operation and maintenance manual · 2. trouble shooting chart (figure 5) 3-1 1 a. description 3-1 1...

OM-2037113091042793

OPERATION AND MAINTENANCEMANUAL

with

ILLUSTRATED PARTS LIST

for

ENGINE-DRIVEN GENERATOR SETSPECIFICATION NUMBERS

6919A and 6919B

For Truck or Trailer MountingMODEL No. 90J20

90-KVA, 400-HZ, 115/200-V AC, 3-PHASE

with

JOHN DEERE DIESEL ENGINETYPE 6059TL

(Turbocharged)

Hobart Brothers CompanyAirport Systems Group

Ground Power EquipmentTroy, Ohio 45373

U.S.A.

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INTRODUCTIONThis manual contains operation and maintenance information for four series of 400-Hertz generator setsmanufactured by Hobart Brothers Company, Power Systems Group, Troy, Ohio 45373.

This manual is not intended to be a textbook on electricity or electronics. Its primary purpose is to provideinformation and instructions to experienced operators, electricians, and mechanics who have never seenor operated this equipment. It is the intent of this manual to guide and assist operators and maintenancepeople in the proper use and care of the equipment.

Use of the manual should not be put off until a trouble or need for help develops. Read the instructionsbefore starting the unit. Learn to use the manual and to locate information contained in it. Its style and ar-rangement are very similar to commercial aircraft manuals. The manual is divided into six chapters.Each chapter is divided into as many sections as required. Each new section starts with page 1. Eachpage is identified by chapter, section and page number, which are located in the lower, outside corner.When information located in another portion of the manual is referred to, its location is identified by a chap-ter, section, and paragraph, or figure number.

For example, “(See 2-3, Para. B)” refers to information located in Chapter 2, Section 3, Paragraph B. If aChapter and Section are not indicated in a reference, the referenced material is located in the same sec-tion as the reference, Example, (See Para. B).

In addition to operation and maintenance instructions, the manual contains an illustrated parts list in Chap-ter 4, and a collection of manufacturer’s literature and supplemental information in Chapter 6.

Content of the manual is arranged as follows:

Chapter 1. Description/Operation

Chapter 2. Servicing

Chapter 3. Troubleshooting

Chapter 4. Illustrated Parts List

Chapter 5. Optional Equipment

Chapter 6. Manufacturer’s Literature

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November 30/91 IntroductionPage 1

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Introduction November 30/91Page 2

Table of Contents

WARNING

INTRODUCTION

Chapter 1. Description/OperationSection 1. Description 1-1 1

1. General 1-1 12. Orientation 1-1 13. Special Features 1-1 1

A. Protective Monitor 1-1 1B. Voltage Regulator 1-1 2C. Electric Governor 1-1 2

4. Canopy 1-1 25. Optional Equipment 1-1 26. Engine, Generator, and Controls Assembly 1-1 2

A. Basic Engine 1-1 2B. Engine Manufacturer’s Equipment 1-1 2C.Hobart Engine Equipment 1-1 5

(1) Electric governor system 1-1 5(a) Magnetic pickup 1-1 5(b) Control unit 1-1 5(c) Actuator 1-1 5

(2) Engine electrical system 1-1 5(3) Engine protective devices 1-1 5

(a) High coolant temperature switch 1-1 5(b) Oil pressure switch 1-1 5

(4) Air cleaner 1-1 7(5) Exhaust system 1-1 7(6) Radiator 1-1 7

D. Generator 1-1 8E. Control Box Assembly 1-1 9

(1) Front Panel 1-1 9(a) Generator output monitors (meters) 1-1 9(b) Meter and line switches 1-1 9(c) Instrument light 1-1 9(d) Indicating lights 1-1 9

(2) Control box internal components 1-1 11(a) Sensing modules 1-1 11(b) Memory and time delay module 1-1 11(c) Excitation-deenergization relay 1-1 11(d) Plug-interlock relay 1-1 12(e) Test-bank switch 1-1 12(f) Resistor 1-1 12

SUBJECT CHAPTER/SECTION PAGE

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November 30/91 Table of ContentsPage 1

(g) Fuse-interlock relay 1-1 12(h) Auxiliary underfrequency relay 1-1 12(j ) Terminal boards 1-1 12(k) Solid-state voltage regulator 1-1 12(l) Overload module 1-1 12(m) Rectifier 1-1 12

F. Engine Control Panel (See Fig. 8) 1-1 14(1) Engine instruments 1-1 14

(a) Ammeter 1-1 14(b) Temperature gage 1-1 14(c) Oil pressure gage and oil pressure switch 1-1 14(d) Hourmeter 1-1 14(e) Fuel gage and blocking diodes 1-1 14

(2) Engine and generator controls 1-1 15(a) Engine-generator control switch 1-1 15(b) Contactor control switch 1-1 15(c) Instrument light and switch 1-1 15(d) Engine starting circuit 1-1 15(e) Indicating lights 1-1 15(f) Fuse 1-1 15

G. Load Contactor Circuit Components 1-1 17(1) Load contactor 1-1 17(2) Current transformers 1-1 17

(a) Ammeter current transformers 1-1 17(b) Line-drop current transformers 1-1 17(c) Overload current transformers 1-1 17

(3) Overload module 1-1 17(4) Rectifier 1-1 18

Section 2. Preparation For Use,Storage, Or Shipping 1-2 11. Preparation for Use 1-2 1

A. Inspection/Check Inspect the unitthoroughly prior to operation. 1-2 1

B. Installing Three-phase AC Output Cables 1-2 12. Preparation for Storage 1-2 2

A. General 1-2 2B. Temporary Storage When storing the unit

for 30 days or less, prepare as follows: 1-2 2C. Long Time Storage (Over 30 Days) 1-2 3

Section 3. Operation 1-3 11. General 1-3 12. Operating the Generator Set 1-3 1

A. Pre-start Inspection 1-3 1B. Normal Engine Starting Procedures 1-3 1C.Preparation for Power Delivery 1-3 3D. Power Delivery 1-3 4E. Discontinue Power Delivery 1-3 4F. Stopping the Engine 1-3 4


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3. Trailer Operation 1-3 5A. Towing 1-3 5B. Parking 1-3 5

Chapter 2. ServiceSection 1. Maintenance 2-1 1

1. General 2-1 12. Inspection 2-1 13. Lubrication 2-1 1

A. General 2-1 1B. Generator 2-1 1C. Generator Controls 2-1 1D. Engine 2-1 1

(1) Lubrication schedule 2-1 2(2) Oil specification 2-1 2(3) Oil viscosity 2-1 2(4) Changing engine oil 2-1 2(5) Changing engine oil filter 2-1 2

E. Starter 2-1 2F. Trailer 2-1 2

(1) Front axle assembly 2-1 2(2) Wheel bearings 2-1 3

4. Air Cleaner Service 2-1 3A. Inspecting the Air Cleaner 2-1 3B. Cleaning Instructions 2-1 3C. Disposal 2-1 4

5. Engine Fuel 2-1 4A. Quality 2-1 4B. Fuel Filter 2-1 4

6. Engine Cooling System 2-1 4A. General 2-1 4B. Radiator Cap 2-1 4

(1) General 2-1 4(2) Removal 2-1 5(3) Installation 2-1 5

C. Warm Weather Operation 2-1 5D. Cold Weather Operation 2-1 5

(1) General 2-1 5(2) Checking coolant solution 2-1 5(3) Preparing the coolant solution 2-1 5(4) Installing the antifreeze solution 2-1 6

E. Draining the Cooling System 2-1 6F. Cleaning the Cooling System 2-1 7G. Cleaning the Radiator Core 2-1 7H. Filling the Cooling System 2-1 7


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7. Generator Maintenance 2-1 8A. Cleaning 2-1 8B. Adjustment 2-1 8

8. Drive Belts 2-1 8A. Checking Belt Tension 2-1 8B. Belt Adjustment 2-1 8

9. Battery Maintenance 2-1 8A. General 2-1 8B. Battery Location and Accessibility 2-1 8C. Battery Care 2-1 9D. Liquid Level 2-1 9E. Cleaning the Battery 2-1 9F.Testing the Battery 2-1 9

(1) Test with Battery-Starter Tester 2-1 9(2) Test with Hydrometer 2-1 10

10. Service Helps 2-1 10A. Wiring 2-1 10B. Generator Exciter 2-1 10

(1) Preparation for exciter removal. 2-1 10(2) Exciter removal 2-1 10(3) Exciter installation 2-1 10

SECTION 2. INSPECTION/CHECK 2-2 11. General 2-2 12. Engine 2-2 1

A. Fuel 2-2 1B. Lubrication 2-2 1C. Coolant 2-2 1D. V-Belt 2-2 1E. Exhaust System 2-2 1

3. Electrical System (12-V DC) 2-2 3A. Lights 2-2 3B. Fuses 2-2 3C. Wiring and Connections 2-2 4

4. Electrical System (115-V AC) 2-2 4A. Monitoring Instruments 2-2 4B. Indicating Lights 2-2 4C. Protective Modules 2-2 4D. Wiring and Connections 2-2 4

5. Trailer 2-2 4

Section 3. Adjustment/Test 2-3 11. General 2-3 12. Generator Set Test 2-3 1

A. Pre-operational Test Procedures 2-3 1B. Operational Test Procedures 2-3 2


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3. Generator Set Adjustment 2-3 7A. Generator Adjustment 2-3 7B. Voltage Regulator Adjustments 2-3 7C.Basic Engine Adjustments 2-3 7D. Engine Accessories Adjustment 2-3 7

(1) Generator and fan belt adjustment 2-3 7E. Electric Governor System Adjustment 2-3 8

(1) Actuator linkage adjustment 2-3 8(2) Magnetic pickup adjustment 2-3 9

(a) Preliminary Controller Settings 2-3 10(b) Checking No-Load Operation of

Controller 2-3 11(c) Checking Operation of Controller

Under Load 11(a) Preliminary Controller Settings 2-3 11(b) Checking No-Load Operation

of Controller 2-3 13(c) Adjusting for RATED Speed Operation 2-3 13(d) Checking the Actuator 2-3 13(e) Checking Operation of Controller

Under Load 13(5) Checking Magnetic Pick-up signal 2-3 15

4. Generator and Exciter Test 2-3 155. Diode Test 2-3 16

Chapter 3. TroubleshootingSection 1. Troubleshooting Procedures 3-1 1

1. General 3-1 12. Trouble Shooting Chart (Figure 5) 3-1 1

A. Description 3-1 1B. Use of the Trouble Shooting Chart 3-1 1

3. Equipment for Troubleshooting 3-1 24. Safety - WARNING: 3-1 25. Parts Replacement 3-1 26. Test Values 3-1 27. Checking Connections and Leads 3-1 38. Electric Governor Trouble Shooting 3-1 39. Engine Trouble Shooting Procedures 3-1 310.Illustrations 3-1 3

Chapter 4. Illustrated Parts ListSection 1. Introduction 4-1 1

1. General 4-1 12. Purpose 4-1 13. Arrangement 4-1 14. Explanation of Parts List 4-1 1


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A. Contents 4-1 1B. Parts List Form 4-1 2

(1) FIGURE-ITEM NO. Column 4-1 2(2) HOBART PART NUMBER Column 4-1 2(3) NOMENCLATURE Column 4-1 2(4) REC. SPARES Column 4-1 2(5) “EFF” (Effective) Column 4-1 2(6) UNITS PER ASSEMBLY Column 4-1 2

Section 2. Manufacturer’s Codes 4-2 11. Explanation of Manufacturer’s

(Vendor) Code List 4-2 1

Section 3. Parts List 4-3 11. Explanation of Parts List Arrangement 4-3 12. Symbols and Abbreviations 4-3 11. Explanation of Numerical Index 4-3 1

Section 4. Numerical Index1. Explanation of Numerical Index 4-4 1

Chapter 5. Optional Equipment

Chapter 6. Manufacturer’s Literature

Unusual Service Conditions


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Chapter 1. Description/OperationSection 1. Description

1. GeneralThis manual covers two series of trailer-mounted 90-kVA generator sets manufactured by Hobart BrothersCompany: Specification No. 6919A and Specification No. 6919B.

Generator sets in Series 6919A feature an armature with Hoover Bearings, Browning Coupler, and differ-ent magnetic pole construction for the generator revolving field. This new armature can be easily identifiedby the two copper rings on each end of the field coils and copper wedges between the magnetic poles.Series 6919A generator sets also feature a wide-type single bearing on the generator.

Generator sets in Series 6919B are virtually identical to Generator sets in Series 6919A, except that theengine has an improved fuel pump and a dual speed governing system for adjustment of idle speed andrated speed.

The purpose of the generator set (Fig. 1) is to generate and deliver regulated, 400-Hz electrical power toa parked (or towed) aircraft for operation of the aircraft’s electrical equipment when the on-board gener-ators are not running. See Figure 2 for specifications and capabilities.

Within a particular series, the basic generator set - including the engine, generator and all controls - isidentical for all units in the series. However, within a particular series different variations of the basic gen-erator set are offered. Each variation is identified by a specification number, which is derived by adding adash number (-1, -2, etc.) suffix is to the Series number. The specification number generally indicates themanner in which the particular individual unit is mounted, and it may also indicate some other special fea-ture of the unit. Identification of different specifications within each series will be explained later in the De-scription.

Generally, information and instructions throughout the manual apply to all specifications. Informationwhich applies only to a certain specification will be qualified and identified as such.

2. OrientationFor purpose of orientation and to familiarize operators and maintenance personnel with the location ofcomponents, the radiator is considered to be at the FRONT of the unit. The generator and controls are atthe REAR. RIGHT and LEFT are determined by standing at the rear end facing the machine.

3. Special FeaturesThe generator set has many special features which are later described more fully under the assemblies inwhich they appear. Some of the main features are mentioned here and described briefly.

A. Protective Monitor

A single, solid-state device (7, Fig. 7) receives signals from all of the fault sensing units in the gener-ator output circuit and functions to cause the load to be disconnected from the generator if an abnor-mal condition of voltage, frequency, or load develops.

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November 30/91 1-1Page 1

B. Voltage Regulator

A solid-state, adjustable voltage regulator (Items 13 and 17, Fig. 7) provides automatic voltage regula-tion at the aircraft (or distribution panel when applicable). The regulator is also adjustable for a varietyof output cable sizes and lengths.

C. Electric Governor

The engine is equipped with an all electric type governor kit (13 and 16, Fig. 3) and other specialequipment more fully described under the engine description.

4. CanopyA sheet metal enclosure, identified as a canopy (2, Fig. 1), provides protection for the engine, generatorand electrical controls. This generator set is equipped with a canopy having doors on both sides. Thiscanopy is largely of one-piece construction, with the four access doors of the unit attached to the canopytop by welded-on piano hinges. Hex-head bolts attach the front and back panels to the canopy top assem-bly and the frame. Air enters the bottom of the unit into the engine compartment and is dischargedthrough the radiator by the engine fan. Metal strips are mounted horizontally across the front grille to de-flect engine fan exhaust air and noise downward. Air entering the generator compartment is circulatedover generator controls and drawn into the rear exciter and generator housings where it passes over allwindings before being discharged by the generator fan.

Panel mounted instruments may be observed through two Plexiglas windows in the left rear door whichcovers the control box and engine control panel. The lower window is slanted outward at the bottom toprovide access to engine controls when the door is closed. Doors on the unit are equipped with flexiblerubber draw latches (9, Fig. 1) which prevent excessive door vibration when the unit is running.

5. Optional EquipmentThree items of optional equipment are presently available for units covered by this manual: A cold-weather starting aid kit identified as Hobart Part No. 180961, a four-wheel trailer with fuel tank, identifiedas Hobart Part No. 281056, and a second output assembly, identified as Hobart Part No. 281286-1.

6. Engine, Generator, and Controls AssemblyThis assembly is the basic generator set without canopy. It includes all components required to generateand regulate 400 Hz, 115/200 V, threephase power, and is operable when provided with fuel and 12 V DCpower. The engine-generator assembly is mounted on a welded steel frame. A superstructure, attached tothe main frame, provides mounting facilities for the canopy, control box, and electrical equipment and con-trols.

A. Basic Engine

This generator set is equipped with a 6-cylinder, in-line, turbocharged John Deere engine. See Figure2 for general specifications, and see Engine Operator’s Handbook in Chapter 6 for more detailed infor-mation.

B. Engine Manufacturer’s Equipment

As received from the engine manufacturer, the engine includes the following equipment which is de-scribed in the John Deere shop Manual (Chap. 6)

(1) Fuel filter.

(2) Reverse-flow, engine cooling fan to blow air OUTWARD through the radiator.

