance from each thunderstorm located by the sensor standard between 10 nm and 30 nm of the reference point, and the corresponding thunderstorm located by the sensor/network under test, should be computed. The RMSE of these distances accumulated during the test period should not exceed 6 nm.
(c) False Reports. Not more than 2 percent of all thunderstorms reported by the sensor under test should have been caused by sources other than a naturally occurring thunderstorm.
(4) Sensor/System Reporting to the AWOS. The thunderstorm sensor/network should update the AWOS once each minute.
b. Performance Tests. The manufacturer should conduct a test program to demonstrate that the thunderstorm sensor/network meets the performance standards under the environmental conditions identified in paragraph 3.4.
(1) Prior to Testing. The AWOS manufacturer should develop and submit a test plan to the FAA AWOS Non-Federal Engineering Office for approval at the address provided in paragraph 1.3.b. The test plan should outline the tests to be performed, it should clearly define the capabilities of the sensor/network to be tested, and it should include a detailed description of, and the capabilities of, the method that should be used to prove that the sensor is performing in accordance with the performance standards provided in paragraph 3.15.a. It should define the criteria necessary for the standard(s), as well as the sensor/network under test, to recognize a thunderstorm. A clear statement of pass/fail criteria should be included. If the sensor/network proposed should only detect cloud-to-ground lightning or if it should detect other evidence of a thunderstorm, this fact should be clearly identified. The test plan should identify the locations and the proposed time planned for the tests. The test should be conducted in at least two locations, i.e., reference points, where there is a propensity for thunderstorms.
(2) Duration of the Test. The test should encompass a sufficient period of time to accomplish the following minimum detection/location events to prove that the sensor/network under test conforms to the requirements of this circular. A thunderstorm day is a day during which thunderstorm data are accumulated from the standard(s) and the sensor/network under test.
(a) Summer Environment. Thunderstorms should have been detected during at least 25 thunderstorm days during the summer months at a location where there is a high level of thunderstorms generated by summertime convection activity. It is desirable that at least 100 thunderstorms, i.e., cells, should have been detected and located by the standard(s) during the summer test.
(b) Winter Environment. Thunderstorms should have been detected during at least 10 thunderstorm days during the months of November through February at a cold weather location where there is a propensity for thunderstorms associated with mid-latitude winter storms. It is desirable that at least 20 thunderstorms, i.e., cells, should have been detected and located by the standard(s) during the winter test.
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(3) Thunderstorm Detection Standards. All means available within the test area to identify and locate thunderstorms should be used. These thunderstorm detection standards should include:
(a) Qualified Weather Observer(s). Qualified weather observers should be used to identify and locate thunderstorms within the vicinity of the reference point. The observer should identify a thunderstorm in accordance with the criteria in FMH-1. The time and the estimated location (bearing and distance) should be logged when identifying the existence (beginning time) of a thunderstorm. Once a thunderstorm has been identified, observations should be recorded every 10 minutes. The ending time of the thunderstorm should be identified. The results of these observations should be plotted on a grid of approximately 3 nm squares, with the reference point in the center, and an area encompassing a circle with a radius of 10 nm. The scale of this plot should be the same as the scale of the radar echo plot. A plot should be made every 10 minutes. All plots for these tests, e.g., observer, radar, network, system/network under test, should be based upon the same time periods, e.g., beginning on the same minute.
(b) Weather Radar. Weather radar may be used to identify and locate thunderstorms within the area under test. The radar antenna should be located within 30 nm of the reference point. Level three and greater intensity radar echoes should, by themselves, constitute the detection of a thunderstorm. Level two radar echoes, when correlated with another standard observation of a thunderstorm or with a report from the sensor/network under test, should constitute detection of a thunderstorm. However, if the sensor/network under test does not recognize a level two radar echo as a thunderstorm, and the level two echo is the only evidence of a thunderstorm, a thunderstorm should not be assumed to be present. Plots of the area under test from the radar screen should be made every 10 minutes and should depict levels two through six radar echoes. Plots should be made on a grid of approximately 3 nm squares with the reference point as the center. The highest intensity level should be marked in each grid square.
(c) Thunderstorm Network(s) as a Reference Standard. Network(s) may be used to identify and locate thunderstorms. Thunderstorms identified and located by a thunderstorm sensor network should be plotted on a grid identical to the grid used for the radar echo plot, i.e., approximately 3 nm squares on a 30 nm radius circle, with the reference point as the center. Plots should be made of the area under test every 10 minutes.
(d) Secondary Reference Systems. The use of secondary reference systems should be fully defined in the test plan.
(4) Execution of the Test. After the test plan is approved, the manufacturer should perform the test in accordance with the test plan. All data collected during the test should be included in the test results. Any data omitted from the results should be fully explained. Thunderstorms identified and located by the thunderstorm sensor/network under test should be plotted on a grid identical to the grid used for the radar echo plot, i.e., approximately 3 nm squares on a 30 nm radius circle, with the reference point as the center. Plots should be made of the area under test every 10 minutes. The test plan should establish the criteria for the system
45 03/10/2017 AC 150/5220-16E that is tested, as well as all of the sensor/network standards, to be operational. As a minimum, in order for a thunderstorm day to be counted in the test results, a qualified weather observer should take observations and the weather radar should be operational when testing.
(5) Test Report. A report should be prepared and submitted to the FAA AWOS Non- Federal Engineering Office by the AWOS manufacturer, in accordance with the requirements of this AC, to obtain type certification of its AWOS with a thunderstorm detection, location, and reporting capability. Data obtained during this test should be analyzed as follows.
(a) Within 10 nm of the reference point. The grid plots obtained from the sensor under test should be matched with the grid plots obtained from the standards, i.e., qualified weather observer, the weather radar, thunderstorm sensor network, etc., for each 10 minute increment. Thunderstorm occurrences should be matched as previously described in paragraphs 3.15.b.(3) and 3.15.b.(4), and anomalies explained.
(i) The number of test sensor/network identifications should be compared with the number of thunderstorms identified by the standards. The percentage detection accuracy should be computed and compared with the requirement in 3.15.a.(3)(a).
(ii) The number of test sensor/network identifications that are in the same or an adjacent 3 nm grid square as the thunderstorm identified by the observer/sensor/ network standard should be compared with the number of thunderstorms identified by the standards. The percentage location accuracy should be computed and compared with the requirement in paragraph 3.15.a.(3)(a).
(b) Between 10 nm and 30 nm of the reference point. The grid plots obtained from the sensor under test should be matched with the grid plots obtained from the standards, i.e., qualified weather observer, the weather radar, thunderstorm sensor network, etc., for each 10-minute increment. Thunderstorm occurrences should be matched and anomalies explained.
(i) The number of test sensor/network identifications should be compared with the number of thunderstorms identified by the standards. The percentage detection accuracy should be computed and compared with the requirements in paragraph 3.15.a.(3).
(ii) The number of test sensor/network thunderstorm identifications should be counted that are in the same, an adjacent, or in a grid square separated by one square from the 3 nm grid square where an observer/sensor/network standard located a thunderstorm. This number should be compared with the number of thunderstorms identified by the standards. The percentage location accuracy should be computed and compared with the requirements in paragraph 3.15.a.(3)(b).
(c) The number of thunderstorms identified by the sensor/network under test that cannot be matched with a thunderstorm identified by the standards, i.e., false signals, should be counted and compared with the total number of thunderstorms identified by the standards. The
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percentage of false signals should not be greater than the percentage identified in paragraph 3.15.a.(3)(c).
(6) Basis of the Reporting Algorithm. The AWOS sensor/system should locate and report a thunderstorm within one of 10 areas of a circle with the reference point as the center and a radius of 30 nm, as follows.
(a) Within a circle with a radius of 5 nm, with the reference point at the center.
(b) Within the circular area between 5 nm and 10 nm from the reference point.
(c) Within one of eight 45-degree clockwise sectors of the circular area between 10 nm and 30 nm from the reference point, beginning with the 22.5 degree radial from the reference point.
(7) AWOS Report of a Thunderstorm (TS). The AWOS voice and data report should be in accordance with the criteria in FMH-1. This algorithm processes lightning strike data through a 15-minute moving window, i.e., each strike expires 15 minutes after it is received. With certain exceptions, the algorithm should report a thunderstorm when two lightning strikes have been received within the 30 nm radius circle within 15 minutes.
(a) Within the 5 nm radius, the voiced report is TS at the airport.
(b) Between 5 and 10 nm of the airport, the voiced report is TS in the vicinity.
(c) Between 10 and 30 nm of the airport, the thunderstorm is reported using the appropriate sector designation. For example, LIGHTNING NORTHEAST; LIGHTNING SOUTHWEST AND NORTH; LIGHTNING EAST THROUGH SOUTH; or LIGHTNING ALL QUADRANTS.
(d) When no activity is detected within the area, no report should be voiced.
(e) If the thunderstorm sensor/system is inoperative, the message should be THUNDERSTORM DETECTION INOPERATIVE.
3.16. FREEZING RAIN OCCURRENCE SENSOR. This sensor should be capable of detecting the occurrence of freezing rain.
a. Performance Standards. Freezing rain should be reported when a minimum 0.01 inch radial thickness freezing rain has accumulated.
(1) Accuracy.
(a) The sensor should correctly detect the occurrence of freezing rain 95 percent of the time.
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(b) The sensor should not false alarm on frost. The sensor false alarm rate should not exceed 0.1 percent when there is rain at temperatures above 40°F, or when there is no precipitation. During snow, the false alarm rate should not exceed 1 percent.
b. Performance Tests. The manufacturer should conduct a test program to demonstrate that the sensor meets the performance standards under the environmental conditions identified in paragraph 3.4. As a minimum, the following test conditions should be satisfied:
(1) Prior to testing, the AWOS manufacturer should develop and submit a test plan for approval to the FAA AWOS Non-Federal Engineering Office for approval at the address provided in paragraph 1.3.b. The test plan should clearly outline the tests to be performed, it should define the capabilities of the sensor to be tested, it should include a detailed description of the test procedures, and it should contain a clear statement of pass/fail criteria. The test plan should identify the location(s) and the proposed time planned for the tests. All data collected during the test should be incorporated into the test report. Any data not included in determining the candidate sensor's compliance with the requirements of this circular should be fully explained.
(2) The test should be conducted in two phases. One phase should be conducted in a test chamber with varying conditions simulated to generate freezing rain. At least 25 freezing rain events, at various accumulation rates beginning at 0.01 inch per hour up to 0.5 inches per hour, should be simulated to demonstrate the requirements in paragraph 3.16.a.(1), and the results should be included in the test report. Additionally, at least 10 snow events at temperatures of 28°F or less and 10 rain events at temperatures of 40°F should be conducted at various accumulation rates to demonstrate that the sensor does not provide false reports. If false reports are generated during the tests, additional testing should be accomplished to demonstrate the requirements in paragraph 3.16.a.(1)(b).
(3) The second phase of the test should be conducted during the months of November through February at a location where there is a propensity for freezing rain and where there is a qualified weather observer on duty. The test report should compare the performance of the sensor under test with the log maintained by the official observer at the test location.
3.17. RUNWAY SURFACE CONDITION SENSOR. This sensor provides real-time information on runway conditions to alert the pilot if the runway is wet or if there are possible icing conditions.
a. Performance Standards. The sensor should be capable of detecting three runway conditions: dry runway, i.e., no perceptible moisture; wet runway, i.e., visible moisture on the surface; and possible freezing conditions, i.e., pavement temperature below freezing and moisture present on the surface.
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b. Performance Testing.
(1) The testing should be performed on a sensor installed in a runway or other suitable pavement section which is free from chemicals, rubber buildup, or other contamination. The pavement temperature should be measured with an infra-red thermometer, or other approved method. The sensor should be accurate within ± 1°F within the temperature band of 25° to 35°F. At least 10 observations should be made under each of the conditions in the following paragraphs. (a) Dry Runway. No visible moisture is present on the sensor.
(b) Wet Runway. The sensor is damp, wet, or flooded, and the surface temperature is above 32°F.
(c) Possible Freezing Conditions. The sensor is damp, wet, flooded, covered with ice, or packed snow, while the surface temperature is at or below 32°F.
(2) The sensor should be operationally tested during an entire winter season. The sensor reports should be visually verified with consideration of the effects of wind and any chemicals on the surface, and should be accurate at least 80 percent of the time in each of the three conditions, i.e., dry, wet, and possible freezing.
3.18. AWOS DATA PROCESSOR. The four principal functions of the AWOS data processor are data acceptance, data reduction, data processing, and product dissemination both digital and voice. The processor typically accepts data inputs, performs various data reduction functions, implements the AWOS algorithms, and prepares weather observation reports. The processor should have the ability to provide a computer generated voice weather observation to a ground- to-air radio, e.g., VOR, NDB, VHF discrete, etc., for transmission to pilots. As an option, this voice message may also be provided to users via an integral automatic telephone-answering device.
a. Performance Standards.
(1) Data Reduction. The data reduction function consists of the processing of information prior to the actual algorithm processing. The AWOS data reduction software should include quality control checks to ensure that the data received are reasonable and complete and that the associated equipment is working properly before the weather algorithms are performed. The processor should perform the tasks identified in paragraphs 3.18.a.(1)(a) through 3.18.a.(1)(e). If data from any sensor are erroneous, functionally inoperative, or totally missing, e.g., the sensor loses power, etc., that parameter should be reported missing or removed from the weather observation outputs. The processor should continue to sample the data and, if the error condition is corrected, the weather parameter should be reinserted in the AWOS report. As an optional feature, an error indication light may be provided which should be located in an attended location and should be energized when a parameter is reported missing by the AWOS. If the examples of data reduction checks provided in paragraphs 3.18.a.(1)(a) through 3.18.a.(1)(e) are
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not applicable to a sensor's output, the manufacturer should propose suitable criteria. Additional criteria are encouraged.
(a) Periodically check reference or calibration points within the system, e.g., reference voltage, aspirator airflow, sensor heater current, etc., to monitor system operation.
(b) Set upper and lower limits on the sensor output which correspond to the normal operating limits of the sensor or to the real-world limits of the site. This is a gross error check that should prevent reporting the presence of clouds below ground level, negative windspeed, etc. For example, set the temperature sensor’s upper and lower limits to +130°F and -60°F. (c) Set rate-of-change limits on the sensor's output. Determining the maximum acceptable change in temperature or signal characteristics allowable over a given period of time might set a rate-of-change limit.
(d) Examine the history of the sensor output to detect sensor problems. As an example, the mean and standard deviation of a sensor measurement may be calculated every hour and compared to established upper and lower limits. If the windspeed sensor has a mean greater than 3 knots but, a standard deviation less than 0.5 knot, the sensor has probably malfunctioned. Likewise, the wind direction sensor is probably inoperative if the windspeed is above 5 knots and the standard deviation is less than 1 degree. Other examples of data checks include consistently low windspeed, unvarying windspeed or direction, lack of visibility of more than 5 miles for long periods, a consistent cloud layer or a lack of clouds for long periods, and so forth.
(e) Recognize the absence of or longer than expected continual static data output for each sensor, examine the sensor without or after examining other sensor’s outputs, and be able to diagnose a sensor malfunction. If the sensor is diagnosed as malfunctioning, its output should continue to be monitored, but its system output should be removed from use. For example, if the wind direction output does not vary for a long period of time, or if it does not move for a much shorter period of time while the windspeed indicates over 3 to 6 knots of wind motion, it would be assumed that the windspeed direction is frozen or otherwise inoperative. If the wind direction showed changing wind directions and yet, the windspeed sensor showed no windspeed changes for a set period, the windspeed sensor has probably failed.
(2) Weather Algorithms. The AWOS data processor should implement FAA algorithms to generate the elements of the weather observation (e.g. altimeter setting, density altitude, wind gusts, variable wind directions, variable visibility, etc.). An observation should be generated each minute containing the current weather information for all the valid parameters observed by the AWOS. The algorithm output should adhere to FAA algorithm standards for output frequency of the specific product, e.g., 2-minute wind average, etc. If the output is to be supplied to the FAA for national dissemination, it should be in accordance with the appropriate interface documents. Copies of the FAA algorithms and the interface documents may be obtained from the AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b.
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The weather algorithms define altimeter setting as a function of field pressure, field elevation (MSL), sensor elevation and (optionally) AWOS reported air temperature.
In order to comply with an April, 2014 National Transportation Safety Board (NTSB) recommendation, AWOS used in the National Airspace System must report only snow or “unknown precipitation” when the present weather sensor detects precipitation and the AWOS reported air temperature is 32°F or less. (Note: this does not impact the reporting of freezing rain conditions as determined by a freezing rain occurrence sensor.)
(3) System Output. Using the most recent one minute observations of current weather information, the system should generate the output listed in paragraph 3.18.a.(3)(a)-(b) with the other system outputs listed in 3.18.a.(3)(c)-(e) being provided at the manufacturer's option.
(a) Computer-generated voice transmitted to pilots over radio, e.g., VOR, NDB, discrete frequency, etc.
(b) Input/output port for an operator terminal.
(c) Optional output port for a video display.
(d) Optional telephone port for dial-up service.
(e) Optional output port to the national weather network, via third party manufacturer or state aviation agency service provider, for type-certified, commissioned AWOS III or IV only as established in paragraph 1.3.
(4) Remote Maintenance Monitoring (RMM). All systems should include a secure dial-up or Ethernet input/output port that provides the FAA authorized maintenance technician holding verification authority with remote access to locally archived and real-time operational, weather reports, and maintenance data. RMM access security should be to appropriate industrial standards. The RMM should remotely enable or disable the system or a specific sensor(s), set the clock, etc. The RMM should effectively and efficiently maintain the proper operation of the AWOS. The information provided by the RMM should be identical to the archived and real-time operational and weather information available locally at the system. Any built in test equipment used in the remote monitoring of the system should be calibrated as defined in the latest edition of FAA Order 6700.20. Monitoring of the system should be performed by FAA authorized maintenance personnel to regularly review and analyze the locally archived operational and maintenance data. The technician should determine that all system parameters are being correctly reported, and that the real time clock is within the specified tolerance.
(5) Real-Time Clock. The processor should generate time as coordinated universal time (UTC). Typically, days, hours, minutes, and seconds are provided as a system output for use in system displays, computer-generated voice output, etc. The day should be expressed in the Gregorian calendar. Hours and minutes should be indicated numerically from 0000 to 2359. The clock function should be accurate within 15 seconds each month compared to an official time source, e.g., WWV. For those type-certified, commissioned systems whose output is provided to
51 03/10/2017 AC 150/5220-16E the national weather network, i.e., AWOS III or IV only, AWOS clock errors in excess of 5 minutes may result in rejection of all data.
(6) Power Outage. The system should return to normal operation without human intervention after a power outage. The system should not output erroneous data when power is restored, and all weather parameters should achieve normal indications or should indicate missing within 30 minutes.
(7) Data Archiving. The processor should retain a local record of the automated weather reports, as well as the data entered through the keyboard or via RMM, for use by accident investigators. The interval between archived reports should not be more than 20 minutes, and the report should be retained for at least 96 hours (4 days), i.e., 96 hours of data are archived on a first in, first out sequence. A method should be provided for the local and RMM retrieval of locally archived reports using a removable media, e.g., floppy disk, CD, DVD or similar, or a permanent record, e.g., a hard copy print out. If necessary, the operator should be able to suspend the updates of the archived weather reports to freeze the data until retrieval may be accomplished.
(8) System Constants. The following system constants should be either permanently installed in the processor at the factory or protected from unauthorized or accidental modification so that they may not be changed after initial adjustment at the site without proper authorization from the factory.
(a) Elevation of the pressure sensors (MSL) and the ceilometer (AGL) at the installation site.
(b) Magnetic variation of the installation site to the nearest degree.
(c) AWOS facility identification.
(d) Algorithm constants.
(e) Alert criteria, including site unique criteria. The airport manager or other individual responsible to airport management may change this feature locally.
(f) System and sensor software and firmware revision level identification.
b. Performance Testing. System processing validation tests should be performed in three stages.
(1) Fixed and variable data sets should be provided to exercise the processor over the full range of possible sensor inputs and should include various over range and abruptly changing data to check the data reduction quality control routines. Smaller data subsets should be run with the processing unit operating in extreme environmental conditions.
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(2) Analog data sets, or digital data sets if sensor output is digital, corresponding to the digital data in paragraph (1) above should be input at the sensor input ports to verify accurate and correct operation of the data acquisition process.
(3) A full complement of actual sensor devices should be connected to the processor through the data collection unit if part of the design, and driven by actual or simulated weather conditions to verify accurate and correct operation of the entire AWOS unit. The sensors should have passed their individual performance/acceptance tests. Data outputs from the AWOS data processor should meet the same standards of accuracy as have been established for the sensors in their individual parts of this document.
3.19. OPERATOR TERMINAL (OT). The OT should include a video display terminal and keyboard, as well as a microphone and speaker that permit the manual addition of a voice message to the end of the computer generated voice message.
a. Performance Standards.
(1) Product Augmentation. The product augmentation function allows an observer to initiate or change any observation product. A specific editing password should control access to this function. Manual entries of weather phenomena not automatically observed should be placed in the remarks section of the observation. A qualified weather observer should have the capability to:
(a) Prepare a manual observation using the latest known weather parameters.
(b) Manually prepare a corrected observation, either from scratch or by editing a previously disseminated product still accessible in memory.
(c) Turn off report processing for a sensor in case the sensor fails or outputs incorrect data, which in turn places a missing symbol in that field.
(d) Manually edit any observation before release for dissemination by overriding the AWOS parameters, or cancellation of AWOS parameters, addition of new data, or cancellation of the entire product.
(e) Add to the voice message. Typically, the OT should have the capability to manually input a voice message, 30 seconds minimum, to the end of the computer-generated voice message when the AWOS is installed at a nontowered airport. However, when installed at a towered airport, the AWOS should have the capability to manually input a voice message, i.e., weather remarks plus NOTAM information, of at least 90 seconds duration to the end of the computer-generated message.
(2) Security. If an OT is a part of the AWOS system, it should be designed to prevent unauthorized persons from entering data into the system. The system should require the operator to enter a User ID and Password or a successive series of codes prior to allowing him/her to proceed with the entry of data.
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(3) Periodic Data Validation. Where an OT is used to modify the weather report, all manually entered data should be automatically time tagged by the system. The data should be valid until the next hourly or manually input observation. In order to retain the manually entered data in the system, the operator should be required to revalidate his/her on-the-hour observation. If no data is to be changed, the operator should be able to accomplish the revalidation using a simple procedure. The data should then be tagged with a new 1-hour limit. If the AWOS is installed at a towered airport and has the capability for input of at least 90 seconds of voice to the end of the weather observation as described in paragraph 3.19.a.(1)(e), the manually entered NOTAM information should not be automatically time tagged by the system. This NOTAM is limited to aviation related information specific to the airport and must not include commercial announcements such as fuel prices, lodging, etc. The NOTAM information is heard on the local voice broadcast, VHF or phone.
b. Performance Testing. The AWOS manufacturer should test the OT to demonstrate that the unit:
(1) Displays the most current AWOS observation.
(2) Retrieves archived data.
(3) Has an editing capability to include rejection of erroneous inputs.
(4) Should provide maintenance diagnostics data and perform maintenance diagnostics when called for in the system design.
(5) Has adequate AWOS/OT communications security.
(6) Has a manual voice entry capability.
3.20. VOICE SUBSYSTEM. The voice subsystem should provide high quality computer- generated speech for output of the AWOS observation. The voice subsystem should also provide the speech for the local ground-air radio broadcast and for telephone dial-up users. An optional feature is the capability for the addition of a manually input, i.e., analog, voice message from the OT at the end of the computer-generated voice message described in paragraph 3.19.a.(1)(e).
a. Performance Standards. The voice subsystem should have the following features.
(1) The voice output should be a balanced, low-impedance driver providing a minimum of one milliwatt of power into a 600-ohm line. The output amplitude should be adjustable to a nominal 0 dBm output or a nominal minus 13 dBm output. (dBm is the measured power level in decibels)
(2) The voice message should be output continuously with approximately a 5-second delay between the completion of one message and the beginning of the next.
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(3) If the voice message is in process of output when the new AWOS observation is received, the output message should be completed without interruption. Voice transmission of the new AWOS observation should begin upon completion of the next delay time.
(4) The quality, i.e., clarity and phrasing, of the automated speech should provide high intelligibility when broadcasting using telephone and ground-air radio transmitters.
(5) If the voice message is to be broadcast on a discrete, non-Unicom, frequency, the format and sequence of the voice message should be in accordance with the latest edition of Order 7110.10, Flight Services Handbook. This document is available on the Internet at: https://www.faa.gov/regulations_policies/orders_notices/. Use the search box to find the latest edition of 7110.10. If the voice message is to be broadcast on a Unicom frequency, the format and sequence of the voice message should be in accordance with the latest revision of FCC 47 CFR 87.219/b)(1, 2, 3 and 5). When any weather parameter is reported missing or omitted due to a disabled or inoperative sensor, as determined by internal AWOS checks, the voice report should be (parameter) MISSING; e.g., WINDSPEED MISSING; CLOUD HEIGHT MISSING; etc. The UTC time of the observation should be given after the location identification. The word advisory should precede all weather information that comes from or is derived from advisory sensors. In accordance with the latest edition of the Aeronautical Information Manual, the word test should follow the words automated weather observation when the system is not in commissioned status.
(6) If a valid data update of certified sensor data is not received prior to the start of the next voice transmission, the last valid data set received should be used to compose the voice message. Failure to receive an update of certified sensor data for more than 5 minutes should result in the termination of the voice output and the generation of a failure message. In this event, the AWOS should output the message: (station identification) automated weather observing system temporarily inoperative.
(7) As an option, the voice system may contain an automatic telephone answering device that should permit user access to the voice message via the public telephone system. The incoming call should be answered prior to completion of the second ring, and the audio signal in progress at the time the call is received should be placed on line. The voice subsystem should automatically disconnect when the weather observation has been completely transmitted twice. Typically, the telephone-answering device should have the capability to answer five calls at a time with no loss of audio signal strength or intelligibility. The minimum requirement is that the system answers a single call.
(8) The voice system should contain a headset/speaker jack for monitoring the voice output.
(9) The voice quality should not be degraded when output on a VOR, NDB, or other NAVAID.
b. Performance Testing. As a minimum, the manufacturer should demonstrate the following voice unit capabilities.
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(1) A capability to generate all combinations of words corresponding to possible AWOS output reports.
(2) The ability to detect communication transmission errors, data loss, and that it should cease voice transmission after loss of updates.
(3) It should respond to dial-up requests for voice data.
(4) It should transmit manually input voice messages at the end of the AWOS observation.
