693KA8-24-R-00012 - Section J Attachment J.01 FAA-E_2204E Specification.pdf

693KA8-24-R-00012

FAA-E-2204E

August 31, 2023

U.S Department Of Transportation

Federal Aviation Administration Specification

ENGINE GENERATOR SYSTEMS (EGS)

Diesel and Propane Fueled

10 kW to 1500 kW

TABLE OF CONTENTS

SECTION

CHAPTER 1

TITLE

GENERAL INFORMATION

PAGE

100. Introduction 1

101. Applicable Documents 6

102. Engine Generator Parameter Schedule 8

103. Quality Assurance and Certification 15

CHAPTER 2

EQUIPMENT REQUIREMENTS

200. Engine Generator System (EGS) Functional and Performance Characteristics

201. General Requirements 16

202. Prime Mover 18

203. Alternator/Exciter Assembly 19

204. Control And Indication Of Alternator/Prime Mover 21

205. Automatic Transfer Switch (ATS) And Bypass Switch General Requirements

206. Open Transition Transfer Switch (OTTS) Requirements 25

207. Closed Transition Transfer Switch (CTTS) Requirements 26

208. Integral Bypass And Isolation Switch Requirements 27

209. Control And Indication Of Automatic Transfer Switch (ATS) 27

210. Load bank Assembly 31

211. Remote Radiator Assembly 32

212. Day tank Assembly 33

213. Battery Charger 34

214. Engine Starting Batteries 35

215. Engine Exhaust 36

SECTION

CHAPTER 3

TITLE

ACCEPTANCE TESTING

PAGE

300. First Article Test Procedures 36

301. Fail-In Test 43

302. Test Acceptance 44

CHAPTER 4

400.

PREPARATION FOR DELIVERY

Cleaning

401. Preservation 45

ENGINE GENERATOR SYSTEM (EGS)

Diesel and Propane Fueled 10 kW to 1500 kW

100. INTRODUCTION

The Federal Aviation Administration (FAA) has a requirement to replace Engine Generator Systems (EGS) or various components of existing EGS currently in service CONUS and OCONUS. This includes but is not limited to:

1. The states of Alaska and Hawaii.

2. Puerto Rico, the Northern Mariana Islands, the Bahamas, American Samoa, Guam, and the US Virgin Islands.

Additionally, there is a need to provide EGS for new facilities that will upgrade and modernize the National Airspace System (NAS). The purpose of the EGS is to supply secondary electric power, hereinafter referred to as Standby Power, for the duration of any failure of the normal (Commercial) power source. At some facilities, the EG will provide Prime Power where there is no commercial power available (e.g., some islands in Alaska).

The contractor must provide Commercial-Off-The-Shelf / Non-Developmental Item (COTS/NDI) equipment that meets the EGS functional and performance characteristics set forth below. All equipment to comprise the EGS must be designed and fabricated for safe, unattended operation.

The EGS at Standby Power facilities will provide power to the equipment load from either a commercial power source or from the Engine Generator (EG).

At some sites the intended EGS will be connected to an Uninterruptable Power Supply (UPS), which operates as a failsafe to the part of the facility load. The UPS is not part of this equipment request.

Unless otherwise specified on the order release, an EGS must consist of the following items:

1. Prime Mover - either a diesel engine or a spark ignited gaseous engine, and must include, but not be limited to all ancillary devices required to make the engine fully functional, such as the combustion air intake system, engine exhaust system, starting system, engine coolant pump, engine-mounted alternator, belts, hoses, electrical system, flywheel, the engine generator controller, governor control and actuator device, etc.

2. Alternator/Exciter Assembly - the assembly, must include but not be limited to: all ancillary controls such as the voltage regulator, circuit breakers, electrical overload protection devices, conductor terminations, etc.

3. Engine Generator Assembly (EG) - consisting of Prime Mover, Alternator/Exciter

Assembly, and all safety and control devices necessary to meet operational requirements. Two

(2) output circuit breakers must be provided, one (1) for facility load and one (1) for a load bank used for EG testing and maintenance activities.

4. Automatic Transfer Switch (ATS) With Bypass/Isolation Switch (BIS) Assembly - The

ATS must include but not be limited to the actual switch mechanisms, and all monitoring, indication, and control devices necessary to perform the safe transfer of the power from the Primary Source to the Secondary Source. The ATS design and functionality will include an integral manual Bypass/Isolation Switch assembly in the ATS enclosure.

There are two designs of the ATS, (1) Open Transition Transfer Switch (OTTS) or (2) Closed Transition Transfer Switch (CTTS). The OTTS must be designed so that the equipment cannot back-feed to the primary power source from the secondary power source in the event of primary power source failure; or, to back-feed to the secondary power source from the primary power source when the primary power source is restored from the failed state. The CTTS must be designed so that the equipment will include safety features to minimize the connection time between the two sources and to provide a signal to disconnect the secondary power source if the connection time is exceeded.

5. Critical Support Equipment - Any and all other equipment or devices necessary to support operation of an EGS, such as the battery charger, engine cooling system, (rail mounted radiator or remote radiator), fuel monitoring system, and a day tank and day tank controls for diesel units, and subbase fuel tank for diesel units.

6. Load Bank Assembly - Must be a resistive load bank, either portable or remote, and all required load bank controls and metering. Power for load bank controller must be 120VAC.

7. Commercial Technical Documentation - Each EGS will be supplied with two (2) sets of hardcopy documentation as described below. Manuals must be current as of the date of manufacture of the related equipment. All vendor supplied equipment manuals found to have errors will be corrected and delivered to the FAA EGS Program Office within ninety (90) days of notification of the vendor by the FAA of the specified errors. All document corrections will be provided at no cost to the FAA. The vendor must supply to the FAA, two (2) sets of hard copies and one (1) electronic copy (PDF format) of the corrected document. For the purposes of this procurement, the term Commercial Technical Documentation includes, but is not limited to, the following items specific for the equipment:

a. Technical Manuals for Installation, Operation, Maintenance and Overhaul.

b. Technical Data Sheets.

c. Dimensional Drawing.

d. Item-specific Schematics and Wiring Diagrams (as appropriate).

e. Generic wiring interconnect diagrams (as appropriate).

f. Start-Up Procedure for Operational and Warranty Acceptance.

g. Communication/Interface documents and diagrams.