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1. Engine fan exhaust deflectors 6. Generator control panel window2. Radiator cap access hole 7. Engine control panel window3. Canopy 8. Mounting frame4. Doors (attached to canopy) 9. Door latches5. Engine exhaust pipe and cover

Generator Set (Basic Unit)Figure 1

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PHYSICAL

BASIC GENERATOR SETLength overall 84 inches(2134 mm)Width 33 inches(838 mm)Height 43 inches(1092 mm)Weight (Approximate) 3655 pounds(1658 kg)

TRAILER-MOUNTED GENERATOR SETLength overall 90 inches(2286 mm)Width 66 inches(1676 mm)Height 57 inches(1448 mm)Weight (Approximate) 4120 pounds(1868.5 kg)

GENERATOR

Output power rating 90 KVAOutput voltage 115/200 VRated load capacity 260 AFrequency(cycles-per-second) 400 HzOutput kilowatts 72 KWPower factor 0.8 PFDuty cycle 100%Operating speed at 400 Hz 2000 RPMOverload capacity(125% of rated load capacity) 325 A

GENERATOR PROTECTIVE SYSTEM

Overvoltage relay trips 130 V to 134 V; resets 125 VUndervoltage relay trips 102 V or below; resets 110 VOverfrequency relay trips 415 Hz to 425 Hz; resets 410 HzUnderfrequency relay trips 375 Hz to 385 Hz; resets 385 HzOverload relay trips 112 KVA in less than 5 minutesUndervoltage time delay relay 4 to 12 seconds

ENGINE

Manufacturer John DeereModel 6059TLType Turbocharged, In-line, 6-cylinder, 4-cycle DieselDisplacement 359 cu. in.(5.9 liters)Compression ratio 17.8:1Firing order 1-5-3-6-2-4Horsepower at 2000 RPM 123Governed speed 2000 RPM +/- 4.5%Idle speed 850 +/- 25 RPMElectrical system 12 voltOil capacity (with filter) 18 quarts (17 liters)Oil capacity (without filter) 16 quarts (15 liters)Coolant capacity(approx.) 20 quarts (19 liters)Fuel Diesel oil conforming to ASTM Specification

D.975-66T, Nos. 1-D and 2-DLube oil MIL-L-2104C or MIL-L-2104D

Specifications and CapabilitiesFigure 2

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C.Hobart Engine Equipment

The engine is modified at Hobart Brothers by the addition of the following equipment:

(1) Electric governor system

An electric governor kit is installed on the engine to replace a conventional, mechanical type. Theelectric governor was selected for control of engine speed (and generator output frequency) be-cause it provides faster engine response to changes in load conditions. This fast response re-sults in very close frequency control. Refer to the Barber Colman in Chapter 6 for a detaileddescription. A brief description is given below:

The governor system consists of the following main components:

(a) Magnetic pickup, (b) Control unit, and, (c) Actuator

(a) Magnetic pickup

This pickup is a device for detecting engine speed. It is mounted in the flywheel housing di-rectly over the ring gear. It produces an AC signal to the control unit when the ferrous fly-wheel teeth pass through the magnetic field at the end of the pickup.

(b) Control unit

The control unit (13, Fig. 3) is a box containing a compact assembly of solid state compo-nents. It receives an AC signal from the magnetic pickup and senses speed changes in theengine. It provides a voltage signal to the actuator which causes the actuator to move the fuelcontrol lever as required to maintain a predetermined engine speed. Its power is receivedfrom the 12-V DC battery system.

(c) Actuator

The actuator (16, Fig. 3) supplies the force needed to move and position the fuel lever as re-quired to maintain a constant engine speed. The actuator is operated by a DC signal from thecontrol unit.

(2) Engine electrical system

Items in the 12-volt engine electrical system that are provided by Hobart Brothers are:

(a) A heavy-duty motor starter

(b) Alternator with voltage regulator

(c) Starting switch

(d) Wiring harness

(3) Engine protective devices

(a) High coolant temperature switch

A high coolant temperature switch is mounted in the front of the cylinder block to monitor thecoolant temperature. If the coolant temperature reaches 210 degrees F (99 degrees C), thisnormally closed switch opens and de-energizes the fuel valve solenoid which shuts down theengine.

(b) Oil pressure switch

A diaphragm-type switch monitors the pressure in the lubricating oil system. It is mounted inthe side of the cylinder block (9, Fig. 3). If the pressure in the lube oil system falls to 10 psi(69 kPa), this switch opens and de-energizes the fuel valve solenoid which shuts down the en-gine.

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1. Generator 7. Quick-start kit 13. Governor control box2. Battery 8. Air Cleaner 14. Engine control panel3. Control box assembly 9. Engine assembly assembly4. Muffler 10. Cooling fan 15. Exhaust pipe assembly5. Rain cap 11. Radiator assembly 16. Governor actuator6. 90o elbow 12. Mounting frame 17. Load contactor

Generator Set ComponentsFigure 3

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(4) Air cleaner

The diesel-engine air cleaner (Fig. 4) is so constructed that air enters it through the perforated cy-lindrical body of the air cleaner itself, and is filtered in the process before being passed on to theengine turbo-charge assembly.

(5) Exhaust system

The exhaust system consists of a noise reducing muffler (2, Fig.5) which is connected by a pipe(1) to the exhaust manifold. The tail pipe (3) directs exhaust and noise upward.

(6) Radiator (11, Fig. 3)

This radiator is a one-piece item designed for long periods of operation without servicing. Referto Section 2-1, Para. 7, G, for servicing procedure.

Air CleanerFigure 4

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D. Generator

The 400-Hz generator is a brushless, revolving field, three-phase, alternating current type. The rotorassembly is mounted by two, permanently lubricated, sealed, ball bearings. The front bearing is sup-ported by the fan housing; the rear bearing is mounted in the exciter housing. Both of these housingsare attached to the main generator stator housing. The front end of the rotor shaft extends forward be-yond the rear bearing and into the exciter stator housing. The exciter rotor is mounted on this shaft ex-tension with a Woodruff key and is secured by a washer and 1/2"-13 thd, cap screw. A rectifier withsix diodes is mounted on the exciter rotor and converts exciter AC output to DC for excitation of thegenerator revolving fields. The exciter DC output to the generator fields, and consequently the gener-ator output, is controlled by the amount of DC voltage supplied to exciter fields by the static voltageregulator. A centrifugal, radial-blade fan which is part of the hub and coupling assembly, draws cool-ing air over all internal windings. Air enters at the exciter end and is discharged at the drive end. Thecomplete generator is bolted to the engine flywheel housing.

1. Pipe, manifold-to-muffler 2. Muffler 3. Tail Pipe

Exhaust SystemFigure 5

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E. Control Box Assembly

The control box (Fig. 6) is a sheet metal enclosure which houses and provides mounting facilities forgenerator controls, and engine and generator monitoring equipment. For access to componentsmounted inside the control box, it is necessary to remove two 1/4 X 20 - 1/2-inch hex bolts, and to pulldown the front panel, which is hinged to the control box at the bottom.

(1) Front Panel

(a) Generator output monitors (meters)

The generator output is monitored by three instruments; a frequency meter (2), a voltmeter(3), and an ammeter (4) The frequency meter is a resonant-reed type, and indicates the fre-quency of the generator output alternating current in the range of 380 to 420 Hz (cycles persecond). The voltmeter indicates the generator output voltage in each phase-to-neutral (A-N,B-N and C-N) or phase-to-phase (A-B, B-C and C-A) as selected by the meter selector switch(5) and the line selector switch (7). (These switches will be described below.) The voltmeterhas a 3-1/2-inch face and the scale is graduated 0 to 300 V. The ammeter is also 3-1/2-inchsize and is graduated 0 to 500 A. The amperage value in each of the three phases may beread on the ammeter by selecting the desired phase with switch (5). Three ammeter currenttransformers, located beneath the generator control box support panel, lower the output loadcurrent to a lesser value, of definite ratio, which will operate the ammeter movement withoutdamage. The ammeter dial scale is graduated and numbered so that the pointer will indicatethe true load current value rather than the meter movement current.

(b) Meter and line switches

These switches provide a means of selecting and determining which phase of voltage andcurrent is indicated on the voltmeter and ammeter and whether the voltage is line-to-neutralor line-to-line The meter switch (5) is a four-position, rotary type. A nameplate (6), located un-der the switch knob, is marked and lettered to indicate the three functional positions of the me-ter switch. (When the knob is pointing straight DOWN, the switch is OFF.) The line switch (7)is a two-position, toggle switch used to select either line-to-neutral or line-to-line voltage to thevoltmeter. The nameplate is also marked to indicate position of this switch.

(c) Instrument light

A shielded, instrument panel light (1) is mounted at the left side of the control panel to illumi-nate controls, instruments, and indicator lights. It is controlled by a toggle switch on the en-gine control panel (3, Fig. 8) which also controls instrument light on the engine control control.

(d) Indicating lights

The function of these lights (10, 11, 12, 13 and 14) is to indicate, to the operator, the abnor-mal condition of overvoltage, underfrequency, etc., which caused the protective monitor sys-tem to function. Each of the five lights is connected to an actuating circuit within the memoryand time delay module. When one of the circuits is activated, it turns on the applicable indicat-ing light. The light will remain on until the reset switch (17) is pushed. All lamps in indicatinglights may be tested by pressing switch (16).

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1. Instrument panel light 11. Undervoltage indicating light2. Frequency meter 12. Overfrequency indicating light3. Voltmeter 13. Underfrequency indicating light4. AC ammeter 14. Overload indicating light5. Meter selector rotary switch 15. Hole plug6. Instruction plate 16. Light test switch7. Line selector toggle switch 17. Reset switch8. Protective system fuse (2-A) 18. Regulated/diagnostic switch9. Load contactor circuit fuse (2-A) 19. Aircraft/test-bank switch10. Overvoltage indicating light

Front Panel of Generator Control BoxFigure 6

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(2) Control box internal components (Figure 7)

Internally, the control box contains a solid-state voltage regulator, and electrical and safety de-vices designed to protect the aircraft electrical system against damage which could result fromovervoltage, undervoltage, overfrequency, or underfrequency. Also contained therein are devicesfor the protection and control of the generator output electrical system.

(a) Sensing modules

The voltage sensing module (4) and frequency sensing module (6) are connected to gener-ator output leads between the generator and load contactor. These solid-state modules senseany abnormal condition of voltage or frequency and signal the solid-state circuitry of the mem-ory and time delay module (7) to open the load contactor and disconnect output to the air-craft. A solid-state overload signaling device (5) is also connected to the protective monitormodule and performs a function similar to the voltage and frequency sensing modules.

Trip values for protective circuits are as follows:Overvoltage trips at 130 V to 134 V

Undervoltage trips at 102 V or below

Overfrequency trips at 415 Hz to 425 Hz

Underfrequency trips at 390 Hz to 395 Hz

Undervoltage time delay (adjustable)

Overload circuit trips at any value over 125% rated load capacity.

Trip values are adjustable, however, adjustments should be made ONLY under laboratoryconditions.

See Para 6,H, (3) for more specific and detailed information regarding overload device.

(b) Memory and time delay module

The memory and time delay module (7) is sometimes called the protective monitor module. Itis a solid-state device with a hermetically-sealed, reed-type relay. The printed circuit board or“card” includes five memory circuits and a time delay circuit. Each circuit is connected to acorresponding sensing circuit in the sensing modules (4, 5, and 6). All memory circuits areconnected to the module relay coil, and any one of the circuits can energize the coil to openthe relay contacts. Thus, when a sensing device energizes any one of the module circuits, themodule relay is also energized to break the load contactor holding circuit and allow the loadcontactor to open. The module relay will remain energized (OPEN) and the light will remainON until the reset switch (17, Fig. 6) is pushed to break the module 12-V DC cirucit, and allowthe relay to return to normal, CLOSED position. All circuits, except the undervoltage circuit,function immediately to open the load contactor. A time delay system is designed into the un-dervoltage circuit to prevent nuisance opening of the contactor under conditions of momen-tary undervoltage in the generator output. An undervoltage condition which continuesuninterrupted for a period of 4 to 12 seconds (adjustable) will cause the time delay circuit toopen the load contactor. Each of the five circuits is connected to a corresponding indicatinglight (10, 11, 12, 13 and 14) which is turned on when a fault occurs.

(c) Excitation-deenergization relay

The purpose of this relay (1) is to allow automatic excitation to be connected to the exciterfield only when engine speed is being controlled by the electric governor.

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(d) Plug-interlock relay

The function of the plug interlock relay (2) is to cause the output load contactor to open in theevent the cable plug connector becomes accidentally disconnected from the aircraft duringpower delivery, or if an attempt is made to deliver power when the output cable is not con-nected to the aircraft. Twenty-eight-volt, direct current for operation of the relay is suppliedfrom the aircraft either through an on-board transformer-rectifier, or from a twenty-eight-volt,electrical system. Connection from the aircraft to the interlock relay is made through termi-nals E and F on the output cable plug connector.

(e) Test-bank switch

A spst, toggle switch (19) provides a means of bypassing the plug interlock relay (2) whensupplying power to a load bank or to an aircraft not equipped with a plug interlock system.

(f) Resistor

A 100-ohm, 25-watt resistor (18) is connected in series with the plug interlock relay to protectthe relay in the event that phase C contacts in the load contactor should fail to close when thegenerator ON switch is operated.

(g) Fuse-interlock relay

The function of the fuse-interlock relay (8) is to interrupt the load contactor holding coil circuitand remove the load in case of a “blown” fuse (8, Fig. 6) in the protective relay coil circuit.

(h) Auxiliary underfrequency relay

The function of the auxiliary underfrequency relay (9) is to automatically open the excitation-deenergization relay and disconnect the voltage regulator any time generator frequencydrops to 380 Hz or below. This protects the voltage regulator PC board (13, Fig. 7) againstoverload which could be caused by high voltage regulator output in its attempt to maintainvoltage when the generator is operating at a speed which cannot produce normal voltage out-put.

NOTE: If the auxiliary underfrequency relay is tripped, it will be necessary to momentarilyplace engine operating mode switch (5, Fig. 8) in BUILD-UP-VOLTAGE position to restoregenerator voltage.

(j ) Terminal boards

Two terminal boards (14) provide connection facilities for small leads.

(k) Solid-state voltage regulator

This voltage regulator consists of two assemblies, a line-drop compensation assembly (17)and a voltage regulator PC board (13). A full and working description of this voltage regulatoris provided in Solid State Regulator Manual OM-2020, which is a part of Chapter 6 of thismanual.

(l) Overload module (5)

See Para. 6, H, (3) for functional description of the overload module.

(m) Rectifier (10)

See Para. 6, H, (4) for functional description of the load contactor rectifier.

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1. Excitation-deenergization relay 12. Bottom interior panel2. Plug-interlock relay 13. Voltage regulator PC board3. Rear interior panel 14. Terminal strips4. Over-undervoltage module 15. Blocking diode assembly5. Overload module 16. Ballast resistor,6. Over-underfrequency module 20 ohm, 100 watt7. Memory and time delay module 17. Line drop compensator8. Fuse-interlock relay assembly9. Auxiliary underfrequency relay 18. Resistor, 100 ohm, 25 watt10. Contactor rectifier 19. Line drop burden resistors,11. Overload burden resistors, 50 ohm, 25 watt

16.6 ohm, 25 watt

Control Box Internal ComponentsFigure 7

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F. Engine Control Panel (See Fig. 8)

The engine control panel is mounted directly below the control box. Along with engine controls and in-struments, generator output controls are mounted here. A plexiglas window in the canopy rear door,slants outward at the bottom to form an opening for access to controls when the door is closed.

(1) Engine instruments

Engine operation is monitored by an ammeter (4) a coolant temperature gage (8), and an oil pres-sure gage (10). An hourmeter (6) records engine operating time.

(a) Ammeter

The ammeter (4) indicates the direction and value of current flow in the 12-V DC electricalsystem. Its graduated range is from -60 A through 0 A, to +60 A.

(b) Temperature gage

The temperature gage (8) is a mechanical type of unit construction. It consists of a panelmounted indicating mechanism which is connected by a capillary tube to a bulb mounted inthe engine cooling system. The gage indicates engine coolant temperature in the range of100F to 220F.

(c) Oil pressure gage and oil pressure switch

The oil pressure gage (10) is a bourdon tube type and indicates engine lubricating oil pres-sure. It is graduated from 0 PSI to 75 PSI. An oil pressure switch is mounted in a tee fitting di-rectly behind the gage. This switch connects 12-V DC power to the engine control systemand to the generator 12-V DC control system when the engine is running.

(d) Hourmeter

The hourmeter (6) is electrically driven from the 12-V DC battery system. The hourmetermeasures and records engine running time and will record up to 9999.9 hours on five revolv-ing drums. The hourmeter operates only when the engine is running and the oil pressureswitch is closed.

(e) Fuel gage and blocking diodes

An electric fuel gage (2, Fig. 8) accurately indicates the quantity of fuel oil in the tank providedfor the generator set. A sending unit mounted in the trailer or truck mounted unit fuel tank sup-plies the signal to the gage. Twelve-volt DC operating power is supplied to the fuel gage fromtwo sources. The gage functions when the engine is running, or when the instrument lightsare ON. Since two power sources are connected to the fuel gage system, a blocking diode isrequired in each power source circuit. One diode prevents energizing the motor-generatorcontrol circuit when panel lights are ON. Another diode prevents operation of the panel lightsby the engine-generator circuit when the engine is running. (See Connection Diagram inChapter 6 for location of these diodes). To check fuel quantity when engine is stopped, useswitch to turn on panel lights.

