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9/30/2008 AC 150/5340-30D Appendix 1 COPPER-WIRE, … · (3) Permissible voltage drop for homerun...
Transcript of 9/30/2008 AC 150/5340-30D Appendix 1 COPPER-WIRE, … · (3) Permissible voltage drop for homerun...
9/30/2008 AC 150/5340-30D Appendix 1
179
COPPER-WIRE, AMERICAN WIRE GAUGE B&S B&S
GAUGE NO.
OHMS PER 1 000 FEET 25°C., 77°F.
AREA CIRCULAR
MILS
DIAMETER IN MILS AT 20°C.
APPROXIMATE POUNDS PER
1,000 FEET (305 m)2 0.1593 66,370 257.6 201 4 0.2523 41,740 204.3 126 6 0.4028 26,250 162.0 79 8 0.6405 16,510 128.5 50
10 1.018 10,380 101.9 31 12 1.619 6,530 80.81 20
Calculations
1. To determine the AWG size wire necessary for a specific connected load to maintain the proper voltage
for each miscellaneous lighting visual aid, use the above table and Ohms Law REI = as follows:
a. Example. What size wire will be necessary in a circuit of 120 volts AC to maintain a 2 percent voltage drop with the following connected load which is separated 500 feet from the power supply?
(1) Lighted Wind Tee Load - 30 lamps, 25 watts each = 750 watts.
(2) The total operating current for the wind tee is amperesvoltswattsI 25.6
120750
=== .
(3) Permissible voltage drop for homerun wire is 120 volts x 2% = 2.4 volts.
(4) Maximum resistance of homerun wires with a separation of 500 feet (1,000 feet (305 m) of wire
used) to maintain not more than 2.4 volts drop is ohmsamperesvolts
IER 384.0
25.64.2
=== per
1,000 feet (305 m) of wire.
(5) From the above table, obtain the wire size having a resistance per 1,000 feet (305 m) of wire that does not exceed 0.384 ohms per 1,000 feet (305 m) of wire. The wire size that meets this requirement is No. 4 AWG wire with a resistance of 0.2523 ohms per 1,000 feet (305 m) of wire.
(6) By using No. 4 AWG wire in this circuit, the voltage drop is E=IR=6.25-amperes x 0.2523 ohms=1.58 volts which is less than the permissible voltage drop of 2.4 volts.
2. Where it has been determined that it will require an extra large size wire for homeruns to compensate for voltage drop in a 120-volt power supply, one of the following methods should be considered.
a. A 120/240-volt power supply.
b. A booster transformer, in either a 120-volt or 120/240-volt power supply, if it has been determined its use will be more economical.
Figure 68. Calculations for Determining Wire Size.
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Figure 69. Typical Automatic Control.
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Figure 70. 120-Volt AC and 48-Volt DC Remote Control.
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Figure 71. Typical Structural Beacon Tower.
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L-802A AIRPORT ROTATING BEACON
OPTIONAL 8' LONGLIGHTNING RODS (3)
52'-'6"NOMINAL BEACONMOUNTING HEIGHT
51'-0"NOMINAL
7' Ø BEACON BASKET
HANDHOLE 18" ABOVE BASE PLATE ANOTHER AT25' ABOVE BASE PLATE LEVEL
BEACON POLE FOUNDATION
12"
CLIMBING RUNGS
CLIMBER SAFETY DEVICE (TOP)
CLIMBER SAFETY DEVICE (BOTTOM)
24"
BEACON POLE PAINTING DETAIL(ITEMS NOT SHOWN
OMITTED FOR CLARITY)
7'-6" APPROX ORANGE STRIPE
7'-6" APPROXWHITE STRIPE
Figure 72. Typical Tubular Steel Beacon Tower.
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L-802A AIRPORT ROTATING BEACON
OPTIONAL 8' LONGLIGHTNING ROD
55'-0"NOMINAL BEACONMOUNTING HEIGHT
HANDHOLE
HANDHOLE
HAND POWERED WINCHWITH REMOVABLEHAND CRANK (HIDDEN)
BEACON POLEHINGE LOCATION
BEACON POLEFOUNDATION
BEACON MOUNTING PLATE
BEACON POLE PAINTING DETAIL(ITEMS NOT SHOWN
OMITTED FOR CLARITY)
7'-10" APPROX ORANGE STRIPE
7'-10" APPROXWHITE STRIPE
Figure 72a. Typical Airport Beacon Tip-Down Pole
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Figure 73. Typical Pre-fabricated Beacon Tower Structure.