8. Parts Manuals - Origin of Components - Parts Manuals must contain the Company name and part number. Examples of such items are belts, hoses, filters, relays, radiators, load banks, day tanks, and major external components such as water pumps, starters, alternators, injector pumps, etc.

9. Definition of Power Ratings - All three-phase units are rated at 0.8 power factor. All single-phase units are rated at 1.0 power factor. Ratings are in accordance with ISO-8528-1 and ISO- 3046-1.

a. Standby Ratings: The standby rating is applicable to varying loads for the duration of a power outage. There is no overload capability for this rating.

b. Prime Power Ratings: At varying load, the number of EG operating hours is unlimited.

A 10% overload capacity is available for one hour in twelve.

c. Continuous Ratings: At constant or non-varying load, the number of EG operating hours is unlimited. There is no overload capability for this rating.

FAA Requirements are for Standby Rating and Prime Power Rating.

101. APPLICABLE DOCUMENTS

1. The current issue of the following documents in effect on the date of the invitation for bids form a part of this specification and are applicable to the extent specified herein. In the event of conflict between the documents listed herein and the contents of this specification, the more stringent performance requirement will apply. The following documents are referenced throughout and form a part of the specifications.

IBC 1613 Structural Design: Earthquake Loads

IEEE Std C37.20.1 IEEE Standard for Metal-Enclosed Low-Voltage Power

Circuit Breaker Switchgear

IEEE C37.90 IEEE Standard for Relays and Relay Systems Associated with

Electric Power Apparatus

ANSI C50.10 General Requirements for Synchronous Machines

ASTM-D-3951 Standard Practice for Commercial Packaging

CFR Title 40, Part 60

EPA Standards of Performance for New Stationary Sources

FAA-STD-013 Quality Control Program Requirements

IEC 60947-6-1 Low-voltage Switchgear and Control gear - Multiple Function

Equipment; Transfer Switching Equipment

IEEE Std 446 IEEE Recommended Practice for Emergency and Standby

Power Systems for Industrial and Commercial Applications

ISO 3046 Reciprocating Internal Combustion Engines – Performance

ISO 8528 Reciprocating Internal Combustion Engine Driven

Alternating Current Generating Sets

ISO 9001 Quality Management Systems - Requirements

NEMA MG 1 Motors and Generators

NEMA ICS 1 Industrial Control and Systems: General Requirements

NEMA ICS 10 Industrial Control and Systems: Transfer Switch Equipment

NFPA 30 Flammable and Combustible Liquids Code

NFPA 37 Standard for the Installation and Use of Stationary

Combustion Engines and Gas Turbines

NFPA 54 National Fuel Gas Code

NFPA 58 Liquified Petroleum Gas Code

NFPA 70 National Electrical Code (NEC)

NFPA 110 Standard for Emergency and Standby Power Systems

SAE J537 Storage Batteries

UL 142 Standard for Safety: Steel Aboveground Tanks for Flammable and Combustible Liquids

UL 508 Industrial Control Panels

UL 1008 Standard for Transfer Switch Equipment

UL 2085 Standard for Safety: Protected Aboveground Tanks for

Flammable and Combustible Liquids

UL 2200 Standard for Safety: Stationary Engine Generator Assemblies

2. Copies of the foregoing documents may be obtained as follows:

a. Information on obtaining copies of the NFPA codes and standards may be obtained from

National Fire Protection Association, 1 Battery March Park, and Quincy, Massachusetts, 02169.

b. Information on obtaining copies of ANSI Standards may be obtained from American

National Standards Institute, 1899 L Street N.W., Suite 11, Washington, DC 20036.

c. Information on obtaining copies of NEMA Standards Publication may be obtained from

National Electrical Manufacturer's Association, 1300 17th Street North, #900, Arlington, VA 22209.

d. Information on obtaining copies of ISO publications may be obtained from International

Organization for Standardization, Chemin de Blandonnet 8, CP 401-1214 Vernier, Geneva, Switzerland; International: +41 22 749 01 11.

102. ENGINE GENERATOR PARAMETER SCHEDULE

All Engine Generator assemblies must be IBC Seismic Certified

1. LARGE DIESEL 350 kW and above:

a. Power Rating: Standby Rating (see 100.9);

b. Overload Capacity: There is no overload capacity requirement for Standby Rating

c. Power Factor: 0.8 lagging;

d. Rated Speed: 1803 revolutions per minute (rpm);

e. Heat Exchanger: Type fin-tube (radiator);

f. Governor Type: Isochronous;

g. Governor: Electronic;

h. Governor Speed: Adjustability Manual - adjustment by hand (not computer software);

i. Frequency Bandwidth: ± 0.15 Hertz (0.25 %) (steady state);

j. Voltage Regulation: (No Load to Full Load), (Standalone applications)

a. ± 9.6 Volts at 480 Volts (2%)

b. ± 4.2 Volts at 208 Volts (2%) ;

k. Voltage Bandwidth: (steady state)

a. ± 4.8 Volts at 480 Volts (1%)

b. ± 2.1 Volts at 208 Volts (1%);

l. Frequency: 60.1 Hertz;

m. Voltage, Phase

a. 480/277 Volts, 3-Phase, 4-Wire

b. 208/120 Volts, 3-Phase, 4-Wire

c. 240/120 Volts, 1-Phase, 3-Wire;

d. 240 Volts 3-Phase Delta, 4-Wire;

n. Fault Current Capability: 300% of Full Load current for ten (10) seconds with neutral solidly grounded.