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(2) Engine and generator controls

(a) Engine-generator control switch

The engine-generator control switch (5) (also identified as the “build-up-voltage, generate,idle” switch) is a three-position toggle type. It is spring-loaded in one position, BUILD-UP-VOLTAGE , and will automatically reposition to GENERATE position when released. InBUILD-UP-VOLTS position it performs a dual function. First, it supplies power to the gover-nor control box, which allows the engine to operate at normal governed speed; second, it mo-mentarily supplies current for closing the excitation-deenergization relay (1, Fig. 7) contacts,to make three-phase, 115-V AC power available to the voltage regulator, or to the regulated-diagnostic circuit, for excitation of the generator exciter. In GENERATE position, power ismaintained to the governor control box and to the excitation relay (1, Fig. 7). When the switchis placed in IDLE position, power is disconnected so that the engine returns to idle speed andthe exciter field is deenergized.

(b) Contactor control switch

This is another three-position, toggle switch (7, Fig. 8) identical to the engine-generator con-trol switch. When placed in the spring loaded CLOSE position, it provides 115-V AC power di-rectly to a rectifier which supplies DC power for closing the load contactor. When released itreturns to the normal ON position and continues to provide power to the rectifier, but in thisswitch position, AC power must pass through the plug interlock and fuse interlock relays. InOFF position the switch opens the AC circuit to the rectifier, thereby cutting off the source ofDC power to the contactor coil which allows the contactor to open.

(c) Instrument light and switch

A shielded, instrument panel light (1) is mounted at the left side of the control panel. It is con-trolled by a toggle switch (3), which also controls instrument lights on the control box.

(d) Engine starting circuit

The pushbutton start switch (13) and permissive toggle switch (15) serve to connect power tothe starter solenoid which functions to engage the starter gear with the flywheel ring gear andapply power to the starter motor to crank the engine. The permissive toggle switch (15) alsostops the engine when the toggle is placed in the STOP (down) position.

(e) Indicating lights

A green indicating light (12) glows to indicate that power is available to the engine protectivesystem. The light operates only when the engine permissive start switch (15) is in the STARTor RUN position. Another green indicating light (9, Fig. 8) glows when the generator outputload contactor is CLOSED and power is available at the generator output cables.

(f) Fuse

A 10-ampere fuse (11) protects the 12-V DC engine control circuit, hourmeter, illuminatinglight circuit, and 12-V DC system in the main generator protective system.

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1. Panel light 9.Load contactor indicating light2. Fuel gage 10. Engine oil pressure gage3. Light switch 11. Engine circuit fuse (10-A)4. DC Ammeter 12. Engine “ON” indicating light5. Engine-generator control switch 13. Engine starter switch6. Hourmeter 14. Terminal strip (behind panel)7. Load contactor control switch 15. Permissive start switch8. Coolant temperature gage

Engine Control PanelFigure 8

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G. Load Contactor Circuit Components

Load contactor circuit components are located either attached beneath the control box support panel,on the trailer assembly, or inside the generator control box. The load contactor and its associated cir-cuit components provide a means of connecting and disconnecting generator output to and from theload (aircraft).

(1) Load contactor

The load contactor (3, Fig. 9) is a sealed unit which contains a magnetic operating coil and foursets of contacts. The three larger contacts conduct three-phase AC generator output. A smallercontact set is connected in the protective monitor circuit and supplies 12-V DC power used bysensing relays to signal the protective monitor when a fault occurs. Three-phase, 400-Hz gener-ator output power is conducted to the load contactor by 2/0 cables which pass through 3 sets ofcurrent transformers.

(2) Current transformers

Current transformers are located beneath the control box support panel directly below the controlbox.

(a) Ammeter current transformers (2, Fig. 10)

Three current transformers lower the output load current to a lesser value of definite ratio(500-A to 5-A) which will operate the ammeter (4, Fig. 6) movement without damage. The am-meter dial scale is graduated and numbered so that the ammeter pointer will indicate the trueload current value rather than the meter movement current.

(b) Line-drop current transformers (3, Fig. 10)

The three line-drop current transformers in conjunction with burden resistors, detect the mag-nitude and power factor of current flowing from generator to load. They feed a signal to thevoltage regulator which interprets the signal and alters the exciter field current as required tomaintain a constant predetermined voltage at the load.

(c) Overload current transformers (4, Fig. 10)

Three overload current transformers, in conjunction with burden resistors monitor the outputload current in each of the three output phases, and supply a reduced value current signal tothe overload module (5, Fig 7)

(3) Overload module

The overload module is located inside the generator control box. This overload module (5, Fig 7)is a solid-state device designed to interpret a signal from the current transformers and to send asignal to the protective monitor module (7, Fig. 7) when an overload condition exists in any gener-ator output phase. A pull-apart electrical connector is mounted on the overload module to providequick-disconnect facilities for all wiring to the module. The overload module is equipped with ahermetically sealed, reed-type relay. Relay contacts are normally open. The solid-state circuitry isdesigned to close relay contacts when output current in ANY phase reaches 125% of normalrated output capacity. The closed relay sends a signal to the protective monitor. This signal“gates” the overload SCR (silicone-controlled rectifier) in the protective monitor and interrupts theload contactor holding circuit, allowing the load contactor to open.

NOTE: The overload protective system will function when any phase carries 123% to 127% ofrated load.

At 125% load the module will function in 4 minutes.At 150% load the module will function in 16 seconds.At 200% load the module will function in 4 seconds.

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NOTE: All times are plus or minus 25% and are nonadjustable.

(4) Rectifier

A diode bridge rectifier is located inside the generator control box. (See Fig. 7, item 10). This di-ode-bridge rectifier receives 400-Hz AC from phase C of the generator output an converts it to apulsating, direct current for energization of the load contactor coil only. This DC coil-holding circuitis controlled indirectly be controlling the 400-Hz AC to the rectifier. The ground circuit for the recti-fier’s AC supply must pass through the relay contacts in the protective monitor module to groundcable N. Therefore, any time a protective device functions to open the protective monitor relay,the rectifier’s AC circuit is opened. No DC is then available for the load contactor coil, hence, theload contactor opens.

1. Contactor panel 3. Load contactor2. Neutral terminal 4. E-F terminal

Load Contactor PanelFigure 9

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1.Bottom of control box 3.Line drop current transformers2.Ammeter current transformers 4.Overload current transformers

Current TransformersFigure 10

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Section 2. Preparation For Use, Storage, Or Shipping

1. Preparation for UseA. Inspection/Check Inspect the unit thoroughly prior to operation.

(1) Remove blocking, banding, ties, and other securing material.

(2) Inspect exterior for shipping damage such broken lights, damaged sheet metal, etc.

(3) Open all canopy doors and inspect interior for foreign material such as rags, tools, shipping pa-pers, etc.

(4) Check fuel, coolant, and oil hoses and connections for visible leaks. Visually inspect the compart-ment floor and ground surface under the unit for signs of leakage. If leaks are found, correct by tight-ening hose clamps, tube fittings, etc., as required.

(5) Check the following for sufficient quantity:

(a) Fuel

Place engine permissive start switch (1-1; 15, Fig. 8) in the RUN position to energize fuelgage when engine is stopped.

(b) Engine coolant

The radiator cap is accessible by opening the hinged access cover on the front canopy hous-ing. Coolant level should be approximately one inch below the filler neck. Allow a capacity forcoolant expansion.

CAUTION: BE SURE THE COOLING SYSTEM ANTIFREEZE SOLUTION IS ADEQUATE TO PRO-TECT BELOW LOWEST TEMPERATURE EXPECTED.

NOTE: For antifreeze protection, use a solution of 50% permanent antifreeze (Ethylene glycol) and 50%clean water.

(c) Engine lubricating oil

Oil level should be at “FULL” mark on oil level gage rod. See the John Deere Shop Manualfor oil recommendations.

(6) Check air cleaner

The air cleaner (Sect. 1-1, Fig. 3, item 8) is a “dry” type. Be sure there are no papers, tapes, orother material covering the air inlet area.

B. Installing Three-phase AC Output Cables

Units are generally shipped without generator set-to-aircraft cables. The load contactor, at which ca-bles must be connected is located on the left side of the unit beside the engine control panel (see 1-1;2, Fig. 3). To install AC output cables proceed as follows.

(1) Open and raise left rear canopy door of the generator set.

(2) Loosen screws on cable clamp located on the cable tray on the left side of the generator set.

(3) Remove lexan cover over the load contactor.

(4) Route cables through cable clamp, and up to the load side (bottom) of the load contactor.

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NOTE: Conductor size recommended for AC output is 2/0 size. Use No. 12 size for control (E and Fterminals).

Large cables (A, B, C, N) should be equipped with terminals having at least a 3/8-inch diametermounting hole. Mounting hole in small leads (E and F) should be at least 1/4-inch diameter.

(5) Remove the terminal cover on the load side of the contactor and connect the phase cable terminallugs to the appropriate terminal studs on the contactor: cable lug “A” to terminal stud “A”, “B” to “B”,and “C” to “C”.

(6) Connect the cable’s neutral terminal lug securely to the neutral (ground) stud on the side of theload contactor mounting bracket.

(7) Tighten terminal nuts securely and replace the terminal cover on the load contactor. Connect smallplug interlock leads “E” and “F” to terminal “E-F” on the side of the load contactor mounting bracket.

(8) Tighten clamp screws securely on the left side of the unit, but avoid damage to cable insulation.

(9) Replace lexan cover over load contactor.

2. Preparation for StorageWhen a generator set is to be stored or removed from operation, special precautions should be taken toprotect the internal and external parts from rust, corrosion, and gumming in the engine fuel system.

A. General

(1) The unit should be prepared for storage as soon as possible after being removed from service.

(2) The unit should be stored in a building which is dry and which may be heated during wintermonths.

(3) Moisture absorbing chemicals are available for use where excessive dampness is a problem, how-ever the unit must be completely packaged and sealed if moisture absorbing chemicals are to be ef-fective.

B. Temporary Storage When storing the unit for 30 days or less, prepare as follows:

(1) Lubricate the unit completely in accordance with instructions in Sect. 2-1. This will include chang-ing engine oil, and all filter elements.

(2) Start the engine and operate for about two minutes so that all internal engine components will becoated with new oil.

NOTE: Do not drain the fuel system or crankcase after this run.

(3) Make certain the cooling system antifreeze solution is adequate to protect below the lowest tem-peratures expected during the storage period. See 2-1; Para. 7, D. Be sure the solution is thoroughlymixed.

(4) Clean the exterior of the engine with fuel oil. Dry with clean rags and compressed air.

(5) Seal all engine openings. Use a waterproof, vaporproof material which is strong enough to resistpuncture damage from air pressures.

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C. Long Time Storage (Over 30 Days)

(1) The unit may be stored for long periods with no special preparation if it is possible to operate theengine once each week.

(a) Make certain the cooling system is adequately protected

WARNING: MAKE CERTAIN OF ADEQUATE VENTILATION BEFORE STARTING THE ENGINE.

(b) Start the engine and operate at a fast idle (800 to 1000 RPM) until coolant temperature hasreached at least 140 deg F.

(c) Operate normal operating controls.

(2) If weekly operation is not possible, prepare and protect the engine in accordance with instructionsin the John Deere Operator’s Manual.

(3) To protect the generator and other electrical components, the complete unit should be packaged,using moisture proof packaging and sealing material. Place containers of moisture absorbing chemi-cals, such as silica-gel, in the unit before packaging.

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Section 3. Operation

1. GeneralThis section contains information and instructions for the safe and efficient operation of the equipment.Operating instructions are presented in step-by-step sequence of procedures to be followed in supplying400-Hz power to an aircraft.

WARNING: IMPROPER OPERATION CAN KILL! EAR PROTECTION EQUIPMENT MAY BE NEC-ESSARY WHEN WORKING IN CLOSE PROXIMITY TO THIS EQUIPMENT. READ AND FOLLOWALL OF THE OPERATING INSTRUCTIONS BEFORE ATTEMPTING TO OPERATE THE EQUIP-MENT.

2. Operating the Generator SetA. Pre-start Inspection

(1) Open the fuel shut-off valve.

(2) Provide 12-V DC power to the engine starting system.

(3) Check the engine and generator compartments and remove rags or other foreign materials.

B. Normal Engine Starting Procedures

Engine starting procedures are outlined below. Engine operating controls and monitoring instrumentsare illustrated in Fig. 1.

(1) If illumination is required, place light switch (13) in ON position.

NOTE: This switch must be ON to check fuel when engine is stopped.

(2) Hold engine start switch (24, Fig. 1) in START position momentarily. Push engine start pushbutton(23) to crank engine. When engine starts, release pushbutton. Continue to hold engine start switch(24) in position until oil pressure gage (20) reads at least 20 PSI pressure. Release switch (24).

(3) Check ammeter (3) for charge reading.

(4) Check fuel gage (12) and oil gage (20).

(5) Place engine generator control switch (15) in IDLE position.

(6) Activate generator output contactor switch (17).

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1. Frequency meter 14. DC Ammeter2. Voltmeter 15. Engine-generator control switch3. AC Ammeter 16. Hourmeter4. Meter switch 17. Load contactor control switch5. Line switch 18. Coolant temperature gage6. Reset switch 19. Load contactor indicating light7. Light test switch 20. Oil pressure gage8. Fault indicating lights 21. Engine circuit fuse (10-A)9. Load contactor circuit fuse 22. Engine protective circuit

(2-A) indicating light10. Protective system fuse (2-A) 23. Engine starter switch11. Instrument panel light 24. Permissive start switch12. Fuel gage 25. Regulated/diagnostic switch13. Light switch 26. Aircraft/test-bank switch

Operating Controls and InstrumentsFigure 1 (Sheet 1 of 2)

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C.Preparation for Power Delivery

The following are power delivery preparation procedures to be followed after the engine is started.

(1) Check and position switches and controls.

(a) Loosen the two fasteners at the top of engine-generator control panel, and lower the panel togain access to the interior component panel.

(b) Place regulated-diagnostic switch (25) in REGULATED position.

(c) Place test bank switch (26) in AIRCRAFT position if the aircraft being serviced is equippedwith 28.5-V DC interlock relay system. (If not, place in TEST BANK position.)

(d) Meter switch (4) may be in any position except pointing straight DOWN.

(e) Raise engine-generator control panel and fasten it as it was previously.

(2) Connect output cable plug connector to aircraft receptacle. Be sure connectors are mated fullyand securely.

27. Automatic voltage control potentiometer (R5) 29. Line-drop compensation on/off switch28. Cable size compensation rheostat 30. Cable length compensation rheostat31. Voltage regulator fuse (5A)


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D. Power Delivery

(1) Place engine-generator control switch (15) in BUILD-UP-VOLTAGE position momentarily, then al-low it to position itself in GEN position. The electric governor will immediately increase engine speedto 2000 RPM and maintain it.

(2) Observe generator instruments. Frequency meter (1) should indicate exactly 400 Hz. Voltmeter(2) should indicate 115 V AC when line switch (5) is in ANY line-to-neutral position, A-N, B-N, or C-N,and should read 200-V AC when it is in any line-to-line position, A-B, B-C, or C-A.

(3) The final step in delivering power is closing the load contactor. When satisfactory frequency andvoltage values are indicated by the instruments, close the load contactor by momentarily placing theload contactor control switch (17) in the top (spring loaded), CLOSE position. The green indicatinglight (19) should glow at once to indicate that the load contactor is closed and power is available atthe aircraft. As soon as the light glows, release the switch. It will automatically return to the center ONposition.

NOTE: If the indicating light (19) should “go-out” as soon as the switch is released, and no fault lightsare ON, it indicates that 28.5-V DC holding current is not being supplied from the aircraft to theplug-interlock relay.

Correct the condition an again operate the load contactor control switch (17) as above.

(4) It is recommended that the operator check output voltage and current in each of the three phasesearly in the power delivery run. Use the meter switch (4) to select the phase and line-to-line or line-to-neutral voltage. If the load is changing, it is good operating practice to observe the instruments untilload conditions stabilize.

(5) A condition of overvoltage, undervoltage, underfrequency, overfrequency, or overload in the out-put circuit will automatically open the load contactor and turn on the applicable indicating light to sig-nal the operator which of the above faults caused the protective monitor system to operate. After thefault has been corrected, press the reset switch (6) to turn off the indicating light and reset the protec-tive relay system. Proceed with power delivery by operating the load contactor switch.

E. Discontinue Power Delivery

(1) Place the load contactor switch (17) in OFF position. Green light (19) should go OFF immediatelyto indicate that the load contactor has opened and power is no longer being delivered to the aircraft.

(2) Place engine-generator control switch (15) in IDLE position.

(3) Disconnect output cable from aircraft.