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SUPPLEMENTAL WIND CONE CANNOT BE INSTALLED WITHIN THE RSA.
SUPPLEMENTAL WIND CONE CANNOT BE INSTALLED WITHIN THE OFA UNLESS THERE ISOPERATIONAL NEED. DOCUMENTATION MUST BE PROVIDED TO EXPLAIN REASON FORLOCATION. MUST BE MOUNTED ON FRANGIBLE STRUCTURE.
PREFERRED WIND CONE LOCATION OUTSIDE OF OFA.
OBJECT FREE AREA (OFA)
RUNWAY SAFETY AREA (RSA)
1,000 FT [305 M]NOTES:
SEE AC 150/5300-13 FOR DETAILED INFORMATION ABOUT THE LENGTH AND WIDTH OF THE RSA AND OFA - DIMENSIONS OF BOTHAREAS ARE DEPENDENT UPON THE AIRPLANE DESIGN GROUP AND AIRCRAFT APPROACH CATEGORY.
THE OBSTACLE FREE ZONE (OFZ) IS NOT SHOWN. SEE AC 150/5300-13 FOR DETAILED INFORMATION. THE SUPPLEMENTAL WINDCONE MUST NOT PENETRATE THE OFZ.
THE PREFERRED LOCATION FOR THE SUPPLEMENTAL WIND CONE LOCATION IS BETWEEN 0 AND 1,000 FT FROM THE RUNWAY END.
2.
3.
1.
Figure 74. Typical Location of Supplemental Wind Cone.
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Figure 75. Externally Lighted Wind Cone Assembly (Frangible).
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1000
'+1
00'
-0'14
00'
+100
'-0
'
7 C
EN
TER
LIN
E BA
RS
(WH
ITE)
200
' SPA
CIN
G S
EE
NO
TE 9
+100
'-0
'
20'
20'
RU
NW
AYE
XTE
ND
ED
RU
NW
AY
CEN
TER
LIN
E
SYM
BOLS
:E
XIST
ING
RU
NW
AY E
DG
E LI
GH
TSE
XIST
ING
RU
NW
AY
THR
ESH
OLD
LIG
HTS
STE
ADY
BU
RN
ING
APP
RO
ACH
LIG
HTS
SE
QU
EN
CE
D F
LASH
ING
LIG
HTS
NO
TES
:
1. T
HE
OP
TIM
UM
LO
CAT
ION
OF
THE
APP
RO
ACH
LIG
HTS
IS IN
A H
OR
IZO
NTA
L
PLA
NE
AT
RU
NW
AY E
ND
ELE
VATI
ON
. PR
OV
IDE
AT L
EAST
TH
RE
E
CO
NS
EC
UTI
VE
LIG
HT
BAR
STA
TIO
NS
IN A
SLO
PIN
G S
EGM
EN
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F TH
E
SYS
TEM
. TH
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LOP
ING
SEG
ME
NT
MA
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TAR
T A
T TH
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RST
LIG
HT
BAR
A
ND
EXT
END
TO
TH
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ND
OF
SYS
TEM
OR
MA
Y BE
PR
EC
EDED
BY
A
HO
RIZ
ON
TAL
SEG
ME
NT
OR
FO
LLO
WE
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Y E
ITH
ER
A H
OR
IZO
NTA
L O
R
NEG
ATI
VE S
LOP
ING
SEG
MEN
T.
2. A
MA
XIM
UM
2 P
ER
CEN
T U
PW
AR
D L
ON
GIT
UD
INA
L S
LOP
E TO
LER
AN
CE
M
AY B
E U
SED
TO
RA
ISE
TH
E L
IGH
T PA
TTER
N A
BOV
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BJE
CTS
WIT
HIN
IT
S A
REA
.
3. A
MA
XIM
UM
1 P
ERC
EN
T D
OW
NW
ARD
LO
NG
ITU
DIN
AL
SLO
PE
TOLE
RA
NC
E
MA
Y B
E U
SED
TO
RE
DU
CE
THE
HEI
GH
T O
F SU
PPO
RTI
NG
STR
UC
TUR
ES.