o. Nonlinear Loads: > 25% of Full Load Rating;

p. Max Step Load Increase:

a. 200 kW and smaller units: 100 % of Full Load Rating (at 0.8PF)

b. 201 kW and larger units: 50 % of Full Load Rating (at 0.8PF)

q. Transient Recovery Time (Voltage): two (2) seconds with Step Load Increase;

r. Transient Recovery Time (Frequency): two (2) seconds with Step Load Increase;

s. Maximum Voltage Deviation: 5% of rated voltage Step Load Increase;

t. Maximum Frequency Deviation: 2.5 % of rated frequency with Step Load Increase;

u. Max Step Load Decrease: 100 % of Full Load Rating at (without shutdown) 0.8 PF;

v. Max Time to Start and be Ready to Assume Load: fifteen (15) seconds;

w. Max Indoor Temp (Prior to EG Operation): 52 degrees C (125 degrees F);

x. Min Indoor Temp (Prior to EG Operation): -6.6 degrees C (20 degrees F);

y. Installation Elevation: Sea level through 3000 feet .

z. Voltage THD at 50% load on load bank < 5% THD;

aa. Voltage: THD at 100% load on load bank < 5% THD;

bb. Vendor to provide the following Alternator Characteristics Parameters:

PARAMETER DESCRIPTION UNIT VALUE

Xd D-Axis synchronous reactance (unsaturated) pu X'd D-Axis transient reactance (saturated) pu X''d D-Axis sub-transient reactance (saturated) pu Xq Q-Axis synchronous reactance (unsaturated) pu X''q Q-Axis sub-transient reactance (saturated) pu X2 Negative-sequence reactance (saturated) pu X0 Zero-sequence reactance (independent) pu T'd D-Axis transient time constant ms T''d D-Axis sub-transient time constant ms T'do D-Axis open-circuit time constant ms Ta Armature time constant ms Tr Voltage recovery time ms X/R Ratio of reactance to resistance Ra Stator resistance pu Tdc DC time constant pu

2. SMALL DIESEL 300 kW and Below:

a. Power Rating (see 100.9):

a. Standby Rating

b. Prime Power Rating;

b. Overload Capacity:

a. Standby Rating - There is no overload capacity requirement for Standby Rating

b. Prime Power Rating - A 10% overload capacity is available for one (1) hour in twelve

(12);

c. Power Factor:

a. Single Phase – 1.0

b. Three Phase - 0.8 lagging;

d. EG Applications: stand-alone;

e. Rated Speed: 1803 rpm;

f. Heat Exchanger Type: fin-tube (radiator);

g. Governor Type: Isochronous;

h. Governor: Electronic;

i. Governor Speed: Adjustability Manual - adjustment by hand (Not computer software);

j. Frequency Bandwidth (steady state): ± 0.15 Hertz (0.25 %);

k. Voltage Regulation (No Load to Full Load) (Standalone applications):

a. ± 9.6 Volts at 480 Volts (2 %)

b. ± 4.2 Volts at 208 Volts (2 %)

c. ± 4.8 Volts at 240 Volts (2 %);

l. Voltage Bandwidth (steady state):

a. ± 4.8 Volts at 480 Volts (1 %)

b. ± 2.1 Volts at 208 Volts (1 %)

c. ± 2.4 Volts at 240 Volts (1 %)

m. Frequency: 60.1 Hertz;

n. Voltage, Phase

a. 480/277 Volts, 3-Phase, 4-Wire

b. 208/120 Volts, 3-Phase, 4-Wire

c. 240/120 Volts, 1-Phase, 3-Wire

d. 240 Volts, 3-Phase Delta, 4-Wire;

o. Fault Current Capability: 300% of Full Load current for ten (10) seconds with neutral solidly grounded;

p. Nonlinear Loads: > 25% of Full Load Rating;

q. Max Step Load:

a. 200 kW and smaller units: 100 % of Full Load Rating (at 0.8PF)

b. 201 kW and larger units: 50 % of Full Load Rating (at 0.8PF);

r. Transient Recovery Time (Voltage): two (2) seconds with Step Load Increase;

s. Transient Recovery Time (Frequency): two (2) seconds with Step Load Increase;

t. Maximum Voltage: Deviation with Step Load Increase: 5% of rated voltage;

u. Maximum Frequency: Deviation with Step Load Increase: 2.5 % of rated frequency;

v. Max Step Load: Decrease (without shutdown) 100 % of Full Load Rating at 0.8 PF;

w. Max Time to Start and be Ready to Assume Load: fifteen (15) seconds;

x. Max Indoor Temp (Prior to Genset Operation): 52 degrees C (125 degrees F);

y. Min Indoor Temp (Prior to Genset Operation): -6.6 degrees C (20 degrees F);

z. Installation Elevation: Sea level through 3000 feet

aa. Voltage THD at 50% load on load bank: < 5%;

bb. Voltage THD at 100% load on load bank: < 5%

cc. Vendor to provide the following Alternator Characteristics Parameters:

X'd D-Axis transient reactance (saturated) pu X''d D-Axis sub-transient reactance (saturated) pu Xq Q-Axis synchronous reactance (unsaturated) pu X''q Q-Axis sub-transient reactance (saturated) pu X2 Negative-sequence reactance (saturated) pu X0 Zero-sequence reactance (independent) pu T'd D-Axis transient time constant ms T''d D-Axis sub-transient time constant ms T'do D-Axis open-circuit time constant ms Ta Armature time constant ms Tr Voltage recovery time ms X/R Ratio of reactance to resistance

dd. Prime Power Rated Engine Generator Fuel Consumption Characteristics. The Engine Fuel Consumption must not exceed the following maximum limits based on the conditions listed below.

Size Range

Net kW % of Rated

Output Capacity Fuel Usage lbs/kWH

5-300 75 and 100

0.600 0.643

Conditions:

a. Net kW of the Set corrected for engine auxiliaries that are electrically driven, where kW is electrical kilowatt hours.

b. 45 MJ/kg (19,350 Btu/pound) high-heat value for fuel used.

c. Sea level operation.

d. Intake-air temperature not over 32 degrees C (90 degrees F).

e. Barometric pressure of intake air not less than 95.7 kPa (28-1/4 inches of mercury).