WARNING: HIGH VOLTAGE - ELECTRIC SHOCK OR FIRE CAN KILL! NEVER DISCONNECT THEOUTPUT CABLE WHILE POWER IS BEING DELIVERED.

F. Stopping the Engine

(1) Allow the engine to idle a few minutes before stopping, to permit cooling.

(2) To stop the engine, move the START-RUN-STOP switch (24) to the STOP (down) position.

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3. Trailer OperationA. Towing

Observe the following rules when towing the trailer.

(1) Be sure all output cables are disconnected and properly stowed.

(2) Be sure parking brake is released.

(3) Avoid turns which are shorter than the steering linkage will freely allow.

(4) Avoid dangerous speed and sudden turns.

B. Parking Observe the following rules when parking the trailer.

(1) Apply parking brake before disconnecting tow vehicle.

(2) Always place drawbar in an upright, vertical position when trailer is parked.

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Chapter 2. ServiceSection 1. Maintenance

1. GeneralTo make certain the generator set is always ready for operation, it must be inspected and maintainedregularly and systematically so that defects may be discovered and corrected before they result in seriousdamage or failure of the equipment.

WARNING: ELECTRIC SHOCK, FLYING PARTS, OR FIRE CAN KILL OR INJURE! STOP OPERA-TION IMMEDIATELY IF A SERIOUS OR POSSIBLY DANGEROUS FAULT IS DISCOVERED.

2. InspectionA periodic inspection should be established and maintained. A suggested inspection/check schedule isprovided in 2-2, Figure 1, however it may be modified as required to meet varying operating and environ-mental conditions. If the generator set is mounted on a tow tractor, it is suggested that inspections be co-ordinated.

3. LubricationA. General

Proper lubrication is one of the most important steps in good maintenance procedures. Proper lubri-cation means the use of correct lubricants and adherence to a proper time schedule. Frequency of lu-brication and recommended lubricants are indicated in Figure 1.

B. Generator

The 400-Hz generator REQUIRES NO LUBRICATION . The rotor is supported by two ball bearing as-semblies which are lubricated and sealed at the factory for lifetime, maintenance-free operation. It issuggested that generator bearings be checked after 5000 hours of operation.

C. Generator Controls

Generator controls and instruments require no scheduled periodic lubrication. A few drops of oil maybe required on door hinges occasionally to insure free an quiet operation.

D. Engine

Although the engine and its accessories require no more attention than any other similar installation,they still inherently require a major portion of the generator set lubrication and maintenance. Recom-mendations regarding engine lubrication have been taken from the engine manufacturer’s “Operator’sManual” and incorporated here to make them more readily available to operators and maintenancepersonnel.

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(1) Lubrication schedule

Time schedules indicated on the Lubrication Chart, Fig. 1, are approximate. They are based onaverage operating conditions. It may be necessary to lubricate more frequently under severe oper-ating conditions such as: low engine temperatures, excessively heavy loads and high oil tempera-tures, or intermittent operation. However, time intervals should not exceed those indicated in thechart without careful evaluation.

(2) Oil specification

Oil recommended by the engine manufacturer is identified by a military specification number, MIL-L-2104B. Because of the substantial increase in additive concentration in some MIL-L-2104B oilsto meet service “MS” requirements, recommended oil is qualified still further by the following limita-tions.

(a) Zinc, as zinc diorganodithiophosphate, between a minimum of 0.07 and a maximum of 0.10percent by weight.

(b) Sulfated ash (ASTM D-874) of 1.00 percent maximum by weight, except lubricants that con-tain only barium detergent-dispersants where 1.50 percent by weight is allowed.

Diesel lubricating oil specifications are discussed in the John Deere Operator’s Manual in Chapter6.

(3) Oil viscosity

The use of an SAE-30 grade oil is recommended for year-round service. The engine is equippedwith an ether starting aid to assist in engine starting during cold weather when SAE-30 oil is used.Multigrade oils are NOT recommended, and should be considered only as a “last resort” to facili-tate engine starting.

(4) Changing engine oil

Change engine lubricating oil following the instructions in the John Deere Operator’s Manual inChapter 6. Lube oil capacity for this engine is 15-1/2 quarts.

(5) Changing engine oil filter

Change the oil filter following the instructions in the John Deere Operator’s Manual in Chapter 6.

E. Starter

The starting motor is lubricated at assembly and should be relubricated only when the starter is re-moved from the engine or when disassembled. Remove pipe plugs on outside of motor and apply afew drops of light engine oil to the oil wicks.

F. Trailer

(1) Front axle assembly

The front axle assembly, drawbar, and steering linkage are equipped with high-pressure lubrica-tion fittings. Lubricate the trailer every 400 hours. Use a good quality chassis lubricant such asSinclair Litholene Industrial No. 2, Mobil Mobilplex 47, or equivalent. Clean lube fittings before ap-plying grease.

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ITEM MAINTENANCE REQUIRED

Lube Oil Check oil level daily or after every 10 hours of use. Change oil after200 hours or one month of use. Use heavy duty oil such as SAE-30(MIL-L-2104D). Engine lube oil capacity: 18 quarts.

Lube Oil Filter Change oil filter every 200 hours or 1 month of use.

Fuel Oil Filter Drain filter daily. Change filter element every 600 hours or 4 months of use.

Starter Lubricate as needed, using heavy duty engine oil such as SAE-30(MIL-L-2104B). Lubricate only when starter is removed from engine.

Coolant Check coolant level daily. Service and maintain coolant system accordingto para.6. Engine coolant capacity: 20 quarts.

Air Cleaner Check air cleaner periodically and clean or change it as necessary. (Referto Para. 4 for servicing instructions).

AC Generator AC generator bearings are sealed and require no periodic lubrication.

Lubricationand Maintenance ChartFigure 1

(2) Wheel bearings

Lubricate and check wheel bearing adjustment every 800 hours or semi-annually. Use a goodquality automotive bearing lubricant grease (Specification MIL-G-10924B or equivalent).

Refer also to TO-186 in Chapter 5 of this manual for additional information on trailer lubrication.

4. Air Cleaner ServiceRefer to Section 1-1; Fig. 4. This air cleaner is a dry type which may be cleaned as many as six times be-fore replacing it with a new air cleaner. A definite time schedule for cleaning or changing the air cleanercannot be determined because of varying operating conditions. However, since this air cleaner can be re-moved and replaced without difficulty on this generator set (simply by loosening one metal clamp on eachend of the air cleaner), it may be inspected either at prescribed service intervals or at any time deemednecessary.

A. Inspecting the Air Cleaner

(1) Make periodic checks of air cleaner inlet screen for obstructions. If any obstructions are present,remove them.

(2) Check outlet connection for proper seal.

NOTE: DO NOT judge the element’s life just by looking at it, IT SHOULD LOOK DIRTY, or it’s not doingits job.

B. Cleaning Instructions

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CAUTIONS: (1) DO NOT RAP THE AIR CLEANER ON A HARD SURFACE TO CLEAN IT, AND (2)NEVER LEAVE THE AIR INLET DUCTING OPEN LONGER THAN NECESSARY DURING THESERVICE PROCEDURE.

(1) Pressurized air cleaning

After removing the air cleaner from the generator set, blow air into the outlet neck, causing dust toflow off the air cleaner filter media.

CAUTIONS: (1) DO NOT USE COMPRESSED AIR HIGHER IN PRESSURE THAN 100 PSI, AND (2)DO NOT USE COMPRESSED AIR CLEANING WHEN THE FILTER MEDIA IS WET.

(2) Low pressure water flush

(a) Flow low pressure water, warm or cold, into the air cleaner outlet neck, causing dirt to flow offthe filter media. Always be sure not to let any contaminated water back into the outlet neck.

(b) A mild detergent may also be used. However, the filter must then be flushed thoroughly withclean water. This cleaning method is recommended by the manufacturer.

(c) Always allow filter media to dry before use.

C. Disposal

Normal trash pick-up is acceptable. NEVER burn the air filter for disposal.

5. Engine FuelA. Quality

The quality of fuel oil used in the diesel engine is a major factor in long engine life and performance.Fuel oil must be clean, completely distilled, stable, and non-corrosive. Only distillate fuel No. 1D is rec-ommended for use both summer and winter.

CAUTION: CONSULT THE “FUEL OIL SELECTING CHART” IN THE ENGINE OPERATOR’SMANUAL BEFORE SUBSTITUTING ANOTHER GRADE OF FUEL.

B. Fuel Filter

Refer to John Deere Shop Manual in Chapter 6 for instructions on removal and replacement of fuel fil-ter elements.

6. Engine Cooling SystemA. General

Cooling system device requires much more than maintaining the proper coolant level in the radiator.During warm seasons and in warm climates, plain water can be used as a coolant if the system is pro-tected against rust by a rust inhibitor additive. During cold seasons and in cold climates, the systemmust, of course, be protected against freezing. At no time should the system be operated for anylength of time on plain water, without a rust inhibitor or antifreeze. Draining, cleaning, and filling thecooling system are covered in Para. 7, E through H.

B. Radiator Cap

(1) General

A pressure valve is built into the radiator cap. It is designed to open at a pressure of approxi-mately seven pounds per square inch.

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(2) Removal

To remove, turn the cap to the left (counterclockwise) to the safety stop. When all pressure is re-leased, press down on the cap and continue to turn until the cap is free to be removed.

WARNING: HOT STEAM AND FLUIDS WILL SEVERELY BURN! WHEN REMOVING CAP FROM AVERY HOT RADIATOR, DO NOT TURN CAP PAST SAFETY STOP UNTIL ALL PRESSURE ORSTEAM HAS ESCAPED. USE PROTECTIVE CLOTHING. ALLOW ENGINE TO COOL BEFOREADDING COOLANT.

(3) Installation

When installing the cap be sure it is turned clockwise as far as it will go so that the pressure re-taining valve will be functional.

C. Warm Weather Operation

During warm weather operation, if water is used in the cooling system instead of an antifreeze solu-tion, keep the cooling system free of rust and sludge by adding a cooling system conditioner that iscompatible with aluminum. Instructions for use of the conditioner are printed on each can.

CAUTION: USE ONLY A CORROSION INHIBITOR THAT IS COMPATIBLE WITH ALUMINUM. DONOT USE INHIBITORS LABELED AS “ACID NEUTRALIZER”.

D. Cold Weather Operation

CAUTIONS: (a) DO NOT USE “METHANOL” OR ALCOHOL AS AN ANTIFREEZE, AND (b) DO NOTUSE TWO DIFFERENT TYPES OF ANTIFREEZE. MIXED SOLUTIONS (TWO TYPES) MAKE ITIMPOSSIBLE TO DETERMINE IF THE COOLING SYSTEM HAS ADEQUATE PROTECTIONAGAINST FREEZING.

(1) General

A permanent type, (Ethylene Glycol) antifreeze is recommended for use in the cooling system.

(2) Checking coolant solution

Check the solution frequently to be sure the cooling system has sufficient protection against freez-ing.

NOTE: (a) When testing the solution, be sure the coolant is at operating temperature. (b) Followmanufacturer’s instructions on tester.

(3) Preparing the coolant solution

The following table (Figure 2) indicates the freezing points of solutions varying from 16% anti-freeze to 65% antifreeze. Percentages are based on permanent type (Ethylene Glycol) antifreeze.Most antifreeze containers have a similar table printed on the label.

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(4) Installing the antifreeze solution

Before installing antifreeze in the system, make the following checks:

(a) Check the system for signs of leaks

(b) Inspect all hoses and tighten all hose clamps. Install new hoses if necessary.

(c) Drain and clean the system. Ref. Paras. 7,E and 7,F.

(d) Check the condition and tension of the engine V-belt. Replace the V-belt if necessary.

(e) Be sure radiator and engine drain valves are closed, and all connections are securely tight-ened.

(f) Install the required amount of antifreeze: 20 quarts. Fill the system with coolant as outlined un-der Para. 7, H.

E. Draining the Cooling System

Drain the cooling system immediately after stopping the engine, while most of the sediment is in sus-pension. Proceed as follows:

(1) Remove radiator cap.

(2) Open radiator drain valve (at bottom of radiator) and engine drain valves. See John Deere ShopManual for exact locations of engine coolant drain valves.

NOTE: When draining the system for storage, remove all drain valves and remove drain plug.

(3) Allow the system to drain completely.

NOTE: Be sure the drain valves do not plug-up during draining.

(4) When the system is completely drained, close all drain valves except when draining for storage.

FREEZING POINT PERCENTAGE OF ANTI-(FAHRENHEIT) FREEZE IN SOLUTION

20 16%+10 25%0 33-1/3%-10 40%-20 45%-30 50%-40 54%-50 58%-60 62%-70 65%

Antifreeze Solution TableFigure 2

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F. Cleaning the Cooling System

Drain and thoroughly flush the coolng system twice a year or more often if necessary. The appear-ance of rust in the radiator, or in the coolant is an indication that the inhibitor has become weakenedand it is possible that some sludge has accumulated in the system. When this condition exists, pro-ceed as follows:

(1) Run the engine until it reaches normal operating temperature; then stop the engine and drain thecooling system (Ref. Para. 7, E).

(2) Fill the cooling system with clean coolant (Ref. Para. 7, H).

(3) Add a flushing compound, that is compatible with aluminum, to the cooling system in accordancewith the instructions furnished with the compound.

(4) Start the engine and flush the system as directed by the instructions furnished with the compound.

(5) After the system has been flushed and thoroughly cleaned of the compound, refill the clean cool-ant (Ref. Para. 7, H).

G. Cleaning the Radiator Core

Blow out insects and dirt from the radiator core air passages, using air or water under pressure. En-gine overheating is often caused by bent or clogged radiator fins. When straightening bent fins, becareful not to injure the tubes or to break the bond between the fins and tubes.

H. Filling the Cooling System

Add a cooling system corrosion inhibitor (for warm weather operation) or permanent antifreeze (whenthe air temperatures expected are at freezing, (+32 deg F or lower). Antifreeze may be premixed if de-sired. See Fig. 1 for cooling system capacity.

(1) Engine must be STOPPED. Close all drain valves except top water outlet valve. Leave this valveOPEN to allow air to escape.

(2) Pour coolant into radiator slowly until system is filled to level of top drain valve. Close valve andcontinue to fill system until coolant reaches a level approximately 1 inch below the radiator filler neck.

NOTE: If antifreeze solution is not premixed, pour required antifreeze in first. Install corrosion inhibitoraccording to directions on container.

(3) Start the engine and allow it to idle. Add coolant if trapped air escapes from the system and thecoolant level falls.

(4) Continue to check coolant level until the engine reaches operating temperature. Add coolant, ifneeded, to fill to the required level, 1 inch below filler neck. Install radiator cap.

NOTE: It is good practice to attach a card, indicating the cooling system contents, and the date servicedto the radiator filler neck.

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7. Generator MaintenanceThe 400-Hz generator requires no maintenance or service other than periodic cleaning. The unit isbrushless, and bearings are permanently lubricated and sealed.

WARNING: ELECTRIC SHOCK AND FIRE CAN KILL OR INJURE! BE SURE THE UNIT IS COM-PLETLY DRY BEFORE OPERATING. DO NOT USE A FLAMMABLE SOLVENT.

A. Cleaning

The generator may be cleaned by careful use of compressed air and/or a good, SAFE commercialcleaner. Steam cleaning of the generator is no longer recommended because the use of steam andharsh chemical compounds may result in damage to insulation and other generator components.

B. Adjustment

The generator itself requires no adjustment. Adjustment procedures for generator controls will be cov-ered in Section 2-3.

8. Drive BeltsA single belt from the crankshaft pulley is used to drive the alternator and water pump. For proper engineoperation this belt should be in good condition and at proper tension at all times.

A. Checking Belt Tension

Check belt tension every 200 hours of engine operation, or bi-weekly. A belt which is too tight is de-structive to bearings of the alternator and water pump. A loose belt will slip and cause inefficient op-eration of the alternator and/or the water pump.

To check belt tension, press the belt firmly with the thumb at a point halfway between the alternatorpulley and the crankshaft pulley. A properly adjusted belt should deflect about 3/8 inch.

B. Belt Adjustment

To adjust belt tension, loosen the alternator mounting bolts and change the position of the alternator.Upon obtaining the correct tension, re-tighten both alternator mounting bolts.

When new belt is fitted, it is necessary to run the engine for a short period to allow the new belt to set-tle into the grooves of the pulleys and thus show any initial stretching that is going to occur. Recheckbelt tension after running the engine and adjust as necessary.

9. Battery MaintenanceA. General

Two 12-volt batteries supply power for operation of the engine electrical system, clearance and panellights, and for flashing the generator exciter field.

B. Battery Location and Accessibility

For location of batteries refer to Section 1-1; Figure 3, Item 2. These batteries are easily accessible byraising the right rear canopy door of the generator set.

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C. Battery Care

(1) Never allow a battery which has been removed from the unit to sit on concrete, ground, or metalunless proper insulation is provided. A wooden platform or board will provide sufficient insulation.

(2) Maintain stored batteries in a charged condition.