(5) The frequency response of the computer-generated speech, i.e., voice quality, should be compatible with the frequency of the intended transmission medium, i.e., VOR, NDB, VHF radio or telephone.
3.21. AWOS ATIS SWITCH (AAS). There is only one discrete VHF frequency per site to broadcast weather information. A need exists for airports equipped with an ATIS to switch to an automated AWOS broadcast during non-operational hours. An AAS should provide the means to safely switch between the audio from an AWOS or an ATIS to be fed to a single VHF transmitter. A current copy of the complete AAS criteria can be obtained from the AWOS Non- Federal Engineering Office at the address provided in paragraph 1.3.b.
a. Performance Standards. The AAS should have the following features.
(1) The voice output should be a balanced, low-impedance driver providing a minimum of one milliwatt of power into a 600-ohm line. The output amplitude should be adjustable to a nominal 0 dBm output or a nominal minus 13 dBm output.
(2) The AAS should have circuitry or isolation transformers built in so as to not load the sources.
(3) The AAS should have the circuitry built in to adjust the output volume to the VHF transmitter.
(4) The quality (clarity and phrasing) of the automated speech should not be degraded after passing through the AAS.
(5) As an option, the AAS may provide phone line switching between the AWOS message and the ATIS recording.
b. Performance Testing.
(1) The AAS manufacturer should demonstrate that the device does not interfere with the operation of AWOS or ATIS.
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(2) The AAS should demonstrate that the aural/audio quality of the output signal is the same as the input aural/audio quality for both the AWOS and the ATIS.
3.22. ELECTROMAGNETIC INTERFERENCE (EMI) PROTECTION. The AWOS should be designed to minimize susceptibility to EMI and operate successfully in the complex electromagnetic environment of an airport. The AWOS should not cause interference to existing systems. Should interference caused by the AWOS occur, the system must be shutdown until the problem is resolved by the owner/installer/manufacturer.
3.23. TRANSIENT AND LIGHTNING PROTECTION. AWOS equipment should be protected against damage or operational upset due to lightning-induced surges on all sensor input lines, sensor supply lines, and incoming power and data communications lines as well as audio and keying circuits when transmission of the voice message is provided by other than an integral VHF transmitter. Equipment, including the electrical circuits of fiber optics modems, and personnel should be protected from lightning currents and voltages; from power line transients and surges; and from other electromagnetic fields and charges. AWOS manufacturers are encouraged to design and install lightning protection systems in accordance with this AC, as well as the latest editions of FAA Standard FAA-STD-019, Lightning and Surge Protection, Grounding, Bonding and Shielding Requirements for Facilities and Electronic Equipment and the Lightning Protection Code, NFPA 780, for all equipment and structures. NFPA 780 may be obtained from the National Fire Protection Association, 1 Batterymarch Park, Quincy, MA 02269.
a. General.
(1) Cone of Protection. All equipment, including antennas, sensors, and obstruction lights that are tower mounted, should be within a maximum 45 degrees cone of protection provided by an air terminal. The air terminal should be connected to the earth electrode grounding system. The structure of steel towers may serve the function of down conductors provided the air terminal and grounding cable connections are made as defined herein.
(2) Materials. All materials should be Underwriters Laboratory (UL)-approved for the purpose used, except where specific requirements or exceptions given herein apply. Down conductors should be a soft-drawn stranded, bare copper cable weighing approximately 215 pounds per 1,000 feet. Down conductors should always be routed in a downward direction and bends should have an 8-inch or greater radius. Down conductors should be attached to the tower at approximately 3-foot intervals. Substantial electrical and mechanical connections are required between air terminals and down conductors, and between down conductors and the below grade earth electrode grounding system.
b. Earth Electrode Grounding System. New earth grounding systems should be provided and installed, or existing earth grounding systems should be upgraded as necessary. These grounding systems should consist of driven ground rods or buried plates and buried interconnecting cables. All site grounding conductors should terminate or directly connect to the
57 03/10/2017 AC 150/5220-16E earth ground system. Buried cables should interconnect adjacent earth grounding systems within 30 feet of each other. The earth electrode grounding system configurations should depend upon the geological conditions at the site, with very extensive systems justifiable in areas with high soil resistivity and frequent lighting damage. Ground rods should be copper clad steel, UL- approved, 10-foot minimum length, 3/4-inch minimum diameter, pointed end or coupling type, as necessary. Tops of driven rods should be at least 18 inches below grade level. Separation between rods at a site should be at least equal to their driven depth and preferably at twice their depth where space permits. Grounding plates should be 20-gauge minimum sheet copper and at least 2 feet by 2 feet in size. Grounding cables used to interconnect ground rods or plates should be bare copper of the same size as the largest down conductor required for the site. Grounding cables should be installed a minimum of 18 inches below grade level. All steel materials used to anchor guy wires should be interconnected using split bolt connectors and No. 6 AWG bare copper grounding wire. Similar bonding jumpers should be connected around guy wire couplings and fittings. Where driven poles or foundation piers are required to support towers, earth grounding cables should be installed.
c. Grounding. Grounding should be provided to conduct lightning charges, power faults, and unbalanced currents, to eliminate static and electromagnetic charges, and to provide an equal potential reference for the operation of equipment. All metallic structures, enclosures, conduit, cable armor, and conductor shielding should have a direct, identified path to the earth electrode grounding system. The grounding path should be provided by a separate grounding conductor or by bonding metallic structures or enclosures with a separate conductor to the earth electrode grounding system. All grounding conductors should be routed as directly as possible without loops, excess length, or sharp, i.e., less than 8-inch radius, bends. All equipment enclosures, housings, cases, cabinets, and racks should be grounded by an equipment grounding conductor provided and installed in accordance with the latest edition of the National Electrical Code, NEC (NFPA 70), except that conduit and other power circuit enclosures should not be used to serve the purpose. A separate equipment grounding conductor should be provided and installed with each power circuit. The neutral conductors for power circuits should not be grounded in or by any equipment or at any point in the system, except at service entrances as defined by the NEC. At service entrances and at main disconnect circuit breaker boxes serving this purpose, the power neutral conductor and the equipment grounding conductor should be common and connected directly to the earth electrode grounding system. The grounding electrode conductor should be unspliced and routed separately without loops, excess length, or sharp, i.e., less than 8-inch radius, bends. All signals transmitted by interface lines or landlines should be balanced two-wire signal lines or an individual ground return conductor should be routed with each signal line. A third wire may be routed with two-wire signal lines to serve as ground return or reference. The outer conductors for all coaxial, twinaxial, and triaxial cable should be grounded at equipment, antennas, and bulkheads and not isolated at any point.
d. Bonding. Bonding is the mechanical and electrical connection of metal materials, wires, and cables for the low impedance conduction of currents and electromagnetic energy. The effectiveness of lightning protection, transient protection, grounding and shielding depends upon the quality of bonding connections. Therefore, high quality bonding should be designed and implemented into the AWOS and its installations.
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e. Shielding. Shielding should be provided to protect equipment and interface lines, i.e., all signal data, control, monitoring, power lines, and cables, from lightning currents and discharges. Shielding should also provide for the containment of interference and signals produced by equipment and to protect susceptible equipment from related environmental signals and interference.
f. Conductor Segregation, Separation, and Routing. The segregation, separation, and routing of all lines, cables, and conductors should be designed by the installer to minimize the coupling of lightning currents, transients, surges, and interference. AC power lines, signal lines, and grounding cables should be segregated and routed separately and not installed in the same trench or conduit. The parallel routing of these types of cables should be avoided and, where necessary, should conform to the latest edition of the NFPA-780 code. To the extent feasible, all crosses should be at right angles.
g. Transient and Surge Suppression. All transients and surge arrestors, circuits, and suppressors required at service entrances to existing buildings and shelters, and components required for the system and equipment should be furnished and installed by the manufacturer.
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Chapter 4. AWOS SYSTEM MAINTENANCE AND OPERATING REQUIREMENTS
4.1. INTRODUCTION. This chapter, along with the information in Chapter 3, provides the FAA’s minimum desired and maximum acceptable operating standards, tolerances, and references for a commissioned non-Federal AWOS system. It also provides the minimum checks that should be made and the maximum intervals between checks.
4.2. SYSTEM PERFORMANCE VERIFICATION TESTING. System performance verification testing is accomplished to ensure that the system is meeting its desired performance parameters and assure others that it is doing so.
a. To be able to ensure and assure, the AWOS manufacturer should provide an accurate, reliable system through type certification acceptance procedures and, then, the system owner should maintain the systems by accomplishing valid performance verification checks at sufficient intervals to maintain user confidence in the system’s performance.
b. To provide and maintain a system that the user accepts as a source of dependable and reliable information, the system owner, in the presence of a qualified FAA non-Federal inspector, should accomplish valid system performance verification checks and be able to compare the results to National Institute of Standards and Technology (NIST) traceable standards.
c. The FAA recognizes that practical and economic considerations impact the accomplishment of system verification testing, but if compromise is necessary, it needs to be decided on the side of performance assurance and user safety.
d. If additional background information about the FAA’s maintenance or preventive maintenance concepts for FAA-owned systems is desired, please refer to the latest editions of FAA Order 6700.20 or Order 6000.15, General Maintenance Handbook for Airway Facilities.
4.3. NON-FEDERAL AWOS STANDARDS, TOLERANCES, AND REFERENCES.
a. Non-Federally owned AWOS systems are not expected to meet tighter tolerances than are required for similar FAA-owned AWOS equipment. FAA-owned meteorological AWOS equipment tolerances are found in the latest edition of FAA Order 6560.13.
b. Table 9 provides non-Federal AWOS standards, tolerances, and references for use during commissioning, annual revalidation and equipment replacement.
c. If a manufacturer has specified and received approval from the AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b for tighter tolerances to be met, these will be checked and recorded as found.
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d. The tolerances provided in Table 9 should be used to demonstrate that the AWOS meets the minimum commissioning and operating requirements for each parameter. The desired initial tolerances should be used during initial commissioning and whenever a component is replaced. The maximum operating tolerances should be used during annual revalidation.
Table 9. Standards, Tolerances, and References Reference or Desired Initial Maximum Operating Check Standard Tolerance Tolerance
Obstruction Lights Visual All lighted At least one lit
Mechanical Windspeed WS calibrator for WS Ref. speed Ref. speed ± 5% – Generator Based ref. & bearings ± 1.5 knots (with moving parts)
Mechanical Windspeed Turns freely Same as standard Same as initial -Tachometer/Beam Splitter Based (with moving parts)
Mechanical Wind Align vane with ref. ± 3 degrees ± 5 degrees Direction (with moving direction benchmark. parts)
Ultrasonic Windspeed N/A Less than 0.5 knots Less than 0.5 knots with calibrator with calibrator
Ultrasonic Wind Align with ref. ± 3 degrees ± 5 degrees Direction direction benchmark.
Temperature Compare with Std. ± 1 degree F ± 2 degrees F
Dew Point Compare with Std. ± 2 degrees F ± 3 degrees F
Humidity Compare with Std. ±2% ±5%
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Table 9. Standards, Tolerances, and References (Continued) Reference or Desired Initial Maximum Operating Check Standard Tolerance Tolerance
Day/Night Manual result Block optics & see vis Block optics & see vis distance chg distance chg
Visibility Vis. Cal. standard ref. ± 3 percent of ref. ± 3 percent of ref.
Tipping Bucket Manual check 2 tips=2 counts, level 2 tips = 2 counts, level bucket bucket
Ceiling Manual observation/ ± 50 ft. ±100 ft. PIREP
Barometer Compare with Std. ± .02 inHg ± .02 inHg
System Clock (Time) Compare with UTC, ± 15 sec. ± 45 sec. GPS or WWV
VHF Transmitter Assigned frequency ± 1 kHz Same as initial Frequency
VHF Transmitter 2.5 watts ± 0.50 watts Same as initial Output Power
VHF Transmitter 80% 65% to 95% Same as initial Modulation
VHF Transmitter 1.0 : 1 3.0 : 1 Same as initial VSWR (at transmitter)
UHF Radios Assigned frequency ± 2 kHz Same as initial (throughout system) Frequency
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Table 9. Standards, Tolerances, and References (Continued) Reference or Desired Initial Maximum Operating Check Standard Tolerance Tolerance
UHF Radios 1.0 watt ± 0.25 watt Same as initial (throughout system) Output Power
UHF Radios ≤ 3.0 kHz Same as Standard Same as Standard (throughout system) Frequency Deviation
UHF Radios 1.0 : 1 3.0 : 1 Same as initial (throughout system) VSWR (at transmitter)
4.4. MAINTENANCE CHECKS AND SCHEDULES.
a. Minimum Tri-Annual Preventive Maintenance (PM) Checks. The following preventive maintenance checks should be accomplished by the owner’s assigned local maintenance technician in accordance with the provider’s FAA approved maintenance manual at tri-annual intervals. These checks are limited to cleaning, inspecting, comparing, preventing deterioration and helping ensure reliable operation. They are not intended to include the equipment calibration tasks found in the initial and annual verification checks. Tri-annual PM is scheduled on a 4 month interval and should be accomplished at the time it is scheduled. The maximum tolerance is ±15 days from the scheduled tri-annual preventive maintenance check. The results of these checks should be recorded in the Facility Maintenance Log.
(1) Visit facility and accomplish a visual inspection to ensure integrity of the AWOS equipment and site location.
(2) Visual check of obstruction lights.
(3) Visually inspect all sensors and AWOS assemblies. Clean all sensors, lenses, and other parts, as needed.
(4) Check all sensors for reasonableness with respect to existing conditions.
(5) Check video display terminal, keyboard, and archiving.
(6) Check system time and reset as needed.
(7) Check AWOS telephone operation.
(8) Aurally check AWOS radio transmission.
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(9) Make other checks as necessary or requested by the manufacturer or the FAA to ensure continued reliable operation of the specific system equipment involved.
b. Minimum initial and annual verification checks. The following preventive maintenance checks should be accomplished in accordance with manufacturer's provided and FAA approved maintenance manual by the assigned maintenance technician holding verification authority for the system during initial commissioning checks and on an annual basis. The acceptable tolerances are identified in Table 9. Annual PM is scheduled on a 12 month interval and should be accomplished during the month it is scheduled or, if necessary, during the preceding or following month. The maximum tolerance is ±31 days from the scheduled annual verification check.
(1) Accomplish all tri-annual preventive maintenance checks identified in paragraph 4.4.a.
(2) Mechanical Wind Direction. Check freedom of movement manually. Record SAT or UNSAT operation.
(3) Mechanical Windspeed. For generator based sensors, check freedom of movement and a reference speed near the mid-to-upper-range of the sensor. Record both the windspeed reference and sensor readings. For tachometer/beam splitter based sensors, check freedom of movement. Record acceptability of movement.
(4) Ultrasonic Windspeed and Direction. Check the manufacturer’s defined reference condition of the sensor. Record both the reference and the sensor’s readings.
(5) Temperature. Compare against a collocated calibrated standard. Compare and record both the standard temperature reading and the AWOS temperature reading.
(6) Dew point/Humidity. Compare against a collocated calibrated standard. Compare and record both the standard humidity/dew point and the AWOS dew point.
(7) Aspirator Fan (if present). If the fan fails, the temperature and dew point sensor readings should go missing. Record SAT or UNSAT operation.
(8) Barometer. Compare the raw pressure sensor readings to a collocated calibrated pressure standard. Compute the standard altimeter reading and compare to the AWOS altimeter reading. Record the standard and the raw sensor readings as well as the altimeter readings. Each raw sensor reading may deviate from the standard reading by the amount allowed in Table 9, and still be within tolerance. However, the raw sensor reading should be adjusted to meet the BP standard. Adjustments of more than the Table 9 tolerance are not allowed. The current adjustment value and the updated cumulative adjustment value for each sensor should be recorded. The maximum cumulative adjustment value allowable over the life of each barometric pressure sensor is 0.10 inHg. The BP sensors should be replaced when any of the raw sensors differ from the standard by more than the allowed tolerance (Table 9) or after the maximum cumulative adjustment value has been exceeded.
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(9) Visibility. Compare visibility readings to blocked receiver and calibration device reference readings. Record all readings and references. Check day/night sensor to see if it changes state and actually changes visibility distance indicated.
(10) Heated Tipping Bucket. Ensure sensor is clean and level and number of tips recorded equals number of tips generated. Record number of tips used as a reference and number of tips reported.
(11) Present Weather. Ensure that present weather sensor is operating properly. The only check that can be accomplished is to spray water in the space between the heads and verify that it reports precipitation.
(12) Ceilometer. Check reference target distance if system is designed to enable this check. Reflect transmitted signal back into receiver to check system for minimum ceiling. Record reading seen and reading expected. If needed, blocking the receiver may check the maximum ceiling. In addition, local pilot reports may be used to verify performance.
(13) Remarks Capabilities. Enter test remarks, ensure they are accepted and provided to user, and then delete.
(14) VHF Transmitter Operation. Check frequency, power output, VSWR, percent of modulation, and aural/audio quality.
(15) UHF Transmitter Operation. Check frequency, power output, VSWR, and percent of modulation.
(16) Telephone. Check to ensure it answers on second ring; is clear; provides two complete messages and disconnects; and verify aural/audio quality.
(17) UHF Transmitter/Transceiver (if used). Check frequency, power output, VSWR, percent of modulation, receiver sensitivity, receiver quieting, etc.
(18) Other Sensors. Check other sensors, e.g., freezing rain, runway surface, or thunderstorm, as required.
(19) Other Checks. Make other checks requested by the manufacturer, the owner, or the FAA as required by the specific system. To obtain valid references ensure the readings continue to meet these references.
c. Triennial Verification Checks. The following maintenance checks should be accomplished by the assigned maintenance technician holding verification authority for the system during initial commissioning checks and on a triennial (3 year) basis. Triennial maintenance should be accomplished in accordance with manufacturer's provided and FAA approved maintenance manual during the month it is scheduled or, if necessary, during the preceding or following month. The maximum tolerance is ±90 days from the scheduled
66 03/10/2017 AC 150/5220-16E maintenance event. The results of this maintenance check should be recorded in the Facility Maintenance Log.
(1) Mechanical Wind Direction. Check direction accuracy by holding vane on reference direction mark. Record the wind direction reference and the wind direction reading.
(2) Ultrasonic Wind Direction. Check direction accuracy on reference direction mark. Record the wind direction reference and the wind direction reading.
4.5. REQUESTING EXCEPTIONS TO MINIMUM MAINTENANCE REQUIREMENTS.
a. Manufacturers are encouraged to improve system reliability, accuracy, and verification method testing. A manufacturer may request an exception or variance from an FAA minimum desired maintenance check or interval. The request should include supportive documentation showing performance information obtained during actual field use of the system or sensor. The manufacturer should submit requests and supporting documentation with regard to paragraph 2.4 of this AC to the AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b. The FAA may also reevaluate these checks and intervals with respect to actual documented system performance.
b. The FAA’s intent is to ensure that dependable AWOS systems are provided for our users. The FAA will strive to issue type certification approval only to systems that meet functional needs and recommend that they be maintained in a manner that will provide user confidence. The FAA encourages cooperation in that endeavor from the manufacturers and system owners.
c. The FAA will review these requests with respect to the actual documented field performance data and, at the same time, with an understanding of and proper regard for system assurance documentation needs. Manufacturers are to understand that it is the FAA’s intent to improve system reliability and reduce maintenance costs. Also, the FAA may not be able to approve a request because of the need for the manufacturer to provide recurring system assurance documentation.
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68 01/31/2019 AC 150/5220-16E CHG 1 Appendix 1
APPENDIX 1. ACRONYMS USED IN THIS ADVISORY CIRCULAR
AAS AWOS ATIS Switch AC Advisory Circular AIP Airport Improvement Program ANSI American National Standards Institute ATIS Automatic Terminal Information Service AWOS Automated Weather Observing System AWPAG All Weather Precipitation and Accumulation Gauge CFR Code of Federal Regulations Part 14 contains the aviation regulations. Part 47 contains the FCC regulations. CH Contact Height dBm Represents a measured power level in decibels relative to 1 milliwatt EFAS Enroute Flight Advisory Service EMI Electromagnetic Interference FAA Federal Aviation Administration FC Foot-Candles FCC Federal Communications Commission FMH-1 Federal Meteorological Handbook No. 1 FMO Frequency Management Office FPO Flight Procedures Office FRD Facility Reference Data FRU Field Replaceable Unit FTP or ftp File Transfer Protocol GPS Global Positioning System GROL General Radiotelephone Operator License inHg Inches of Mercury LED Light Emitting Diode METAR Aviation Routine Weather Report MOA Memorandum of Agreement MOU Memorandum of Understanding MSL Mean Sea Level NAPRS National Airspace Performance Reporting Service (NAPRS) NAS National Airspace System NAVAID Navigational Aid NDB Nondirectional Radio Beacon NEC National Electrical Code NF Obs Non-Federal Observer NFDC National Flight Data Center NFPA National Fire Protection Association NIST National Institute of Standards and Technology
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APPENDIX 1. ACRONYMS USED IN THIS ADVISORY CIRCULAR (Continued) NM or nm Nautical Mile Non-Fed Non-Federal NOTAM Notice to Airmen NTSB National Transportation Safety Board OCC Operations Control Center OJT On the Job Training OMM Operations and Maintenance Manual OPR Office of Primary Responsibility OT Operator Terminal PFC Passenger Facility Charges PIM Program Implementation Manager PIREP Pilot Report PM Performance Maintenance RMM Remote Maintenance Monitoring RMSE Root Mean Square Error SM Scheduled Maintenance TPR Technical Performance Record TS Thunderstorm UHF Ultra High Frequency UL Underwriters Laboratories UTC Coordinated Universal Time VHF Very High Frequency VSWR Voltage Standing Wave Ratio VOR VHF Omnidirectional Radio Range VORTAC VOR Tactical Air Navigation VV Vertical Visibility WMSCR Weather Message Switching Center Replacement WS Windspeed WWV National Institute of Standards and Technology Time Standard Radio Station
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APPENDIX 2. TECHNICIAN TRAINING
FAA Authorized Maintenance Technician Training Program.
The FAA authorized maintenance technician training program should provide the knowledge and skills needed to service the airport’s AWOS system. This program should familiarize the technician with the maintenance and operation of the entire AWOS. The training program may be conducted using a combination of means, including on-site, at the provider’s facility, via home study, or by other means proposed by the training provider.
The training program, regardless of its format, should be a planned activity conducted to provide theory of operation, system concepts, safety and NAS coordination procedures, troubleshooting, test equipment usage and hands on practical experience in the work environment where the technician is required to perform his/her duties. On the job training (OJT) is an important bridge from theory-of-operations of a system to developing the requisite skills and knowledge to perform work on the AWOS. (OJT should be performed under the direct supervision of the site’s FAA authorized maintenance technician holding verification authority.) Upon successful completion of the training program, the student should receive a document (letter or certificate) recognizing this accomplishment. This document should identify the training organization and/or instructor, the completion date and the system(s) the student has been trained on.
The training program will be evaluated on the organization’s/instructor’s capabilities and on the course material. The following documents must be submitted to the AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b for approval by the FAA.:
• The organization and instructor credentials should demonstrate the necessary knowledge, experience, and backgrounds. These credentials will be evaluated from a technical perspective as well as from an instructor’s capability perspective.
• The course materials should include a description of any necessary prerequisites, copies of the syllabus detailing classroom, lab and field/OJT exercises, copies of the materials provided to the student, student tests and a timeline for the course. The discussion of the lab and field/OJT exercises should include details regarding safety procedures to be followed as well as the actual or simulated faults to be used in the training environment. (The training provider is responsible for honoring the system provider’s copyright and intellectual property rights.) The tests should consist of two equivalent, comprehensive 50-question open book tests to measure a technician’s knowledge of the system, complete with answer sheets. The FAA will use the tests interchangeably to test the competence of a site’s technician.
FAA online and academy training resources may be available to augment this training. Additional information can be obtained from the AWOS Non-Federal Engineering Office at the address provided in paragraph 1.3.b.
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A2-2 ADDENDUM #6
SOUTHERN CALIFORNIA LOGISTICS AIRPORT AUTHORITY CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III
BIDDER'S BOND TO ACCOMPANY BID PROPOSAL
KNOW ALL MEN BY THESE PRESENTS,
THAT WE, , as Principal, and
, as Surety, are held and firmly bound unto the SOUTHERN CALIFORNIA LOGISTICS AIRPORT AUTHORITY (SCLAA) in the sum of TEN PERCENT (10%) of the total amount of the Bid Proposal of the Principal, to be paid to the SCLAA, for which payment, well and truly to be made, we bind ourselves, our heirs, executors, and administrators, successors, or assignees, jointly and severally, firmly by the presents.
In no case shall the liability of the Surety hereunder exceed the sum of $ .
THE CONDITION OF THIS OBLIGATION IS SUCH.
THAT, WHEREAS the Principal has submitted a Bid Proposal to SCLAA for the certain construction for which Bid Proposals are to be opened at Conference Room A, City of Victorville City Hall 14343 Civic Drive, Victorville CA 92392 on MAY 7, 2020 at 2:30 p.m. PST, as shown on the Contract Documents entitled PROJECT #CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III.
NOW THEREFORE, if the aforesaid Principal is awarded the Contract, and within the time and manner required under the said Contract Documents, enters into a written Contract, in the prescribed form, in accordance with his/her/its Bid Proposal and the Contract Documents and files the two (2) required Bonds with the SCLAA (one (1) to guarantee faithful performance and one (1) to guarantee payment for labor and materials as required by law), and provides the required Guaranty and insurance, then this obligation shall be null and void; otherwise, it shall be and remain in full force and virtue.
In the event suit is brought upon this Bond by the SCLAA and judgment is recovered, the Surety shall pay all costs incurred by the SCLAA in such suit, including reasonable attorney's fee to be fixed by the Court.
Accompanying this Bid Proposal is $ ( ) Cash, ( ) Cashier's Check, ( ) Certified Check, ( ) Bidder's Bond in the amount equal to at least ten percent (10%) of the total price set forth in the Bid Proposal.
THE UNDERSIGNED further agrees that in case of default in executing the required Contract together with the necessary bonds, Guaranty and insurance within the period of time provided by the Bid Proposal requirements, the proceeds of the security accompanying this Bid Proposal shall become the property of the SCLAA, and this Bid Proposal and the acceptance thereof may be considered null and void.
Principal is licensed in the State of California in accordance with an act providing for the registration of contractors. License No. .