Fuel-Consumption Rebates:

Fuel consumption rebates must be assessed for failure of engine generator set to meet guaranteed rates. If the guaranteed fuel-consumption rate for 100 % rated output capacity is verified in the tests but the rates for 75 or 50 % rated output capacity are not verified, the appropriate 75 or 50 % rate differences must be used in assessing the rebates. If more than one fuel consumption guarantee is not met, rebates must be computed for 100, 75, and 50 % rated output capacity, and the highest computed figure must be used in assessing the rebates. Rebate = H x C x D x N where:

H = Operating hours over a projected period of fifteen (15) years C = Local fuel costs in dollars per pound D = A - G

A = Measured fuel consumption in pounds per hour G = kW x R = Guaranteed fuel consumption in pounds per hour

R = Fuel Usage LBS/kWH N = Number of generator sets provided, equals 1. Each engine generator installation evaluated individually.

Adjust fuel costs to the heat value kJ/kg BTU/lb for the fuel used in the test (requires fuel laboratory test) rationed to the 45,000 kJ/kg 19,350 Btu/pound heat value used as the basis of the guarantee.

3. GASEOUS FUELED ENGINES:

a. Power Rating: Standby Rating (see paragraph 100.9 of this document);

b. Overload Capacity: There is no overload capacity requirement for Standby Rating

c. Power Factor:

a. Single Phase – 1.0

b. Three Phase - 0.8 lagging;

d. EG Applications: stand-alone;

e. Rated Speed: 1803 rpm;

f. Heat Exchanger Type: fin-tube (radiator);

g. Governor Type: Isochronous;

h. Governor Electronic;

i. Governor Speed: Adjustability Manual - adjustment by hand (Not computer software);

j. Frequency Bandwidth (steady state): ± 0.15 Hertz (0.25%);

k. Voltage Regulation (No Load to Full Load) (Standalone applications):

a. ± 4.2 Volts at 208 Volts (2%)

b. ± 4.8 Volts at 240 Volts (2%)

l. Voltage Bandwidth (steady state):

a. ± 2.1 Volts at 208 Volts (1%)

b. ± 2.4 Volts at 240 Volts (1%)

m. Frequency: 60.1 Hertz;

n. Voltage, Phase

a. 208/120 Volts, 3-Phase, 4-Wire;

b. 240/120 Volts, 1-Phase, 3 Wire;

o. Fault Current Capability 300% of Full Load current for ten (10) seconds with neutral solidly grounded;

p. Nonlinear Loads > 25% of Full Load Rating;

q. Max Step Load Increase

a. 200 kW and smaller units: 100 % of Full Load Rating (at 0.8 PF);

b. 201 kW and larger units: 50 % of Full Load Rating (at 0.8 PF);

r. Transient Recovery Time (Voltage): two (2) seconds with Step Load Increase;

s. Transient Recovery Time (Frequency): two (2) seconds with Step Load Increase;

t. Maximum Voltage Deviation with Step Load Increase: 5 % of rated voltage;

u. Maximum Frequency Deviation with Step Load Increase: 2.5 % of rated frequency;

v. Max Step Load Decrease (without shutdown): 100% of Full Load Rating at 0.8 PF;

w. Max Time to Start and be Ready to fifteen (15) seconds Assume Load;

x. Max Indoor Temp (Prior to EG Operation): 52 degrees C (125 degrees F);

y. Min Indoor Temp (Prior to EG Operation) - 6.6 degrees C (20 degrees F;

z. Installation Elevation Sea level through 3000 feet;

aa. Voltage THD at 50% load on load bank < 5%;

bb. Voltage THD at 100% load on load bank < 5%; and

cc. Vendor to provide the following Alternator Characteristics Parameters:

X'd D-Axis transient reactance (saturated) pu X''d D-Axis sub-transient reactance (saturated) pu Xq Q-Axis synchronous reactance (unsaturated) pu X''q Q-Axis sub-transient reactance (saturated) pu X2 Negative-sequence reactance (saturated) pu X0 Zero-sequence reactance (independent) pu T'd D-Axis transient time constant ms T''d D-Axis sub-transient time constant ms T'do D-Axis open-circuit time constant ms Ta Armature time constant ms Tr Voltage recovery time ms X/R Ratio of reactance to resistance

103. QUALITY ASSURANCE AND CERTIFICATION

1. All equipment (100%) must be quality assurance tested prior to leaving the factory. All ATS, EG and ancillary support equipment, must be fully tested to verify correct operation of transfer functions, interlock functions and all annunciations.

2. Upon request of the FAA, the Contractor must provide a letter certifying compliance with all of the requirements of this specification including compliance with the above codes and standards and withstand and closing ratings. The certification must identify, by serial number(s), the equipment involved in the certification test. No exceptions to the specifications, other than those stipulated at the time of the submittal, must be included in the certification.

3. The EGS manufacturer must be certified to ISO 9001 Quality Management Standards. The manufacturer must have third party certification verifying the quality assurance in design/ development, production, installation, and servicing in accordance with ISO 9001.

4. Reliability. The reliability of the system must be demonstrated with calculations, statistical data and/or tests. In no case must the system Mean Time Between Critical Failure (MTBCF) fall below 2000 hours. Critical failures differ from other failures in that Critical Failures prevent the system from providing acceptable electrical power. All solid-state equipment including microprocessors must be specifically designed and fully tested for the application and must have a proven history of satisfactory performance in applications nearly identical to those specified. An operating EGS must successfully start 99.5% of the time or better.

5. Maintainability. Equipment of the same model as the equipment furnished must have performed satisfactorily in an independent plant for a specified length of time so the manufacturer can certify under the satisfactory maintenance program that the supplied engine will normally not need a Major overhaul nor will a major expense be incurred until at the least 4,000 hours of operation. The Minor overhaul of the engine in no case must be required in less than 2000 hours of operation. (Minor overhaul includes any repair work that requires removing and/or replacing external engine items such as cylinder heads, starter, or water pump.