(3) Be sure batteries are fastened securely in their compartment to avoid damage from vibration.

(4) Maintain battery fluid at proper level.

(5) Keep battery terminal posts and lead connectors clean.

WARNING: NEVER ALLOW SPARKS OR OPEN FLAME NEAR BATTERIES. AVOID SPILLINGELECTROLYTE ON HANDS OR CLOTHING.

D. Liquid Level

The electrolyte in each cell should be above the plates at all times to prevent battery failure. Checkthe level of the electrolyte every two weeks. When electrolyte level is low, add pure distilled water. Donot use hydrant water or any water which has been in contact with a metal container. Acid shouldnever be added except by a skilled batteryman.

CAUTION: NEVER ADD ANY SPECIAL BATTERY DOPES, SOLUTIONS OR POWDERS.

NOTE: It is especially important to keep the battery at full charge for cold weather operation. Add distilledwater to the battery in freezing temperatures only when the engine is to operate forseveral hours, tothoroughly mix the water and the electrolyte, or damage to the battery will result from the water freezing.

E. Cleaning the Battery

If the top of the battery is dirty, it may be cleaned with a brush dipped in ammonia or soda solution.Disconnect lead connectors from battery posts. Vent plugs should be tightened to prevent cleaning so-lution from entering cells. Clean battery as required, using brush and cleaning solution. Flush off thebattery with clean water. Brighten terminal and post surfaces with steel wool, a wire brush, or specialterminal cleaning tool. Make certain that vent holes in filler caps are not clogged.

F.Testing the Battery

Tests are made on a battery to determine the state of charge and also the condition. The results ofthese tests show that the battery is good, needs recharging, or must be replaced. If a battery hasfailed, is low in charge, or requires water frequently, the reason for the condition must be found andcorrected. Visually inspect the battery before testing, to determine if it has been damaged. Moistureon the outside of the case, or low fluid level in one or more cells indicates possible battery damage(cracked case, etc.). The battery may be tested by two methods. A Battery-Starter Tester may beused to determine the battery’s ability to deliver current. A battery hydrometer test determines thecharge condition of the battery.

(1) Test with Battery-Starter Tester

Connect battery to the tester according to instructions furnished with the instrument. Test batteryaccording to tester instructions. If the test determines that battery has acceptable voltage, this indi-cates that battery has output capacity and will accept a charge, if required.

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(2) Test with Hydrometer

(a) Remove filler caps and check the specific gravity of electrolyte in each cell. If specific gravity is1.230 or below, add water if necessary and charge the battery until it is fully charged. A fullycharged battery will give a specific gravity reading of from 1.265 to 1.285. The specific gravity of afully discharged battery may range from 1.140 down to 1.120.

NOTE: The battery is fully charged when all cells are gassing freely, and specific gravity ceases to risefor three successive readings taken at hourly intervals.

(b) If the Battery-Starter Test indicated that battery voltage was below the acceptable voltagevalue, test each cell with the hydrometer. If specific gravity readings between any two cells is 50points (0.050) or more, the battery isn’t satisfactory for service and should be replaced.

10. Service HelpsA. Wiring

All small wire leads are routed through plastic flexible conduit which protects them and makes a neateasily removable and replaceable wiring harness arrangement. This wiring method allows the replace-ment of a single wire lead with a minimum of difficulty. All wires are color coded.

B. Generator Exciter

Provisions have been made to allow removal of the generator exciter without disturbing or removingthe complete generator.

(1) Preparation for exciter removal.

(a) Remove rear panel of canopy.

(b) Remove air shroud whiich is attached to control box support

(c) Remove main frame rear cross member by removing four attaching bolts (see Fig. 3).

(2) Exciter removal

Refer to TM-360 in Chapter 6 for exciter instructions.

(3) Exciter installation

(a) Install exciter in accordance with TM-360.

(b) Re-install rear frame member and tighten screws securely.

(c) Re-install air shroud.

(d) Re-install rear panel of generator.

NOTE: It may be necessary to use a large “C” clamp or other arrangement to position frame side railsand align rear frame member mounting holes.

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Removable Rear Frame Cross-MemberFigure 3

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SECTION 2. INSPECTION/CHECK

1. GeneralThis section describes inspections and checks to be performed in conjunction with Inspection/CheckSchedule, Figure 1.

2. EngineA. Fuel (See Fig. 1 for time schedules)

(1) Check fuel quantity DAILY.

(2) Drain fuel filters and change fuel filter elements in accordance with instructions in John DeereShop Manual.

(3) Open fuel tank drain every 500 hours to drain off water and sediment.

B. Lubrication

(1) Check crankcase oil level DAILY .

(2) Lubricate in accordance with Lubrication Chart (Ref. 2-1; Fig. 3).

C. Coolant

(1) Check coolant level DAILY .

(2) Inspect for signs of rust and corrosion. Change coolant if rust and sediment are present. See 2-1;Para. 7, E, F, and H.

(3) Inspect hoses for cracks and deterioration. Inspect clamps for tightness.

D. V-Belt

(1) Inspect V-belt for proper tension and adjust if necessary after each 200 hours of operation. (See 2-1; Para. 7, A, B, and C.)

E. Exhaust System

WARNING: EXHAUST FUMES OR FIRE CAN KILL OR INJURE! IMMEDIATELY REPAIR DEFEC-TIVE EXHAUST SYSTEMS.

(1) Visually inspect muffler and exhaust pipes for signs of approaching failure.

(2) Listen for any gasket or joint leaks.

(3) Replace any defective parts at once.

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3. Electrical System (12-V DC)A. Lights

Check all lights for proper operation DAILY . Replace any defective lamps (bulbs) as soon as discov-ered. Figure 2 lists ALL lamps, their location, and part numbers.

B. Fuses

Check and replace fuses as required. See Figure 3 for fuse sizes and locations. Figure 3 includes allfuses used in both the engine and generator electrical system.

Daily Or Every 8 Hours

Inspect air cleaner Check generator ammeterCheck output cable and connector Check frequency meterCheck generator voltmeter Check all lightsCheck fuel quantity

Weekly, Or Every 50 Hours

Check crankcase oil level Check all lightsCheck coolant level

Monthly, Or Every 200 Hours

Check safety switches Clean battery terminalsChange engine oil filter element Change engine oil

BI-MONTHLY, OR EVERY 400 HOURS

Check cooling system hoses, Check exhaust sys.tubes, fittings, clamps Check protective relays

Every 6 Months Or 1200 Hours

Check V-belt tension Clean and inspect generallyChange fuel filter elements Drain/refill cooling systemInspect all wiring and connections

Open Fuel Tank Drain Every 500 HoursLubricate (see Lubrication Chart)

Inspection/Check/Maintenance ScheduleFigure 1

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LIGHT LAMP LAMP (BULB)IDENTIFICATION LOCATION MANUFACTURER NUMBER

Instrument Panel Control Box and Lamp IndustryLights Engine Control Panel Trade No. 63

Engine On Indicating Engine Control Lamp Industry 1815Light Panel Trade No.

Contactor CLOSED Engine Control Lamp Industry 1815Indicating Light Panel Trade No.

Fault Indicating Control Box Lamp Industry 1815Lights Trade No.

Lamp Identification ChartFigure 2

ITEM PROTECTED LOCATION ILLUSTRATION SIZE AND TYPE

Instrument panel Engine Sect. 1-1, 10A Type AGClights and engine control panel Fig. 8, item 11

Protective relay Generator Sect. 1-1, 2A Type AGCsystem Control Panel Fig. 6, item 8

Voltage regulator Voltage Sect. 1-3, 5A Type AGCregulator Fig. 1, item 31

Load contactor Generator Sect. 1-1, 2A Type AGCcircuit Control Panel Fig. 6, item 9

Fuse Identification ChartFigure 3

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C. Wiring and Connections

(1) Inspect all cables and leads for broken, worn, and damaged insulation.

(2) Check electrical connections for looseness.

NOTE: A darkened terminal generally indicates a loose connection.

4. Electrical System (115-V AC)The 400-Hz generator and controls are designed to be as maintenance free as possible. No lubrication isnecessary and no periodic maintenance adjustments are required. However, some regular checks shouldbe made to be sure all controls, instruments, etc., are working properly.

A. Monitoring Instruments

Observe operation of voltmeter, ammeter, and frequency meter each time the unit is started.

B. Indicating Lights

Check lamps (bulbs) in all of the indicating lights at each start up. Fault indicating lights on the frontpanel of the control box may be tested by pressing test switch (1-1; 16, Fig. 6).

C. Protective Modules

Check operation of all protective modules to make certain they will function if a fault should occur inthe output circuit. (See 2-3; Para. 3, B.)

D. Wiring and Connections

WARNING: STOP OPERATIONS AND STOP ENGINE BEFORE TOUCHING EXPOSED CONDUC-TORS OR TERMINALS.

(1) Check all cables, leads, and wiring for broken, worn, and damaged insulation.

(2) Check all connections for tightness.

(3) Check the output cable plug connector for damaged contactors in the end of the plug.

5. TrailerIf the generator set comes with the trailer option, perform inspection as follows:

A. Check operation of parking brakes.

B. Check fuel tank for leaks.

C. Check pressure in all four tires. Should be 95 psi.

D. Check reflectors for damage.

E. Check trailer axles, linkage, and wheel bearings for proper lubrication. (Refer to Section 2-1, Para. 3,F.) Refer also to TO-186 in Chapter 5 of this manual.

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Section 3. Adjustment/Test

1. GeneralAdjustment and test procedures are most applicable to testing and adjusting the generator set after a ma-jor repair, replacement of parts, or overhaul.

2. Generator Set TestA. Pre-operational Test Procedures

(1) Connect cables from the generator output terminals to a load bank. Use cables of the same sizeand length as those to be used in service. Be sure the generator output “N” cable is grounded.

(2) Check engine oil level. Oil should be at FULL mark on gage rod.

(3) Check radiator coolant level (Ref. Section 2-1, Para. 7, H).

(4) Check tension of engine V-belt.

(5) If governor throttle linkage was disturbed, check all linkage to make certain engine speed may becontrolled when the engine is started. See Figure 3.

(6) Inspect for oil, fuel, and coolant leaks.

(7) If the setting of the voltage regulator rheostat (27, Fig. 1) has been disturbed, set it at CENTER po-sition (halfway between full clockwise position and full counterclockwise position).

(8) Check engine circuit fuse (21, Fig. 1) by placing panel light switch (13) in ON position. If panel light(11) operates, the fuse (21), switch (13), and lamps are good.

(9) Check fault indicating lights (8) by pressing test switch (7). If lights glow, fuse (21) and indicatinglamps are good.

(10) Make a general inspection of all wiring and terminals. Inspect the equipment to be certain nodamage will result from starting the engine.

CAUTION: ENGINE MUST NOT BE RUNNING WHEN FLASHING EXCITER FIELD IF VOLTAGEREGULATOR DAMAGE IS TO BE PREVENTED. DO NOT LEAVE REGULATED/DIAGNOSTICSWITCH IN DIAGNOSTIC POSITION AFTER FLASHING FIELD.

(11) At initial start-up after generator overhaul or repair, “flash” the exciter field by momentarily apply-ing 12-V DC to the field windings. To flash the exciter field, place the Regulated/Diagnostic switch (25,Fig. 1) in the DIAGNOSTIC position for 3 to 5 seconds. Then return it to the REGULATED position.

(12) Check position of load contactor “on-off” switch (17, Fig. 1), and engine-generator control switch(15).

(a) Load contactor switch (17) must be in OFFposition.

(b) Engine-generator control switch (15) must be in IDLE position.

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November 30/91 Revised 2-3Page 1

B. Operational Test Procedures

(1) Start the engine in accordance with instructions in 1-3; Para. 2, A thru C.

(2) Check operation of engine instruments: DC ammeter (14, Fig. 1), coolant temperature indicator(18), oil pressure gage (20), and hourmeter (16).

(3) Check engine idle speed. Should be 825 to 875 RPM. Adjust, if necessary, in accordance with in-structions in Engine Operator’s Manual.

NOTE: A stroboscope is required for this check.

(4) Again check for oil, fuel, and coolant leaks and correct any leaking condition.

(5) Position switches and controls for automatic voltage regulation and power delivery as follows:

(a) Place regulated-diagnostic switch (25, Fig. 1) in REGULATED position.

(b) Place test-bank switch (26) in AIRCRAFT position.

(c) Meter switch (4) may be in any position other than the directly downward (OFF) position.

(d) If the adjustment of the voltage regulator rheostat potentiometer (27) has been disturbed, posi-tion the knob to mid-range position.

(6) Bring the engine up to governed speed and also energize the generator by holding the engine-gen-erator control switch (15) in BUILD-UP-VOLTS position momentarily. Release switch and allow it toposition in “center” RUN position. If the engine “comes-up” to governed speed and a voltage value ap-pears on the voltmeter (2), the electric governor and excitationdeenergization relay circuits are func-tioning.

(7) Observe frequency meter (1). If engine speed is properly adjusted, frequency will be exactly 400Hz. If not, adjust engine governed speed in accordance with Para. 3, E, (3) (d).

(8) Observe voltmeter (2). Use rheostat (27) to adjust voltage to 115 V AC.

(9) Measure governor actuator input signal. See Para. 3, E, (4), (a).

(10) Measure governor magnetic pickup signal. See Para. 3, E, (4), (b).

(11) Check speed limiting governor

Set engine speed-limiting governor to 2300 +/-25 RPM. See John Deere Diesel Handbook inChapter 6 for instructions on how to set the governor.

(12) Check adjustable voltage range

(a) With regulated/diagnostic switch (25) in REGULATED position, observe voltmeter (2, Fig. 1)and turn voltage regulator potentiometer (27) CLOCKWISE to full clockwise position. Maximumvoltage should be at least 134 V AC, or higher.

NOTE: If voltage should decrease when the potentiometer is turned clockwise, it indicates that the voltageregulator PC board is defective. Replace the regulator PC board.

(b) Observe voltmeter and turn rheostat knob to full COUNTERCLOCKWISE position. Minimumvoltage should be 108 V AC, or lower.

(13) Observe voltmeter and adjust rheostat to obtain 115-V AC voltmeter reading.

(14) Position load bank switches, etc., to apply a light load to the generator.

(15) Place the load contactor “on-off” switch (17, Fig. 1) in the top, spring loaded, CLOSE position.Hold in this position momentarily. Hold in this position momentarily. The indicating light (19) shouldglow GREEN and an amperage value should appear on the AC ammeter (3).

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2-3 November 30/91 RevisedPage 2

(16) Release the switch (17) and allow it to return to the center ON position. The load contactorshould open immediately, and the generator “on” indicating light should go OFF. This is because theplug interlock relay (Ref. 1-1; 1, Fig. 8) is not receiving power from an outside source of 28 V DC. It in-dicates that the plug interlock contacts are OPEN as they should be when the interlock coil is not re-ceiving 28-V DC power.

(17) Open and lower the front door panel of the control box and place the test bank switch (26, Fig. 1)in TEST BANK position.

(18) Again place the load contactor switch (17) in the top, CLOSE position. Light (19) should glowGREEN and remain ON when the switch is released and allowed to return to the center ON position.This indicates that the test bank switch (26) is functioning to bypass the plug interlock relay.

(19) Return the test bank switch to AIRCRAFT position. The load contactor should open at once andthe green indicating light (19) should go off.

(20) Connect a source of 24-V DC power (two twelve-volt batteries connected in series) to terminals“N” and “E-F” at the output terminal panel.Connection polarity should be: MINUS to terminal “N” andPLUS to terminal “E-F”.

(21) With test-bank switch in AIRCRAFT position, hold the contactor operating switch (17) in top,CLOSE position momentarily. The generator “on” indicating light (19) should glow GREEN and re-main on when the switch is released and allowed to return to the center ON position. This indicatesthat the load contactor is closed and the plug interlock relay is functioning properly.

(22) Apply 1/3 to 1/2 load at the load bank and allow the unit to run for 15 to 30 minutes. Observe op-eration of all monitoring instruments.

(23) Increase load bank resistance to apply a full load.

(24) Check operation of the governor by observing the frequency meter (1, Fig. 1) when generator isswitched from no-load to full-load and vice versa. Use the contactor control switch (17) to apply andremove load several times. Frequency drop should be no more than 1 Hz. Adjust governor if neces-sary (See Para. 3, E, (3)).

(25) Follow instructions in Para. 3, B, (2) (b) to set voltage regulator line-drop compensation potenti-ometers (Ref. Figure 1, items (28) and (30). Set knob pointer on cable size potentiometer (28) to size(2/0, 4/0, etc.) of cable being used. Set knob pointer on cable length potentiometer (30) to length (20feet, 40 feet, etc.) of cable being used. See instruction plate (mounted below knobs).

(26) Check voltage regulator, at intervals, from no-load to full load, and on up to 125% load. Observeand note voltage at various loads. Voltages should vary no more than plus or minus 1% from 115 V.

(27) Check accuracy of voltmeter.

(a) Open and lower the front door panel of the control box and connect a master voltmeter ofknown accuracy to terminals of the voltmeter (2).