SECTION C – REQUIRED BID DOCUMENTS CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III Page C-13
(Seal)
By: (Seal)
(Seal) PRINCIPAL
(Seal)
By: (Seal) SURETY
ADDRESS
SECTION C – REQUIRED BID DOCUMENTS CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III Page C-14
ADDENDUM 6
SOUTHERN CALIFORNIA LOGISTICS AIRPORT AUTHORITY CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III SECTION C – REQUIRED BID DOCUMENTS AND PROPOSAL FORMS
SUBMISSION CERTIFICATION
I hereby submit to the SCLAA the following Bid Proposal for work outlined in the Notice Inviting Bids and Instructions to Bidders (General Specifications); Federal Requirements; Required Bid Documents and Proposal Forms (as listed below); Contract, Bond and Guaranty Forms; General Provisions; Technical Specifications; Appendices, Plans, Bid Addenda; and any other documents incorporated in any of the foregoing by reference, for PROJECT #CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III (hereinafter referred to in these Required Bid Documents and Proposal Forms as the “Contract Documents”). All of the following required documents and forms (check each below) are completed, fully executed, and included in my Bid Proposal as required in the Instructions to Bidders:
____Submission Certification ____ Public Contract Code Section 10285.1 Statement
____Bid Proposal Instructions ____Public Contract Code Section 10232 Statement
____Bid Proposal Form and Price Schedules ____Equal Employment Opportunity Certification
____Questionnaire PCC 10162 ____Debarment and Suspension Certification
____Bidder’s Bond (10% of the Bid Amount) Cash or ____Non -Lobbying Activities Cashier’s Check ____List of Subcontractors ____Disclosure of Lobbying Activities
____Non-Collusion Declaration ____DBE Participation Commitment Form
____Bidder Identification ____Letter of Intent and Affirmation to Perform as a DBE
____Customer References ____Bidder’s List
____Contractor’s Qualification Statement ____DBE Information – Good Faith Efforts
____Exception Form ____Certificate of Buy American
____Worker’s Compensation ____Certificate of Offerors Tax Delinquency/Felony Convictions ____SB 854 Certification ____Trade Restriction Certification
____Acknowledgement Pages for all Bid Addenda ____Signature Authorization
My signature on this Submission Certification is affirmation that all items listed above are fully completed and executed and are hereby submitted attached hereto as required. I understand that failure to complete and/or submit any of the required documents may be cause for rejection of my Bid Proposal.
______Authorized Signature Printed Name and Title
______Date Signed Telephone Number
SECTION C - REQUIRED BID DOCUMENTS CC20-065 RUNWAY 1735 RECONSTRUCTION PHASE III Page C-1
ADDENDUM #6 (ADDITIONAL FORM)
SOUTHERN CALIFORNIA LOGISTICS AIRPORT AUTHORITY CC20-065 RUNWAY 17/35 RECONSTRUCTION PHASE III
SIGNATURE AUTHORIZATION
Contractor/Bidder:______
A. I hereby certify that I have the authority to offer this proposal/bid to SCLAA for the above listed individual or company. I certify that I have the authority to bind myself/this company in a contract should I be successful in my proposal/bid.
______SIGNATURE
B. The following information relates to the legal Contractor listed above, whether an individual or a company. Place check marks as appropriate:
1. If successful, the contract language should refer to me as:
_____An Individual _____A Partnership, Partners’ names: _____A Company _____A Corporation
2. My tax identification number is______(For individuals, this number is usually the Social Security Number)
3. ____I am a certified small business and Small Business Preference is applicable to this proposal/bid. A copy of my certification from the Office of Small and Minority Business is attached.
_____I have recently filed for Small Business Preference but have not yet received certification.
_____I am not a Small Business.
4. _____My business is owned by a minority whose ethnicity is: ______
_____My business is owned by a woman.
_____My business is owned by a disabled veteran.
_____My business is owned by a woman.
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ADDENDUM 6
Section 80 Execution and Progress
80-01 Subletting of contract. The SCLAA will not recognize any subcontractor on the work. The Contractor shall at all times when work is in progress be represented either in person, by a qualified superintendent, or by other designated, qualified representative who is duly authorized to receive and execute orders of the Resident Project Representative (RPR). The Contractor shall perform, with his organization, an amount of work equal to at least 51 percent of the total contract cost. Should the Contractor elect to assign their contract, said assignment shall be concurred in by the surety, shall be presented for the consideration and approval of the SCLAA, and shall be consummated only on the written approval of the SCLAA. The Contractor shall provide copies of all subcontracts to the RPR 14 days prior to being utilized on the project. As a minimum, the information shall include the following:
• Subcontractor's legal company name. • Subcontractor's legal company address, including County name. • Principal contact person's name, telephone and fax number. • Complete narrative description, and dollar value of the work to be performed by the subcontractor. • Copies of required insurance certificates in accordance with the specifications. • Minority/ non-minority status. 80-02 Notice to proceed (NTP). See Section A -Instructions to Bidders, Section VI Beginning of Work and Time of Completion. 80-03 Execution and progress. Unless otherwise specified, the Contractor shall submit their coordinated construction schedule showing all work activities for the RPR’s review and acceptance at least 10 days prior to the start of work. The Contractor’s progress schedule, once accepted by the RPR, will represent the Contractor's baseline plan to accomplish the project in accordance with the terms and conditions of the Contract. The RPR will compare actual Contractor progress against the baseline schedule to determine that status of the Contractor's performance. The Contractor shall provide sufficient materials, equipment, and labor to guarantee the completion of the project in accordance with the plans and specifications within the time set forth in the proposal. If the Contractor falls significantly behind the submitted schedule, the Contractor shall, upon the RPR’s request, submit a revised schedule for completion of the work within the contract time and modify their operations to provide such additional materials, equipment, and labor necessary to meet the revised schedule. Should the execution of the work be discontinued for any reason, the Contractor shall notify the RPR at least 24 hours in advance of resuming operations. The Contractor shall not commence any actual construction prior to the date on which the NTP is issued by the SCLAA.
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The project schedule shall be prepared as a network diagram in Critical Path Method (CPM), Program Evaluation and Review Technique (PERT), or other format, or as otherwise specified. It shall include information on the sequence of work activities, milestone dates, and activity duration. The schedule shall show all work items identified in the project proposal for each work area and shall include the project start date and end date. The Contractor shall maintain the work schedule and provide an update and analysis of the progress schedule on a monthly basis, or as otherwise specified in the contract. Submission of the work schedule shall not relieve the Contractor of overall responsibility for scheduling, sequencing, and coordinating all work to comply with the requirements of the contract. 80-04 Limitation of operations. The Contractor shall control their operations and the operations of their subcontractors and all suppliers to provide for the free and unobstructed movement of aircraft in the air operations areas (AOA) of the airport. When the work requires the Contractor to conduct their operations within an AOA of the airport, the work shall be coordinated with airport operations (through the RPR) at least 48 hours prior to commencement of such work. The Contractor shall not close an AOA until so authorized by the RPR and until the necessary temporary marking, signage and associated lighting is in place as provided in Section 70, paragraph 70-08, Construction Safety and Phasing Plan (CSPP). When the contract work requires the Contractor to work within an AOA of the airport on an intermittent basis (intermittent opening and closing of the AOA), the Contractor shall maintain constant communications as specified; immediately obey all instructions to vacate the AOA; and immediately obey all instructions to resume work in such AOA. Failure to maintain the specified communications or to obey instructions shall be cause for suspension of the Contractor’s operations in the AOA until satisfactory conditions are provided. The areas of the AOA identified in the Construction Safety Phasing Plan (CSPP) and as listed below, cannot be closed to operating aircraft to permit the Contractor’s operations on a continuous basis and will therefore be closed to aircraft operations intermittently as follows: The Contractor shall be required to conform to safety standards contained in AC 150/5370-2, Operational Safety on Airports During Construction and the approved CSPP. 80-04.1 Operational safety on airport during construction. All Contractors’ operations shall be conducted in accordance with the approved project Construction Safety and Phasing Plan (CSPP) and the Safety Plan Compliance Document (SPCD) and the provisions set forth within the current version of AC 150/5370-2, Operational Safety on Airports During Construction. The CSPP included within the contract documents conveys minimum requirements for operational safety on the airport during construction activities. The Contractor shall prepare and submit a SPCD that details how it proposes to comply with the requirements presented within the CSPP. The Contractor shall implement all necessary safety plan measures prior to commencement of any work activity. The Contractor shall conduct routine checks to assure compliance with the safety plan measures. The Contractor is responsible to the SCLAA for the conduct of all subcontractors it employs on the project. The Contractor shall assure that all subcontractors are made aware of the requirements of the CSPP and SPCD and that they implement and maintain all necessary measures. No deviation or modifications may be made to the approved CSPP and SPCD unless approved in writing by the SCLAA. The necessary coordination actions to review Contractor proposed modifications to an approved CSPP or approved SPCD can require a significant amount of time. 80-05 Character of workers, methods, and equipment. The Contractor shall, at all times, employ sufficient labor and equipment for prosecuting the work to full completion in the manner and time required by the contract, plans, and specifications.
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All workers shall have sufficient skill and experience to perform properly the work assigned to them. Workers engaged in special work or skilled work shall have sufficient experience in such work and in the operation of the equipment required to perform the work satisfactorily. Any person employed by the Contractor or by any subcontractor who violates any operational regulations or operational safety requirements and, in the opinion of the RPR, does not perform his work in a proper and skillful manner or is intemperate or disorderly shall, at the written request of the RPR, be removed immediately by the Contractor or subcontractor employing such person, and shall not be employed again in any portion of the work without approval of the RPR. Should the Contractor fail to remove such person or persons, or fail to furnish suitable and sufficient personnel for the proper execution of the work, the RPR may suspend the work by written notice until compliance with such orders. All equipment that is proposed to be used on the work shall be of sufficient size and in such mechanical condition as to meet requirements of the work and to produce a satisfactory quality of work. Equipment used on any portion of the work shall not cause injury to previously completed work, adjacent property, or existing airport facilities due to its use. When the methods and equipment to be used by the Contractor in accomplishing the work are not prescribed in the contract, the Contractor is free to use any methods or equipment that will accomplish the work in conformity with the requirements of the contract, plans, and specifications. When the contract specifies the use of certain methods and equipment, such methods and equipment shall be used unless otherwise authorized by the RPR. If the Contractor desires to use a method or type of equipment other than specified in the contract, the Contractor may request authority from the RPR to do so. The request shall be in writing and shall include a full description of the methods and equipment proposed and of the reasons for desiring to make the change. If approval is given, it will be on the condition that the Contractor will be fully responsible for producing work in conformity with contract requirements. If, after trial use of the substituted methods or equipment, the RPR determines that the work produced does not meet contract requirements, the Contractor shall discontinue the use of the substitute method or equipment and shall complete the remaining work with the specified methods and equipment. The Contractor shall remove any deficient work and replace it with work of specified quality, or take such other corrective action as the RPR may direct. No change will be made in basis of payment for the contract items involved nor in contract time as a result of authorizing a change in methods or equipment under this paragraph. 80-06 Temporary suspension of the work. The SCLAA shall have the authority to suspend the work wholly, or in part, for such period or periods the SCLAA may deem necessary, due to unsuitable weather, or other conditions considered unfavorable for the execution of the work, or for such time necessary due to the failure on the part of the Contractor to carry out orders given or perform any or all provisions of the contract. In the event that the Contractor is ordered by the SCLAA, in writing, to suspend work for some unforeseen cause not otherwise provided for in the contract and over which the Contractor has no control, the Contractor may be reimbursed for actual money expended on the work during the period of shutdown. No allowance will be made for anticipated profits. The period of shutdown shall be computed from the effective date of the written order to suspend work to the effective date of the written order to resume the work. Claims for such compensation shall be filed with the RPR within the time period stated in the RPR’s order to resume work. The Contractor shall submit with their own claim information substantiating the amount shown on the claim. The RPR will forward the Contractor’s claim to the SCLAA for consideration in accordance with local laws or ordinances. No provision of this article shall be construed as entitling the Contractor to compensation for delays due to inclement weather or for any other delay provided for in the contract, plans, or specifications.
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If it becomes necessary to suspend work for an indefinite period, the Contractor shall store all materials in such manner that they will not become an obstruction nor become damaged in any way. The Contractor shall take every precaution to prevent damage or deterioration of the work performed and provide for normal drainage of the work. The Contractor shall erect temporary structures where necessary to provide for traffic on, to, or from the airport. 80-07 Determination and extension of contract time. The number of calendar days shall be stated in the proposal and contract and shall be known as the Contract Time. If the contract time requires extension for reasons beyond the Contractor’s control, it shall be adjusted as follows: 80-07.1 Contract time based on calendar days. Contract Time based on calendar days shall consist of the number of calendar days stated in the contract counting from the effective date of the Notice to Proceed and including all Saturdays, Sundays, holidays, and non-work days. All calendar days elapsing between the effective dates of the SCLAA’s orders to suspend and resume all work, due to causes not the fault of the Contractor, shall be excluded. At the time of final payment, the contract time shall be increased in the same proportion as the cost of the actually completed quantities bears to the cost of the originally estimated quantities in the proposal. Such increase in the contract time shall not consider either cost of work or the extension of contract time that has been covered by a change order or supplemental agreement. Charges against the contract time will cease as of the date of final acceptance. 80-08 Failure to complete on time. For each calendar day or working day, as specified in the contract, that any work remains uncompleted after the contract time (including all extensions and adjustments as provided in paragraph 80-07, Determination and Extension of Contract Time) the sum specified in the contract and proposal as liquidated damages (LD) will be deducted from any money due or to become due the Contractor or their own surety. Such deducted sums shall not be deducted as a penalty but shall be considered as liquidation of a reasonable portion of damages including but not limited to additional engineering services that will be incurred by the SCLA should the Contractor fail to complete the work in the time provided in their contract.
Schedule Liquidated Allowed Construction Time Damages Schedule 100 - Station $4,000 150 calendar days 10+00 to 20+00 Schedule 200 – Runway Shortening $4,000 100 calendar days. All work Schedule 300 – Station on these schedules may be performed concurrently. BASE BID 65+11.69 to 66+86.69 Schedule 400 – Taxiway D No Additional Calendar Days Schedule 500 – AWOS Relocation allowed for Bid Schedule 500 BID ALTERNATE 1 Schedule 1000 Station $4,000 21 additional calendar days - 60+91.69 to 65+11.69 All work on this schedule may be performed concurrently with the Base Bid
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Schedule Liquidated Allowed Construction Time Damages BID ALTERNATE 2 Schedule 2000 Station $4,000 90 additional calendar days. - 37+00 to 60+91.69 All work on this schedule may be performed concurrently with the Base Bid
The maximum construction time allowed for Bid Schedule 100 shall be 150 calendar days.
The maximum construction time allowed for Schedules 100, 200, 300, 400 and 500 will be the sum of the time allowed for individual schedules but not more than 250 calendar days.
If SCLA awards Bid Additive Alternate 1 and/or 2, 21 additional calendar days will be allowed Bid Additive Alternate 1 and 90 additional calendar days will be allowed for Bid Additive Alternate 2. The maximum construction time allowed for Schedules 100, 200, 300, 400, 500, 1000 and 2000 will be the sum of the time allowed for individual schedules but not more than 361 days.
Permitting the Contractor to continue and finish the work or any part of it after the time fixed for its completion, or after the date to which the time for completion may have been extended, will in no way operate as a wavier on the part of the SCLA of any of its rights under the contract. 80-08.1 Order of Work and Phasing. Bid Schedule 100, Reconstruction of Runway 17-35 from Station 10+00 to station 20+00, requires closure of Runway 3-21. This phase of the Work, including installing the displaced threshold on Runway 17-35, shall be performed first. Upon completion of Bid Schedule 100, the displaced threshold will be removed, Runway 3-21 will be re- opened and the Work on Bid Schedules 200, 300, 400 and 500 may commence and may be performed concurrently. If Bid Schedules 1000 and/or 2000 are awarded, this Work may be performed concurrently with Bid Schedules 200, 300, 400 and 500. 80-10 Termination for national emergencies. The SCLAA shall terminate the contract or portion thereof by written notice when the Contractor is prevented from proceeding with the construction contract as a direct result of an Executive Order of the President with respect to the execution of war or in the interest of national defense. When the contract, or any portion thereof, is terminated before completion of all items of work in the contract, payment will be made for the actual number of units or items of work completed at the contract price or as mutually agreed for items of work partially completed or not started. No claims or loss of anticipated profits shall be considered. Reimbursement for organization of the work, and other overhead expenses, (when not otherwise included in the contract) and moving equipment and materials to and from the job will be considered, the intent being that an equitable settlement will be made with the Contractor. Acceptable materials, obtained or ordered by the Contractor for the work and that are not incorporated in the work shall, at the option of the Contractor, be purchased from the Contractor at actual cost as shown by receipted bills and actual cost records at such points of delivery as may be designated by the RPR. Termination of the contract or a portion thereof shall neither relieve the Contractor of their responsibilities for the completed work nor shall it relieve their surety of its obligation for and concerning any just claim arising out of the work performed.
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80-11 Work area, storage area and sequence of operations. The Contractor shall obtain approval from the RPR prior to beginning any work in all areas of the airport. No operating runway, taxiway, or air operations area (AOA) shall be crossed, entered, or obstructed while it is operational. The Contractor shall plan and coordinate work in accordance with the approved CSPP and SPCD. All Contractor equipment and material stockpiles shall be stored a minimum of 250-feet from the centerline of an active runway or taxiway. No equipment shall be allowed to park within the approach area of an active runway at any time. No equipment shall be within 250-feet of an active runway at any time.
END OF SECTION 80
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ADDENDUM 6
G-102 - Safety and Security Provisions.
DESCRIPTION
102-1.1 Operational safety on the airport. The Contractor shall conduct all operations in a manner that will cause no interference with airplane traffic or normal operation of the Airport. The Contractor shall furnish flaggers, escorts and FOD control (sweepers) to regulate the movements of vehicles and equipment when it is necessary for a vehicle, or piece of equipment to cross an active taxiway when working within 125 feet of an active taxiway, or when working in the vicinity of the air carrier ramp or other aircraft parking positions. No crossings of active runways will be allowed. When an aircraft approaches Work in progress adjacent to an active taxiway, the workers and equipment shall be withdrawn to a safe distance until the aircraft has passed. Aircraft shall always have the right-of-way.
In all operations, the Contractor shall be governed by the regulations and rules of the Southern California Logistics Airport (SCLA) and shall cooperate fully with the Engineer. The Contractor shall refer to the General Provisions of these Specifications regarding Operation of Vehicles on the AOA. The Contractor shall also be bound by the operational safety requirements outlined in the Federal Aviation Administration (FAA) Advisory Circular No. 150/5370-2G, titled “Operational Safety on Airports During Construction”, including Appendix 1, “Special Safety Requirements During Construction” and the provisions thereof. These documents are attached to these Specifications. Should there be a conflict in the requirement; the Contractor shall request clarification from the Engineer prior to proceeding with the Work. Phasing shall be accomplished in accordance with the Plans and these Specifications.
The Contractor shall maintain two (2) Owner furnished lighted runway closure visual aids (lighted “X’s”) for the temporary closure of the runway. Upon completion of the work, the units shall be serviced and delivered to the Airport Authority.
PROVISIONS
102-2.1 Introduction. Southern California Logistics Airport is a complex operational facility, which is governed by a very strict set of rules to ensure the safety of the traveling public, the operators of the various airlines, and those individuals who function as support personnel to the facility. It is recognized and understood that the Contractor is required to comply with the most current edition requirements contained in the FAA Advisory Circulars as they pertain to the Work. The Contractor shall familiarize itself with general Airport operations and take these factors into consideration in arriving at its Bid prices and in scheduling its various activities.
The following are general safety operations and objectives that must be achieved to maximize safety and to minimize time and economic loss to the aviation community, construction contractors, and others directly or indirectly affected by the Work. The Contractor shall keep these objectives in consideration when formulating schedules and operational activities. The Contractor shall be responsible for controlling these operations and the operations of subcontractors (at all levels) and suppliers so as to comply with the requirements of this Section as listed below:
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a. Keep the airport operational for all users.
b. Minimize delays to aircraft operations.
c. Maximize safety of aircraft movement and airport operations as a whole.
d. Minimize delays to construction operations.
e. Minimize airport operation and construction activity conflicts.
102-2.2 References. The rules and requirements specified in this Section have been compiled from the following sources:
a. Federal Aviation Administration Advisory Circular 150/5370-2G, 150/5210, Appendix 1, and 70/7460-IG.
b. Federal Aviation Regulation (FAR) 49 CFR Part 77.
c. FAA order NM 5200.3.
d. Southern California Logistics Airport Rules and Regulations
102-2.3 Requirements and regulations relating to the operation of motor vehicles.
a. General:
1. During the duration of the Work, the Contractor shall recognize and abide by all rules, regulations, and controls, as modified by Federal Regulations.
2. In addition to the Federal Regulations, the Engineer is empowered to issue such other instructions as may be deemed necessary for the safety and well-being of Airport users or otherwise in the best interest of the public.
b. Operation of Motor Vehicles
1. General:
a) Motor vehicle operations within and on the Airport premises shall be governed by the provisions of the California State Motor Vehicle Codes and Traffic Direction procedures and signals and signals for turns. Lights and safe-driving precaution shall be in conformity therewith. In addition, motor vehicles shall conform to all special regulations prescribed by the Airport.
b) Traffic on perimeter roads, enplaning and deplaning areas, public thoroughfares and parking areas of the Airport is limited to those vehicles properly licensed to operate on public streets and highways.
c) All vehicular equipment in the AOA access road, and aircraft parking or storage area shall at all times comply with any lawful signals or direction of Airport employees. All traffic signs, lights and signals shall be obeyed.
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d) Every person operating motorized equipment of any character on any area shall operate the same in a careful and prudent manner and at a speed posted or fixed by this Section or the General Provisions and at no time greater than is reasonable and proper under the conditions existing at the point of operating, taking into account weather, traffic and road condition, view and obstructions, and shall be consistent with all conditions so as not to endanger the life, limb or property, or the rights of others entitled to the use thereof.
2. Operation of Vehicles within the AOA:
a) All motor vehicles that enter the AOA shall possess exhaust systems which are protected with screens, mufflers, or other devices adequate to prevent the escape of sparks or the propagation of flame.
b) All vehicles within the AOA shall be equipped with reflectors or lights on both front and rear ends and on the sides.
c) Contractor’s vehicles shall be equipped with operable yellow flashing beacons. Beacons must be lighted during all periods of the vehicle operation and while vehicle is within the AOA.
d) No person shall operate any motor vehicle or motorized equipment within the AOA unless such motor vehicle or motorized equipment is in a safe and mechanically reliable condition for such operation.
e) Any person operating equipment within the AOA shall in addition to this Section, abide by all existing Federal Aviation Administration and other governmental rules and regulations.
f) No person shall operate any motor vehicle or motorized equipment on the aircraft movement or non-movement areas of the Airport at a speed in excess of 10 miles per hour, or the posted speed limit, whichever is lower, and less where conditions require. Designated motor vehicle drive lanes shall be utilized where provided unless specific direction is given by the Engineer.
g) No person operating a motor vehicle or motorized equipment within the AOA shall in any way hinder, stop, slow, or otherwise interfere with the operation of any aircraft.
h) All aircraft and emergency vehicles have priority over Contractor’s vehicles. Contractor shall ensure that under no circumstances will any Contractor, subcontractor, or other vehicle associated with the Work pass beneath any part of an aircraft or block the access or delay any aircraft movement.
i) Vehicles shall remain within established drive lanes. It is prohibited to use runways or taxiways or adjacent field areas unless specifically indicated on the Plans. It is emphasized that the Contractor’s authority to operate does not extend to active aircraft movement areas. The Contractor shall operate along established haul routes with prior approval of the Engineer.
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j) Contractor’s vehicles shall not deviate from approved haul routes specified on the Plans or as directed by the Engineer. Crossover between construction sites is prohibited. To move from one construction site to another, vehicles must exit the AOA via the approved haul route and access point and re-enter through the approved access gate and haul route for the next construction site.
k) Escorts: At all times during Work within 250 feet of the centerline of an operating runway or 125 feet of the centerline of an operating taxiway, or when entering or crossing an active movement area, vehicles shall be accompanied by an approved radio-equipped escort vehicle. All escorts shall be licensed by the Airport for perimeter road driving.
l) When construction vehicles, other than those routinely used in the aircraft movement area and runway approach area, are required to travel over any portion of that area, they shall be accompanied by an approved radio-equipped escort vehicle.
m) Contractor shall refer to the General Provisions for additional requirements.
c. Parking
1. No parking is permitted on the Airport roadway as the primary purpose of the Airport roadways is for motor vehicle traffic.
2. No person shall park any motor vehicle, other equipment, or materials within the AOA except in a neat and orderly manner and at such locations prescribed by the Plans and Specifications or as directed by the Engineer.
3. No person shall park any motor vehicle or other equipment or place materials within the AOA within 15 feet of any fire hydrant or standpipe.
4. Parking of construction workers’ private vehicles shall also be in a public parking or private parking facility outside the AOA unless otherwise approved by the Engineer. Under no circumstances shall vehicles or equipment be parked within 10 feet of the Airport Perimeter Security fence line.
d. Vehicle Identification
1. All vehicular equipment operating within the AOA must display signs of commercial design on both sides of the vehicle, which identify the vehicle as belonging to the Contractor.
2. Vehicles that appear at access gates without signs on both sides of the vehicle will be denied access. Vehicles found to be missing signs within the AOA will be escorted off the Work site and not be permitted to re-enter until signs have been installed.
3. Contractor’s vehicles must be equipped with 3-foot by 3-foot flags having a checkered pattern of International orange and white squares at least 1 foot on each side. For fabric color specifications, see FAA AC 150/5210-5B, Appendix-
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1. Attach flag on top of vehicle with rigid pole so that the flag will be visible at all times. Vehicles without flags will not be permitted to enter the AOA.
e. Load Limits: When using airport roadways, the Contractor shall restrict the gross combination weight to 80,000 pounds, single-axle maximum weigh of 20,000 pounds, and a tandem axle weight maximum of 32,000 pounds. All vehicle weights are subject to verification by the Engineer.
f. Delivery and Parking of Construction Equipment and Vehicles: No equipment or construction vehicles shall be parked or left unattended outside the airfield access gates or on public roadways. When equipment or vehicles are to be delivered to the Worksite, the Contractor must be present to accept the equipment or vehicles and shall escort them inside the airfield fence and have them parked in the Contractor’s staging area or other approved location on the airfield. Any construction equipment or vehicles left unattended outside the airfield gates or on public roadways shall be impounded by the City.
102-2.4 Requirements and regulations relating to operators of motor vehicles.
a. All drivers operating vehicles on Airport property must carry a valid United States driver’s license on his/her person, appropriately endorsed for the type of equipment being operated.
b. Drivers designated to operate vehicles within the AOA shall receive special drivers training as required in the General Provisions and be approved by the Airport before being allowed to operate within the AOA or must be escorted by an approved escort. Drivers operating outside the AOA may operate vehicles without attending the special drivers training.