It may also include replacing the camshaft.) (Major overhaul includes any repair work that requires removing and/or replacing internal items such as pistons, crankshaft, or any bearings.)

The manufacturer must provide data on at least four installations for each engine size supplied verifying the 4,000-hour major overhaul period.

6. Mean Time Between Failures (MTBF). The Contractor must furnish to the FAA documentation showing the methods and testing used to develop the MTBF of the major components such as the ATS Controller, EG Controller, alternator, prime mover, and ATS.

The MTBF must be indicated for each major component. To maximize MTBF, components must be tested and selected to satisfy specification requirements.

7. Mean Time To Repair (MTTR). The MTTR must be indicated for each lowest, replaceable

(bolt-on or plug-in) component. To minimize MTTR, plug-in devices must be used, and the system diagnosis and alarming must be extended to all key components. The EGS must have an MTTR of three (3) hours with any single failed item having a maximum repair time of eight

(8) hours based on repair components and tools being immediately available at the engine location.

200. ENGINE GENERATOR SYSTEM (EGS) FUNCTIONAL AND PERFORMANCE

CHARACTERISTICS

Equipment provided under this contract must, as a minimum, meet the requirements of ISO 8528 Class G3, NEMA MG1, NFPA 70, and NFPA 110. In the event of a conflict between these documents and this specification, the more stringent requirement must apply. The contractor must provide personnel, material, services and facilities as required to produce, deliver, test, and support the EGS. The contractor must provide COTS/NDI equipment that meets the EGS functional and performance characteristics set forth below.

201. GENERAL REQUIREMENTS

1. Safety. All components of the EGS must be in compliance with all OSHA safety standards both physically and electrically for protection of operating personnel.

2. The following EGS equipment must be certified to meet IBC seismic requirements: EG, ATS, diesel Day Tank, and Subbase diesel Fuel Tank.

3. Each EG must provide a power rating in accordance with ISO-3046/1.

4. The EG must be bedrail mounted with the appropriate vibration absorbing features and certified for seismic zone installation. The bedrail skids must be of sufficient height to provide a minimum space of eight (8) inches of clearance from the lowest part of the engine oil pan to the floor to facilitate oil pan removal from engine.

5. The ATS must be the standard product, COTS, by a recognized manufacturer and come complete with all controls and features as specified herein.

6. Speed and vibration. The EGS must be designed to operate continuously at 1803 RPM

(60.1Hz) synchronous speed (see Section 203.6). The EGS must be free of critical flexural vibrations and dangerous torsional critical speeds between ± 20 % of synchronous speed.

Dangerous critical speed is defined as a speed at which vibratory stresses in the shaft exceeds 5000 psi. At the discretion of the government, torsional vibration calculations may be subject to submission as part of the contract historical data. An overspeed safety device must be installed to stop the engine when the speed exceeds 120 % of the synchronous speed.

7. Environmental conditions. Within fifteen (15) seconds after commercial power is outside of acceptable parameters, the EGS must assume a facility’s loads with the voltage, frequency and harmonic regulation specified, at indoor ambient temperatures between minus 6.6 degrees C (20 degrees F) and plus 52 degrees C (125 degrees F) at 10 to 100 % relative humidity, at altitudes up to 3,000-feet above sea level. Acceptance testing must be in accordance with Chapter 3 of this specification.

8. Air pollution controls. EGs must meet all national standards for emission controls in effect at the time of delivery. Documentation of these tests must be retained with the individual test records for each EG. A record of this test must be included with each EG as part of the historical data. In addition, each EG, suitable for installation in areas (such as California) where more stringent air pollution controls are required, must meet those more stringent controls. Additional external equipment may be used to meet more stringent controls.

9. All components of the EGS must be rated for 100% duty cycle.

10. Electromagnetic radiation. All electronic components must be shielded from all effects of EMI due to ignition noise, lightning and switching power supplies.

11. Vibration isolation. The total EGS, including the exhaust piping and accessory systems, must meet or exceed IBC seismic requirements.

12. All terminal and connection points for a specific component of the EGS, made available for customer/FAA use, must have the same designation regardless of kW or ampacity rating. This applies to all EGS equipment (ex. Loadbank & Day Tank).

13. Parallel Operation. EGS specified for parallel operation must be configured for automatic parallel operation. Each set must be capable of parallel operation with one or more sets on an isolated bus.

14. Load Sharing. EGS specified for parallel operation must be configured to automatically load share with other sets by proportional loading. Proportional loading must load each set to within 5 % of its fair share. A set's fair share is its nameplate-rated capacity times the total load, divided by the sum of all nameplate-rated capacities of on-line sets. Load sharing must incorporate both the real and reactive components of the load.

15. Operation of Multiple Engine Generator (EG) Units on a Single Buss. Some FAA facilities will require the use of multiple EG connected to a single common buss. EG units purchased for these applications must be capable of providing Automatic Paralleling and Loading of EG.

An automatic loading system must be provided to load and unload EGs in the sequence indicated. The loading system must monitor the system load and cause additional EGs to start, synchronize, and be connected in parallel with the system bus with increasing load. Actuation of the additional EGs start logic must occur when the load exceeds a percentage set-point of the operating set's rating for an adjustable period of one (1) to sixty (60) seconds. When the system load falls below the percentage set-point of the operating set's rating for an adjustable period of one (1) to sixty (60) seconds, the controller must unload and disconnect EGs from the system, stopping each EG after cool-down. The device must provide two adjustable set-point ranges from 50 to 100 %.