(b) Compare unit voltmeter reading with master meter. Error must not exceed 2% of full scale.

(28) Check accuracy of AC ammeter.

(a) Connect a master ammeter of known accuracy to the AC ammeter (3) terminals.

(b) Compare unit ammeter reading with master meter under various loads. Error must not exceed4% of full scale.

(29) Check operation of meter selector switch (4). A voltage value should be shown in each switch po-sition, except when the switch handle is on the DOWN (OFF) position.

(30) Check operation of the line switch (5). A normal voltage of 115 V AC should be indicated whenthe switch is in LINE-TO-NEUTRAL position. A voltage of approximately 200 V AC should be indi-cated when the switch is placed in LINE-TO-LINE position.

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(31) Check accuracy of frequency meter.

(a) Connect a master frequency meter of known accuracy to the frequency meter (1) terminals.

(b) Compare meter readings. Error must not exceed 1% of full scale.

(32) Operate the unit not less than 10 minutes under full load. The overload device (Ref. 1-1; 7, Fig.11) MUST NOT trip.

(33) Operate at 125% rated load for 5 minutes immediately following the fullload run. The overload de-vice MUST trip within 5 minutes and the overload indicating light (1-1; must come ON to indicate anoverload condition).

(34) Reduce load to normal. Turn off indicating light by pressing reset switch (6, Fig. 1).

(35) Check engine oil pressure at governed speed (2000 RPM). Gage should indicate at least 38 PSIwhen the engine is hot. Check engine coolant temperature. Gage should indicate in the range of 180degrees to 190 degrees depending upon ambient temperature.

(36) Check operation of fuse interlock (Ref. 1-1; 8, Fig. 7). With unit operating normally under load, re-move protective relay circuit fuse (10, Fig. 1). The load contactor should open immediately. This indi-cates that the fuse interlock relay is functioning properly. Replace fuse and apply load.

NOTE: Make all protective relay tests with the unit operating under load.

27. Automatic voltage control 29. Line-drop compensationpotentiometer (R5) on/off switch

28. Cable size compensation 30. Cable length compensationrheostat rheostat

31. Voltage regulator fuse (5A)


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(37) Check operation of overvoltage relay and indicating light.

(a) With the unit running at normal load, adjust the voltage regulator rheostat (27, Fig. 1) to in-crease voltage (turn clockwise) until the overvoltage sensing relay actuates the protective monitorto open the load contactor and turn on the overvoltage indicating light. The overvoltage sensingrelay should trip when voltage reaches 130 V to 134 V.

(b) Return unit to normal operating conditions by adjusting voltage regulator rheostat and press-ing reset switch (6).

(38) Check operation of undervoltage sensing relay, indicating light, and time delay. Before startingthis check, let us understand the sequence of events which should happen when voltage is reducedto 103 V or lower. At some value between 103 V and 93 V, the undervoltage sensing relay (Ref. 1-1;4, Fig. 7) should function to activate the undervoltage time delay circuit. Five seconds after the timedelay circuit is activated, (if the undervoltage condition continues) it should function to open the protec-tive monitor relay which, in turn, will open the load contactor to stop power delivery. As a result of theaction, the undervoltage indicating light should be turned ON. A stopwatch or sweep-second-handwatch is required for this check. Proceed as follows:

(a) With unit running at normal load, use the voltage regulator rheostat (27, Fig. 1) to reduce volt-age to 104V. The load contactor should NOT open after a 5-second delay.

(b) Reduce voltage in steps of 1 V, with a delay of at least 5 seconds between steps. Restart stop-watch or note position of sweep-secondhand each time voltage is reduced. At some voltage valuebetween 103 V and 93 V, and 4 to 12 seconds after a new voltage setting is made, the load con-tactor should be opened and the undervoltage indicating light should be turned on by the step-by-step action of the undervoltage sensing relay, time delay circuit, and protective monitor relay.

NOTE: The 4 to 12 second time delay is generally set at 5 seconds. It may be necessary to switch toMANUAL control to obtain these low voltages.

(c) If the load contactor is not opened at 103 V to 93 V, refer to the Trouble Shooting Chart, Sec-tion 3-1, to determine which component of the undervoltage protective circuit is defective.

(d) If the undervoltage circuit performs satisfactorily, return the unit to normal operation by adjust-ing the voltage to 115 V, pressing the reset switch, and closing the load contactor.

(39) Check underfrequency sensing relay, protective monitor, and indicating light. At some frequencyvalue (Hz, cycles-per-second) from 385 Hz down to 375 Hz, the underfrequency sensing relay shouldfunction to signal the underfrequency circuit in the protective monitor module to OPEN the load con-tactor holding circuit, thus OPENING the load contactor. To check the underfrequency protective com-ponents, proceed as follows:

(a) While the unit is operating normally under load, reduce generator output frequency by reduc-ing engine speed. Use the governed speed setting potentiometer (Ref. Fig. 5). Turn adjustingscrew COUNTERCLOCKWISE gradually to reduce engine speed until frequency meter indicates386 Hz. Underfrequency protective relay should not function to open the load contactor at this fre-quency. Reduce frequency in steps of 1 Hz.

(b) If the protective system functions to open the load contactor and turn on the underfrequencylight after some frequency between 385 Hz and 375 Hz is reached, all components of the systemare functioning properly. If the load contactor is not opened within the above frequency range, re-fer to Trouble Shooting Chart to determine which component is defective.

(c) Return unit to normal operating condition.

(40) Check overfrequency sensing relay, protective monitor, and indicating light. This protective circuitoperates in exactly the same manner as the underfrequency circuit except its operating range is from415 Hz to 425 Hz. Its purpose also is to open the load contactor and turn on an indicating light.

(a) Check procedures are the same for overfrequency as for underfrequency (above) except thatengine speed is INCREASED to create a condition of overfrequency.

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(b) If the overfrequency system functions to open the load contactor and turn on the overfre-quency light after some frequency between 415 Hz and 425 Hz is reached, all compo-nents of thesystem are functioning properly. If the load contactor is not opened within the above frequencyrange, refer to Trouble Shooting Chart to determine which component is defective.

(41) If the generator is operating under load at this point, place the contactor control switch (17, Fig.1) in OFF position to open load contactor and disconnect load. There will be no further need for theload bank in the following checks.

(42) With the engine running at normal governed speed, check the entire unit for vibration and for anyparts which may have become loosened during the above checks. Tighten any loose attaching hard-ware as required.

WARNING: ELECTRIC SHOCK, MOVING PARTS, AND NOISE CAN KILL OR INJURE! IF A METALSOUNDING ROD IS USED TO DETECT BEARING NOISES, EXERCISE EXTREME CARE TO AVOIDINJURY.

(43) Check 400-Hz generator bearings. Use a stethoscope or metal sounding rod to listen for unusualnoises. If using a metal rod, place one end on the generator housing and hold the other end near theear. Hold the rod with three fingers and use the index finger and thumb to form a “sounding chamber”between the rod and the ear. Do NOT allow the rod to touch the ear. Listen for “grinding” or poundingsounds which would indicate a defective bearing. An engine noise may be “telegraphed” to the gener-ator and misinterpreted as a generator noise. Send the unit to overhaul if in doubt of bearing service-ability.

3. Generator Set AdjustmentA. Generator Adjustment

The 400-Hz generator is a brushless type requiring no adjustments of any kind.

B. Voltage Regulator Adjustments

At some time during the life of the equipment, the solid stage voltage regulator may require output volt-age adjustments and/or line-drop compensation adjustments. Make these adjustments according tothe instructions given in Solid State Regulator Manual OM-2020 , which is a part of Chapter 6 of thismanual.

C.Basic Engine Adjustments

Adjustment procedures applicable to the diesel engine are included in the John Deere Handbookwhich accompanies this Hobart manual. Specific information for this particular engine is listed in Fig-ure 2.

D. Engine Accessories Adjustment

(1) Generator and fan belt adjustment

Refer to 2-1; Para. 8 for fan belt adjustment instructions.

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E. Electric Governor System Adjustment

Two electric governor system main components, namely the magnetic pickup and controller, havecritical adjustments which can affect engine performance and therefore generator output. The adjust-ment of the actuator linkage can also affect engine performance.

When the complete system is to be checked and/or adjusted, a definite sequence of proceduresshould be followed:

First - Check or adjust actuator linkage

Second - Check or adjust magnetic pick-up

Third - Check or adjust electric control box

(1) Actuator linkage adjustment

The proper adjustment of the mechanical linkage between the electric actuator and engine speedcontrol lever is important to the satisfactory operation of the complete system.

Exact adjustment instructions regarding effective length of rod assembly(items 4,5,6, and 7,Fig.3), or regarding the proper hole in actuator lever in which to attach ball joint (4) cannot be deter-mined because of slight variations in brackets, mountings, and engine performance charac-teristics. However, definite rules must be followed in making the adjustments:

RULE 1. Adjust linkage to use FULL TRAVEL of actuator output shaft (1).

RULE 2. Linkage must move speed control lever from FULL IDLE to FULL SPEED position,or VERY CLOSE to FULL SPEED position in order for the generator to pull 125% load.

Check and adjust linkage as follows, with engine stopped.

(a) Before making adjustment, observe and note which hole in actuator lever (3) is used to mountball joint (4). It does not necessarily have to be the same hole as may have been previously used.Disconnect ball joint (4) from actuator lever (3).

(b) Be sure neither lever (the actuator lever, 3, or the fuel control lever) has slipped on shafts. If alever has slipped, position it correctly and tighten securely.

Manufacturer John DeereModel 6059TLType Turbocharged, In-line, 6-cylider,

4-cycle DieselDisplacement 359 cu. in. (5.9 liters)Compression ratio 17 .8:1Firing order 1-5-3-6-2-4Horsepower at 2000 RPM 123Governed speed 2000 RPM +/- 4.5%Idle Speed 850 +/- 25 RPMElectrical System 12 voltOil capacity 18 quarts (17 liters)Coolant capacity (approx.) 20 quarts (19 liters)Fuel Diesel oil conforming to ASTM

Specification D.975-66T,Nos. 1-D and 2-D

Lube oil MIL-L-2014C or MIL-L-2014D

Engine SpecificationsFigure 2

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(c) Place both levers (3 and 7) in FULL IDLE position an attempt to connect ball joint (4) at thehole in actuator lever (3) from which it was removed in step (a). If connection cannot be made,loosen nuts (5) and adjust effective length of rod assembly (4,5,6 and 7, Fig. 4) so that connec-tion can be made.

(d) Manually operate actuator lever back and forth between FULL IDLE and FULL SPEED. If ad-justment is unsatisfactory, try another hole in ACTUATOR lever and readjust rod length.

(e) Tighten all parts securely when adjustment is completed.

(2) Magnetic pickup adjustment (Figure 4)

The strength of the magnetic pickup signal to the control box can be weakened if the tip of thepickup is too far from the flywheel ring gear. If the pickup is to be removed for any reason, or if thesignal is weak (less than 2.5-V AC) as indicated by a voltage test at the pick-up with the enginerunning at rated speed, proceed as follows:

(a) Disconnect wiring as necessary to remove magnetic pick-up from engine.

(b) Loosen nut (2) and remove magnetic pickup (1).

(c) Inspect to make certain the tip is not damaged from contact with the ring gear teeth, replacepickup if damaged.

(d) Rotate the engine as required to locate a ring gear tooth directly below the tapped, pickupmounting hole. An imaginary line should pass through the center of the mounting hole, the centerof a flywheel tooth and the center of the flywheel.

(e) Install the magnetic pickup into the tapped mounting hole and thread it in until the tip touchesthe “in-line” flywheel gear tooth.

CAUTION: THE PICKUP TIP MUST BE DIRECTLY OVER A TOOTH AND NOT BETWEEN TEETHWHEN ADJUSTMENT IS MADE.

(f) Back the pickup outward (counterclockwise) 1/2 turn. Hold the pickup securely in this positionand tighten nut (2). This adjustment will result in a clearance of approximately 0.028 inch betweenthe pickup tip and the flywheel teeth and give an operating AC voltage of 4 V to 8 V at controllerterminals 5 and 6 when the engine is running at no load and governed speed, and approximately2.5-V at cranking speed.

1. Actuator shaft2. Signal input connector3. Actuator lever4. Ball joint, actuator5. Nut6. Rod7. Ball Joint, Fuel

Control Lever

Governor Actuator LinkageFigure 3

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NOTE: As little a 1-V is required for operation of governor control box. Magnetic pickup voltage does nothave to be 4-V to 8-V.

(g) Reconnect wiring to magnetic pick-up.

(3) Adjustment and Test of Controller and Actuator (Series 6919B Generator Sets)

Refer to Figure 5. The controller has three identical control potentiometers (see inset): the GAINpotentiometer, the DROOP potentiometer, and the potentiometer marked “I” . In addition, aSPEED control potentiometer is located just next to the GAIN potentiometer. Make controller set-tings as follows:

(a) Preliminary Controller Settings

• With the engine of the generator set turned OFF, set the “I” adjustment at the FOURTH in-crement mark from zero.

• Set the GAIN adjustment at the THIRD increment mark from from zero.

• Set DROOP adjustment COUNTERCLOCKWISE to minimum (zero) position as shown inFigure 6.

• Start the engine and adjust the controller’s SPEED potentiometer until engine is operatingat rated speed (2000 RPM). Turning the adjustment CLOCKWISE i ncreases engine RPMand turning it COUNTERCLOCKWISE decreases engine RPM.

1. Magnetic pick-up2. Nut

Magnetic Pick-up AdjustmentFigure 4

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(b) Checking No-Load Operation of Controller

• Turn the GAIN potentiometer control slowly CLOCKWISE until the governor becomes un-stable and the actuator lever oscillates. (If the actuator lever DOESN’T oscillate at this set-ting, upset the lever manually to cause it to oscillate).

• Next, turn the same GAIN potentiometer control slowly COUNTERCLOCKWISE until thegovernor becomes stable and the oscillations cease.

• Turn the “I” potentiometer control showly CLOCKWISE until the governor agains becomesunstable and the actuator lever oscillates.

• If the governor DOES NOT become unstable and the lever DOES NOT oscillate, place the“I” potentiometer control setting at approximately EIGHT increment marks from zero (orTWO increment marks from maximum setting).

• If the governor DOES become unstable, and the actuator lever DOES oscillate, turn the “I”potentiometer control slowly COUNTERCLOCKWISE until the governor becomes stableand the oscillations cease.

• Upset the actuator lever by hand. If the lever oscillates in 3 to 5 diminishing oscillationsand stops, the setting is correct.

NOTE: For more accurate and dependable settings, when making GAIN and “I” adjustments, ALWAYSadjust GAIN before adjusting “I”.

(c) Checking Operation of Controller Under Load

Apply a load to the generator set, then remove the load and observe the length of time re-quired for engine speed to again stabilize. Engine speed should stabilize within 3 to 5 dimin-ishing oscillations. If this does not happen, proceed as follows:

• With the generator set operating at no load, turn the GAIN setting slightly in the COUN-TERCLOCKWISE direction, and apply load again to the generator set..

• Remove load again and observe length of time required for engine speed to stabilize. Itshould now stabilize in 3 to 5 diminishing oscillations.

NOTE: If engine speed STILL doesn’t stabilize, recheck governor linkage. If linkage is set properly,the governor controller is probably defective.

(4) Adjustment and Test of Controller and Actuator (Series 6919B Generator Sets withSpeed Control PC Board)

Refer to Figure 6. The controller has three control potentiometers used to control the IDLE speed:the GAIN potentiometer, the DROOP potentiometer, and the potentiometer marked “I”. In addi-tion, a SPEED control potentiometer is located just next to the GAIN potentiometer. The newspeed control board is used to adjust RPM’s at the RATED speed setting. Make controller set-tings as follows:

(a) Preliminary Controller Settings

• With the engine OFF, set the “I” adjustment at the FOURTH increment mark from zero.

• Set the GAIN adjustment at the THIRD increment mark from zero.

• Set DROOP adjustment COUNTERCLCKWISE to minimum (zero) position.

• Turn the adjustment pot on the speed control board, all the way COUNTERCLOCKWISE .Then, turn the pot twelve full turns CLOCKWISE .

• Start engine, leave at IDLE and adjust controller’s SPEED potentiometer until engine is op-erating at 875 RPM or an output frequency of 175 Hz. Turning the adjustment CLOCK-WISE increases engine RPM; turning it COUNTERCLOCKWISE decreases engine RPM.

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Electric Governor Controller and its Connectionsfor Series 6919A Generator Sets

Figure 5

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(b) Checking No-Load Operation of Controller

• Turn the GAIN potentiometer control slowly CLOCKWISE until the governor becomes un-stable and the actuator lever oscillates. (If the actuator lever DOES NOT oscillate at thissetting, upset the lever manually to cause it to oscillate).

• Next, turn the same GAIN potentiometer control slowly COUNTERCLOCKWISE until thegovernor becomes stable and the oscillations cease.