102-2.5 Marking of equipment and restrictions on cranes. Each vehicle or piece of equipment anywhere on the Airport that extends higher than 15 feet above ground shall be equipped with a flag mounted on the highest part of the equipment, and shall have obstruction lighting in accordance with the current edition of FAA Advisory Circular 70/7460-1 whenever visibility is less than 3 miles.
Federal Aviation Regulation Part 77, states that no permanent or temporary structure can exceed an imaginary surface, which begins 500 feet from the runway centerline, and extends outward and upward at a 7:1 ratio. As long as visibility is at or above 3 miles, there are no additional restrictions on the height of the crane. The crane must have obstruction lighting in accordance with the current edition of FAA Advisory Circular 70/7460-1 whenever visibility is less than 3 miles and it must be lowered at the end of the day. Flags should be rectangular in shape with stiffeners to keep them from dropping in calm wind. This flag shall be not less than 3 feet square consisting of five 1-foot squares of international orange color and four 1-foot squares of white color.
Depending on the location of the Work site, there may be severe restrictions on the use of equipment that extends skyward, such as cranes and concrete pumping booms. Some of these restrictions include limitations on the height cranes can be extended during times of reduced visibility, e.g., cranes may not be raised unless visibility is 2 to 3 miles or greater.
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If cranes or other equipment exceeding 15 feet in height are to be used, the Contractor will be required to submit for approval the FAA’s application Form 7460-1 to:
Federal Aviation Administration Attention: Airports Division, AEP-600 P. O. Box 92007 Los Angeles, CA 90009
The Airport has no control over the FAA’s review and approval time. The Contractor is encouraged to submit any required applications well in advance (at least 3 months) of the need for the use of the equipment or crane.
Contract to submit:
1. Latitude 2. Longitude 3. Existing ground elevation including vertical datum 4. Height of crane, structure, stockpile, etc.
102-2.6 Airport security. The Contractor shall conform to the SCLA Airport Security Program employee background check requirements as administered and enforced by the Airport Director. As such, all personnel, vendors, and suppliers of the Contractor, and his sub-contractors, shall be required to ingress and egress the airfield via a computer controlled entry gate. Access to open gates shall only be permitted to the Contractors personnel that completed the requisite background check and training required to obtain an Airport Identification and Access Badge.
With prior authorization from the Airport Director, the Contractor may be permitted to keep an airfield gate open to traffic, provide contractor hires a SCLA approved security guard or a SCLA “Badged” person to staff and control access at the open gate. The Contractor shall stop any unauthorized person entering the airfield through these gates. Gates shall be closed at all times not in use. Airfield security shall be maintained at all times. If an open gate is authorized, the Contractor shall train the gate personnel to maintain security at point of entry. The Contractor shall ensure the following:
a. The gate shall be opened to allow authorized vehicular passage and closed and locked at all other times.
b. All vehicles must have an approved logo or company name displayed on both sides of the vehicle.
c. Except for escorted vehicles, all persons entering the airfield must display either a current Southern California Logistics Airport picture I.D. issued by the Airport.
d. Except for escorted vehicles and City personnel, all equipment and vehicles entering the AOA must display a checkered flag mounted firmly on the highest part of the vehicle.
e. Unless a gate guard is performing guard duty, the gate must be secured and locked.
f. No one is allowed to enter the AOA unless the preceding conditions are met.
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102-2.7 Working conditions. The Contractor shall keep the Work area and adjoining areas free from dirt and debris caused by the Work. Noise from construction operations shall be subject to control by the Engineer to avoid interference with the operations of the Airport. Equipment and materials must be stored off Airport property until the time they are to be used or incorporated into the Work unless otherwise approved by the Engineer. Materials unloaded at the Work site shall so be placed as to cause no greater obstruction to automobile and pedestrian traffic than is considered necessary by the Engineer. No roadway or passageway shall be closed or opened except by express permission of the Engineer. Construction equipment and materials delivery vehicles shall be operated in such a manner as to avoid any hazard or apparent hazard to the public.
As required by the General Provisions, the Contractor shall place sufficient delineators or barricades and signs closing off the Work area within and adjacent to the Work area, without interrupting the safe and orderly flow of aircraft, pedestrian, and vehicular traffic.
102-2.8 Schedule and phasing. Prior to commencing work the Contractor shall submit a detailed construction schedule and phasing plan for approval. The schedule and phasing plan shall meet the requirements of these Specifications. The Contractor shall update the schedule and phasing plan prior to the input of the monthly progress pay, whenever it fails to reflect actual progress, or when directed by the Engineer. A three-week look ahead schedule shall be provided at weekly construction meetings.
102-2.9 Contractor’s operations and storage yard. Storage of equipment and materials left overnight shall be in the laydown area. The Contractor shall be solely responsible for the security of the laydown area and shall be liable for any damage caused to such premises.
The Contractor shall restore the staging and storage areas and adjacent areas to their original condition prior to final acceptance of the Work.
102-2.10 Maintenance of operations. Contractor shall maintain a safe operating area, free of FOD, at all times. Vacuum sweepers, as outlined in these Specifications and on the Plans, shall be continuously utilized to maintain the Work site and haul routes.
102-3.1 Personnel training. The some or all of the Contractor’s personnel will be required to meet Federal Transpiration Safety Agency (TSA) access control requirements, including background checks, testing and badging in order to ingress and egress that airfield. The Contractor’s “Badged” personnel will be allowed to escort no more than two vehicles or five individuals at any one time, all of which must always remain within sight.
The cost for badging supervisors and other escorts will be paid from the allowance as Extra Work as detailed in Section 90-05. Payment for this item shall only include the labor and badge acquisition costs related to obtaining security badges, equipment shall be considered incidental to the acquisition of the badges.
The Contractor shall be responsible for payment of all badge costs at such time as the Contractor’s personnel pick up their identification access badges.
102-3.1 Construct Temporary Threshold. The Contractor shall relocate the Runway 35 Threshold to Station 38+50. The existing runway lighting circuit shall be modified by disconnecting the runway edge lights between Station 38+50 and Station 10+00. The threshold
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lights at Station 38+50 shall be connected to the circuit. Connection of the threshold shall be included in the cost for Construct Temporary Threshold.
Runway Distance Remaining signs (RDR) for Runway 17 shall be covered.
Existing striping shall be removed in accordance with Section P-101-5.5.
Temporary Striping shall be installed in accordance with Section P-620-5.4
Attention is directed to Section C-105-8 regarding testing of existing circuits.
102-3.1 Remove Temporary Threshold. The Contractor shall relocate the Runway 35 Threshold to Station 10+00. The existing runway lighting circuit shall be reconnected Station 38+50 and Station 10+00. The threshold lights at Station 38+50 shall be disconnected from the circuit. Connection of the circuit shall be included in the cost for Remove Temporary Threshold.
Runway Distance Remaining signs (RDR) for Runway 17 shall be uncovered. Note: Bid Item 222 provides for the relocation of RDR sign panels. Relocations of sign panels may be preformed in conjunction with this item.
Temporary striping shall be removed in accordance with Section P-101-5.5.
MEASUREMENT
102-4.1 No separate measurement will be made for complying with this Safety and Security.
102-4.2 No separate measurement will be made for installing or removing the temporary threshold.
BASIS OF PAYMENT
102-5.1 Safety and Security shall serve as the lump sum basic of payment for complying with the requirements described under items 102-2.1 through 102-2.10. Payment will be paid on a monthly basis. The monthly payment will be the lump sum price bid divided by the Contract working days converted to calendar months, using 22 working days per month. No additional payment will be made for time extensions beyond the Contract duration, unless granted during the negotiation for additional time. Delays due to weather shall not be grounds for extending the duration of the lump sum price bid. The price bid shall be full compensation for furnishing all materials, labor, equipment, tools, and incidentals necessary to complete Safety and Security of the overall Work site.
As a condition for receiving progress payments, the Contractor shall maintain and submit monthly, a photo log of all temporary control measures documenting that all are in place and working effectively.
102-5.2 Personnel Training. Allowance payment shall be in accordance with Section 90-12 of these specifications.
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102-5.3 Construct Temporary Threshold. The Lump Sum payment shall be full compensation for furnishing all materials, labor, equipment, tools, and incidentals necessary to complete installation of the displaced threshold.
102-5.4 Remove Temporary Threshold. The Lump Sum payment shall be full compensation for furnishing all materials, labor, equipment, tools, and incidentals necessary to complete removal of the displaced threshold.
Payment will be made under:
Item G-102-5.1 Safety and Security – Lump Sum Item G-102-5.2 Personnel Training - Allowance Item G-102-5.3 Construct Temporary Threshold Item G-102-5.4 Remove Temporary Threshold
END OF ITEM G-102
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ADDENDUM 6
Item G-107 Construction Survey
107-1.1 General. Construction Survey shall consist of furnishing all survey required in Section 50-07 of these Specifications, control staking and finish grade verification surveys as required by the various items of work.
MATERIALS 107-2.1 Not Used
EXECUTION
107-3.1 Surveying and staking shall be done by a Registered (licensed) Land Surveyor or Registered Civil Engineer authorized to practice land surveying in accordance with all provisions of Section 8771 of the Business and Professions Code.
The Contractor shall be responsible for: furnishing and staking, horizontal and vertical, as shown on the plans and in accordance with the specifications; furnishing all staking for sub-grade and base course grades per typical sections; replacing any monuments and ties necessary within the work area; and shall reinstall all disturbed monuments and ties, supplying the Engineer with copies of monument and tie sheets recorded with the County surveyor in accordance with applicable State laws.
Unless otherwise specified, stakes will be set and stationed by the Contractor’s surveyor for curbs, headers, seers, storm drains, structures, rough grade and all other staking necessary for the construction of the work. A corresponding cut or fill to finished grade (or flow line) will be indicated on a grade sheet to be supplied to the Engineer. The Contractor shall dig all holes necessary for line and grade stakes.
All distances and measurements shown are and will be made in a horizontal plane. Construction line and grade staking shall be set at a maximum interval of 25 feet.
107-3.2 Control. The Owner will provide survey control points.
107-3.3 Finish Grade Verification. Construction survey shall include verification of the finish grades of the various layers of the structural section.
107-3.4 Reports The Contractor shall submit copies of all cut sheets, grade verification notes and other survey data to the RPR within 48 hours of performance. No section shall be covered by subsequent lifts until written verify that grade requirements have been met and delivered to the RPR.
107-3.5 AWOS Survey The Contractor’s licensed surveyor shall all new equipment sites in accordance with FAA Advisory Circulars. Prior to any construction, the Contractor shall provide supporting documents verifying the equipment locations are in accordance to FAA standards. Upon approval by the Airport Authority construction can commence. Sites to be surveyed and approved: New AWOS New PAPIs New Wind Cone
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METHOD OF MEASUREMENT AND PAYMENT
107-4. Measurement Payment for “Construction Survey” for the overall Worksite will be made at the lump sum price bid. Payment will be paid on a monthly basis. The monthly payment will be the lump sum price bid divided by the Contract working days converted to calendar months, using 22 working days per month. No additional payment will be made for time extensions beyond the Contract duration, unless granted during the negotiation for additional time. Delays due to weather shall not be grounds for extending the duration of the lump sum price bid. The price bid shall be full compensation for furnishing all materials, labor, equipment, tools, and incidentals necessary to provide safety and security of the overall Work site. Payment will be made under: G-107-5.1 Construction Survey – per Lump Sum
END OF ITEM G-107
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ADDENDUM 6
Item G-301 Demolition and Crushing Pavement
DESCRIPTION
301-1 This item shall consist of removing and crushing removed pavements, structures, and other identified items within the limits designated on the Plans, required by the Specifications or as required by the Engineer, to the specified material requirements. Existing pavement shall be removed and processed or crushed at a central crusher. All removed pavement shall be ground, crushed or processed in such a manner as to obtain a finished product conforming to the requirements Section 301-2.2 Pavement shall be cut to a neat, straight line through the entire thickness of the pavement.
CONSTRUCTION METHODS
301-2.1 Removal of existing pavement, materials. a. Concrete pavement. The existing concrete pavement to be removed shall be freed from the pavement to remain by sawing through the complete depth of the slab one foot inside the perimeter of the final removal limits or outside the dowels, whichever is greater when the limits of removal are located on the joints. The pavement between the perimeter of the pavement removal and the saw cut shall be carefully broken up and removed using hand-held jackhammers, weighing 30 pounds or less, or other light-duty equipment which will not cause distress in the pavement which is to remain in place. The Contractor shall have the option of sawing through the dowels at the joint, removing the pavement and installing new dowels. Where the perimeter of the removal limits is not located on the joint and there are no dowels present, then the perimeter shall be saw cut the full depth of the pavement. The pavement inside the saw cut shall be removed by methods suitable to the Engineer which will not cause distress in the pavement which is to remain in place. If the material is to be wasted on the airport site, it shall be reduced to a maximum size designated by the Engineer. The Contractor’s removal operation shall not cause damage to cables, utility ducts, pipelines, or drainage structures under the pavement. Concrete slabs that are damaged by under breaking shall be removed. Any damage shall be repaired at the Contractor’s expense. b. Asphalt concrete pavement. Asphalt concrete pavement to be removed shall be cut to the full depth of the bituminous material around the perimeter of the area to be removed. The pavement shall be removed so the joint for each layer of pavement replacement is offset 1 foot from the joint in the preceding layer. This does not apply if the removed pavement is to be replaced with concrete or soil. If the material is to be wasted on the airport site, it shall be broken to a maximum size of 3 inches. c. Multiple layers. Attention is drawn to the possibility of multiple layers of pavements, both asphalt concrete, aggregate base and Portland cement concrete. The additional layers of pavement beneath the surface layer shall be included in the price paid for pavement removal. It should be noted that layers below the surface of the existing pavement vary in thickness, composition and construction. Existing Portland cement concrete pavement is known to contain reinforcement, dowels and other embedments. Removal of all non-concrete inclusions in the existing pavements shall be included in the price for pavement removal and no additional compensation shall be allowed therefore. Layers of pavement beneath the current, existing pavement surface shall be removed in their entirety and the price
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for such removal and processing shall be included in the price paid for the removal and crushing of existing pavement.
The different layers of pavement will be processed in accordance with the type of material. Portland cement concrete shall be crushed to Class 2 aggregate base specifications, asphalt concrete shall be ground or crushed in accordance with this section, soil shall be placed as compacted fill or hauled and stockpiled in accordance with these specifications and aggregate basess shall be stockpiled separately as directed by the Engineer. Asphalt concrete grindings/crushings shall be stockpiled in the Contractor’s Operations Yard and shall be stockpiled in such a manner as to prevent segregation and to occupy a minimum of yard space. Removal of any asphalt concrete to the stockpile shall be paid included in the contract unit price for pavement removal. d. Aggregate base Existing aggregate base shall be salvaged and processed/crushed to meet P-304 specifications. e. Stockpiled Portland Cement Concrete. Portland cement concrete in existing stockpiles shall be processed/crushed to meet P-304 aggregate specifications. The existing stockpiles contain Portland cement concrete, asphalt concrete, miscellaneous concrete, and soil. Some items are larger than 24” in greatest dimension. The unit cost for processing the stockpiled material shall include all costs associated with collecting, hauling, crushing and stockpiling the finished material, including breaking up existing material to enable crushing. f. Stockpiled Asphalt Concrete. Asphalt concrete in existing stockpiles shall be processed/crushed to meet P-208 aggregate specifications. The existing stockpiles contain, asphalt concrete, miscellaneous concrete, and soil. Some items are larger than 24” in greatest dimension. The unit cost for processing the stockpiled material shall include all costs associated with collecting, hauling, crushing and stockpiling the finished material, including breaking up existing material to enable crushing. 301-2.2 Crushing. The crusher and attendant generator shall have current SCAQMD permits for operation. The crusher shall be equipped with devices to prevent the creation of fugitive dust. All materials not meeting the required specifications or other waste shall be disposed of off Airport property, unless otherwise noted, and shall be transported to a legal disposal site(s). Proof of proper disposal at a legally authorized dumping site is required. All excess stockpiled grindings and pulverized material shall become the property of the Airport. The Contractor shall prevent fugitive dust in the crushing, batch plant, stockpile areas and haul routes by application of water or other means in accordance. 301-2.3 Asphalt concrete including existing pavements, slabs, stockpiles and features designated shall be processed or crushed at a central crusher. All materials removed shall be ground, crushed or processed in such a manner as to obtain a finished product conforming to the following specifications:
State of California Class 2 Aggregate Base Sieve Size Operating Range Contract Compliance Percent Passing Percent Passing 2” 100 100 1 ½” 100 100
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1” 100 100 ¾” 90 - 100 78 - 100 No. 4 35 - 60 30 - 65 No. 30 10 - 30 5 - 35 No. 200 2 – 9 0 - 12 Test Operating Rage Contract Compliance R- Value 78 Min. Sand Equivalent 25 Min. 22 Min Durability Index 35 Min
Portland cement concrete including existing pavements, slabs, stockpiles and features designated shall be processed or crushed at a central crusher. All materials removed shall be ground, crushed or processed in such a manner as to obtain a finished product conforming to the following specifications:
Aggregate Gradation for CTB (P-304) Material
Job Control Grading Band Tolerances for Design Range Percentage Contractor’s Final Sieve Size Contractor’s Final by Weight Passing Gradation Gradation2 Percent 2 inch 100 ±0 1 inch 100 ±5 No. 4 30-65 ±8 No. 30 5-50 ±5 No. 200 0–12 ±3 For Contractor quality control, sample the aggregate stockpile in accordance with ASTM D75 and perform gradation tests in accordance with ASTM C136 a minimum of once per week during production of CTB.
The crusher shall be adjusted to create aggregate base without the addition of sands, gravels or other materials. Attention is drawn to the project demolition plans. Removal, hauling, preparation for crushing of all items, features, slabs, sidewalks, walls pavements or additional layers beneath the surface layer shall be included in the price paid for crushing. It should be noted that layers below the surface of the existing surface may vary in thickness, composition and construction. Existing Portland cement concrete is known to contain reinforcement, mesh, dowels and other embedments. Removal and disposal of reinforcement, dowels and other embedments shall be included in the contract unit price for removal and no additional compensation shall be allowed therefor. The Contractor shall conduct his operations in such a manner as to ensure that only materials authorized to be crushed by the Owner or his representative are processed. Additional materials of crushable size delivered by the Owner shall be crushed in accordance with these specifications and shall be paid at the contract unit cost. Crushed material that is not utilized for the current construction project shall become the property of the Owner.
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301-2.4 Control/quality assurance. Quality control shall be the responsibility of the contractor in accordance with Section 100 of these specifications. The contractor shall submit reports of sieve analysis test results to the owner. The minimum frequency of sampling shall be 1-sieve analysis and 1- sand equivalent per 3000 tons, 1- r-value for the first 3-days, then with satisfactory results 1 per week thereafter. The owner shall provide quality assurance testing of samples provided by the contractor. 301-2.5 Stockpile of material. The Contractor shall stockpile crushed material, on the Airport at the approved location and shall be stockpiled in such a manner as to prevent segregation and to occupy a minimum of yard space. Stockpiling shall be included in the price paid for crushing. Stockpiles of crushed asphalt concrete and Portland cement concrete shall be separated. This stockpile shall be maintained with dust control and SWPPP provisions implemented in accordance with the Environmental Compliance sections of these specifications. At end of the Work, waste material shall be removed from the Airport and disposed of off Airport property at a properly licensed facility. Areas adjacent to the crusher and stockpile site shall be restored to its original condition. METHOD OF MEASUREMENT
301-3.1 Measurement for payment shall be in accordance with Section 9-1.01 of the State of California Department of Transportation, Standard Specifications. Scales for the measurement of crushed material shall be considered to be “commercial scales”. The cost for certifying and sealing of scales shall be included in the contract unit price for the various items of work. Scales will be read daily by a licensed Weighmaster. The unit cost shall include all costs associated with demolition of existing pavement, hauling, stockpiling and crushing of material as specified. 301-3.2 The weight of material to be paid for will be determined by deducting the weight of water in the material in excess of 2%, at the time of weighting, as determined by State of California Test Method No. 226. BASIS OF PAYMENT
301-4.1 The payment for Remove Asphalt or Portland cement concrete and Crush to P-208 or P-304 Specifications, shall be made at the contract unit price and shall constitute full compensation for furnishing all labor, supervision, materials, tools, equipment, and incidentals, required for all of the work involved in processing and removing existing surfaces and pavements and underlying materials, as shown on the plans, and as specified herein, including crushing, removal of embedments, hauling, and stacking or stockpiling of the resulting material.
Payment for crushing of stockpiled material shall include costs for breaking oversized material into useable/crushable sizes necessary for processing.
Payment will be made under:
Item G-301-4.1 Remove Asphalt Concrete pavement and Crush to P-208 Specifications – per ton Item G-301-4.2 Salvage Existing Aggregate Base and Crush to P-304 Specifications – per ton Item G-301-4.3 Crush Stockpiled Asphalt concrete to P-208 Specifications – per ton
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Item G-301-4.4 Crush Stockpiled Portland cement concrete to P-304 Specifications – per ton Item G-301-4.5 Remove Portland cement concrete pavement and Crush to P-304 Specifications – per ton
END OF ITEM G-301
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ADDENDUM 6
Item L-108 Underground Power Cable for Airports
DESCRIPTION 108-1.1 This item shall consist of furnishing and installing power cables that are direct buried and furnishing and/or installing power cables within conduit or duct banks per these specifications at the locations shown on the plans. It includes excavation and backfill of trench for direct-buried cables only. Also included are the installation of counterpoise wires, ground wires, ground rods and connections, cable splicing, cable marking, cable testing, and all incidentals necessary to place the cable in operating condition as a completed unit to the satisfaction of the RPR. This item shall not include the installation of duct banks or conduit, trenching and backfilling for duct banks or conduit, or furnishing or installation of cable for FAA owned/operated facilities.
EQUIPMENT AND MATERIALS 108-2.1 General. a. Airport lighting equipment and materials covered by advisory circulars (AC) shall be approved under the Airport Lighting Equipment Certification Program per AC 150/5345-53, current version. b. All other equipment and materials covered by other referenced specifications shall be subject to acceptance through manufacturer’s certification of compliance with the applicable specification, when requested by the RPR. c. Manufacturer’s certifications shall not relieve the Contractor of the responsibility to provide materials per these specifications. Materials supplied and/or installed that do not comply with these specifications shall be removed (when directed by the RPR) and replaced with materials that comply with these specifications at the Contractor’s cost. d. All materials and equipment used to construct this item shall be submitted to the RPR for approval prior to ordering the equipment. Submittals consisting of marked catalog sheets or shop drawings shall be provided. Submittal data shall be presented in a clear, precise and thorough manner. Original catalog sheets are preferred. Photocopies are acceptable provided they are as good a quality as the original. Clearly and boldly mark each copy to identify products or models applicable to this project. Indicate all optional equipment and delete any non-pertinent data. Submittals for components of electrical equipment and systems shall identify the equipment to which they apply on each submittal sheet. Markings shall be made bold and clear with arrows or circles (highlighting is not acceptable). The Contractor is solely responsible for delays in the project that may accrue directly or indirectly from late submissions or resubmissions of submittals. e. The data submitted shall be sufficient, in the opinion of the RPR, to determine compliance with the plans and specifications electronically submitted in pdf format. The RPR reserves the right to reject any and all equipment, materials, or procedures that do not meet the system design and the standards and codes, specified in this document. f. All equipment and materials furnished and installed under this section shall be guaranteed against defects in materials and workmanship for at least twelve (12) months from the date of final acceptance by the SCLAA. The defective materials and/or equipment shall be repaired or replaced, at the SCLAA’s
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discretion, with no additional cost to the SCLAA. The Contractor shall maintain a minimum insulation resistance in accordance with paragraph 108-3.10e with isolation transformers connected in new circuits and new segments of existing circuits through the end of the contract warranty period when tested in accordance with AC 150/5340-26, Maintenance Airport Visual Aid Facilities, paragraph 5.1.3.1, Insulation Resistance Test. 108-2.2 Cable. Underground cable for airfield lighting facilities (runway and taxiway lights and signs) shall conform to the requirements of AC 150/5345-7, Specification for L-824 Underground Electrical Cable for Airport Lighting Circuits latest edition. Conductors for use on 20 ampere primary airfield lighting series circuits shall be single conductor, seven strand, #6 AWG, L-824 Type B, 5,000 volts, non- shielded, with ethylene propylene insulation. L-824 conductors for use on the L-830 secondary of airfield lighting series circuits shall be sized in accordance with the manufacturer’s recommendations. All other conductors shall comply with FAA and National Electric Code (NEC) requirements. Conductor sizes noted above shall not apply to leads furnished by manufacturers on airfield lighting transformers and fixtures. Wire for electrical circuits up to 600 volts shall comply with Specification L-824 and/or Commercial Item Description A-A-59544A and shall be type THWN-2, 75°C for installation in conduit and RHW-2, 75°C for direct burial installations. Conductors for parallel (voltage) circuits shall be type and size and installed in accordance with NFPA-70, National Electrical Code. Unless noted otherwise, all 600-volt and less non-airfield lighting conductor sizes are based on a 75°C, THWN-2, 600-volt insulation, copper conductors, not more than three single insulated conductors, in raceway, in free air. The conduit/duct sizes are based on the use of THWN-2, 600-volt insulated conductors. The Contractor shall make the necessary increase in conduit/duct sizes for other types of wire insulation. In no case shall the conduit/duct size be reduced. The minimum power circuit wire size shall be #12 AWG. Conductor sizes may have been adjusted due to voltage drop or other engineering considerations. Equipment provided by the Contractor shall be capable of accepting the quantity and sizes of conductors shown in the Contract Documents. All conductors, pigtails, cable step-down adapters, cable step-up adapters, terminal blocks and splicing materials necessary to complete the cable termination/splice shall be considered incidental to the respective pay items provided. Cable type, size, number of conductors, strand and service voltage shall be as specified in the Contract Document. 108-2.3 Bare copper wire (counterpoise, bare copper wire ground and ground rods). Wire for counterpoise or ground installations for airfield lighting systems shall be No. 6 AWG bare solid copper wire for counterpoise and/or No. 6 AWG insulated stranded for grounding bond wire per ASTM B3 and ASTM B8, and shall be bare copper. For voltage powered circuits, the equipment grounding conductor shall comply with NEC Article 250. Ground rods shall not be used. 108-2.4 Cable connections. In-line connections or splices of underground primary cables shall be of the type called for on the plans, and shall be one of the types listed below. No separate payment will be made for cable connections. a. The cast splice. A cast splice, employing a plastic mold and using epoxy resin equivalent to that manufactured by 3MTM Company, “Scotchcast” Kit No. 82-B, or an approved equivalent, used for potting the splice is acceptable. b. The field-attached plug-in splice. Field attached plug-in splices shall be installed as shown on the plans. The Contractor shall determine the outside diameter of the cable to be spliced and furnish appropriately sized connector kits and/or adapters. Tape or heat shrink tubing with integral sealant shall
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be in accordance with the manufacturer’s requirements. Primary Connector Kits manufactured by Amerace, "Super Kit", Integro "Complete Kit", or approved equal is acceptable. c. The factory-molded plug-in splice. Specification for L-823 Connectors, Factory-Molded to Individual Conductors, is acceptable. d. The taped or heat-shrink splice. Taped shall not be used. The rubber tape should meet the requirements of ASTM D4388 and the plastic tape should comply with Military Specification MIL-I- 24391 or Commercial Item Description A-A-55809. Heat shrinkable tubing shall be heavy-wall, self- sealing tubing rated for the voltage of the wire being spliced and suitable for direct-buried installations. The tubing shall be factory coated with a thermoplastic adhesive-sealant that will adhere to the insulation of the wire being spliced forming a moisture- and dirt-proof seal. Additionally, heat shrinkable tubing for multi-conductor cables, shielded cables, and armored cables shall be factory kits that are designed for the application. Heat shrinkable tubing and tubing kits shall be manufactured by Tyco Electronics/ Raychem Corporation, Energy Division, or approved equivalent. In all the above cases, connections of cable conductors shall be made using crimp connectors using a crimping tool designed to make a complete crimp before the tool can be removed. All L-823/L-824 splices and terminations shall be made per the manufacturer’s recommendations and listings. All connections of counterpoise, grounding conductors and ground rods shall be made by the exothermic process or approved equivalent, except that a light base ground clamp connector shall be used for attachment to the light base. All exothermic connections shall be made per the manufacturer’s recommendations and listings. 108-2.5 Splicer qualifications. Every airfield lighting cable splicer shall be qualified in making airport cable splices and terminations on cables rated at or above 5,000 volts AC. The Contractor shall submit to the RPR proof of the qualifications of each proposed cable splicer for the airport cable type and voltage level to be worked on. Cable splicing/terminating personnel shall have a minimum of three (3) years continuous experience in terminating/splicing medium voltage cable. 108-2.6 Concrete. Concrete shall be proportioned, placed, and cured per Item P-610, Concrete for Miscellaneous Structures. 108-2.7 Flowable backfill. Flowable material used to backfill trenches for power cable trenches shall conform to the requirements of Item P-153, Controlled Low Strength Material. 108-2.8 Cable identification tags. Cable identification tags shall be made from a non-corrosive material with the circuit identification stamped or etched onto the tag. The tags shall be of the type as detailed on the plans. 108-2.9 Tape. Electrical tapes shall be ScotchTM Electrical Tapes –ScotchTM 88 (1-1/2 inch wide) and ScotchTM 130C® linerless rubber splicing tape (2-inch (50 mm) wide), as manufactured by the Minnesota Mining and Manufacturing Company (3MTM), or an approved equivalent. 108-2.10 Electrical coating. Electrical coating shall be Scotchkote™ as manufactured by 3MTM, or an approved equivalent. 108-2.11 Existing circuits. Whenever the scope of work requires connection to an existing circuit, the existing circuit’s insulation resistance shall be tested, in the presence of the RPR. The test shall be performed per this item and prior to any activity that will affect the respective circuit. The Contractor shall record the results on forms acceptable to the RPR. When the work affecting the circuit is complete, the circuit’s insulation resistance shall be checked again, in the presence of the RPR. The Contractor shall record the results on forms acceptable to the RPR. The second reading shall be equal to or greater than the first reading or the Contractor shall make the necessary repairs to the existing circuit to bring the second reading above the first reading. All repair costs including a complete replacement of the L-823
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connectors, L-830 transformers and L-824 cable, if necessary, shall be borne by the Contractor. All test results shall be submitted to the RPR 108-2.12 Detectable warning tape. Plastic, detectable, American Public Works Association (APWA) Red (electrical power lines, cables, conduit and lighting cable) with continuous legend tape shall be polyethylene film with a metalized foil core and shall be 3-6 inches wide. Detectable tape is incidental to the respective bid item. Detectable warning tape for communication cables shall be orange. Detectable warning tape color code shall comply with the APWA Uniform Color Code.