16. Towable Engine Generator. Towable units will meet all the requirements as specified in this document for an EG as well as meeting current DOT requirements. Towable units will be delivered road ready and registerable. Additionally, towable units will be self-contained trailer mounted units and will be equipped with on board fuel cells appropriately sized to support a 24-hour run time at prime rated full load. A means of readily selecting the connection of the alternator windings, such as a rotary switch, from single phase to three phase and selecting 120/240 Volts, 120/208 Volts or 277/480 Volts will be provided. The towable EG unit enclosure must be corrosion resistant and fully weather resistant. The enclosure must contain all components and provide ventilation to permit operation at full load under secured conditions. Doors must be provided for access to controls and equipment requiring periodic maintenance or adjustment. Removable panels must be provided for access to components requiring periodic replacement. The enclosure must be capable of being removed without disassembly of the EG set or removal of components other than the exhaust system. The enclosure must reduce the noise of the generator set to a noise level of below 85 dBA at 25 feet.

202. PRIME MOVER

1. All engines must be rated in accordance with ISO-3046 requirements.

2. Engines provided must be certified for installation and operation by the Environmental

Protection Agency (EPA). Where more stringent state or local emission requirements exist, engines must be factory adapted to meet these more stringent requirements.

3. Governor Control – Must be electronic with isochronous operation. The Air/Fuel Ratio control of the engine must be a closed loop system rather than an open loop system. These units must be self-correcting for altitude and atmospheric conditions.

4. Prime Mover Speed Control - All EGS must be delivered with the generator frequency set to

60.1 Hertz.

5. All engines will be equipped with a means of draining the crankcase oil outside of the bedrail.

The drain must be located such that it will provide a minimum of three (3) inches of clearance to the floor.

6. All engines will come equipped with dry-type Combustion Air Filter Assemblies with restriction indicators. Low noise air filter elements must be provided as available. Disposable cartridge air filter elements must be industry standard.

7. The engine's cooling system will be fitted with separate drain cocks for the radiator and engine block for servicing.

8. An electric water heater must be installed to supply heat to the engine jacket water. The body of the heater must be metallic not plastic. In an ambient temperature of 4.4 degrees C (40 degrees F) the heater must have sufficient capacity to raise the engine jacket water average temperature to 37.7 degrees C (100 degrees F) within two (2) hours. After the temperature has stabilized, maintain the average temperature between 37.7 degrees C (100 degrees F) and 43.3 degrees C (110 degrees F). Maximum temperature in the immersion heater outlet must be 73.9 degrees C (165 degrees F). The inlet and outlet of the immersion heater housing must be provided with lever handle ball type shutoff valves. Handle position must clearly indicate when the valves are opened or closed. A thermostat shall be positioned in the engine block to maintain the engine block coolant temperature range as outlined above. The thermostat sensing element must be in direct contact with engine coolant. Thermostats with adjustable setting of the temperature must be provided with a locking means to prevent engine vibration from changing the setting.

9. For diesel fueled engines, a Primary and Secondary Fuel Filter must be provided as part of the engine assembly and must be equipped with fuel pressure gages on the inlet and outlet of each filter.

10. Diesel fueled engines must be equipped with a Manual Fuel Filter Priming Pump.

11. For gaseous fueled engines, the fuel delivery solenoid must be an Energize-to-Run (ETR).

12. Hoses and fittings. Throughout the coolant system, where flexible hoses are used, vendor must supply form fitting molded reinforced type hose secured with industry standard stainless steel worm screw clamps. Corrugated "universal" hoses are not acceptable.

13. Fuel lines connecting to the engine must be flexible.

14. Cranking and starting. Either intermittent or continuous cranking must be provided by a cranking control device. Continuous cranking must be limited to sixty (60) seconds.

Intermittent cranking must be adjustable to a fifteen (15) second Cranking On Cycle followed by fifteen (15) seconds Cranking Off Cycle. Intermittent cranking must terminate in an over-crank lockout on failure of the engine to start after the third fifteen (15) second Cranking On Cycle. Over-crank lockout must require manual reset to clear.

15. For gaseous fueled engines, the engine fuel system must be designed for propane vapor to be delivered at five (5) inches to eleven (11) inches of water column pressure at the inlet of the fuel solenoid valve.

16. Diesel fueled engines will be capable of operating with no more than a 40% load without wet stacking.

203. ALTERNATOR/ EXCITER ASSEMBLY

1. The alternator must be rated for 60 Hertz service.

2. The alternator must be a brushless type. The exciter will have a permanent magnet generator type (PMG), and full wave rectifiers accessible for testing and replacement without disassembly of the generator or exciter. The exciter temperature rise, rating and insulation class must be the same as specified for the generator.

3. The alternator must be rated for standby service at the design load and with the voltage system applicable. The alternator must be large enough to start a motor of 25% of rated kW load consisting of NEMA Standard MG-1, Code G, 6.3 kVA/hp motors with no more than 2% voltage drop. The alternator must have a 110% net output kW (overload) capacity for one hour at 51.7 degrees C (125 degrees F) ambient and up to 3,000 feet altitude and must maintain the regulation and output requirements specified. The alternator must be capable of supplying 300% fault current for ten (10) seconds with neutral solidly grounded. The alternator must not sustain damage when operated at 120% of the rated speed.

4. The alternator must be synchronous type with 105 degrees C (221 degrees F) temperature rise by resistance over 40 degrees C (104 degrees F) ambient, NEMA MG-1, Class F insulation or better, fungus resistant, self-ventilated, drip-proof construction, meeting ANSI C50 Standards.

The alternator must be protected from damage due to voltage spikes, transient or surges from external sources. The alternator rotor must have full Amortisseur’s windings.

5. Voltage Regulation and Stability. Voltage Regulators must be of a solidstate design, adjustable, and must be fully input filtered, sensitive to 60 Hertz fundamental frequency only.

The voltage regulation from no-load to full-load must not exceed + 2% of the nominal system line-to-line voltage. The steady state stability (isochronous operation) from no-load to full-load must not exceed + 1% of the nominal system line-to-line voltage. The voltage regulator must operate satisfactorily on unbalanced phase current loads not exceeding 25% of the alternator full load current rating. Regulator must be configured for safe manual adjustment of the EG voltage output without special tools, during operation, from 85% to 110% of the rated voltage over the steady state load range of 0 to 100% of rated output capacity. Regulation drift must not exceed ± 0.5% for an ambient temperature change of 20 degrees C (68 degrees F). Reactive droop compensation or reactive differential compensation must load share the reactive load proportionally between sets during parallel operation. The voltage regulator must have a maximum droop of 2% of rated voltage over a load range from 0% to 100% of rated output capacity and automatically maintain the generator output voltage within the specified operational bandwidth.