• Turn the “I” potentiometer control slowly CLOCKWISE until the governor again becomesunstable and the actuator lever oscillates.

• If the governor DOES NOT become unstable and the lever DOES NOT oscillate, place “I”potentiometer control setting at approximately EIGHT increment marks from zero (or TWOincrement marks from maximum setting).

• If the governor DOES become unstable, and the actuator lever DOES oscillate, turn the “I”potentiometer control slowly COUNTERCLOCKWISE until the governor becomes stableand the oscillations cease.

• Flip the engine MODE switch to the BUILD-UP VOLTAGE position. Let the engine stabi-lize, then flip the switch back to IDLE. Engine speed should stabilize within 3 to 5 diminish-ing oscilllations. If it doesn’t, repeat the first three steps above.

NOTE: For more accurate and dependable settings, when making GAIN and “I” adjustments, ALWAYSadjust GAIN before adjusting “I” and upset the throttle lever in between adjustments.

NOTE: If engine speed STILL doesn’t stabilize, recheck governor linkage. If linkage is set properly, thegovernor controller is probably defective.

(c) Adjusting for RATED Speed Operation

The function of the new speed control board, is to govern the engine at RATED speed. Tocheck for proper adjustment, proceed with the following steps:

• With the engine running and properly adjusted for IDLE speed, flip the engine MODEswitch to the BUILD-UP VOLTAGE setting. The engine should be running at 2000 RPMand output frequency should be 400Hz.

• If the reading is high or low, proceed as follows:

With the generator set operating at RATED speed, turn the adjustment pot on the speedcontrol board in the CLOCKWISE direction to increase RPM’s or COUTERCLOCKWISEdirection to decrease RPM’s.

After making any adjustments, switch to IDLE speed, allow the engine to stabilize, thenswitch back to RATED speed.

(d) Checking the Actuator

The actuator does not require any adjustments. An actuator malfunction, when it occurs, willresult in the actuator being totally inoperative, either due to the actuator coil being open orshorted to the actuator case. Resistance measurements will reveal either of these conditions.

(e) Checking Operation of Controller Under Load

Apply a load to the generator set, then remove the load and observe the length of time re-quired for engine speed to again stablize. Engine speed should stabilize within 3 to 5 diminish-ing oscilllations. If this does not happen, proceed as follows:

• With the generator set operating at no load, turn the GAIN setting slightly in the COUNTER-CLOCKWISE direction.

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Electric Governor and its Connectionsfor Series 6919B Generator Sets(With Speed Control PC Board)

Figure 6

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• Apply load again to the generator set. Then remove the load again and observe the lengthof time required for engine speed to stabilize. It should now stabilize in 3 to 5 diminishingoscillations.

NOTE: If engine speed STILL doesn’t stabilize, recheck governor linkage. If linkage is set properly, thegovernor controller is probably defective.

(5) Checking Magnetic Pick-up signal

Connect a high inpedance voltmeter to magnetic pickup input terminals (10 and 11, Fig. 6) on con-troller terminal board. The voltage value at no load, governed speed should be 4-V AC MINIMUM.

NOTE: A signal as low as 2.5-V is sufficient to operate the control unit satisfactorily. If a no-voltagecondition is indicated, the magnetic pick-up is too far away from flywheel teeth, or it is defective.

4. Generator and Exciter TestThe generator fields may be tested with a “Kelvin” bridge. This is a double-bridge type instrument requiredfor the very low resistances encountered in this test. It is understood that 0 resistance indicates a SHORTCIRCUITED condition. An infinite resistance reading indicates an OPEN CIRCUITED condition. See Fig.6 below for resistance values.

NOTE: The equipment should be COLD or at normal ambient temperature when tests are made.

A. Disconnect generator stator leads at the power module panel.

B. Disconnect exciter leads from terminal board mounted on rear of engine control panel. Positivelead is RED. Negative lead is YELLOW-BLACK.

C. Check resistances and compare to values given in Fig. 7.

TEST CONNECTION NOMINAL RESISTANCE IN OHMS

GENERATOR STATORPhase A to N 0.008Phase B to N 0.008Phase C to N 0.008

NOTE: The two leads of a phase must be connected when test is made.

EXCITER A-B, B-C, A-C 0.1

Field (RED to YELLOW-BLACK) 7.23

Generator and Exciter Stator Test Values(70F Ambient Temperature)

Figure 7

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5. Diode TestTest values for diodes are not given here because they could be misleading. Test values may vary evenbetween diodes of the same part number, rating, and manufacturer. General instructions for testing di-odes follows:

A. Disconnect diode lead(s).

B. Use a good quality ohmmeter. An instrument which indicates 50 ohms at the center of the scale ispreferable.

NOTE: Make certain the battery is in good condition and the pointer is adjusted to zero when the testlead points are shorted together. Set the scale selector to RX1.

C. Hold one ohmmeter lead point on the threaded end of the diode. Hold the other lead point on thewire terminal end. Observe and note the indicated resistance. Now reverse lead connections on the di-ode. Again observe and note the ohmmeter indicated resistance. Generally speaking, if an infinite orvery high resistance was indicated with the leads connected one way and a low, readable resistancewas indicated with the leads connected the opposite way, the diode may be considered good.

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Chapter 3. TroubleshootingSection 1. Troubleshooting Procedures

1. GeneralA. Troubleshooting is an orderly process of checking and eliminating possible causes of trouble until theexact cause of a trouble is found. As a rule, the best place to start looking for the cause of a trouble in acircuit is at the source of power. Continue testing and checking the circuit, step-by-step, in an orderly man-ner, until the cause of trouble is located.

B. This section provides information useful in diagnosing and correcting certain troubles which cause un-satisfactory operation or failure of the equipment.

C. Minor troubles may be remedied by the operator; however, major repairs must be undertaken by experi-enced mechanics and electricians only.

2. Trouble Shooting Chart (Figure 5)A. Description

The troubleshooting chart lists information under three headings as follows:

(1) Trouble, Symptom, and Condition

(2) Probable Cause

(3) Test, Check, and/or Remedy

B. Use of the Trouble Shooting Chart

(1) A troubleshooting chart is furnished to provide maintenance and repair personnel with a time-sav-ing guide for locating trouble. To use the chart, proceed as follows:

(a) Locate the symptom(s) of trouble in the “Trouble” column.

(b) Check the probable causes of trouble in the “Probable Cause” column.

(c) Test, check, repair, or correct the trouble as indicated in the “Remedy” column.

(2) If the cause of a trouble is an uncommon one and cannot be located by use of the chart, the onlyalternative is to start at the source of power or supply and check the affected circuit or system com-pletely. Use schematic and connection diagrams which are supplied with this manual.

(3) Electrical components mentioned in the trouble shooting chart are identified by a noun name andcorresponding symbol which allows the user to identify the item more easily on schematic diagrams.

(4) It is assumed that wiring and connections in defective circuits have been thoroughly checked be-fore condemning any other components.

NOTE: Reference symbols (S9, etc.), used in the Trouble Shooting Chart, are identified on Schematicand Connection Diagrams.

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3. Equipment for TroubleshootingA good quality multi-scale voltohmmeter is the only instrument required for trouble shooting. At least two“jumper” leads with “alligator” clips and test prods will be required. The 12-V, engine electrical system maybe used as a 12-V DC power source.

4. Safety - WARNING:WARNING: EXERCISE EXTREME CARE TO AVOID CONTACT WITH HIGH VOLTAGE LEADS ANDCOMPONENTS WHICH COULD CAUSE SERIOUS SHOCK AND INJURY IF TOUCHED WHENTROUBLE SHOOTING OR OPERATING THE EQUIPMENT.

5. Parts ReplacementTo lessen end item “down” time and to get a faulty machine back “on-theline” as quickly as possible, the“black-box” concept of parts replacement is reflected in the trouble shooting chart. For example, if a com-ponent in a particular assembly or module is defective, the quickest way to remedy the situation is to re-place the complete assembly or the module and send the old assembly or module to stock. Assemblieswhich lend themselves to this concept are:

Voltage regulator Protective monitor module

Governor actuator Over-underfrequency module

Overload module Electric governor control “box”

Over-undervoltage module

The above items are in addition to normally replaced items such as fuel pump, injectors, relays, etc.

6. Test ValuesAlthough test values are provided throughout the trouble shooting chart, where applicable, additional infor-mation and values are given here.

Generator voltage output at maximum voltage regulator rheostat setting: 134-V AC or higher

Generator voltage output at minimum voltage regulator rheostat setting: 108-V AC or lower

Overload relay trips at any value above 112-KVA in 5 minutes.

Overvoltage relay: trips at 130 to 134-V-AC, resets at 125-V AC.

Undervoltage relay: trips at 93 to 102-V AC, resets at 110-V AC.

(Undervoltage time delay circuit functions in 4 to 12 seconds.)

Overfrequency relay: trips at 415 to 425-Hz, resets at 410-Hz.

Underfrequency relay: trips at 375 to 380-Hz, resets at 385-Hz.

Overload relay: trips at 125% rated load in 5 minutes.

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7. Checking Connections and LeadsALWAYS make a check of connections and leads to a component suspected of being faulty. With the ex-ception of a few instances, we will assume that connections and wiring have always been checked firstand that power has not been lost as a result of defective wiring or connections.

8. Electric Governor Trouble ShootingThe following facts concerning the operation of the electric governor may be helpful in understanding thesystem and in determining which unit in the system is faulty in case of troubles.

A. The system requires two sources of power to operate normally.

(1) 12-V DC input power (from engine electrical system)

(2) 4-V AC input power (from magnetic pickup)

B. Assuming other conditions are normal, the actuator will go to, or remain in, IDLE position under thefollowing conditions.

(1) No 12-V DC power

(2) No voltage from control box to actuator

C. The actuator will “surge” under the following conditions:

(1) “Stability” or “gain” adjustment set too “high”

(2) Throttle linkage binding

9. Engine Trouble Shooting ProceduresThe following engine trouble shooting procedures were taken from John Deere Diesel Handbook. Certainabnormal conditions which may interfere with satisfactory engine operation, together with methods of de-termining the cause of such conditions, are covered in the Trouble Shooting Chart.

The ability of the engine to start and operate properly depends primarily on two things:

-The presence of an adequate supply of air, compressed to a sufficiently high compression pressure.

-The injection of the proper amount of fuel at the right time.

Lack of power, uneven running, excessive vibration, stalling, and hard starting may be caused by low com-pression, faulty injection in one or more cylinders, or lack of sufficient air. Refer to John Deere Handbookfor trouble shooting and repair procedures.

10.IllustrationsIllustrations in Figure 1 are referred to throughout the Trouble Shooting Chart.

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27. Automatic voltage control 29. Line-drop compensationpotentiometer (R5) on/off switch

28. Cable size compensation 30. Cable length compensationrheostat rheostat

31. Voltage regulator fuse (5A)


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TROUBLE, SYMPTOM TEST, CHECK, AND/ORAND CONDITION PROBABLE CAUSE REMEDY

NOTE: Diesel engine trouble shooting is covered in John Deere Shop Manual under Fault Diagnosis.

ENGINE CONTROLS

1. Engine will not A. Batteries discharged, A. Check voltage across bat-start. Starter will or loose battery or teries. Voltage should beNOT crank engine. ground connection approximately 13.5 volts DC.

Check all battery terminals.Be sure 13.5 volts DC isreaching solenoid inputteminal.

B. Defective starter B. Momentarily connect a largesolenoid capacity jumper cable be-

tween the hot side of thestarter solenoid and thestarter input terminal. Ifthe starter attempts tocrank the engine, it indi-cates the starter solenoidis defective. Replace. Ifthe starter did not operate,proceed to step D.

C. Defective starter C. If starter did not operatein check C above, thestarter is defective. Rplace.

D. Internal seizure D. If all engine starting com-ponents are good and thestarter is unable to crankthe engine, internal seizureis indicated. For repairprocedure see John Deereworkshop manual.

2. Engine will not start. A. Low battery output A. Check battery. Recharge orCranking speed low. replace.

B. Loose starting cir- B. Check all connections andcuit connections or cables. Tighten or replacefaulty cables. as required.

C. Improper lubricating C. Check oil. See Sect. 2-1,oil viscosity Para. 3, D, (3).

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ENGINE AND CONTROLS (CONTINUED)

3. Engine will not A. No fuel A. Before attempting to findstart. Cranking the cause of “no fuel”,speed normal. prime the fuel filters by

removing pipe plug in thecover of each. Fill eachfilter with fuel oil. If theengine will not start afterpriming, mechanical pumptrouble is indicated. If theengine starts and then stopsafter a short time, troublebetween the fuel source andthe suction side of the pumpis indicated. Check and/orremedy as follows.

(1) Insufficient fuel (1) Fill tank.in tank

(2) Fuel shut-off (2) Make certain valve isvalve closed OPEN.

(3) Loose connections (3) Tighten all fittings anddamaged hoses or connections. Replace anyfuel lines be- damaged hoses or fueltween tank and links.fuel pump

(4) Plugged or defec- (4) Do not overlook thetive fuel filter possibility of restrict-|

ed flow through the fuelfilters. Also check gas-kets for leaking or dam-aged condition.

(5) Faulty installa- (5) Restricted fitting miss-tion ing from return line.

(6) Faulty fuel pump (6) Check pump.

(a) Relief valve (a) An open relief valvenot seating will cause low out-

put pressure.

(b) Worn pumpgears or dam- (b) Check pump for nor-aged pump mal operation. Re-drive place if defective.

(7) Defect in inject- (7) Refer to John Deere Handbook.or racks or link- Make adjustments and/or repairsage according to instructions therein.

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3A. Engine will not start. B. 12-V DC power not B. Apply 12-V DC directly toCranking speed normal. reaching governor terminal 1 on governor con-( Specification 6919B control box trol box. If engine does not comegenerator set) up to speed, check following:

C. Governor linkage C. Check governor linkage andbinding or governor throttle shaft for bindingthrottle sticking and sticking. Repair as required.

D. Defective or mis- D. The control unit may not beadjusted magnetic receiving a signal from the mag-pickup (2, Fig. 4, netic pickup and the “fail-safe”2-3). feature of the unit may be

functioning to prevent any signalfrom reaching the actuator. Tocheck the magnetic pickup, dis-connect pickup from control unitand connect a high impedance ACvoltmeter to the pickup outputleads. Crank engine but don’tstart. Voltage reading should be aminimum of one (1) volt. If no orlow voltage is indicated, checkpickup adjustment [see 2-3,Para. 3, E, (2)]. If pickup isproperly adjusted and voltage isstill zero, replace pickup.

E. Defective actuator E. Apply 12-V DC to the twoactuator input leads. Actua-tor lever should move im-mediately to full speed po-sition. If lever does notmove, replace actuator.

F. Defective control F. Connect a DC voltmeter tounit the leads from the control unit

to the actuator. Start the engineand manually control speed. Atspeeds below governed speedthe voltmeter should indicatewithin two (2) volts of the systemvoltage. If voltage is at near zero,turn speed adjusting screwseveral turns clockwise to besure speed setting is not too lowbecause of tampering. If voltageremains low or at zero, replacecontrol unit. Refer to Barber-Colman Handbook for controlunit bench tests and adjustments.

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4. Engine is hard to A. Low ambient temper- A. Check causes and remediesstart. Cranking ature, or limited under ENGINE, Trouble 3,speed normal. fuel above.

B. Low compression which B. Check compression in accor-may be caused by any dance with Para. 9, C and D.one of the following:

(1) Sticking or (1) Cylinder head must beburned exhaust removed and overhauledvalves to correct this condi-

tion.

(2) Compression rings (2) Check rings in accor-worn or broken dance with instructions

in John Deere Handbook.

(3) Cylinder head (3) Check gasket in accor-gasket leaking dance with instructions

in John Deere Handbook.

(4) Improper valve (4) Check and adjust valveclearance adjust- clearance in accordancement with instructions in

John Deere Handbook.

5. Engine starts.Stops A. The shut-down circuit A. Restart the engine, holdafter a few seconds may have functioned permissive start switch inby automatic shut- normally to stop the START position, and observedown. engine because of low oil pressure gage. If oil

lubricating oil pres- pressure is 12 psi or more,sure. and the engine shuts downwhen the permissive startswitch is released to therun position, put a jumperwire across oil pressureswitch terminals “C” and“NO”. Restart engine. Ifthe engine continues to runwhen the permissive startswitch is released to theRUN position, the oilpressure switch is defective.Replace oilpressure switch

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5. Engine starts.Stops B. Defective or incor- B. Check wiring to high temper-after a few seconds rectly wired high ature switch. One Red-Yellowby automatic shutdown temperature switch wire should be connected to

(S 49, located on the the C terminal. With wiresengine block on the removed, check resistanceright side). between terminals C and N.C.

A resistance reading of zeroindicates a good temperatureswitch. A readable resis-tance, indicates a defectiveswitch. Replace switch ifdefective.