CONSTRUCTION METHODS 108-3.1 General. The Contractor shall install the specified cable at the approximate locations indicated on the plans. Unless otherwise shown on the plans, all cable required to cross under pavements expected to carry aircraft loads shall be installed in concrete encased duct banks. Cable shall be run without splices, from fixture to fixture. Cable connections between lights will be permitted only at the light locations for connecting the underground cable to the primary leads of the individual isolation transformers. The Contractor shall be responsible for providing cable in continuous lengths for home runs or other long cable runs without connections unless otherwise authorized in writing by the RPR or shown on the plans. In addition to connectors being installed at individual isolation transformers, L-823 cable connectors for maintenance and test points shall be installed at locations shown on the plans. Cable circuit identification markers shall be installed on both sides of the L-823 connectors installed and on both sides of slack loops where a future connector would be installed. Provide not less than 3 feet of cable slack on each side of all connections, isolation transformers, light units, and at points where cable is connected to field equipment. Where provisions must be made for testing or for future above grade connections, provide enough slack to allow the cable to be extended at least one foot (30 cm) vertically above the top of the access structure. This requirement also applies where primary cable passes through empty light bases, junction boxes, and access structures to allow for future connections, or as designated by the RPR. Primary airfield lighting cables installed shall have cable circuit identification markers attached on both sides of each L-823 connector and on each airport lighting cable entering or leaving cable access points, such as manholes, hand holes, pull boxes, junction boxes, etc. Markers shall be of sufficient length for imprinting the cable circuit identification legend on one line, using letters not less than 1/4 inch (6 mm) in size. The cable circuit identification shall match the circuits noted on the construction plans. 108-3.2 Installation in duct banks or conduits. This item includes the installation of the cable in duct banks or conduit per the following paragraphs. The maximum number and voltage ratings of cables installed in each single duct or conduit, and the current-carrying capacity of each cable shall be per the latest version of the National Electric Code, or the code of the local agency or authority having jurisdiction. The Contractor shall make no connections or splices of any kind in cables installed in conduits or duct banks. Unless otherwise designated in the plans, where ducts are in tiers, use the lowest ducts to receive the cable first, with spare ducts left in the upper levels. Check duct routes prior to construction to obtain assurance that the shortest routes are selected and that any potential interference is avoided. Duct banks or conduits shall be installed as a separate item per Item L-110, Airport Underground Electrical Duct Banks and Conduit. The Contractor shall run a mandrel through duct banks or conduit prior to installation of cable to ensure that the duct bank or conduit is open, continuous and clear of
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debris. The mandrel size shall be compatible with the conduit size. The Contractor shall swab out all conduits/ducts and clean light bases, manholes, etc., interiors immediately prior to pulling cable. Once cleaned and swabbed, the light bases and all accessible points of entry to the duct/conduit system shall be kept closed except when installing cables. Cleaning of ducts, light bases, manholes, etc., is incidental to the pay item of the item being cleaned. All raceway systems left open, after initial cleaning, for any reason shall be re-cleaned at the Contractor’s expense. The Contractor shall verify existing ducts proposed for use in this project as clear and open. The Contractor shall notify the RPR of any blockage in the existing ducts. The cable shall be installed in a manner that prevents harmful stretching of the conductor, damage to the insulation, or damage to the outer protective covering. The ends of all cables shall be sealed with moisture-seal tape providing moisture-tight mechanical protection with minimum bulk, or alternately, heat shrinkable tubing before pulling into the conduit and it shall be left sealed until connections are made. Where more than one cable is to be installed in a conduit, all cable shall be pulled in the conduit at the same time. The pulling of a cable through duct banks or conduits may be accomplished by hand winch or power winch with the use of cable grips or pulling eyes. Maximum pulling tensions shall not exceed the cable manufacturer’s recommendations. A non-hardening cable-pulling lubricant recommended for the type of cable being installed shall be used where required. The Contractor shall submit the recommended pulling tension values to the RPR prior to any cable installation. If required by the RPR, pulling tension values for cable pulls shall be monitored by a dynamometer in the presence of the RPR. Cable pull tensions shall be recorded by the Contractor and reviewed by the RPR. Cables exceeding the maximum allowable pulling tension values shall be removed and replaced by the Contractor at the Contractor’s expense. The manufacturer’s minimum bend radius or NEC requirements (whichever is more restrictive) shall apply. Cable installation, handling and storage shall be per manufacturer’s recommendations. During cold weather, particular attention shall be paid to the manufacturer’s minimum installation temperature. Cable shall not be installed when the temperature is at or below the manufacturer’s minimum installation temperature. At the Contractor’s option, the Contractor may submit a plan, for review by the RPR, for heated storage of the cable and maintenance of an acceptable cable temperature during installation when temperatures are below the manufacturer’s minimum cable installation temperature. Cable shall not be dragged across base can or manhole edges, pavement or earth. When cable must be coiled, lay cable out on a canvas tarp or use other appropriate means to prevent abrasion to the cable jacket. 108-3.3 Installation of direct-buried cable in trenches. Not Used 108-3.4 Cable markers for direct-buried cable. Not Used 108-3.5 Splicing. Connections of the type shown on the plans shall be made by experienced personnel regularly engaged in this type of work and shall be made as follows: a. Cast splices. These shall be made by using crimp connectors for jointing conductors. Molds shall be assembled, and the compound shall be mixed and poured per the manufacturer’s instructions and to the satisfaction of the RPR. b. Field-attached plug-in splices. These shall be assembled per the manufacturer’s instructions. These splices shall be made by plugging directly into mating connectors. The joint where the connectors come together shall be finished by one of the following methods: (1) wrapped with at least one layer of rubber or synthetic rubber tape and one layer of plastic tape, one-half lapped, extending at least 1-1/2 inches on each side of the joint (2) Covered with heat shrinkable tubing with integral sealant extending at least 1-1/2 inches on each side of the joint or (3) On connector kits equipped with water seal flap; roll- over water seal flap to sealing position on mating connector.
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c. Factory-molded plug-in splices. These shall be made by plugging directly into mating connectors. The joint where the connectors come together shall be finished by one of the following methods: (1) Wrapped with at least one layer of rubber or synthetic rubber tape and one layer of plastic tape, one-half lapped, extending at least 1-1/2 inches on each side of the joint. (2) Covered with heat shrinkable tubing with integral sealant extending at least 1-1/2 inches on each side of the joint. or (3) On connector kits so equipped with water seal flap; roll-over water seal flap to sealing position on mating connector. d. Taped or heat-shrink splices. A taped splice shall be made in the following manner: Bring the cables to their final position and cut so that the conductors will butt. Remove insulation and jacket allowing for bare conductor of proper length to fit compression sleeve connector with 1/4 inch (6 mm) of bare conductor on each side of the connector. Prior to splicing, the two ends of the cable insulation shall be penciled using a tool designed specifically for this purpose and for cable size and type. Do not use emery paper on splicing operation since it contains metallic particles. The copper conductors shall be thoroughly cleaned. Join the conductors by inserting them equidistant into the compression connection sleeve. Crimp conductors firmly in place with crimping tool that requires a complete crimp before tool can be removed. Test the crimped connection by pulling on the cable. Scrape the insulation to assure that the entire surface over which the tape will be applied (plus 3 inches on each end) is clean. After scraping, wipe the entire area with a clean lint-free cloth. Do not use solvents. Apply high-voltage rubber tape one-half lapped over bare conductor. This tape should be tensioned as recommended by the manufacturer. Voids in the connector area may be eliminated by highly elongating the tape, stretching it just short of its breaking point. The manufacturer's recommendation for stretching tape during splicing shall be followed. Always attempt to exactly half-lap to produce a uniform buildup. Continue buildup to 1-1/2 times cable diameter over the body of the splice with ends tapered a distance of approximately one inch over the original jacket. Cover rubber tape with two layers of vinyl pressure- sensitive tape one-half lapped. Do not use glyptol or lacquer over vinyl tape as they react as solvents to the tape. No further cable covering or splice boxes are required. Heat shrinkable tubing shall be installed following manufacturer’s instructions. Direct flame heating shall not be permitted unless recommended by the manufacturer. Cable surfaces within the limits of the heat- shrink application shall be clean and free of contaminates prior to application. e. Assembly. Surfaces of equipment or conductors being terminated or connected shall be prepared in accordance with industry standard practice and manufacturer’s recommendations. All surfaces to be connected shall be thoroughly cleaned to remove all dirt, grease, oxides, nonconductive films, or other foreign material. Paints and other nonconductive coatings shall be removed to expose base metal. Clean all surfaces at least 1/4 inch beyond all sides of the larger bonded area on all mating surfaces. Use a joint compound suitable for the materials used in the connection. Repair painted/coated surface to original condition after completing the connection. 108-3.6 Bare counterpoise wire installation for lightning protection and grounding. If shown on the plans or included in the job specifications, bare solid #6 AWG copper counterpoise wire shall be installed for lightning protection of the underground cables. The RPR shall select one of two methods of lightning protection for the airfield lighting circuit based upon sound engineering practice and lightning strike density. a. Equipotential. Not Used b. Isolation. Not Used c. Common Installation requirements. When a metallic light base is used, the grounding electrode shall be bonded to the metallic light base or mounting stake with a No. 6 AWG bare, annealed or soft drawn, solid copper conductor.
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When a nonmetallic light base is used, the grounding electrode shall be bonded to the metallic light fixture or metallic base plate with a No. 6 AWG bare, annealed or soft drawn, solid copper conductor. Grounding electrodes may be rods, ground dissipation plates, radials, or other electrodes listed in the NFPA 70 (NEC) or NFPA 780. Where an existing airfield lighting system is being extended or modified, the new counterpoise conductors shall be interconnected to existing counterpoise conductors at each intersection of the new and existing airfield lighting counterpoise systems. d. Parallel Voltage Systems. Provide grounding and bonding in accordance with NFPA 70, National Electrical Code. 108-3.7 Counterpoise installation above multiple conduits and duct banks. Counterpoise wires shall be installed above multiple conduits/duct banks for airfield lighting cables, with the intent being to provide a complete area of protection over the airfield lighting cables. When multiple conduits and/or duct banks for airfield cable are installed in the same trench, the number and location of counterpoise wires above the conduits shall be adequate to provide a complete area of protection measured 45 degrees each side of vertical. Where duct banks pass under pavement to be constructed in the project, the counterpoise shall be placed above the duct bank. Reference details on the construction plans. 108-3.8 Counterpoise installation at existing duct banks. When airfield lighting cables are indicated on the plans to be routed through existing duct banks, the new counterpoise wiring shall be terminated at ground rods at each end of the existing duct bank where the cables being protected enter and exit the duct bank. The new counterpoise conductor shall be bonded to the existing counterpoise system. 108-3.9 Exothermic bonding. Bonding of counterpoise wire shall be by the exothermic welding process or equivalent method accepted by the RPR. Only personnel experienced in and regularly engaged in this type of work shall make these connections. Contractor shall demonstrate to the satisfaction of the RPR, the welding kits, materials and procedures to be used for welded connections prior to any installations in the field. The installations shall comply with the manufacturer’s recommendations and the following: a. All slag shall be removed from welds. b. Using an exothermic weld to bond the counterpoise to a lug on a galvanized light base is not recommended unless the base has been specially modified. Consult the manufacturer’s installation directions for proper methods of bonding copper wire to the light base. See AC 150/5340-30 for galvanized light base exception. c. If called for in the plans, all buried copper and weld material at weld connections shall be thoroughly coated with 6 mm of 3MTM ScotchkoteTM, or approved equivalent, or coated with coal tar Bitumastic® material to prevent surface exposure to corrosive soil or moisture. 108-3.10 Testing. The Contractor shall furnish all necessary equipment and appliances for testing the airport electrical systems and underground cable circuits before and after installation. The Contractor shall perform all tests in the presence of the RPR. The Contractor shall demonstrate the electrical characteristics to the satisfaction of the RPR. All costs for testing are incidental to the respective item being tested. For phased projects, the tests must be completed by phase. The Contractor must maintain the test results throughout the entire project as well as during the warranty period that meet the following: a. Earth resistance testing methods shall be submitted to the RPR for approval. Earth resistance testing results shall be recorded on an approved form and testing shall be performed in the presence of the RPR. All such testing shall be at the sole expense of the Contractor.
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b. Should the counterpoise or ground grid conductors be damaged or suspected of being damaged by construction activities the Contractor shall test the conductors for continuity with a low resistance ohmmeter. The conductors shall be isolated such that no parallel path exists and tested for continuity. The RPR shall approve of the test method selected. All such testing shall be at the sole expense of the Contractor. After installation, the Contractor shall test and demonstrate to the satisfaction of the RPR the following: c. That all affected lighting power and control circuits (existing and new) are continuous and free from short circuits. d. That all affected circuits (existing and new) are free from unspecified grounds. e. That the insulation resistance to ground of all new non-grounded high voltage series circuits or cable segments is not less than 100 megohms. Verify continuity of all series airfield lighting circuits prior to energization. f. That the insulation resistance to ground of all new non-grounded conductors of new multiple circuits or circuit segments is not less than 100 megohms. g. That all affected circuits (existing and new) are properly connected per applicable wiring diagrams. h. That all affected circuits (existing and new) are operable. Tests shall be conducted that include operating each control not less than 10 times and the continuous operation of each lighting and power circuit for not less than 1/2 hour. i. That the impedance to ground of each ground rod does not exceed 258 ohms prior to establishing connections to other ground electrodes. The fall-of-potential ground impedance test shall be used, as described by American National Standards Institute/Institute of Electrical and Electronic Engineers (ANSI/IEEE) Standard 81, to verify this requirement. As an alternate, clamp-on style ground impedance test meters may be used to satisfy the impedance testing requirement. Test equipment and its calibration sheets shall be submitted for review and approval by the RPR prior to performing the testing. Two copies of tabulated results of all cable tests performed shall be supplied by the Contractor to the RPR. Where connecting new cable to existing cable, insulation resistance tests shall be performed on the new cable prior to connection to the existing circuit. There are no approved “repair” procedures for items that have failed testing other than complete replacement.
METHOD OF MEASUREMENT 108-4.1 Cable or counterpoise wire installed in trench, duct bank or conduit shall be measured by the number of linear feet installed and grounding connectors, and trench marking tape ready for operation, and accepted as satisfactory. Separate measurement shall be made for each cable or counterpoise wire installed in trench, duct bank or conduit. The measurement for this item shall include additional quantities required for slack. 108-4.2 There will be no separate measurement for terminating cables.
BASIS OF PAYMENT 108-5.1 Payment will be made at the contract unit price for trenching, cable and bare counterpoise wire installed in trench (direct-buried), or cable and equipment ground installed in duct bank or conduit, in place by the Contractor and accepted by the RPR. This price shall be full compensation for furnishing all
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materials and for all preparation and installation of these materials, and for all labor, equipment, tools, and incidentals, including ground rods and ground connectors and trench marking tape, necessary to complete this item. Payment will be made under: Item L-108-5.1 No. 6 AWG, 5 kV, L-824, Type B Cable, Installed Conduit - per liner foot Item L-108-5.2 No. 6 AWG, Stranded, Bare Copper Bonding Wire, installed in Conduit, Including Connections/Terminations - per linear foot Item L-108-5.3 No. 8 AWG, 5 kV, L-824, Type B Cable, Installed Conduit - per liner foot Item L-108-5.4 No. 8 AWG, Stranded, Bare Copper Bonding Wire, installed in Conduit, Including Connections/Terminations - per linear foot Item L-108-5.5 Terminate and tag existing L-824 cable for future uyse -Per Lump Sum
REFERENCES The publications listed below form a part of this specification to the extent referenced. The publications are referred to within the text by the basic designation only. Advisory Circulars (AC) AC 150/5340-26 Maintenance of Airport Visual Aid Facilities AC 150/5340-30 Design and Installation Details for Airport Visual Aids AC 150/5345-7 Specification for L-824 Underground Electrical Cable for Airport Lighting Circuits AC 150/5345-26 Specification for L-823 Plug and Receptacle, Cable Connectors AC 150/5345-53 Airport Lighting Equipment Certification Program Commercial Item Description A-A-59544A Cable and Wire, Electrical (Power, Fixed Installation) A-A-55809 Insulation Tape, Electrical, Pressure-Sensitive Adhesive, Plastic ASTM International (ASTM) ASTM B3 Standard Specification for Soft or Annealed Copper Wire ASTM B8 Standard Specification for Concentric-Lay-Stranded Copper Conductors, Hard, Medium-Hard, or Soft ASTM B33 Standard Specification for Tin-Coated Soft or Annealed Copper Wire for Electrical Purposes ASTM D4388 Standard Specification for Nonmetallic Semi-Conducting and Electrically Insulating Rubber Tapes
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Mil Spec MIL-PRF-23586F Performance Specification: Sealing Compound (with Accelerator), Silicone Rubber, Electrical MIL-I-24391 Insulation Tape, Electrical, Plastic, Pressure Sensitive National Fire Protection Association (NFPA) NFPA-70 National Electrical Code (NEC) NFPA-780 Standard for the Installation of Lightning Protection Systems American National Standards Institute (ANSI)/Institute of Electrical and Electronics Engineers (IEEE) ANSI/IEEE STD 81 IEEE Guide for Measuring Earth Resistivity, Ground Impedance, and Earth Surface Potentials of a Ground System Federal Aviation Administration Standard FAA STD-019E Lightning and Surge Protection, Grounding Bonding and Shielding Requirements for Facilities and Electronic Equipment
END OF ITEM L-108
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ADDENDUM 6
Item L-110 Airport Underground Electrical Duct Banks and Conduits
DESCRIPTION 110-1.1 This item shall consist of underground electrical conduits and duct banks (single or multiple conduits encased in concrete or buried in sand) installed per this specification at the locations and per the dimensions, designs, and details shown on the plans. This item shall include furnishing and installing of all underground electrical duct banks and individual and multiple underground. It shall also include all turfing trenching, backfilling, removal, and restoration of any paved or turfed areas; concrete encasement, mandrelling, pulling lines, duct markers, plugging of conduits, and the testing of the installation as a completed system ready for installation of cables per the plans and specifications. This item shall also include furnishing and installing conduits and all incidentals for providing positive drainage of the system. Verification of existing ducts is incidental to the pay items provided in this specification.
EQUIPMENT AND MATERIALS
110-2.1 General. a. All equipment and materials covered by referenced specifications shall be subject to acceptance through manufacturer’s certification of compliance with the applicable specification when requested by the RPR. b. Manufacturer’s certifications shall not relieve the Contractor of the responsibility to provide materials per these specifications and acceptable to the RPR. Materials supplied and/or installed that do not comply with these specifications shall be removed, when directed by the RPR and replaced with materials, that comply with these specifications, at the Contractor’s cost. c. All materials and equipment used to construct this item shall be submitted to the RPR for approval prior to ordering the equipment. Submittals consisting of marked catalog sheets or shop drawings shall be provided. Submittal data shall be presented in a clear, precise and thorough manner. Original catalog sheets are preferred. Photocopies are acceptable provided they are as good a quality as the original. Clearly and boldly mark each copy to identify products or models applicable to this project. Indicate all optional equipment and delete non-pertinent data. Submittals for components of electrical equipment and systems shall identify the equipment for which they apply on each submittal sheet. Markings shall be made bold and clear with arrows or circles (highlighting is not acceptable). The Contractor is solely responsible for delays in project that accrue directly or indirectly from late submissions or resubmissions of submittals. d. The data submitted shall be sufficient, in the opinion of the RPR, to determine compliance with the plans and specifications. The Contractor’s submittals shall be electronically submitted. The RPR reserves the right to reject any and all equipment, materials or procedures that do not meet the system design and the standards and codes specified in this document.
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e. All equipment and materials furnished and installed under this section shall be guaranteed against defects in materials and workmanship for a period of at least twelve (12) months from final acceptance by the SCLAA. The defective materials and/or equipment shall be repaired or replaced, at the SCLAA’s discretion, with no additional cost to the SCLAA.
110-2.2 Steel conduit. Rigid galvanized steel (RGS) conduit and fittings shall be hot dipped galvanized inside and out and conform to the requirements of Underwriters Laboratories Standards 6, 514B, and 1242. All RGS conduits or RGS elbows installed below grade, in concrete, permanently wet locations or other similar environments shall be painted with a 10-mil thick coat of asphaltum sealer or shall have a factory-bonded polyvinyl chloride (PVC) cover. Any exposed galvanizing or steel shall be coated with 10 mils of asphaltum sealer. When using PVC coated RGS conduit, care shall be exercised not to damage the factory PVC coating. Damaged PVC coating shall be repaired per the manufacturer's written instructions. In lieu of PVC coated RGS, corrosion wrap tape shall be permitted to be used where RGS is in contact with direct earth.” 110-2.3 Plastic conduit. Plastic conduit and fittings-shall conform to the following requirements: • UL 514B covers W-C-1094-Conduit fittings all types, classes 1 thru 3 and 6 thru 10. • UL 514C covers W-C-1094- all types, Class 5 junction box and cover in plastic (PVC). • UL 651 covers W-C-1094-Rigid PVC Conduit, types I and II, Class 4. • UL 651A covers W-C-1094-Rigid PVC Conduit and high-density polyethylene (HDPE) Conduit type III and Class 4. Underwriters Laboratories Standards UL-651 and Article 352 of the current National Electrical Code shall be one of the following, as shown on the plans: a. Type I–Schedule 40 and Schedule 80 PVC suitable for underground use either direct-buried or encased in concrete. b. Type II–Schedule 40 PVC suitable for either above ground or underground use. c. Type III – Schedule 80 PVC suitable for either above ground or underground use either direct- buried or encased in concrete. d. Type III –HDPE pipe, minimum standard dimensional ratio (SDR) 11, suitable for placement with directional boring under pavement. The type of solvent cement shall be as recommended by the conduit/fitting manufacturer. 110-2.4 Split conduit. Split conduit shall be pre-manufactured for the intended purpose and shall be made of steel or plastic. 110-2.5 Conduit spacers. Conduit spacers shall be prefabricated interlocking units manufactured for the intended purpose. They shall be of double wall construction made of high grade, high density polyethylene complete with interlocking cap and base pads. They shall be designed to accept No. 4 reinforcing bars installed vertically. 110-2.6 Concrete. Concrete shall be proportioned, placed, and cured per Item P-610, Concrete for Miscellaneous Structures. 110-2.7 Precast concrete structures. Precast concrete structures shall be furnished by a plant meeting National Precast Concrete Association Plant Certification Program or another RPR approved third party certification program. Precast concrete structures shall conform to ASTM C478. 110-2.8 Flowable backfill. Flowable material used to back fill conduit and duct bank trenches shall conform to the requirements of Item P-153, Controlled Low Strength Material.