6. Frequency Regulation and Stability. The alternator frequency regulation must not vary more than ± 0.20 Hertz from no load to 110% full load. The steady state stability (isochronous operation) must not exceed ± 0.15 Hertz while serving the rated load, at indoor ambient temperatures between - 6.6 degrees C (20.12 degrees F) and 52 degrees C (125.6 degrees F) at 10 to 100% relative humidity, at altitudes up to 3,000 feet above sea level, and for any unbalanced phase load not exceeding 25% of alternator rating.

7. Single Phase units must be 12-lead re-connectable only and must be configured to provide

120/240 Volts.

8. Three phase units rated 400 kW and below, must be 12-lead re-connectable and be capable of being configured for 120/208 Volts or 277/480 Volts.

9. Three phase units rated more than 400 kW and less than or equal to 800 kW, must be 10-lead or 12-lead re-connectable and be capable of being configured for 120/208 Volts or 277/480 Volts.

10. Three phase units rated more than 800 kW must be 4-buss-bar or 12-lead re-connectable and be capable of being configured for 120/208 Volts or 277/480 Volts.

11. The alternator enclosure must allow for top and bottom entry of load conductors and all associated raceways (conduits) as required for these conductors.

12. Output Overcurrent Protection – Two (2) independent circuit breakers, configured in parallel from the main alternator output, must be provided as part of the alternator assembly; one circuit breaker for the facility load and the other for the load bank. The generator output circuit breaker and load bank circuit breaker are to be factory mounted and wired in the alternator enclosure.

In the event of a fault or overload condition, the load bank circuit must not cause the facility load circuit breaker to trip. These circuit breakers must be appropriately sized to continuously carry the full output current rating of the alternator. The circuit breakers must be equipped with terminal lugs appropriately sized to accept the conductors rated for full capacity of the alternator. These circuit breakers must have voltage ratings equal to or greater than the output voltage of the alternator. The circuit breakers must provide electrical isolation in the “tripped” and “Off” positions, and must include “Shunt-Trip” elements with DC voltage rated coils to match the engine starting battery voltage.

13. Grounding Buss Bars - All alternators must be equipped with a copper grounding buss bars securely mounted inside of the alternator enclosure. All grounds are to terminate at this buss bar. The grounding buss bars must be sized as follows:

a. Alternators rated 125 kW and below - ¼” X 4” X 10” as a minimum.

b. Alternators rated above 125 kW - ¼ X 4” X 20” as a minimum.

14. Neutral Buss Bars - All alternators must be equipped with a copper Neutral buss bars securely mounted inside of the alternator enclosure. All Neutral conductors are to terminate at this buss bar. The Neutral buss bars must be sized as follows:

c. Alternators rated 125 kW and below - ¼” X 4” X 10” as a minimum.

d. Alternators rated above 125 kW - ¼ X 4” X 20” as a minimum.

204. CONTROL AND INDICATION OF ALTERNATOR/ PRIME MOVER

The control and indication panel must meet the requirements of NFPA 110 Level 1. The control and indication panel may use a common digital panel presentation with multiple selection features or independent analog gauges. The Prime Mover / Alternator Assembly must, as a minimum, include the following:

1. Controls Local (On the Alternator / Prime Mover Control Assembly):

a. Alternator Voltage Adjustment – 85 to 110% of the nominal system line-to-line voltage.

This adjustment will require software and a computer.

b. Alternator Frequency Adjustment - Adjustability Manual - adjustment by hand (not computer software)

c. Engine Emergency Stop Switch (Push-in mushroom button on Controller) Provide a manual OFF and ON switch with provision for locking in the OFF position to prevent manual or automatic cranking the engine starter. The switch must be located on the control panel and labeled Emergency Stop. A green indicator light must indicate the control is on and all safety circuits are normal.

d. System Safety Lockout (Auto - Off/ Reset – Run).

e. Panel Lamp Test Switch.

f. Parallel Operation of Multiple EGS Units On A Single Buss. Some FAA facilities will require the use of multiple EGS connected to a single common buss. EGS units purchased for these applications must be capable of providing Automatic Paralleling and Loading of EGS. An automatic loading system must be provided to load and unload EG sets in the sequence indicated. The loading system must monitor the system load and cause additional EG sets to start, synchronize, and be connected in parallel with the system bus with increasing load. Actuation of the additional EG set start logic must occur when the load exceeds a percentage set-point of the operating set's rating for an adjustable period of one

(1) to sixty (60) seconds. When the system load falls below the percentage set-point of the operating set's rating for an adjustable period of one (1) to sixty (60) seconds, the controller must unload and disconnect EG sets from the system, stopping each EG set after cool-down. The device must provide two adjustable set-point ranges from 50% to 100%. All set point adjustments must be manual adjustments made by hand or with the use of a screwdriver only. These adjustments will not require the use of software or a computer to perform changes to the settings.

g. Engine Emergency Stop Switch: Personnel Safety Shutdown Switch.

h. Engine Start / Stop from ATS and/ or remote equipment.

2. Monitoring and Indications Local (On the Alternator / Prime Mover Control Assembly):

a. Engine Coolant Temperature (°F ± 5% accuracy).

b. Engine Oil Pressure (PSI ± 5% accuracy).

c. Engine Run Time (Tenths of Hours).

d. Engine Manifold Pressure (turbo-charged units) gauge may be mounted on the engine (PSI

±5% accuracy).

e. Alternator AC Output Voltage, selectable for phase–to-phase and phase-to- neutral (AC

Volts ± 2% accuracy).

f. Alternator AC Output Current selectable for each phase (AC Amperes ± 2% accuracy).

g. Engine System DC Voltage (DC Volts ± 2% accuracy).

h. Alternator Output Frequency (Hertz 0.1 Hz resolution ± 0.5% accuracy).

i. Audible Safety Warning Device.

j. Audible Safety Warning Device Silence Switch.

k. Visual Safety Lockout Indication for each lockout condition (LED or lamps).

l. Two (2) Form A Engine Run Contacts.

m. Two (2) Form B Engine Run Contacts.