4. A
LL S
TEAD
Y B
UR
NIN
G A
ND
FLA
SHIN
G L
IGH
TS A
RE
AIM
ED W
ITH
TH
EIR
B
EAM
AXE
S P
ARA
LLE
L TO
TH
E R
UN
WAY
CEN
TER
LIN
E A
ND
INTE
RC
EPT
ING
A
N A
SSU
ME
D 3
' GLI
DE
SLO
PE (I
NTE
RC
EP
TIN
G T
HE
RU
NW
AY
1000
FE
ET
F
RO
M T
HE
LAN
DIN
G T
HR
ESH
OLD
) AT
A H
OR
IZO
NTA
L D
ISTA
NC
E O
F
160
0 FE
ET IN
AD
VAN
CE
OF
THE
LIG
HT.
5.
ALL
OBS
TRU
CTI
ON
S A
S D
ETE
RM
INED
BY
APPL
ICAB
LE C
RIT
ERIA
(14C
FR P
AR
T 77
)
FO
R D
ETE
RM
ININ
G O
BS
TRU
CTI
ON
S T
O A
IR N
AV
IGA
TIO
N A
RE
LIG
HTE
D
A
ND
MAR
KE
D A
S R
EQ
UIR
ED
.
6.
ALL
STE
ADY
BU
RN
ING
AN
D F
LASH
ING
LIG
HTS
IN T
HE
SYS
TEM
EM
IT W
HIT
E LI
GH
T.
7.
INTE
NS
ITY
CO
NTR
OL
IS P
RO
VID
ED
FO
R T
HE
STE
AD
Y B
UR
NIN
G L
IGH
TS.
8.
THE
THR
EE
FLAS
HIN
G L
IGH
TS F
LAS
H IN
SEQ
UE
NC
E.
9.
THE
MA
LS L
IGH
T B
AR C
LOS
EST
TO T
HE
RU
NW
AY T
HR
ESH
OLD
IS L
OC
ATE
D A
T A
D
ISTA
NC
E O
F 20
0'
.
ALL
OTH
ER L
IGH
T B
ARS
SH
OU
LD B
E IN
STAL
LED
AT
200'
INTE
RV
ALS
WIT
H A
±20
' TO
LER
ANC
E A
T E
ACH
LIG
HT
BAR
STA
TIO
N.
THE
ABO
VE T
OLE
RAN
CE
S M
AY
BE U
SED
WH
ER
E IT
IS IM
PR
ACTI
CAL
TO
INST
ALL
LIG
HT
BAR
S A
T TH
E O
PTI
MU
M L
OC
ATIO
NS.
10. T
HE
MIN
IMU
M L
AN
D R
EQ
UIR
EM
ENTS
FO
R M
ALS
F IS
AN
AR
EA 1
600'
IN
LE
NG
TH B
Y 4
00' W
IDE
.
11. P
RO
VID
E A
CLE
AR
LIN
E O
F SI
GH
T TO
ALL
LIG
HTS
OF
THE
SYS
TEM
FR
OM
AN
Y
P
OIN
T O
N A
SU
RFA
CE
1 2 ' B
ELO
W A
3' G
LID
E P
ATH
, IN
TER
SEC
TIN
G T
HE
RU
NW
AY
10
00' F
RO
M T
HE
LA
ND
ING
TH
RE
SH
OLD
.
±20'
200'
200'
+100
'-0
'
Figure 76. Typical Layout for MALSF.
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Figure 77. Typical Layout for Runway End Identifier Lights (REILs).
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300 ±25'
300 ±25'
300 ±25'
300 ±25'
300 ±25'
1,200 ±100'
STROBE NUMBER 3 OPTICAL HEAD(POWER SUPPLY REMOTELY INSTALLED)
+35'-0'
REMOTE LOCATION (OPTIONAL) FORPOWER SUPPLY UNIT OF STROBE NUMBER 3
AS REQUIRED
TYPICAL LOCATION OF SYSTEM POWER AND CONTROL UNIT
150' MAXIMUM
150' 40'
ODAL LIGHTS 6A AND 6B ARE IN LINE WITH RUNWAY THRESHOLDEXISTING RUNWAY
EDGE LIGHTING SYTEM 6A6B
5
4
3
2
1
CLRUNWAY
EXTENDED
OMNIDIRECTIONAL STROBE LIGHT(OPTICAL HEAD AND POWER SUPPLY UNIT)TYPICAL FOR UNITS 1, 2, 4, 5, 6A AND 6B
Figure 78. Typical ODALS Layout
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THE VISUAL GLIDE PATH ANGLE IS THE CENTER OF THE ON-COURSE ZONE, AND IS A NOMINAL 3 DEGREES WHEN MEASUREDFROM THE HORIZONTAL SURFACE OF THE RUNWAY.