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110-2.9 Detectable warning tape. Plastic, detectable, American Public Works Association (APWA) red (electrical power lines, cables, conduit and lighting cable), orange (telephone/fiber optic cabling) with continuous legend magnetic tape shall be polyethylene film with a metallized foil core and shall be 3-6 inches (75-150 mm) wide. Detectable tape is incidental to the respective bid item.
CONSTRUCTION METHODS 110-3.1 General. The Contractor shall install underground duct banks and conduits at the approximate locations indicated on the plans. The RPR shall indicate specific locations as the work progresses, if required to differ from the plans. Duct banks and conduits shall be of the size, material, and type indicated on the plans or specifications. Where no size is indicated on the plans or in the specifications, conduits shall be not less than 2 inches inside diameter or comply with the National Electrical Code based on cable to be installed, whichever is larger. All duct bank and conduit lines shall be laid so as to grade toward access points and duct or conduit ends for drainage. Unless shown otherwise on the plans, grades shall be at least 3 inches per 100 feet. On runs where it is not practicable to maintain the grade all one way, the duct bank and conduit lines shall be graded from the center in both directions toward access points or conduit ends, with a drain into the storm drainage system. Pockets or traps where moisture may accumulate shall be avoided. Under pavement, the top of the duct bank shall not be less than 18 inches below the subgrade; in other locations, the top of the duct bank or underground conduit shall be be not less than 18 inches below finished grade. The Contractor shall mandrel each individual conduit whether the conduit is direct-buried or part of a duct bank. An iron-shod mandrel, not more than 1/4 inch (6 mm) smaller than the bore of the conduit shall be pulled or pushed through each conduit. The mandrel shall have a leather or rubber gasket slightly larger than the conduit hole. The Contractor shall swab out all conduits/ducts and clean base can, manhole, pull boxes, etc., interiors immediately prior to pulling cable. Once cleaned and swabbed the light bases, manholes, pull boxes, etc., and all accessible points of entry to the duct/conduit system shall be kept closed except when installing cables. Cleaning of ducts, base cans, manholes, etc., is incidental to the pay item of the item being cleaned. All raceway systems left open, after initial cleaning, for any reason shall be recleaned at the Contractor’s expense. All accessible points shall be kept closed when not installing cable. The Contractor shall verify existing ducts proposed for use in this project as clear and open. The Contractor shall notify the RPR of any blockage in the existing ducts. For pulling the permanent wiring, each individual conduit, whether the conduit is direct-buried or part of a duct bank, shall be provided with a 200-pound test polypropylene pull rope. The ends shall be secured and sufficient length shall be left in access points to prevent it from slipping back into the conduit. Where spare conduits are installed, as indicated on the plans, the open ends shall be plugged with removable tapered plugs, designed for this purpose. All conduits shall be securely fastened in place during construction and shall be plugged to prevent contaminants from entering the conduits. Any conduit section having a defective joint shall not be installed. Ducts shall be supported and spaced apart using approved spacers at intervals not to exceed 5 feet. Unless otherwise shown on the plans, concrete encased duct banks shall be used when crossing under pavements expected to carry aircraft loads, such as runways, taxiways, taxilanes, ramps and aprons. When under paved shoulders and other paved areas, conduit and duct banks shall be encased using flowable fill for protection.
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All conduits within concrete encasement of the duct banks shall terminate with female ends for ease in current and future use. Install factory plugs in all unused ends. Do not cover the ends or plugs with concrete. Where turf is well established and the sod can be removed, it shall be carefully stripped and properly stored. Trenches for conduits and duct banks may be excavated manually or with mechanical trenching equipment unless in pavement, in which case they shall be excavated with mechanical trenching equipment. Walls of trenches shall be essentially vertical so that a minimum of shoulder surface is disturbed. Blades of graders shall not be used to excavate the trench. When rock is encountered, the rock shall be removed to a depth of at least 3 inches below the required conduit or duct bank depth and it shall be replaced with bedding material of earth or sand containing no mineral aggregate particles that would be retained on a 1/4-inch sieve. Flowable backfill may alternatively be used Underground electrical warning (Caution) tape shall be installed in the trench above all underground duct banks and conduits in unpaved areas. Contractor shall submit a sample of the proposed warning tape for approval by the RPR. If not shown on the plans, the warning tape shall be located 6 inches above the duct/conduit or the counterpoise wire if present. Joints in plastic conduit shall be prepared per the manufacturer’s recommendations for the particular type of conduit. Plastic conduit shall be prepared by application of a plastic cleaner and brushing a plastic solvent on the outside of the conduit ends and on the inside of the couplings. The conduit fitting shall then be slipped together with a quick one-quarter turn twist to set the joint tightly. Where more than one conduit is placed in a single trench, or in duct banks, joints in the conduit shall be staggered a minimum of 2 feet. Changes in direction of runs exceeding 10 degrees, either vertical or horizontal, shall be accomplished using manufactured sweep bends. Whether or not specifically indicated on the drawings, where the soil encountered at established duct bank grade is an unsuitable material, as determined by the RPR, the unsuitable material shall be removed per Item P-152 and replaced with suitable material. Additional duct bank supports shall be installed, as approved by the RPR. All excavation shall be unclassified and shall be considered incidental to Item L-110. Dewatering necessary for duct installation, and erosion per federal, state, and local requirements is incidental to Item L-110. Unless otherwise specified, excavated materials that are deemed by the RPR to be unsuitable for use in backfill or embankments shall be removed and disposed of offsite. Any excess excavation shall be filled with suitable material approved by the RPR and compacted per Item P-152. It is the Contractor’s responsibility to locate existing utilities within the work area prior to excavation. Where existing active cables) cross proposed installations, the Contractor shall ensure that these cables are adequately protected. Where crossings are unavoidable, no splices will be allowed in the existing cables, except as specified on the plans. Installation of new cable where such crossings must occur shall proceed as follows: a. Existing cables shall be located manually. Unearthed cables shall be inspected to assure absolutely no damage has occurred b. Trenching, etc., in cable areas shall then proceed with approval of the RPR, with care taken to minimize possible damage or disruption of existing cable, including careful backfilling in area of cable. SOUTHERN CALIFORNIA LOGISTICS AIRPORT L-110 - 4 TECHNICAL SPECIFICATIONS RUNWAY 17/35 RECONSTRUCTION – PHASE III
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In the event that any previously identified cable is damaged during the course of construction, the Contractor shall be responsible for the complete repair. 110-3.2 Duct banks. Unless otherwise shown in the plans, duct banks shall be installed so that the top of the concrete envelope is not less than 18 inches below the bottom of the base or stabilized base course layers where installed under runways, taxiways, aprons, or other paved areas, and not less than 18 inches below finished grade where installed in unpaved areas. Unless otherwise shown on the plans, duct banks under paved areas shall extend at least 3 feet beyond the edges of the pavement or 3 feet beyond any under drains that may be installed alongside the paved area. Trenches for duct banks shall be opened the complete length before concrete is placed so that if any obstructions are encountered, provisions can be made to avoid them. Unless otherwise shown on the plans, all duct banks shall be placed on a layer of concrete not less than 3 inches (75 mm) thick prior to its initial set. The Contractor shall space the conduits not less than 3 inches (75 mm) apart (measured from outside wall to outside wall). All such multiple conduits shall be placed using conduit spacers applicable to the type of conduit. As the conduit laying progresses, concrete shall be placed around and on top of the conduits not less than 3 inches (75 mm) thick unless otherwise shown on the plans. All conduits shall terminate with female ends for ease of access in current and future use. Install factory plugs in all unused ends. Do not cover the ends or plugs with concrete. Conduits forming the duct bank shall be installed using conduit spacers. No. 4 reinforcing bars shall be driven vertically into the soil a minimum of 6 inches (150 mm) to anchor the assembly into the earth prior to placing the concrete encasement. For this purpose, the spacers shall be fastened down with locking collars attached to the vertical bars. Spacers shall be installed at 5-foot (1.5-m) intervals. Spacers shall be in the proper sizes and configurations to fit the conduits. Locking collars and spacers shall be submitted to the RPR for review prior to use. When specified, the Contractor shall reinforce the bottom side and top of encasements with steel reinforcing mesh or fabric or other approved metal reinforcement. When directed, the Contractor shall supply additional supports where the ground is soft and boggy, where ducts cross under roadways, or where shown on the plans. Under such conditions, the complete duct structure shall be supported on reinforced concrete footings, piers, or piles located at approximately 5-foot (1.5-m) intervals. All pavement surfaces that are to have ducts installed therein shall be neatly saw cut to form a vertical face. All excavation shall be included in the contract with price for the duct. Install a plastic, detectable, color as noted, 3 to 6 inches wide tape, 8 inches minimum below grade above all underground conduit or duct lines not installed under pavement. Utilize the 3-inch wide tape only for single conduit runs. Utilize the 6-inch wide tape for multiple conduits and duct banks. For duct banks equal to or greater than 24 inches in width, utilize more than one tape for sufficient coverage and identification of the duct bank as required. When existing cables are to be placed in split duct, encased in concrete, the cable shall be carefully located and exposed by hand tools. Prior to being placed in duct, the RPR shall be notified so that he may inspect the cable and determine that it is in good condition. Where required, split duct shall be installed as shown on the drawings or as required by the RPR. 110-3.3 Conduits without concrete encasement. Trenches for single-conduit lines shall be not less than 6 inches nor more than 12 inches wide. The trench for 2 or more conduits installed at the same level shall be proportionately wider. Trench bottoms for conduits without concrete encasement shall be made to conform accurately to grade so as to provide uniform support for the conduit along its entire length. Unless otherwise shown on the plans, a layer of fine earth material, at least 4 inches thick (loose measurement) shall be placed in the bottom of the trench as bedding for the conduit. The bedding material shall consist of soft dirt, sand or other fine fill, and it shall contain no particles that would be retained on a
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1/4-inch sieve. The bedding material shall be tamped until firm. Flowable backfill may alternatively be used. Unless otherwise shown on plans, conduits shall be installed so that the tops of all conduits within the Airport’s secured area where trespassing is prohibited are at least 18 inches below the finished grade. Conduits outside the Airport’s secured area shall be installed so that the tops of the conduits are at least 24 inches below the finished grade per National Electric Code (NEC), Table 300.5. When two or more individual conduits intended to carry conductors of equivalent voltage insulation rating are installed in the same trench without concrete encasement, they shall be spaced not less than 3 inches apart (measured from outside wall to outside wall) in a horizontal direction and not less than 6 inches apart in a vertical direction. Where two or more individual conduits intended to carry conductors of differing voltage insulation rating are installed in the same trench without concrete encasement, they shall be placed not less than 3 inches apart (measured from outside wall to outside wall) in a horizontal direction and lot less than 6 inches apart in a vertical direction. Trenches shall be opened the complete length between normal termination points before conduit is installed so that if any unforeseen obstructions are encountered, proper provisions can be made to avoid them. Conduits shall be installed using conduit spacers. No. 4 reinforcing bars shall be driven vertically into the soil a minimum of 6 inches to anchor the assembly into the earth while backfilling. For this purpose, the spacers shall be fastened down with locking collars attached to the vertical bars. Spacers shall be installed at 5-foot intervals. Spacers shall be in the proper sizes and configurations to fit the conduits. Locking collars and spacers shall be submitted to the RPR for review prior to use. 110-3.4 Markers. The location of each end and of each change of direction of conduits and duct banks shall be marked by a concrete slab marker 2 feet square and 4 - 6 inches thick extending approximately one inch above the surface. The markers shall also be located directly above the ends of all conduits or duct banks, except where they terminate in a junction/access structure or building. Each cable or duct run from a line of lights and signs to the equipment vault must be marked at approximately every 200 feet along the cable or duct run, with an additional marker at each change of direction of cable or duct run. The Contractor shall impress the word “DUCT” or “CONDUIT” on each marker slab. Impression of letters shall be done in a manner, approved by the RPR, for a neat, professional appearance. All letters and words must be neatly stenciled. After placement, all markers shall be given one coat of high-visibility orange paint, as approved by the RPR. The Contractor shall also impress on the slab the number and size of conduits beneath the marker along with all other necessary information as determined by the RPR. The letters shall be 4 inches high and 3 inches wide with width of stroke 1/2 inch and 1/4-inch-deep or as large as the available space permits. Furnishing and installation of duct markers is incidental to the respective duct pay item. 110-3.5 Backfilling for conduits. For conduits, flowable backfill shall be used. Trenches shall not contain pools of water during back filling operations. The trench shall be completely backfilled and consolidated 0.17’ below the adjacent surface. The top 0.17’ shall be patched with P-403 Any excess excavated material shall be removed and disposed of per instructions issued by the RPR. 110-3.6 Backfilling for duct banks. After the concrete has cured, the remaining trench shall be backfilled and compacted per Item P-152 “Excavation and Embankment” except that the material used for backfill shall be select material not larger than 4 inches in diameter. In addition to the requirements of Item P-152, where duct banks are installed under pavement, one moisture/density test per lift shall be made for each 250 linear feet of duct bank or one work period’s construction, whichever is less.
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Flowable backfill may alternatively be used. Trenches shall not contain pools of water during backfilling operations. The trench shall be completely backfilled and tamped level with the adjacent surface; except that, where sod is to be placed over the trench, the backfilling shall be stopped at a depth equal to the thickness of the sod to be used, with proper allowance for settlement. Any excess excavated material shall be removed and disposed of per instructions issued by the RPR. 110-3.7 Restoration. Not Used 110-3.8 Ownership of removed cable. Removed cable shall become the property of the Contractor.
METHOD OF MEASUREMENT 110-4.1 Underground conduits and duct banks shall be measured by the linear feet of conduits and duct banks installed, including encasement, locator tape, trenching and backfill with designated material, and restoration, and for drain lines, the termination at the drainage structure, all measured in place, completed, and accepted. Separate measurement shall be made for the various types and sizes.
BASIS OF PAYMENT 110-5.1 Payment will be made at the contract unit price per linear foot for each type and size of conduit and duct bank completed and accepted, including trench and backfill with the designated material, and, for drain lines, the termination at the drainage structure. This price shall be full compensation for removal and disposal of existing duct banks and conduits as shown on the plans, furnishing all materials and for all preparation, assembly, and installation of these materials, and for all labor, equipment, tools, and incidentals necessary to complete this item per the provisions and intent of the plans and specifications. Payment for P-403 patch shall be paid as P-403 in accordance with these specifications. Payment for P-153 CLSM shall not be paid separately but shall be included in the cost for conduit. Payment will be made under: Item L-110-5.1 1- 2” Concrete Encased Electrical Conduit, in pavement- per linear foot Item L-110-5.2 1- 2” Concrete Electrical Conduit, in soil- per linear foot Item L-110-5.3 2- 2” Concrete Electrical Conduit, in soil- per linear foot Item L-110-5.4 4- 2” Concrete Electrical Conduit, in soil- per linear foot
REFERENCES The publications listed below form a part of this specification to the extent referenced. The publications are referred to within the text by the basic designation only. Advisory Circular (AC) AC 150/5340-30 Design and Installation Details for Airport Visual Aids AC 150/5345-53 Airport Lighting Equipment Certification Program ASTM International (ASTM) ASTM A615 Standard Specification for Deformed and Plain Carbon-Steel Bars for Concrete Reinforcement SOUTHERN CALIFORNIA LOGISTICS AIRPORT L-110 - 7 TECHNICAL SPECIFICATIONS RUNWAY 17/35 RECONSTRUCTION – PHASE III
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National Fire Protection Association (NFPA) NFPA-70 National Electrical Code (NEC) Underwriters Laboratories (UL) UL Standard 6 Electrical Rigid Metal Conduit - Steel UL Standard 514B Conduit, Tubing, and Cable Fittings UL Standard 514C Nonmetallic Outlet Boxes, Flush-Device Boxes, and Covers UL Standard 1242 Electrical Intermediate Metal Conduit Steel UL Standard 651 Schedule 40, 80, Type EB and A Rigid PVC Conduit and Fittings UL Standard 651A Type EB and A Rigid PVC Conduit and HDPE Conduit
END OF ITEM L-110
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ADDENDUM 6
Item L-112 Directional Boring
DESCRIPTION
112-1.1 GENERAL. This item shall consist of directional boring of plastic conduits. The Contractor shall furnish all labor, materials and equipment and consumables as necessary and required to complete the installation of conduits by directional boring.
112-1.2 QUALIFIED PERSONNEL. The Contractor shall provide sufficient evidence of experience in horizontal directionally controlled drilling and pipe pulling of the type required by this project. As a minimum, the Contractor shall provide on site, at all times during the performance work of this section, at least one trained supervisor who has had a minimum of three projects of this type and scope under his supervision to completion.
112-1.3 PROJECT SCHEDULE OF TASKS. The Contractor shall submit a detailed schedule of tasks for each stage or operation involved in the work of this section. The schedule shall include as a minimum the following major tasks: a. Preparatory earthwork operations. b. Drilling rig mobilization and set-up. c. Pipe delivery and on-site joining operations. d. Pilot hole drilling and reaming operations. e. Pipe pulling operations. f. Restoration and demobilization
112-1.4 CONTRACTOR’S WORKING DRAWINGS. The Contractor shall prepare plan and profile drawings to show the proposed horizontal and vertical alignment, and as the work is in progress, the actual horizontal and vertical alignment. a. At the completion of the work, the Contractor shall provide the Engineer with two complete sets of working drawings of the as-built horizontally drilled and installed conduit.
112-1.5 DELIVERY, STORAGE AND HANDLING. In the case of each type of material, transport, handle and store such products in a manner as recommended by the respective product manufacturer:
a. Provide the proper off-ground storage of pipe products as required by the pipe manufacturers. b. Provide sufficient pipe launching and guiding supports to prevent pipe damage during the pulling-in operation.
112-1.6 SHOP DRAWINGS AND MATERIAL LISTS. The Contractor shall submit in accordance with Item L-100, shop drawings and materials lists for the following equipment:
a. Conduit. b. Boring materials.
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EQUIPMENT AND MATERIALS
112-2.1 GENERAL
a. All equipment and materials covered by referenced specifications shall be subject to acceptance through manufacturer's certification of compliance with the applicable specification when so requested by the Engineer. b. Manufacturer's certifications shall not relieve the Contractor of the Contractor’s responsibility to provide materials in accordance with these specifications and acceptable to the Engineer. Materials supplied and/or installed that do not materially comply with these specifications shall be removed, when directed by the Engineer and replaced with materials, which do comply with these specifications, at the sole cost of the Contractor. c. Submittals for all materials and equipment used to construct this item shall be submitted to the Engineer for approval prior to ordering the equipment. Submittals consisting of marked catalog sheets or shop drawings shall be provided. Submittal data shall be presented in a clear, precise and thorough manner. Original catalog sheets are preferred. Photocopies are acceptable provided they are as good a quality as the original. Clearly and boldly mark each copy to identify pertinent products or models applicable to this project. Indicate all optional equipment and delete non- pertinent data. Submittals for components of electrical equipment and systems shall identify the equipment for which they apply on each submittal sheet. Markings shall be boldly and clearly made with arrows or circles (highlighting is not acceptable). Contractor is solely responsible for delays in project accruing directly or indirectly from late submissions or resubmissions of submittals. d. The data submitted shall be sufficient, in the opinion of the Engineer, to determine compliance with the plans and specifications. The Engineer reserves the right to reject any and all equipment, materials or procedures, which, in the Engineer’s opinion, does not meet the system design and the standards and codes, specified herein. e. All equipment and materials furnished and installed under this section shall be guaranteed against defects in materials and workmanship for a period of at least twelve (12) months from final acceptance by the Owner. The defective materials and/or equipment shall be repaired or replaced, at the Owner's discretion, with no additional cost to the Owner.
112-2.2 PLASTIC CONDUIT. Plastic conduit and fittings-shall conform to the requirements of Fed. Spec. W-C-1094, Underwriters Laboratories Standards UL-651 and Article 347 of the current National Electrical Code shall be one of the following, as shown on the plans:
a. Type I–Schedule 40 PVC suitable for use underground by directional bore.
112-2.3 HIGH DENSITY POLYETHYLENE (HDPE) CONDUIT. HDPE conduit and fittings shall conform to the requirements of Underwriters Laboratories Standards UL-651A and Article 353 of the current National Electrical Code shall be one of the following, as shown on the plans:
a. Schedule 40 HDPE coilable suitable for use underground by directional bore.
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112-2.4 BORING MATERIALS. The drilling materials used by the Contractor to aid in the horizontal boring operations shall be of the Contractor’s choosing but shall comply with local permit requirements and environmental regulations as applicable to this Project.
CONSTRUCTION METHODS
112-3.1 PREPARATION. The Contractor shall perform the necessary general site/access earthwork operations as required for the set-up and erection of horizontal drilling equipment at the rig site. The Contractor shall at all times during the working hours maintain instrumentation in operation which will accurately locate the pilot hole and which will accurately measure the drilling fluid flow discharge rate and pressure. The engineer shall have access to such instrumentation for observation purposes only. Protect pavement areas and edges when boring in existing paved areas.
112-3.2 DRILLING MUD AND CUTTINGS DISPOSAL. The Contractor shall provide for the safe disposal and treatment of drilling mud and cuttings within the limitations of the permit regulations and requirements. Such disposal and treatment work shall be considered incidental to the work. Storm inlets adjacent to the boring or trenching operations shall be protected with sedimentation control.
112-3.3 CONDUIT PULLING. The means and methods used by the Contractor to pull the pipe through the jacket pipe shall be as recommended by the conduit manufacturer. The Contractor shall include in his equipment the means to determine at all times the location of both pulling preparation equipment and apparatus and the actual conduit pulling force.
112-3.4 DRILLING FLUIDS: Drilling fluids used in the drilling operation shall be mixtures of bentonite and water or such other fluids of the Contractor’s choosing. a. Disposal of such drilling fluids shall be the responsibility of the Contractor and shall be conducted in compliance with all applicable environmental regulations, and work space agreements and permit requirements. b. The Contractor shall minimize to every extent possible the occasions of inadvertent returns of drilling fluids at locations other than the planned entry and exit points. c. The Contractor shall perform immediate clean-up of inadvertent drilling fluid spills at all locations where they occur. d. If drilling fluids penetrate subdrains, other drainage systems and other utilities the Contractor shall immediately remove and replace damaged systems at no additional cost.
112-3.5 EARTHWORK. The Contractor shall perform the necessary general earthwork operations as required for the directional boring and conduit pulling operations in accordance with these specifications. Make repairs to turf areas in compliance with project requirements.
METHOD OF MEASUREMENT
112-4.1 Directional bored conduits shall be measured by the linear feet of conduits installed, including set-up, pit excavation, and connection to handholes measured in place, completed, and accepted. Separate measurement shall be made for the various types and sizes.
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BASIS OF PAYMENT
112-5.1 Payment will be made at the contract unit price for each bore operation by the Contractor and accepted by the Engineer. This price shall be full compensations for furnishing all materials, and for all preparation, assembly, testing, and installation of these materials, and for all labor, equipment, tools, testing, and incidentals necessary to complete this item.
Payment will be made under:
Item L-112-5.1 4-2" PVC Conduit, Directional Bore– per linear foot.
END OF ITEM L-112
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ADDENDUM 6
Item L-115 Electrical Manholes and Junction Structures
DESCRIPTION 115-1.1 This item shall consist of electrical manholes, vaults and enclosures (hand holes, pull boxes, junction cans, etc.) installed per this specification, at the indicated locations and conforming to the lines, grades and dimensions shown on the plans or as required by the RPR. This item shall include the installation of each electrical manhole and/or junction structures with all associated excavation, backfilling, sheeting and bracing, concrete, reinforcing steel, ladders, appurtenances, testing, dewatering and restoration of surfaces to the satisfaction of the RPR
EQUIPMENT AND MATERIALS 115-2.1 General. a. All equipment and materials covered by referenced specifications shall be subject to acceptance through manufacturer’s certification of compliance with the applicable specification when so requested by the RPR. b. Manufacturer’s certifications shall not relieve the Contractor of the responsibility to provide materials per these specifications. Materials supplied and/or installed that do not comply with these specifications shall be removed (when directed by the RPR) and replaced with materials that comply with these specifications at the Contractor’s cost. c. All materials and equipment used to construct this item shall be submitted to the RPR for approval prior to ordering the equipment. Submittals consisting of marked catalog sheets or shop drawings shall be provided. Submittal data shall be presented in a clear, precise and thorough manner. Original catalog sheets are preferred. Photocopies are acceptable provided they are as good a quality as the original. Clearly and boldly mark each copy to identify products or models applicable to this project. Indicate all optional equipment and delete any non-pertinent data. Submittals for components of electrical equipment and systems shall identify the equipment to which they apply on each submittal sheet. Markings shall be made bold and clear with arrows or circles (highlighting is not acceptable). The Contractor is solely responsible for delays in the project that may accrue directly or indirectly from late submissions or resubmissions of submittals. d. The data submitted shall be sufficient, in the opinion of the RPR, to determine compliance with the plans and specifications. The Contractor’s submittals shall be neatly bound in a properly sized 3-ring binder, tabbed by specification section. The RPR reserves the right to reject any and all equipment, materials or procedures that do not meet the system design and the standards and codes, specified in this document. e. All equipment and materials furnished and installed under this section shall be guaranteed against defects in materials and workmanship for a period of at least twelve (12) months from the date of final acceptance by the Owner. The defective materials and/or equipment shall be repaired or replaced, at the Owner’s discretion, with no additional cost to the Owner. 115-2.2 Concrete structures. Concrete shall be proportioned, placed, and cured per Item P-610, Concrete for Miscellaneous Structures. Cast-in-place concrete structures shall be as shown on the plans.