3. Remote – RS-232 and RS-485 Communication Port Interface. A full duplex RS-485 interface must be installed in the EG controller to enable serial communications. The controller must be capable of interfacing, through a serial communication module, with a network of engine controllers, locally (up to 4000 ft.) or remotely through serial communications. Standard software specific for the engine controller applications must be available by the manufacturer.

This software must allow for the monitoring, control and setup of parameters. Remote monitoring must, as a minimum, include the following:

a. Engine Coolant Temperature (°F ± 5% accuracy);

b. Engine Oil Pressure (PSI ± 5% accuracy);

c. Safety Alarm - Engine Overcrank (cyclic is acceptable);

d. Safety Alarm - Engine Overspeed;

e. Safety Alarm - Engine High Coolant Temperature;

f. Safety Alarm - Engine Low Oil Pressure;

g. Safety Alarm - Engine Low Coolant Level;

h. Safety Alarm - Alternator Over Voltage;

i. Safety Alarm - Over / Under Frequency;

j. Engine Run Indication.

4. Safety Alarm Warning Features, located on the Alternator / Prime Mover Assembly:

a. Engine High Coolant Temperature.

b. Engine Low Oil Pressure.

c. Engine Low Coolant Temperature.

5. Safety Alarm Shutdown Controls, located on the Alternator / Prime Mover Assembly:

a. Engine Overcrank (cyclic is acceptable).

b. Engine Overspeed.

c. Engine High Coolant Temperature.

d. Engine Low Oil Pressure.

e. Alternator Over Voltage.

f. Over / Under Frequency.

205. AUTOMATIC TRANSFER SWITCH WITH BYPASS SWITCH ASSEMBLY

GENERAL REQUIREMENTS

1. Transfer Switches as outlined here are to be used for emergency systems and standby systems providing backup power. Transfer Switch designs must meet or exceed the requirements of codes and standards at the time of delivery. All switches will be continuously rated.

2. Automatic Transfer Switches (ATS) will be required in the following configurations. The

ATS with Integral Manual Bypass Switches will be designated as follows:

a. Open Transition Transfer Switch with Integral Bypass – OTTS / BS;

b. Open Transition Transfer Switch – OTTS (without Bypass);

c. Closed Transition Transfer Switch with Integral Bypass – CTTS / BS; and

d. Closed Transition Transfer Switch – CTTS (without Bypass).

3. All ATS will be sized from 150 to 3000 amps.

4. All ATS must use only one type of main operator for ease of maintenance and commonality of parts.

5. Automatic Transfer – Time. When both normal and emergency sources are available, and the connected source is out of tolerance, the transfer time to the alternate source will be less than

0.5 seconds.

6. Automatic Transfer - Engine Failure. In the event of a safety lock-out of the engine (engine failure), retransfer to the commercial source must be immediate on availability. Any transfer delay timer must be bypassed under these conditions.

7. Automatic Transfer Switch Contacts. The Phase and Neutral Contacts of the switch must be electrically operated and mechanically held in place. The contacts must be positively locked and unaffected by momentary outages. For OTTS (with or without BS), the electrical operator must be a momentarily energized, single solenoid mechanism. Main contact operators which include overcurrent disconnect devices, linear motors or gears will not be accepted.

8. The ATS will provide means of arc suppression to minimize arcing during the transferring of the load. Switches rated for 800 Amperes and above must have segmented, blow-on construction for high withstand and close-on capability and be protected by separate arcing contact.

9. Inspection of all Transfer Switch contacts must be possible from the front of the switch without disassembly of the operating linkages and without disconnection of power conductors.

Switches rated 600 Amperes and higher must have front removable and replaceable contacts.

All stationary and moveable contacts must be replaceable without removing power conductors and/ or bus bars. Designs utilizing components of molded-case circuit breakers, contactors, or parts thereof, which are not intended for continuous duty, repetitive switching or transfer between two active power sources, are not acceptable.

10. All ATS must consist of an inherently double throw power transfer switch mechanism and controller to provide automatic operation. All automatic transfer switches and controllers must be the products of the same manufacture.

11. The ATS Mean Time Between Failure (MTBF) must be greater than 300,000 hours of continuous operation without failure between 90% and 110% of the rated voltage and at the rated current. The MTBF test data must be provided as part of the Contractor submittal package.

12. The ATS enclosure must be Underwriters Laboratory (UL) listed and must as a minimum meet the requirements for a NEMA Type 1 or NEMA Type 3 enclosure. The Automatic Transfer Switch enclosure must allow for top entry of Normal Conductors, Emergency Conductors, and the Load Conductors and all associated raceways (conduits) as required for these conductors.

13. ATS, whether of the OTTS or CTTS, single phase or three phase configurations, must be equipped with fully rated overlapping neutral transfer contacts. The neutrals of the normal and emergency power sources must be connected only during the transfer and retransfer operation and remain connected together until power source contacts close on the source to which the transfer is being made. The overlapping neutral contact must not overlap for a period greater than 100 milliseconds. Neutral switching contacts must overlap.

14. All ATSs, whether of the OTTS or CTTS, single phase or three phase configurations, must be equipped with copper grounding buss bars securely mounted on the inside of the enclosures.

The grounding buss bars must be ¼” X 4” X 10” as a minimum.

15. ATS will be provided with an optional “Preferred Source Switch”. This option will provide a selector switch, which, when operated, will allow either of the two power sources to operate as the preferred source. This selector switch will transfer all of the characteristics of the preferred source.