A. FOR NON-JET RUNWAYS, THE GLIDE PATH MAY BE RAISED TO 4 DEGREES MAXIMUM TO PROVIDE OBSTACLE CLEARANCE.
B. IF THE PAPI GLIDE PATH IS CHANGED TO A HIGHER ANGLE FROM THE NOMINAL 3 DEGREES, IT MUST BE COMMUNICATED IN A NOTICE TO AIRMAN (NOTAM) AND PUBLISHED IN THE AIRPORT FACILITY DIRECTORY.
PAPI OBSTACLE CLEARANCE SURFACE (OCS).
A. THE PAPI OCS PROVIDES THE PILOT WITH A MINIMUM APPROACH CLEARANCE.
B. THE PAPI MUST BE POSITIONED AND AIMED SO NO OBSTACLES PENETRATE ITS SURFACE.(1) THE OCS BEGINS 300 FEET [90M] IN FRONT OF THE PAPI SYSTEM.(2) THE OCS IS PROJECTED INTO THE APPROACH ZONE ONE DEGREE LESS THEN AIMING ANGLE OF THE THIRD LIGHT
UNIT FROM THE RUNWAY FOR AN L-880 SYSTEM, OR THE OUTSIDE LIGHT UNIT FOR AN L-881 SYSTEM.
NOTES:
1.
2.
DISTANCE FROM THRESHOLD CHOSENTO GIVE CORRECT TCH AND OCS
PAPI(4 OR 2 LIGHTUNITS)
OBSTACLE CLEARANCESURFACE (OCS)BEGINS*
PAPI OCS ANGLE = LOWEST ON-COURSE AIMING ANGLE - 1 DEGREE
THRESHOLD CROSSING HEIGHT (TCH) TABLE 1.
OBSTACLE CLEARANCE
LOWEST ON-COURSE
SURFACE (OCS)*
AIMING ANGLE*300 FEET
50 FEET +10-0
20 TO 30 FEET
4 MILE RADIUS
10°
10°
Figure 79. PAPI Obstacle Clearance Surface.
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(1) Above correct glide path All lamps white.
(2) Slightly above correct glide path. 3 white, 1 red.
(1) Above the correct glide path: 2 white lamps.
(3) On the correct glide path. Two white, two red.
(4) Slightly below the correct glide path. 1 white, 3 red.
(2) On the correct glide path: 1 white, 1 red.
(5) Below the correct glide path: All red.
(3) Below the correct glide path: Two red lamps.
Type L-880 Type L-881
NOTE: The PAPI is a system of either four or two identical light units placed on the left of the runway in a line perpendicular to the centerline. The boxes are positioned and aimed to produce the visual signal shown above.
Figure 80. PAPI Signal Presentation.
10
10
10
10
10
10
10
10
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REFERENCE PLANE
AIMING ANGLE OR
VISUAL APPROACH PATH
TCH
T
RUNW AY
D1
d
IDEAL RRP
RRP
e
θ
θ
e
RRP
IDEAL RRP
d
D1
RUNW AY
T
TCH
AIMING ANGLE OR
VISUAL APPROACH PATH
REFERENCE PLANE
Siting station displaced toward threshold
ideal (zero gradient) distance from threshold
runway longitudinal gradient
threshold crossing height
threshold
elevation difference between threshold and RRP
runway reference point (where aim ing angle or visual approach path intersects runway profile)
adjusted distance from threshold
aim ing angle
percent slope of runway = e/dS =
=
d =
RRP =
e =
T =
TCH =
RW Y =
D1 =
θ
SYMBOLS:
Siting station displaced from threshold
d =TCH
- Sθtan
S
S
(S is used in decimal form in the equations)
d =TCH + e
θtan
Figure 81. Correction for Runway Longitudinal Gradient.
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Figure 82. General Wiring Diagram for MALSF with 120-Volt, AC Remote Control.
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Figure 83. Typical Wiring Diagram for MALSF Controlled from Runway Lighting Circuit.
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Figure 84. Typical Field Wiring Circuits for MALSF.
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Figure 85. Typical Installation Details for Frangible MALS Structures – 6 foot (1.8 m) Maximum.
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Figure 86. Typical Wiring for REILs Multiple Operation
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Figure 87. Typical Wiring for REIL Series Operation
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Figure 88. FAA L-880 Style B (Constant Current) System Wiring Diagram.