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115-2.3 Precast concrete structures. Jensen Precast Style PB2436 Box and CA2436A1 cover or approved equal. Precast concrete structures shall be furnished by a plant meeting National Precast Concrete Association Plant Certification Program or another engineer approved third party certification program. Provide precast concrete structures where shown on the plans. Precast concrete structures shall be an approved standard design of the manufacturer. Precast units shall have mortar or bitumastic sealer placed between all joints to make them watertight. The structure shall be designed to withstand H-20 loads, unless otherwise shown on the plans. Openings or knockouts shall be provided in the structure as detailed on the plans. Threaded inserts and pulling eyes shall be cast in as shown on the plans. If the Contractor chooses to propose a different structural design, signed and sealed shop drawings, design calculations, and other information requested by the RPR shall be submitted by the Contractor to allow for a full evaluation by the RPR. The RPR shall review per the process defined in the General Provisions. 115-2.4 Junction boxes. Junction boxes shall be L-867 Class 1 (non-load bearing) or L-868 Class 1 (load bearing) airport light bases that are encased in concrete. The light bases shall have a L-894 blank cover, gasket, and stainless steel hardware. All bolts, studs, nuts, lock washers, and other similar fasteners used for the light fixture assemblies must be fabricated from 316L (equivalent to EN 1.4404), 18-8, 410, or 416 stainless steel. If 18-8, 410, or 416 stainless steel is utilized it shall be passivated and be free from any discoloration. Covers shall be 3/8-inch (9-mm) thickness for L-867 and 3/4-inch (19-mm) thickness for L- 868. All junction boxes shall be provided with both internal and external ground lugs. 115-2.5 Mortar. The mortar shall be composed of one part of cement and two parts of mortar sand, by volume. The cement shall be per the requirements in ASTM C150, Type I. The sand shall be per the requirements in ASTM C144. Hydrated lime may be added to the mixture of sand and cement in an amount not to exceed 15% of the weight of cement used. The hydrated lime shall meet the requirements of ASTM C206. Water shall be potable, reasonably clean and free of oil, salt, acid, alkali, sugar, vegetable, or other substances injurious to the finished product. 115-2.6 Concrete. All concrete used in structures shall conform to the requirements of Item P-610, Concrete for Miscellaneous Structures.
115-2.7 Frames and covers. The frames shall conform to one of the following requirements: a. ASTM A48 Gray iron castings b. ASTM A47 Malleable iron castings c. ASTM A27 Steel castings d. ASTM A283, Grade D Structural steel for grates and frames e. ASTM A536 Ductile iron castings f. ASTM A897 Austempered ductile iron castings
All castings specified shall be H-20 loading rated. All castings or structural steel units shall conform to the dimensions shown on the plans and shall be designed to support the loadings specified. Each frame and cover unit shall be provided with fastening members to prevent it from being dislodged by traffic, but which will allow easy removal for access to the structure.
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All castings shall be thoroughly cleaned. After fabrication, structural steel units shall be galvanized to meet the requirements of ASTM A123. Each cover shall have the word “ELECTRIC” or other approved designation cast on it. Each frame and cover shall be as shown on the plans or approved equivalent. No cable notches are required. Each manhole shall be provided with a “DANGER -- PERMIT-REQUIRED CONFINED SPACE, DO NOT ENTER” safety warning sign as detailed in the Contract Documents and in accordance with OSHA 1910.146 (c)(2). 115-2.8 Ladders. Ladders, if specified, shall be galvanized steel or as shown on the plans. 115-2.9 Reinforcing steel. All reinforcing steel shall be deformed bars of new billet steel meeting the requirements of ASTM A615, Grade 60. 115-2.10 Bedding/special backfill. Bedding or special backfill shall be as shown on the plans. 115-2.11 Flowable backfill. Flowable material used to backfill shall conform to the requirements of Item P-153, Controlled Low Strength Material. 115-2.12 Cable trays. Not Used 115-2.13 Plastic conduit. Plastic conduit shall comply with Item L-110, Airport Underground Electrical Duct Banks and Conduits. 115-2.14 Conduit terminators. Conduit terminators shall be pre-manufactured for the specific purpose and sized as required or as shown on the plans. 115-2.15 Pulling-in irons. Pulling-in irons shall be manufactured with 7/8-inch (22 mm) diameter hot- dipped galvanized steel or stress-relieved carbon steel roping designed for concrete applications (7 strand, 1/2-inch (12 mm) diameter with an ultimate strength of 270,000 psi (1862 MPa)). Where stress-relieved carbon steel roping is used, a rustproof sleeve shall be installed at the hooking point and all exposed surfaces shall be encapsulated with a polyester coating to prevent corrosion.
115-2.16 Ground rods. Ground rods shall be one-piece copper clad steel. The ground rods shall be of the length and diameter specified on the plans, but in no case shall they be less than 10 feet (2.4 m) long nor less than 3/4 inch in diameter.
CONSTRUCTION METHODS 115-3.1 Unclassified excavation. It is the Contractor’s responsibility to locate existing utilities within the work area prior to excavation. Damage to utility lines, through lack of care in excavating, shall be repaired or replaced to the satisfaction of the RPR without additional expense to the Owner. The Contractor shall perform excavation for structures and structure footings to the lines and grades or elevations shown on the plans or as staked by the RPR. The excavation shall be of sufficient size to permit the placing of the full width and length of the structure or structure footings shown. All excavation shall be unclassified and shall be considered incidental to Item L-115. Dewatering necessary for structure installation and erosion per federal, state, and local requirements is incidental to Item L-115. Boulders, logs and all other objectionable material encountered in excavation shall be removed. All rock and other hard foundation material shall be cleaned of all loose material and cut to a firm surface either level, stepped or serrated, as directed by the RPR. All seams, crevices, disintegrated rock and thin strata shall be removed. When concrete is to rest on a surface other than rock, special care shall be taken not to
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disturb the bottom of the excavation. Excavation to final grade shall not be made until just before the concrete or reinforcing is to be placed. The Contractor shall provide all bracing, sheeting and shoring necessary to implement and protect the excavation and the structure as required for safety or conformance to governing laws. The cost of bracing, sheeting and shoring shall be included in the unit price bid for the structure. Unless otherwise provided, bracing, sheeting and shoring involved in the construction of this item shall be removed by the Contractor after the completion of the structure. Removal shall be effected in a manner that will not disturb or mar finished masonry. The cost of removal shall be included in the unit price bid for the structure. After each excavation is completed, the Contractor shall notify the RPR. Structures shall be placed after the RPR has approved the depth of the excavation and the suitability of the foundation material. Prior to installation the Contractor shall provide a minimum of 6 inches (150 mm) of sand or a material approved by the RPR as a suitable base to receive the structure. The base material shall be compacted and graded level and at proper elevation to receive the structure in proper relation to the conduit grade or ground cover requirements, as indicated on the plans. 115-3.2 Concrete structures. Concrete structures shall be built on prepared foundations conforming to the dimensions and form indicated on the plans. The concrete and construction methods shall conform to the requirements specified in Item P-610. Any reinforcement required shall be placed as indicated on the plans and shall be approved by the RPR before the concrete is placed. 115-3.3 Precast unit installations. Precast units shall be installed plumb and true. Joints shall be made watertight by use of sealant at each tongue-and-groove joint and at roof of manhole. Excess sealant shall be removed and severe surface projections on exterior of neck shall be removed. 115-3.4 Placement and treatment of castings, frames and fittings. All castings, frames and fittings shall be placed in the positions indicated on the Plans or as directed by the RPR and shall be set true to line and to correct elevation. If frames or fittings are to be set in concrete or cement mortar, all anchors or bolts shall be in place and position before the concrete or mortar is placed. The unit shall not be disturbed until the mortar or concrete has set. Field connections shall be made with bolts, unless indicated otherwise. Welding will not be permitted unless shown otherwise on the approved shop drawings and written approval is granted by the casting manufacturer. Erection equipment shall be suitable and safe for the workman. Errors in shop fabrication or deformation resulting from handling and transportation that prevent the proper assembly and fitting of parts shall be reported immediately to the RPR and approval of the method of correction shall be obtained. Approved corrections shall be made at Contractor’s expense. Anchor bolts and anchors shall be properly located and built into connection work. Bolts and anchors shall be preset by the use of templates or such other methods as may be required to locate the anchors and anchor bolts accurately. Pulling-in irons shall be located opposite all conduit entrances into structures to provide a strong, convenient attachment for pulling-in blocks when installing cables. Pulling-in irons shall be set directly into the concrete walls of the structure. 115-3.5 Installation of ladders. Ladders shall be installed such that they may be removed if necessary. Mounting brackets shall be supplied top and bottom and shall be cast in place during fabrication of the structure or drilled and grouted in place after erection of the structure. 115-3.6 Removal of sheeting and bracing. In general, all sheeting and bracing used to support the sides of trenches or other open excavations shall be withdrawn as the trenches or other open excavations are being refilled. That portion of the sheeting extending below the top of a structure shall be withdrawn,
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unless otherwise directed, before more than 6 inches (150 mm) of material is placed above the top of the structure and before any bracing is removed. Voids left by the sheeting shall be carefully refilled with selected material and rammed tight with tools especially adapted for the purpose or otherwise as may be approved. The RPR may direct the Contractor to delay the removal of sheeting and bracing if, in his judgment, the installed work has not attained the necessary strength to permit placing of backfill. 115-3.7 Backfilling. After a structure has been completed, the area around it shall be backfilled in horizontal layers not to exceed 6 inches (150 mm) in thickness measured after compaction to the density requirements in Item P-152. Each layer shall be deposited all around the structure to approximately the same elevation. The top of the fill shall meet the elevation shown on the plans or as directed by the RPR. Backfill shall not be placed against any structure until approval is given by the RPR. In the case of concrete, such approval shall not be given until tests made by the laboratory under supervision of the RPR establish that the concrete has attained sufficient strength to provide a factor of safety against damage or strain in withstanding any pressure created by the backfill or the methods used in placing it. Where required, the RPR may direct the Contractor to add, at his own expense, sufficient water during compaction to assure a complete consolidation of the backfill. The Contractor shall be responsible for all damage or injury done to conduits, duct banks, structures, property or persons due to improper placing or compacting of backfill. 115-3.8 Connection of duct banks. To relieve stress of joint between concrete-encased duct banks and structure walls, reinforcement rods shall be placed in the structure wall and shall be formed and tied into duct bank reinforcement at the time the duct bank is installed. 115-3.9 Grounding. A ground rod shall be installed in the floor of all concrete structures so that the top of rod extends 6 inches (150 mm) above the floor. The ground rod shall be installed within one foot (30 cm) of a corner of the concrete structure. Ground rods shall be installed prior to casting the bottom slab. Where the soil condition does not permit driving the ground rod into the earth without damage to the ground rod, the Contractor shall drill a 4-inch (100 mm) diameter hole into the earth to receive the ground rod. The hole around the ground rod shall be filled throughout its length, below slab, with Portland cement grout. Ground rods shall be installed in precast bottom slab of structures by drilling a hole through bottom slab and installing the ground rod. Bottom slab penetration shall be sealed watertight with Portland cement grout around the ground rod. A grounding bus of 4/0 bare stranded copper shall be exothermically bonded to the ground rod and loop the concrete structure walls. The ground bus shall be a minimum of one foot (30 cm) above the floor of the structure and separate from other cables. No. 2 American wire gauge (AWG) bare copper pigtails shall bond the grounding bus to all cable trays and other metal hardware within the concrete structure. Connections to the grounding bus shall be exothermic. If an exothermic weld is not possible, connections to the grounding bus shall be made by using connectors approved for direct burial in soil or concrete per UL 467. Hardware connections may be mechanical, using a lug designed for that purpose. 115-3.10 Cleanup and repair. After erection of all galvanized items, damaged areas shall be repaired by applying a liquid cold-galvanizing compound per MIL-P-21035. Surfaces shall be prepared and compound applied per the manufacturer’s recommendations. Prior to acceptance, the entire structure shall be cleaned of all dirt and debris. 115-3.11 Restoration. After the backfill is completed, the Contractor shall dispose of all surplus material, dirt and rubbish from the site. The Contractor shall restore all disturbed areas equivalent to or better than their original condition. All sodding, grading and restoration shall be considered incidental to the respective Item L-115 pay item.
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The Contractor shall grade around structures as required to provide positive drainage away from the structure. Areas with special surface treatment, such as roads, sidewalks, or other paved areas shall have backfill compacted to match surrounding areas, and surfaces shall be repaired using materials comparable to original materials. Following restoration of all trenching near airport movement surfaces, the Contractor shall thoroughly visually inspect the area for foreign object debris (FOD), and remove any such FOD that is found. This FOD inspection and removal shall be considered incidental to the pay item of which it is a component part. After all work is completed, the Contractor shall remove all tools and other equipment, leaving the entire site free, clear and in good condition. 115-3.12 Inspection. Prior to final approval, the electrical structures shall be thoroughly inspected for conformance with the plans and this specification. Any indication of defects in materials or workmanship shall be further investigated and corrected. The earth resistance to ground of each ground rod shall not exceed 25 ohms. Each ground rod shall be tested using the fall-of-potential ground impedance test per American National Standards Institute / Institute of Electrical and Electronic Engineers (ANSI/IEEE) Standard 81. This test shall be performed prior to establishing connections to other ground electrodes. 115-3.13 Manhole elevation adjustments. The Contractor shall adjust the tops of existing manholes in areas designated in the Contract Documents to the new elevations shown. The Contractor shall be responsible for determining the exact height adjustment required to raise or lower the top of each manhole to the new elevations. The existing top elevation of each manhole to be adjusted shall be determined in the field and subtracted/added from the proposed top elevation. The Contractor shall remove/extend the existing top section or ring and cover on the manhole structure or manhole access. The Contractor shall install precast concrete sections or grade rings of the required dimensions to adjust the manhole top to the new proposed elevation or shall cut the existing manhole walls to shorten the existing structure, as required by final grades. The Contractor shall reinstall the manhole top section or ring and cover on top and check the new top elevation. The Contractor shall construct a concrete slab around the top of adjusted structures located in graded areas that are not to be paved. The concrete slab shall conform to the dimensions shown on the plans. 115-3.14 Duct extension to existing ducts. Where existing concrete encased ducts are to be extended, the duct extension shall be concrete encased plastic conduit. The fittings to connect the ducts together shall be standard manufactured connectors designed and approved for the purpose. The duct extensions shall be installed according to the concrete encased duct detail and as shown on the plans.
METHOD OF MEASUREMENT 115-4.1 Electrical manholes and junction structures shall be measured by each unit completed in place and accepted. The following items shall be included in the price of each unit: All required excavation and dewatering:; sheeting and bracing; all required backfilling with on-site materials; restoration of all surfaces and finished grading and turfing; all required connections; temporary cables and connections; and ground rod testing 115-4.2 Manhole elevation adjustments shall be measured by the completed unit installed, in place, completed, and accepted. Separate measurement shall not be made for the various types and sizes.
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BASIS OF PAYMENT 115-5.1 The accepted quantity of electrical vaults and junction structures will be paid for at the Contract unit price per each, complete and in place. This price shall be full compensation for furnishing all materials and for all preparation, excavation, backfilling and placing of the materials, furnishing and installation of appurtenances and connections to duct banks and other structures as may be required to complete the item as shown on the plans and for all labor, equipment, tools and incidentals necessary to complete the structure. 115-5.2 Payment shall be made at the contract unit price for manhole elevation adjustments. This price shall be full compensation for furnishing all materials and for all preparation, assembly, and installation of these materials, and for all labor, equipment, tools, and incidentals necessary, including but not limited to, spacers, concrete, rebar, dewatering, excavating, backfill, topsoil, sodding and pavement restoration, where required, to complete this item as shown in the plans and to the satisfaction of the RPR. Payment will be made under: Item L-115-5.1 Provide 24” X 36” Vault - Per Each Item L-115-5.2 Provide NEMA 24” X 36” Type 4 Enclosure - Per Each Item L-115-5.3 Provide Ground Rod - Per Each
REFERENCES The publications listed below form a part of this specification to the extent referenced. The publications are referred to within the text by the basic designation only. American National Standards Institute / Insulated Cable Engineers Association (ANSI/ICEA) ANSI/IEEE STD 81 IEEE Guide for Measuring Earth Resistivity, Ground Impedance, and Earth Surface Potentials of a Ground System Advisory Circular (AC) AC 150/5345-7 Specification for L-824 Underground Electrical Cable for Airport Lighting Circuits AC 150/5345-26 Specification for L-823 Plug and Receptacle, Cable Connectors AC 150/5345-42 Specification for Airport Light Bases, Transformer Housings, Junction Boxes, and Accessories AC 150/5340-30 Design and Installation Details for Airport Visual Aids AC 150/5345-53 Airport Lighting Equipment Certification Program Commercial Item Description (CID) A-A 59544 Cable and Wire, Electrical (Power, Fixed Installation) ASTM International (ASTM) ASTM A27 Standard Specification for Steel Castings, Carbon, for General Application ASTM A47 Standard Specification for Ferritic Malleable Iron Castings ASTM A48 Standard Specification for Gray Iron Castings
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ASTM A123 Standard Specification for Zinc (Hot Dip Galvanized) Coatings on Iron and Steel Products ASTM A283 Standard Specification for Low and Intermediate Tensile Strength Carbon Steel Plates ASTM A536 Standard Specification for Ductile Iron Castings ASTM A615 Standard Specification for Deformed and Plain Carbon-Steel Bars for Concrete Reinforcement ASTM A897 Standard Specification for Austempered Ductile Iron Castings ASTM C144 Standard Specification for Aggregate for Masonry Mortar ASTM C150 Standard Specification for Portland Cement ASTM C206 Standard Specification for Finishing Hydrated Lime FAA Engineering Brief (EB) EB #83 In Pavement Light Fixture Bolts Mil Spec MIL-P-21035 Paint High Zinc Dust Content, Galvanizing Repair National Fire Protection Association (NFPA) NFPA-70 National Electrical Code (NEC)
END OF ITEM L-115
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ADDENDUM 6
L-125 Electrical Construction
DESCRIPTION 125-1.1 This item shall consist of airport lighting systems furnished and installed in accordance with this specification, the referenced specifications, and the applicable advisory circulars (ACs). The systems shall be installed at the locations and in accordance with the dimensions, design, and details shown in the plans. This item shall include the furnishing of all equipment, materials, services, and incidentals necessary to place the systems in operation as completed units to the satisfaction of the RPR.
125-1.2 Testing of Existing System. Prior to installation or interruption of the existing circuits, or disturbance of any lights, the Contractor shall inspect the lights, bases and other appurtenances for damage, including broken mounting bolts. Any such damage shall be documented and brought to the attention of the Airport Authority or their authorized representative. In addition, the lighting circuit shall be energized and all lights shall be tested for operation in the presence of the Airport Authority or their authorized representative. Any damage or non-operation not discovered and documented prior to interruption shall be repaired by the Contractor at no expense to the Owner during reinstallation.
EQUIPMENT AND MATERIALS 125-2.1 General. a. Airport lighting equipment and materials covered by Federal Aviation Administration (FAA) specifications shall be certified under the Airport Lighting Equipment Certification Program in accordance with AC 150/5345-53, current version. FAA certified airfield lighting shall be compatible with each other to perform in compliance with FAA criteria and the intended operation. If the Contractor provides equipment that does not performs as intended because of incompatibility with the system, the Contractor assumes all costs to correct the system for to operate properly. b. Manufacturer's certifications shall not relieve the Contractor of their responsibility to provide materials in accordance with these specifications and acceptable to the RPR. Materials supplied and/or installed that do not comply with these specifications shall be removed, when directed by the RPR and replaced with materials, which do comply with these specifications, at the sole cost of the Contractor. c. All materials and equipment used shall be submitted to the RPR for approval prior to ordering the equipment. Submittals consisting of marked catalog sheets or shop drawings shall be provided. Clearly mark each copy to identify pertinent products or models applicable to this project. Indicate all optional equipment and delete non-pertinent data. Submittals for components of electrical equipment and systems shall identify the equipment for which they apply on each submittal sheet. Markings shall be clearly made with arrows or circles (highlighting is not acceptable). The Contractor shall be responsible for delays in the project accruing directly or indirectly from late submissions or resubmissions of submittals. d. The data submitted shall be sufficient, in the opinion of the RPR, to determine compliance with the plans and specifications. The Contractor's submittals shall be submitted electronic PDF format, tabbed by specification section. The RPR reserves the right to reject any or all equipment, materials or procedures, which, in the RPR’s opinion, does not meet the system design and the standards and codes, specified herein.
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e. All equipment and materials furnished and installed under this section shall be guaranteed against defects in materials and workmanship for a period of at least twelve (12) months from final acceptance by the SCLAA. The defective materials and/or equipment shall be repaired or replaced, at the SCLAA's discretion, with no additional cost to the SCLAA. 125-2.2 Conduit/Duct. Conduit shall conform to Specification Item L-110 Airport Underground Electrical Duct Banks and Conduits. 125-2.3 Cable and Counterpoise. Cable and Counterpoise shall conform to Item L-108 Underground Power Cable for Airports. 125-2.4 Tape. Rubber and plastic electrical tapes shall be Scotch Electrical Tape Numbers 23 and 88 respectively, as manufactured by 3M Company or an approved equal. 125-2.5 Cable Connections. Cable Connections shall conform to Item L-108 Installation of Underground Cable for Airports. 125-2.6 Retroreflective Markers. Not required. 125-2.7 Runway and Taxiway Lights. Remove the edge lights as indicated on the plans. The light fixtures and isolation transformers shall be salvaged. Light fixtures not used as replacement lights shall be delivered to the Airport. Salvaged lights shall be reused as shown on the plans 125-2.8 Runway and Taxiway Signs. Remove the signs as indicated on the plans. The signs and isolation transformers shall be salvaged. Existing, salvaged signs and sign panels shall be reused. Relocated signs and sign panels shall be cleaned prior to re-installation. Signs not relocated shall be delivered to the Airport. 125-2.9 Runway End Identifier Light (REIL). REIL’s shall be L-849I, LED, Style A conforming to FAA Circular 150/5345-51. 125-2.10 Precision Approach Path Indicator (PAPI). Existing PAPI shall be relocated onto new foundations. 125-2.11 Circuit Selector Cabinet. None 125-2.12 Light Base and Transformer Housings. Light Base and Transformer Housings should conform to the requirements of AC 150/5345-42. Light bases shall be Type L-868 or L-867, ass shown on the plans Class 1A, Size A shall be provided as indicated or as required to accommodate the fixture or device installed thereon. Base plates, cover plates, and adapter plates shall be provided to accommodate various sizes of fixtures. 125-2.13 Isolation Transformers. Isolation Transformers shall be Type L-830, size as required for each installation. Transformer shall conform to AC 150/5345-47. 125-2.14 Threshold Lights Threshold lights shall be equipped to mount on Size D light cans. 125-2.15 Wind Cone Wind cone shall be Type L-806, Style 1-A, Size 1 per A/C 150/5345-27. 125-2.16 AWOS The AWOS shall be a Type III P/T conforming to FAA Circular 17 AC 150/5220-16E installed by and authorized vendor. 125-2.17 Fiber Optic Termination Terminations shall utilize Corning, or approved equal, wallmounts and termination enclosure. INSTALLATION 125-3.1 Installation. The Contractor shall furnish, install, connect and test all equipment, accessories, conduit, cables, wires, buses, grounds and support items necessary to ensure a complete and operable airport lighting system as specified here and shown in the plans.
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The equipment installation and mounting shall comply with the requirements of the National Electrical Code and state and local code agencies having jurisdiction. The Contractor shall install the specified equipment in accordance with the applicable advisory circulars and the details shown on the plans. 125-3.2 Testing. All lights shall be fully tested by continuous operation for not less than 24 hours as a completed system prior to acceptance. The test shall include operating the constant current regulator in each step not less than 10 times at the beginning and end of the 24-hour test. The fixtures shall illuminate properly during each portion of the test. See 125-1.2 for additional instructions regarding testing. 125-3.3 Shipping and Storage. Equipment shall be shipped in suitable packing material to prevent damage during shipping. Store and maintain equipment and materials in areas protected from weather and physical damage. Any equipment and materials, in the opinion of the RPR, damaged during construction or storage shall be replaced by the Contractor at no additional cost to the SCLAA. Painted or galvanized surfaces that are damaged shall be repaired in accordance with the manufacturer’s recommendations. 125-3.4 Elevated and In-pavement Lights. Water, debris, and other foreign substances shall be removed prior to installing fixture base and light. A jig or holding device shall be used when installing each light fixture to ensure positioning to the proper elevation, alignment, level control, and azimuth control. Light fixtures shall be oriented with the light beams parallel to the runway or taxiway centerline and facing in the required direction. The outermost edge of fixture shall be level with the surrounding pavement. Surplus sealant or flexible embedding material shall be removed. The holding device shall remain in place until sealant has reached its initial set. 125-3.5 Sign and sign panel relocation. Signs and sign panels designated for relocation shall be cleaned prior to installation. Attention is directed to section 125-1.2 of these specifications regarding testing of electrical facilities prior to demolition. 125-3.6 Light Replacement Runway edge lights, taxiway edge lights shall be cleaned prior to replacement. 125-3.7 PAPI System Relocation The existing Precision Approach Path Indicator (PAPI) shall be removed from its current location and shall be relocated to new foundations. Tthe relocated PAPI will be connected to the circuit by the Contractor. Installation of the PAPI shall be in accordance with FAA Advisory Circular 150/5340-30. 125-3.8 Transformer and Service Equipment Relocation. 125-3.8.1 Salvage The existing transformer, transfer switch, panel board and disconnects shall be removed and salvaged for use at the new AWOS location. 125-3.8.2 Installation. The transformer shall be installed on a new precast concrete pad. Tie in the new primary circuit. provide relocated Provide #8 awg bare copper earth electrode conductor to (2) 3/4" x 10 ft copper-clad steel ground rods; space rods no closer than 10 ft apart. Provide installed transformer with additional 2" Sched 80 PVC 90 deg sweep from secondary through concrete pad; secondary wiring and remaining conduit to AWOS equipment.
The equipment shall be reinstalled to provide a complete and operating system. 125-3.9 AWOS Installation of the AWOS shall conform to FAA Circular 17 AC 150/5220-16E and in accordance with the manufacturers specifications. 125-3.10 REIL Installation of the REIL shall conform to FAA Circular 150/5340-30J and in accordance with the manufacturers specifications. SOUTHERN CALIFORNIA LOGISTICS AIRPORT L-125 - 3 TECHNICAL SPECIFICATIONS RUNWAY 17/35 RECONSTRUCTION – PHASE III
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125-3.11 PAPI Precision Approach Path Indicator (PAPI). Existing PAPI shall be installed in accordance with FAA Advisory Circular 150/5340=30J. The equipment shall be cleaned prior to installation. 125-3.12 Fiber Optic Cable Removal, Installation, termination of all fiber optic equipment shall conform to NECA/FOA 301-2016 Installing and Testing Fiber Optics and manufacturers recommendations.
METHOD OF MEASUREMENT 125-4.1 Relocated signs will be measured by the number installed as completed units in place, ready for operation, and accepted by the RPR. Runway and taxiway lights will be measured by the number of each type installed as completed units in place, ready for operation, and accepted by the RPR. Guidance signs will be measured by the number installed as completed units, in place, ready for operation, and accepted by the RPR. 125-4.2 Install Salvaged Edge Light Runway edge lights , taxiway edge light shall paid by the unit installed and operational. 125-4.3 Furnish and Install Blank Cover. Blank covers shall be measured by the unit installed and accepted by the RPR. 125-4.4 Connect to Existing Circuit Connections shall be measured by the connection installed and accepted by the RPR 125-4.5 PAPI System Relocation Relocation of the PAPI shall be at the contract lump sum cost and shall constitute full compensation for furnishing all labor, supervision, materials, miscellaneous parts and fixtures, tools, equipment, and incidentals, required for all the work involved in relocating the PAPI, including concrete pads, removing, transportation, installation, and aiming as specified herein. 1/3 of the lump sum payment will be made upon removal and cleaning, 1/3 upon construction of the foundations and the remainder upon acceptance of the completed system. 125-4.6 Wind Cone The wind cone shall be measured as installed and accepted by the RPR 125-4.7 AWOS The AWOS shall be measured, 1/3 upon completion of underground construction, 1/3 upon installation of all equipment, 1/3 upon activation and acceptance.
BASIS OF PAYMENT 125-5.1 Payment will be made at the Contract unit price for each complete runway or taxiway light, guidance sign, relocation, runway end identification light, precision approach path indicator, or abbreviated precision approach path indicator installed by the Contractor and accepted by the RPR. This payment will be full compensation for furnishing all materials and for all preparation, assembly, and installation of these materials, and for all labor, equipment, tools and incidentals necessary to complete this item. Payment will be made under: L-125-5.1 Furnish and Install L-867 Light Can – per each L-125-5.2 Remove and Salvage Edge Light – per each L-125-5.3 Relocate RDR Sign Panel – per each L-125-5.4 Provide RDR Sign Panel – per each L-125-5.5 Install Salvaged Edge Light – per each L-125-5.6 Remove and Salvage Sign – per each
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L-125-5.7 Install Salvaged Sign – per each L-125-5.8 Furnish and Install Blank cover – per each L-125-5.9 Connect to Existing Circuit – per each L-125-5.10 Furnish and Install L-868 Size B Light Can – per each L-125-5.11 Reinstall PAPI System on new foundation – Lump Sum L-125-5.12 Provide L-868-1A-Size C Light Can– per each L-125-5.13 Remove and Salvage Transformer, Transfer Switch, Panel Board and Disconnects – Lump Sum L-125-5.14 Install Salvaged Transformer and Service Equipment. per each L-125-5.15 Provide L849I REIL - per Lump Sum L-125-5.16 Provide Trench, Conduit and Patch (P-403) per Detail on Sheet 2 of AWOS Plans – per Linear Foot L-125-5.17 Provide New Transformer Pad - per Lump Sum L-125-5.18 Provide New AWOS III P/T - per Lump Sum L-125-5.19 Remove and Preserve 96 Strand Fiber Optic Cable - per Linear Foot L-125-5.20 Install Preserved 96 Strand Fiber Optic Cable - per Linear Foot L-125-5.21 Terminate 96 Strand Fiber Optic Cable - per Lump Sum L-125-5.22 Provide L-806 Size 1 Wind Cone - per Lump Sum L-125-5.23 Provide L-850D Threshold Light - per Each
REFERENCES The publications listed below form a part of this specification to the extent referenced. The publications are referred to within the text by the basic designation only. Advisory Circulars (AC) AC 150/5340-18 Standards for Airport Sign Systems AC 150/5340-26 Maintenance of Airport Visual Aid Facilities AC 150/5340-30 Design and Installation Details for Airport Visual Aids AC 150/5345-5 Circuit Selector Switch AC 150/5345-7 Specification for L-824 Underground Electrical Cable for Airport Lighting Circuits AC 150/5345-26 Specification for L-823 Plug and Receptacle, Cable Connectors AC 150/5345-28 Precision Approach Path Indicator (PAPI) Systems AC 150/5345-39 Specification for L-853, Runway and Taxiway Retroreflective Markers AC 150/5345-42 Specification for Airport Light Bases, Transformer Housings, Junction Boxes, and Accessories AC 150/5345-44 Specification for Runway and Taxiway Signs SOUTHERN CALIFORNIA LOGISTICS AIRPORT L-125 - 5 TECHNICAL SPECIFICATIONS RUNWAY 17/35 RECONSTRUCTION – PHASE III
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AC 150/5345-46 Specification for Runway and Taxiway Light Fixtures AC 150/5345-47 Specification for Series to Series Isolation Transformers for Airport Lighting Systems AC 150/5345-51 Specification for Discharge-Type Flashing Light Equipment AC 150/5345-53 Airport Lighting Equipment Certification Program NECA/FOA 301-2016 Installing and Testing Fiber Optics
Engineering Brief (EB) EB No. 67 Light Sources Other than Incandescent and Xenon for Airport and Obstruction Lighting Fixtures
END OF ITEM L-125
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ADDENDUM 6
Item P-101 Preparation/Removal of Existing Pavements
DESCRIPTION 101-1 This item shall consist of preparation of existing pavement surfaces for overlay, surface treatments, removal of existing pavement, and other miscellaneous items. The work shall be accomplished in accordance with these specifications and the applicable plans.
EQUIPMENT AND MATERIALS 101-2 All equipment and materials shall be specified here and in the following paragraphs or approved by the Resident Project Representative (RPR). The equipment shall not cause damage to the pavement to remain in place.
CONSTRUCTION 101-3.1 Removal of existing pavement. The Contractor’s removal operation shall be controlled to not damage adjacent pavement structure, and base material, cables, utility ducts, pipelines, or drainage structures which are to remain under the pavement. a. Concrete pavement removal. Full depth saw cuts shall be made perpendicular to the slab surface. The Contractor shall saw through the full depth of the slab including any dowels at the joint, removing the pavement and installing new dowels as shown on the plans and per the specifications. Where the perimeter of the removal limits is not located on the joint and there are no dowels present, the perimeter shall be saw cut the full depth of the pavement. The pavement inside the saw cut shall be removed by methods which will not cause distress in the pavement which is to remain in place. If the material is to be wasted on the airport site, it shall be reduced to a maximum size of 24-inches. Concrete slabs that are damaged by under breaking shall be repaired or removed and replaced as directed by the RPR. The edge of existing concrete pavement against which new pavement abuts shall be protected from damage at all times. Spall and underbreak repair shall be in accordance with the plans. Any underlaying material that is to remain in place, shall be recompacted and/or replaced as shown on the plans. Adjacent areas damaged during repair shall be repaired or replaced at the Contractor’s expense. The material is to crushed into aggregate base in accordance with Section G-301 of these specifications. b. Asphalt pavement removal. Asphalt pavement to be removed shall be cut to the full depth of the asphalt pavement around the perimeter of the area to be removed. The material is to be crushed into aggregate base in accordance with Section G-301 of these specifications. c. Removal of Base, Subbase, and/or Subgrade. All base course shall be removed and salvaged/crushed as shown on the plans or as directed by the RPR. Materials and methods of construction shall comply with the applicable sections of these specifications. Any damage caused by Contractor’s removal process shall be repaired at the Contractor’s expense. 101-3.2 Preparation of joints and cracks prior to overlay/surface treatment. Not used
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101-3.3 Removal of Foreign Substances Not used 101-3.4 Concrete spall or failed asphaltic concrete pavement repair. Not used 101-3.5 Cold milling. Milling shall be performed with a power-operated milling machine or grinder, capable of producing a uniform finished surface. The milling machine or grinder shall operate without tearing or gouging the underlaying surface. The milling machine or grinder shall be equipped with grade and slope controls, and a positive means of dust control. All millings shall be removed and disposed in areas designated on the plans. If the Contractor mills or grinds deeper or wider than the plans specify, the Contractor shall replace the material removed with new material at the Contractor’s Expense. a. Patching. The milling machine shall be capable of cutting a vertical edge without chipping or spalling the edges of the remaining pavement and it shall have a positive method of controlling the depth of cut. The RPR shall layout the area to be milled with a straightedge in increments of 1-foot widths. The area to be milled shall cover only the failed area. Any excessive area that is milled because the Contractor doesn’t have the appropriate milling machine, or areas that are damaged because of his negligence, shall be repaired by the Contractor at the Contractor’s Expense. b. Profiling, grade correction, or surface correction. The milling machine shall have a minimum width of 7-feet and it shall be equipped with electronic grade control devices that will cut the surface to the grade specified. The tolerances shall be maintained within +0 inch and -1/4 inch of the specified grade. The machine must cut vertical edges and have a positive method of dust control. The machine must have the ability to remove the millings or cuttings from the pavement and load them into a truck. All millings shall be removed and disposed of in areas designated on the plans. c. Clean-up. The Contractor shall sweep the milled surface daily and immediately after the milling until all residual materials are removed from the pavement surface. Prior to paving, the Contractor shall wet down the milled pavement and thoroughly sweep and/or blow the surface to remove loose residual material. Waste materials shall be collected and removed from the pavement surface and adjacent areas by sweeping or vacuuming. Waste materials shall be removed and disposed in areas designated on the plans. 101-3.6. Preparation of asphalt pavement surfaces prior to surface treatment. Existing asphalt pavements to be treated with a surface treatment shall be prepared as follows: a. Clean pavement surface immediately prior to placing the surface treatment so that it is free of dust, dirt, grease, vegetation, oil or any type of objectionable surface film. 101-3.7 Maintenance. The Contractor shall perform all maintenance work necessary to keep the pavement in a satisfactory condition until the full section is complete and accepted by the RPR. The surface shall be kept clean and free from foreign material. The pavement shall be properly drained at all times. If cleaning is necessary or if the pavement becomes disturbed, any work repairs necessary shall be performed at the Contractor’s expense. 101-3.8 Preparation of Joints in Rigid Pavement prior to resealing. Prior to application of sealant material, clean and dry the joints of all scale, dirt, dust, old sealant, curing compound, moisture and other foreign matter. The Contractor shall demonstrate, in the presence of the RPR, that the method used cleans the joint and does not damage the joint. 101-3.8.1 Removal of Existing Joint Sealant. All existing joint sealants will be removed by plowing or use of hand tools. Any remaining sealant and or debris will be removed by use of wire brushes or other tools as necessary. Resaw joints removing no more than 1/16 inch from each joint face. Immediately after sawing, flush out joint with water and other tools as necessary to completely remove the slurry. 101-3.8.2 Cleaning prior to sealing. See Section P-605 101-3.8.3 Joint sealant. Joint material and installation will be in accordance with Item P-605.
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101-3.9.1 Removal of Pipe and other Buried Structures. a. Removal of Existing Pipe Material. Remove the types of pipe as indicated on the plans. The pipe material shall be legally disposed of off-site in a timely manner following removal. Trenches shall be backfilled with material equal to or better in quality than adjacent embankment. Trenches under paved areas must be compacted to 95% of ASTM D1557 b. Removal of Inlets/Manholes. Not used. c. Removal of light cans / foundations. Remove the sign and taxiway light foundations as indicated on the plans. Foundations shall be legally disposed of. Concrete foundations may be crushed in accordance with these specifications. d. Removal of conduit and conductors. Remove the conduits and conductors as indicated on the plans. Conduit and conductors shall be legally disposed of 101-3.9.2 Removal of Pavement Markings. All paint, temporary or permanent, shown on the plan to be removed shall be removed from the surface of the existing pavement. Chemicals, high-pressure water, or cold milling may be used. Any methods used shall not cause major damage to the pavement. Major damage is defined as changing the properties of the pavement or removing pavement over 1/8 in deep. If chemicals are used, they shall comply with the state’s environmental protection regulations. No material shall be deposited on the runway shoulders. All wastes shall be properly disposed of. Areas of removal of striping on pavement to remain, both permanent and temporary, shall be sealed with an approved sand/slurry sealant after paint removal in accordance with the manufacturers’ recommendations in accordance with Section P-626 of these specifications.
METHOD OF MEASUREMENT 101-4.1 Cold milling. The unit of measure for cold milling per square foot. The location and average depth of the cold milling shall be as shown on the plans. If the initial cut does not correct the condition, the Contractor shall re-mill the area and will be paid for the total depth of milling. 101-4.2 Removal of Conduit/Conductors. The unit of measurement for removal of conduit and conductors will be made at the contract unit price for conduit removed. Conductors extending beyond the length of conduit removed shall be considered incidental to the length of conduit removed and no additional compensation shall be allowed therefor. This price shall be full compensation for all labor, equipment, tools, and incidentals necessary to complete this item in accordance with paragraph 101-3.9.4.
101-4.3 Removal of Pipe and other Buried Structures. Measurement and Payment for removal of facilities not shown on the plans shall be Extra Work, paid from the allowance in accordance with Section 90-04 of the Specifications. 101-4.4 Pavement Markings Removal. The unit of measurement for pavement removal shall be the number of square feet removed by the Contractor. Any markings removed outside the limits of removal because the pavement was damaged by negligence on the part of the Contractor shall not be included in the measurement for payment. Markings removed as a result of pavement removal or in areas of pavement to be removed shall be considered incidental to the pavement removal and shall not be measured for payment. 101-4.5 Sign Foundation Removal. The unit of measurement for sign foundation removal shall be the number of foundations removed, disposed of, backfilled and approved by the RPR. SOUTHERN CALIFORNIA LOGISTICS AIRPORT P-101 - 3 TECHNICAL SPECIFICATIONS RUNWAY 17/35 RECONSTRUCTION – PHASE III ADDENDUM 6
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101-4.6 Pavement removal. No separate measurement for payment will be made. The work covered by this section shall be considered as a subsidiary obligation of the Contractor and covered under G-301. 101-4.7 Joint and crack repair. Nor Used
BASIS OF PAYMENT 101-5.1 Payment. Payment shall be made at contract unit price for the unit of measurement as specified above. This price shall be full compensation for furnishing all materials and for all preparation, hauling, and placing of the material and for all labor, equipment, tools, and incidentals necessary to complete this item. Item P-101-5.1 Cold Milling 0.21’ – per square foot Item P-101-5.2 Removal of existing conduit and conductors– per linear foot Item P-101-5.3 Remove existing light foundation – per each Item P-101-5.4 Removal existing Pavement Markings – per square foot Item P-101-5.5 Remove existing sign foundation – per each Item P-101-5.6 Removal Temporary Pavement Markings – per square foot
REFERENCES The publications listed below form a part of this specification to the extent referenced. The publications are referred to within the text by the basic designation only. Advisory Circulars (AC) AC 150/5380-6 Guidelines and Procedures for Maintenance of Airport Pavements. ASTM International (ASTM) ASTM D6690 Standard Specification for Joint and Crack Sealants, Hot Applied, for Concrete and Asphalt Pavements
END OF ITEM P-101
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ADDENDUM 6
Item P-620 Runway and Taxiway Marking
DESCRIPTION 620-1.1 This item shall consist of the preparation and painting of numbers, markings, and stripes on the surface of runways, taxiways, and aprons, in accordance with these specifications and at the locations shown on the plans, or as directed by the Resident Project Representative (RPR). The terms “paint” and “marking material” as well as “painting” and “application of markings” are interchangeable throughout this specification.
MATERIALS 620-2.1 Materials acceptance. The Contractor shall furnish manufacturer’s certified test reports, for materials shipped to the project. The certified test reports shall include a statement that the materials meet the specification requirements. This certification along with a copy of the paint manufacturer’s surface preparation; marking materials, including adhesion, flow promoting and/or floatation additive; and application requirements must be submitted and approved by the Resident Project Representative (RPR) prior to the initial application of markings. The reports can be used for material acceptance or the RPR may perform verification testing. The reports shall not be interpreted as a basis for payment. The Contractor shall notify the RPR upon arrival of a shipment of materials to the site. All material shall arrive in sealed containers that are easily quantifiable for inspection by the RPR. 620-2.2 Marking materials.
Table 1. Marking Materials
Paint1 Glass Beads2 Type Color Fed Std. 595 Application Rate Type Application Rate Number Maximum Minimum I White 37925 115 ft2/gal III 10 lb/gal I Yellow 33538 or 33655 115 ft2/gal III 10 lb/gal I Black 37038 115 ft2/gal N/A N/A I Red 31136 115 ft2/gal I 10 lb/gal
a. Waterborne. Paint shall meet the requirements of Federal Specification TT-P-1952F, Type The non- volatile portion of the vehicle for all paint types shall be composed of a 100% acrylic polymer as determined by infrared spectral analysis. b. Reflective media. Glass beads for white and yellow paint shall meet the requirements for Federal Specification TT-B-1325D Type III Gradation A. Glass beads shall be treated with all compatible coupling agents recommended by the manufacturers of the paint and reflective media to ensure adhesion and embedment.
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Glass beads shall not be used in black and green paint. Type III glass beads shall not be used in red and pink paint.
CONSTRUCTION METHODS 620-3.1 Weather limitations. Painting shall only be performed when the surface is dry, and the ambient temperature and the pavement surface temperature meet the manufacturer’s recommendations in accordance with paragraph 620-2.1. Painting operations shall be discontinued when the ambient or surface temperatures does not meet the manufacturer’s recommendations. Markings shall not be applied when the wind speed exceeds 10 mph unless windscreens are used to shroud the material guns. Markings shall not be applied when weather conditions are forecasts to not be within the manufacturers’ recommendations for application and dry time. 620-3.2 Equipment. Equipment shall include the apparatus necessary to properly clean the existing surface, a mechanical marking machine, a bead dispensing machine, and such auxiliary hand-painting equipment as may be necessary to satisfactorily complete the job. The mechanical marker shall be an atomizing spray-type or airless type marking machine with automatic glass bead dispensers suitable for application of traffic paint. It shall produce an even and uniform film thickness and appearance of both paint and glass beads at the required coverage and shall apply markings of uniform cross-sections and clear-cut edges without running or spattering and without over spray. The marking equipment for both paint and beads shall be calibrated daily. 620-3.3 Preparation of surfaces. Immediately before application of the paint, the surface shall be dry and free from dirt, grease, oil, laitance, or other contaminates that would reduce the bond between the paint and the pavement. Use of any chemicals or impact abrasives during surface preparation shall be approved in advance by the RPR. After the cleaning operations, sweeping, blowing, or rinsing with pressurized water shall be performed to ensure the surface is clean and free of grit or other debris left from the cleaning process. a. Preparation of new pavement surfaces. The area to be painted shall be cleaned by broom, blower, water blasting, or by other methods approved by the RPR to remove all contaminants, including PCC curing compounds, minimizing damage to the pavement surface. b. Preparation of pavement to remove existing markings. Existing pavement markings shall be removed by rotary grinding, water blasting, or by other methods approved by the RPR minimizing damage to the pavement surface. The removal area may need to be larger than the area of the markings to eliminate ghost markings. After removal of markings on asphalt pavements, apply a fog seal or seal coat to ‘block out’ the removal area to eliminate ‘ghost’ markings. c. Preparation of pavement markings prior to remarking. Prior to remarking existing markings, loose existing markings must be removed minimizing damage to the pavement surface, with a method approved by the RPR. After removal, the surface shall be cleaned of all residue or debris. Prior to the application of markings, the Contractor shall certify in writing that the surface is dry and free from dirt, grease, oil, laitance, or other foreign material that would prevent the bond of the paint to the pavement or existing markings. This certification along with a copy of the paint manufactures application and surface preparation requirements must be submitted to the RPR prior to the initial application of markings. 620-3.4 Layout of markings. The proposed markings shall be laid out in advance of the paint application. The locations of markings to receive glass beads shall be shown on the plans. 620-3.5 Application. A period of 28 days shall elapse between placement of surface course or seal coat and application of the permanent paint markings. Paint shall be applied at the locations and to the SOUTHERN CALIFORNIA LOGISTICS AIRPORT P-620 - 2 TECHNICAL SPECIFICATIONS RUNWAY 17/35 RECONSTRUCTION – PHASE III ADDENDUM 6
12/21/2018 AC 150/5370-10H dimensions and spacing shown on the plans. Paint shall not be applied until the layout and condition of the surface has been approved by the RPR. The edges of the markings shall not vary from a straight line more than 1/2 inch (12 mm) in 50 feet (15 m), and marking dimensions and spacing shall be within the following tolerances:
Marking Dimensions and Spacing Tolerance
Dimension and Spacing Tolerance 36 inch (910 mm) or less ±1/2 inch (12 mm) greater than 36 inch to 6 feet (910 mm to 1.85 m) ±1 inch (25 mm) greater than 6 feet to 60 feet (1.85 m to 18.3 m) ±2 inch (50 mm) greater than 60 feet (18.3 m) ±3 inch (76 mm)
The paint shall be mixed in accordance with the manufacturer’s instructions and applied to the pavement with a marking machine at the rate shown in Table 1. The addition of thinner will not be permitted. Glass beads shall be distributed upon the marked areas at the locations shown on the plans to receive glass beads immediately after application of the paint. A dispenser shall be furnished that is properly designed for attachment to the marking machine and suitable for dispensing glass beads. Glass beads shall be applied at the rate shown in Table 1. Glass beads shall not be applied to black paint or green paint. Glass beads shall adhere to the cured paint or all marking operations shall cease until corrections are made. Different bead types shall not be mixed. Regular monitoring of glass bead embedment and distribution should be performed. 620-3.6 Temporary Pavement Markings. Temporary pavement markings shall be one coat with reflective media (glass beads). 620-3.7 Control strip. Prior to the full application of airfield markings, the Contractor shall prepare a control strip in the presence of the RPR. The Contractor shall demonstrate the surface preparation method and all striping equipment to be used on the project. The marking equipment must achieve the prescribed application rate of paint and population of glass beads (per Table 1) that are properly embedded and evenly distributed across the full width of the marking. Prior to acceptance of the control strip, markings must be evaluated during darkness to ensure a uniform appearance. 620-3.8 Retro-reflectance. Reflectance shall be measured with a portable retro-reflectometer meeting ASTM E1710 (or equivalent). A total of 6 reading shall be taken over a 6 square foot area with 3 readings taken from each direction. The average shall be equal to or above the minimum levels of all readings which are within 30% of each other.
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Minimum Retro-Reflectance Values
Material Retro-reflectance mcd/m2/lux
White Yellow Red
Initial Type I 300 175 35
Initial Type III 600 300 35
Initial Thermoplastic 225 100 35
All materials, remark when less than1 100 75 10
1 ‘Prior to remarking determine if removal of contaminants on markings will restore retro-reflectance 620-3.9 Protection and cleanup. After application of the markings, all markings shall be protected from damage until dry. All surfaces shall be protected from excess moisture and/or rain and from disfiguration by spatter, splashes, spillage, or drippings. The Contractor shall remove from the work area all debris, waste, loose reflective media, and by-products generated by the surface preparation and application operations to the satisfaction of the RPR. The Contractor shall dispose of these wastes in strict compliance with all applicable state, local, and federal environmental statutes and regulations.
METHOD OF MEASUREMENT 620-4.1 The quantity of markings shall be paid for shall be measured by the number of square feet of painting. 620-4.2 Construct Pavement Markings Test Strip The lump sum price paid for the pavement markings test strip shall be for the first test strip. If the first test strip does not meet specifications and additional test strips are required or requested by the contractor, the additional test strips shall be constructed at no additional cost to the Owner. The cost of inspection for additional test strips will be deducted from payment to the contractor. Any test strip not meeting specifications shall be removed at no cost to the owner. It is the intent of this item to compensate for the additional cost incurred for short production, additional move-in and move-out, additional testing and overhead caused by construction of a test strip. Paint for the test strip will be paid per ton in accordance with Section P-620-5.3
BASIS OF PAYMENT 620-5.1 This price shall be full compensation for furnishing all materials and for all labor, equipment, tools, and incidentals necessary to complete the item complete in place and accepted by the RPR in accordance with these specifications. 620-5.1a Payment for markings shall be made at the contract price for the number of square feet of painting. Payment will be made under: Item P-620-5.1 Provide Pavement Marking with glass beads - per square foot Item P-620-5.2 Provide Pavement Marking without glass beads - per square foot
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Item P-620-5.3 Provide Pavement Marking test strip - per lump sum Item P-620-5.4 Provide Temporary Pavement Marking with glass beads - per square foot
REFERENCES The publications listed below form a part of this specification to the extent referenced. The publications are referred to within the text by the basic designation only. ASTM International (ASTM) ASTM D476 Standard Classification for Dry Pigmentary Titanium Dioxide Products ASTM D968 Standard Test Methods for Abrasion Resistance of Organic Coatings by Falling Abrasive ASTM D1652 Standard Test Method for Epoxy Content of Epoxy Resins ASTM D2074 Standard Test Method for Total, Primary, Secondary, and Tertiary Amine Values of Fatty Amines by Alternative Indicator Method ASTM D2240 Standard Test Method for Rubber Property - Durometer Hardness ASTM D7585 Standard Practice for Evaluating Retroreflective Pavement Markings Using Portable Hand-Operated Instruments ASTM E303 Standard Test Method for Measuring Surface Frictional Properties Using the British Pendulum Tester ASTM E1710 Standard Test Method for Measurement of Retroreflective Pavement Marking Materials with CEN-Prescribed Geometry Using a Portable Retroreflectometer ASTM E2302 Standard Test Method for Measurement of the Luminance Coefficient Under Diffuse Illumination of Pavement Marking Materials Using a Portable Reflectometer ASTM G154 Standard Practice for Operating Fluorescent Ultraviolet (UV) Lamp Apparatus for Exposure of Nonmetallic Materials Code of Federal Regulations (CFR) 40 CFR Part 60, Appendix A-7, Method 24 Determination of volatile matter content, water content, density, volume solids, and weight solids of surface coatings 29 CFR Part 1910.1200 Hazard Communication Federal Specifications (FED SPEC) FED SPEC TT-B-1325D Beads (Glass Spheres) Retro-Reflective FED SPEC TT-P-1952F Paint, Traffic and Airfield Marking, Waterborne FED STD 595 Colors used in Government Procurement Commercial Item Description A-A-2886B Paint, Traffic, Solvent Based
SOUTHERN CALIFORNIA LOGISTICS AIRPORT P-620 - 5 TECHNICAL SPECIFICATIONS RUNWAY 17/35 RECONSTRUCTION – PHASE III ADDENDUM 6
12/21/2018 AC 150/5370-10H
Advisory Circulars (AC) AC 150/5340-1 Standards for Airport Markings AC 150/5320-12 Measurement, Construction, and Maintenance of Skid Resistant Airport Pavement Surfaces
END OF ITEM P-620
SOUTHERN CALIFORNIA LOGISTICS AIRPORT P-620 - 6 TECHNICAL SPECIFICATIONS RUNWAY 17/35 RECONSTRUCTION – PHASE III ADDENDUM 6