6. Engine runs at idle speed. A. Lamp defective A. Replace lamp.Engine “ON” indicating light(22, Fig. 1) does not glow.

B. Indicating light body B. Be sure light is groundedpoorly grounded properly.

7. Engine will not A. 12-V DC power not A. Apply 12-V DC directly tocome “up” to gov- reaching governor terminal 1 on governor con-erned speed in GEN control box due to trol box. If engine comes-upmode. defective operating to speed, check following:

mode switch (15, Fig. 1

B. Governor linkage B. Check governor linkage andbinding or governor throttle shaft for bindingthrottle sticking and sticking. Repair as required.

C. Defective or mis- C. The control unit may not beadjusted magnetic receiving a signal from the mag-pickup (2, Fig. 4, netic pickup and the “fail-safe”2-3). feature of the unit may be

functioning to prevent any signalfrom reaching the actuator. Tocheck the magnetic pickup, dis-connect pickup from control unitand connect a high impedance ACvoltmeter to the pickup outputleads. Crank engine but don’tstart. Voltage reading should be aminimum of one (1) volt. If no orlow voltage is indicated, checkpickup adjustment [see 2-3,Para. 3, E, (2)]. If pickup isproperly adjusted and voltage isstill zero, replace pickup.

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7. Engine will not D. Defective actuator D. Apply 12-V DC to the twocome “up” to gov- actuator input leads. Actua-erned speed in GEN tor lever should move im-mode. mediately to full speed po-

sition. If lever does notmove, replace actuator.

E. Defective control E. Connect a DC voltmeter tounit the leads from the control

unit to the actuator. Startthe engine and manuallycontrol speed. At speedsbelow governed speed thevoltmeter should indicatewithin two (2) volts of thesystem voltage. If voltageis at near zero, turn speedadjusting screw severalturns clockwise to be surespeed setting is not too lowbecause of tampering. Ifvoltage remains low or atzero, replace control unit.Refer to Barber ColmanHandbook for control unitbench tests and adjustments.

7A. Engine will not come A. Governor linkage A. Check governor linkage“up” to governed speed binding or governor and throttle shaft for bindingin GEN mode. ( Specification throttle sticking and sticking. Repair as6919B generator set) required.

B. Defective Idle-Gen- B. Apply 12-V DC directly toBuild-up-Voltage the quick connect terminal onswitch (S13) PC board A14. If engine comes

up to speed, Idle-Gen-Build-up-Voltage switch (S13)is defective. Replace switch.

C. Defective speed adjust- C. Remove PC board. If enginement PC board (A14) then comes up to RATED speed

(with Idle-Gen-Build-up-Voltageswitch in IDLE position) the PCboard is defective. Replaceboard.

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8. Engine goes to A. Governed speed con- A. Turn speed control adjustingoverspeed when control adjustment set screw fully counterclock-trol switch (15, too high (see 2-3, wise. Start engine. PlaceFig. 1) is in GEN Fig. 5) control switch (15, Fig. 1)position. in GEN position. If engine

speed is now well below gov-erned speed, turn adjustingscrew clockwise until cor-rect speed (2000 RPM, 400-Hz). If engine still goesto overspeed, proceed toStep B.

B. Defective linkage or B. Check governor linkage andactuator actuator for sticking or

binding in full-speed posi-tion. Repair as required.

C. Defective control C. Replace control unit. Checkunit unit in accordance with

Barber Colman Handbook.

9. Engine is unsteady A. Fault in engine A. Before condemning the gover-(surges) under load nor system for surging, make

certain the fault is not inthe engine. Make certain allcylinders are firing prop-erly.

B. Governor system B. Check and adjust as follows:faulty or mis-adjusted

(1) Loose or binding (1) Check linkage ballgovernor linkage joints and all connec-

tions for looseness orbinding. Be sure linkagewill move from idlespeed to full speedwithout lost motion orbinding.

(2) GAIN and STABIL- (2) Adjust GAIN and STABIL-ITY controls im- ITY controls on controlproperly adjusted unit in accordance with

2-3; Para. 3

(3) Magnetic pickup (3) Check and adjust pickup.signal weak See 2-3, Para. 3, E, (2)

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10. Engine has slow A. Governor control unit A. Adjust. See 2-3; Para. 3response time improperly adjusted

B. Actuator linkage binding B. Inspect and repair as required.

C. Engine needs tune-up C. Tune-up as required. Referto John Deere Handbook

11. Engine “misses”. A. Insufficient fuel A. Check fuel flow in accordanceRuns unevenly. with John Deere Handbook. Repair

or replace parts as required. Alsosee Engine, Trouble 3.

B. Fault injector B. Check injectors in accordancewith John Deere Handbook. Seecauses of low compression listedunder ENGINE, Trouble 4, B.

C. Low compression C. Check compression in accor-pressure dance with John Deere Handbook.

See causes of low compressionlisted under ENGINE, Trouble 4, B.

12. Engine lacks power A. Improper engine A. “Tune-up” the engine inadjustments and gear accordance with John Deeretrain timing Handbook

B. Insufficient fuel B. See ENGINE, Trouble 3.

C. Insufficient inlet C. Check air cleaner forair due to damaged “plugging” and/or damage.air cleaner

D. Restricted exhaust D. Check exhaust pipes forsystem restrictions. Check muffler

for clogged condition.Replace as required.

GENERATOR EXCITATION CIRCUITS

1. No (or low) gen- A. Defective generator A. Place the REGULATED/erator output volt- or excitation DIAGNOSTIC switch (25,Fig.1) inage in all phases. circuit. DIAGNOSTIC position. ThisGenerator operating applies 12-V DC from theat 400 Hz. battery to the exciter

field, which should producean indicated output voltageof 55 V-DC +/-5 V-DC. If thevoltage produced is withinthis range, the generator isgood, and the trouble is inthe voltage regulatorcircuit. Proceed to step B.

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GENERATOR EXCITATION CIRCUITS (CONTINUED)

1. No (or low) generator- B. Defect in VOLTAGE B. Check as follows:output voltage in all phases. REG. excitation circuit.Generator operating at 400 Hz.

(1) Defective REGULATED/ (1) Check the switch thoroughlyDIAGNOSTIC switch (25, A defective switch may preventFig. 1) current rent reaching and/or

leaving the voltage regulatorReplace switch if defective.

(2) Defective excitation- (2) Check EDR contacts. Adeenergization relay faulty EDR can prevent power(K16) (1-1; 1, Fig. 7) from reaching the voltage regu-

lator. Replace relay if defective.

(3) Defective ballast (3) If output voltage was pro-resistor, (See duced when the generator set1-1; 16, Fig. 7) was operated in DIAGNOSTIC

mode, the resistor is good. If novoltage was produced in DIAG-NOSTIC mode, the resistor couldbe defective. Connect a jumperlead across the ballast resistor.If an output voltage is now pro-duced, replace resistor if defective.

(4) Defective (4) Disconnect plug from voltageconnector at regulator PC board. Using jumpervoltage regu- leads with clip and prod terminals,lator, or defec- connect 12-V DC to terminals

. tive wiring from 4 and 5 in loose plug. Connectregulator to NEGATIVE to terminal 5 andexciter field. connect POSITIVE lead to termi-

nal 4 (see Schematic/ConnectionDiagram in Chapter 6). If thegenerator will NOT produce atleast 50 V-AC, replace or repairconnector and wiring betweenvoltage regulator and exciter fieldas required.

(5) Defective voltage (5) All components in the excitationregulator circuit except the voltage regulator

have been tested in steps (1)through (4) above. This leaves onlythe regulator as a cause of trouble.Replace voltage regulator PCboard.

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LOAD CONTACTOR OPERATING CIRCUIT

1. Load contactor (K1) A. In addition to de- A. After checking fuse (F1) inwill not close when fective wiring and step (1) below, check allcontrol switch (20, connections in the AC wiring and connections inFig. 1) is held in and DC load contactor the load contactor circuits.ON position. Gener- actuating circuits, Then check components asator running at the load contactor follows:normal voltage. No may be prevented fromfault lights on. closing for any one

of the followingreasons:

(1) Blown fuse (F1) (1) Remove and inspect fuse.(1-1; 16, Fig. 8) Replace if blown.

(2) Defective (open) (2) Replace protectiverelay in protec- module with a moduletive module (1-1; known to be operating4, Fig. 8) properly. If contactor still

doesn’t close,proceed to step (3).

(3) Defective load (3) Set Regulated/Diagnos-contactor control tic switch (S1) inswitch (S5) (20, REGULATED position.Fig. 1) Check AC voltage input

to contactor rectifier(CR6). If voltage isn’tapproximately 115-V AC,contactor controlswitch is defective andmust be replaced.

(4) Defective recti- (4) After making certainfier (CR6) (1-1; that contactor switch5, Fig. 11) (S5) is providing 115-V

AC to the rectifier(CR6), measure DC out-put voltage betweenpositive (+) and nega-tive (-) terminals ofrectifier. If voltagemeasured isn’t approxi-mately 90-V DC, replacerectifier.

(5) Defective load (5) Disconnect leads at loadcontactor coil contactor terminals X1 and X2.(K1) (1-1; 6, Check coil resistance betweenFig. 11) these terminals. Resistance

should be approximately 600ohms. If coil is defective, replacethe complete load contactor.

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LOAD CONTACTOR OPERATING CIRCUIT (Continued)

2. Load contactor (K1) will close A. 28.5-V DC is not A. Proceed as follows to findwhen control switch (20, Fig. 1) reaching plug inter- the cause of this mal-is held in momentary ON lock relay (K2) from function.position. Opens immediately aircraft for thewhen switch is released to center following reasons:ON position.

(1) Generator to air- (1) Inspect cable connectorcraft cable con- plug thoroughly for dam-nector defective aged E and F terminals.or not plugged Be sure the plug is fully matedinto aircraft with the aircraft receptacle con-receptacle connector. nector and making good contact.

(2) Aircraft reject- (2) Check aircraft on boarding power electrical equipment and

controls

B. “Blown” protective B. Press the lens housing ofrelay fuse (F2) fault indicating lights. If lamps(1-1; 8, Fig. 6) do not glow, replace fuse (F2).

C. Defective plug- C. Place test-bank switch (S2)interlock relay (K2) (34, Fig. 1) in ON position. If load

contactor will now remain closed,replace the plug-interlock relay(K2) (Sect. 1-1; 2, Fig. 7)

D. Small contacts in D. Connect a jumper lead be-load contactor (K1) tween small terminal no. 1defective and no. 2 on the load contactor.

If load contactor will now remainclosed, replace the complete loadcontactor (K1).

E. Defective fuse- E. Connect a jumper acrossinterlock relay (K17) resistor R46) (Sect. 1-1;or resistor (R46) 21, Fig. 8). If the

contactor will now remainclosed, replace the resistor(R46). If the contactor willnot remain closed, replacefuse-interlock relay (K17)

. (Sect. 1-1; 8, Fig. 7).

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GENERATOR CONTROLS AND INSTRUMENTS (CONTINUED)

3. Load contactor A. Fuse (F1 or F2) A. Remove and inspect fusesopens during power blown. (1-1; 8 and 9, Fig. 6).delivery. NO fault Replace as required.indicating lights on.

B. A fault has devel- B. If the load contactor cannotoped in the load be closed by operation ofcontactor holding the control switch (S5) (20,circuit. Fig. 1), check the circuit

in accordance with instruc-tions in Trouble 1, aboveunder LOAD CONTACTOROPERATING CIRCUIT. If theload contactor can be closed, butopens as soon as controlswitch (S5) is released,check for trouble underTrouble 2, above.

C. Cable accidentally C. Reconnect cable.disconnected fromaircraft.

PROTECTIVE CIRCUIT

NOTE: The protective relays and protective monitor are not completely functional until the loadcontactor is CLOSED. Since it is not advisable to vary voltages for test purposes while deliveringpower to an aircraft, the generator should be connected to a load bank for trouble shooting theprotective circuits.To avoid repetition, it will be assumed that the reset switch [(6), Fig. 1] has been pushed and theload contactor has been closed before commencing each test.

1. Load contactor A. The overvoltage con- A. Press reset switch (6,opens during power dition may have been Fig. 1) and resume powerdelivery. Over- the result of a sud- delivery. Observe voltmetervoltage indicating den drop in the load, (2, Fig. 1) to be certainlight ON or possible tampering voltage is normal 115 V AC.

with voltage regula- Adjust to normal if necessary. Iftor potentiometer the load contactor is opened(27, Fig. 1), and may again and an over-voltage condi-have been a normal tion is indicated by OV indicatingaction. light, proceed to step B.

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PROTECTIVE CIRCUIT

1. Load contactor opens during B. Defective over-under- B. Use voltage adjustingpower delivery. Overvoltage voltage sensing mod- potentiometer (27, Fig. 1)indicating light ON ule (K26) to reduce voltage to 110 V

AC. Observe voltmeter andgradually increase voltage withpotentiometer. If the over-under-voltage sensing module (K26)functions to open the loadcontactor at any value less than134 VAC, it is defective. Replaceover-undervoltage module.

2. Load contactor A. An undervoltage con- A. Observe generator voltage onopens during power dition caused the voltmeter and adjust to normaldelivery. Under- over-undervoltage 115 V AC with voltagevoltage indicating sensing module (K26) regulator potentiometer (27,light ON. to function normally. Fig. 1). Resume normal oper-

ation. If the load contactoropens again and an under-voltage condition is indi-cated by UV indicatinglight, proceed to step B.

2. Load contactor B. Defective over-under- B. Use potentiometer (27, Fig.opens during power voltage module (K26) 1) to reduce voltage to 104delivery. Under- V. The undervoltage indi-voltage indicating cating light should NOT comelight ON (Cont’d) on during a time delay of 4

to 12 seconds. If the lightcomes on before a delay of 4to 12 seconds, the under-voltage relay is defective.Replace the module (K26).

C. Defective protective C. With unit running normally,monitor module (K14) use potentiometer (27, Fig.

1) to reduce voltage quicklyto 90 V. If the undervoltageindicating light (DS38) isturned ON immediately, theprotective monitor circuitryis defective. Replaceprotective monitor (K14).

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PROTECTIVE CIRCUIT (CONTINUED)

3. Load contactor opens during A. Electric governor A. Proceed as follows:power delivery. Overfrequency improperly adjusted,indi cating light (DS40) ON or malfunctioning

(1) Governor improp- (1) Adjust in accordanceerly adjusted with Sect. 2-3, Para. 3,

E, (3).

(2) Electric governor (2) Check and adjust or re-system malfunc- pair in accordance withtioning ENGINE AND CONTROLS,

Troubles 8 and 9.

B. Defective over-under- B. If overfrequency nuisancefrequency sensing tripping continues after themodule (K27) governor system is proven to be

good, and an overfrequency con-dition does not exist, replace theover-under frequency module (K27).

4. Load contactor opens A. Electric governor A. Proceed as follows:during power delivery. Under- improperly adjusted,frequency light ON. or malfunctioning

(1) Governor improp- (1) Adjust in accordanceerly adjusted with Sect. 2-3, Para. 3, E, (3).

(2) Electric governor (2) Check and adjust or re-system malfunc- pair in accordance withtioning ENGINE AND CONTROLS,

Troubles 8 and 9.

B. Defective over-under- B. If overfrequency nuisancefrequency sensing tripping continues after themodule (K27) governor system is proven to

be good, and an underfrequencycondition does not exist, replaceover-under-frequency relay.

5. Load contactor A. There may have been A. Observe ammeter (3, Fig. 1).opens during power an overload condition Check for abnormal overloaddelivery. Over- which caused the condition and correct. Iffrequency indi- overload device (K4) overload device functions tocating light ON. to function normally. open the load contactor when

an overload does not exist,proceed to step B.

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PROTECTIVE CIRCUIT (CONTINUED)

5. Load contactor B. One of the resistors B. An open resistor will causeopens during power (R26, R27, or R28) a higher than normal volt-delivery. Over- across overload age. Refer to Schematic/frequency indi- transformers is open Connection diagram for exactcating light ON. circuited. location of these resistors

Check resistors. Replace ifdefective.

C. Overload device C. Replace overload module (K4)printed circuit board (Sect. 1-1; 5, Fig. 7) withdefective an overload module known to

be operating properly.

GENERATOR

1. No (or low) voltage A. Shorted diode in A. Check diodes in accordanceoutput exciter rectifier with Sect. 2-3, para. 6. If

(CR2). diodes are good, proceed tostep B.

B. Open or shorted exci- B. Use ohmmeter to check forter rotor winding open or shorted condition.(G2) If exciter rotor windings

are good, proceed to step C.

C. Open or shorted exci- C. Check field resistance. Seeter field windings (L2) Sect. 2-3, Fig. 6 for normal values.

D. Open or shorted gen- D. Check resistance with ohm-erator rotor windings meter to determine if open(L1) or short circuited.

2. Generator operates A. Open or short cir- A. Check stator winding resis-single phase cuited winding in tances. See Sect. 2-3, Fig.

generator stator (G1) 6 for normal values.

3. Generator A. Loose connection A. Check all output connec-overheats causing high resis- tions. Look for discolora-

tance. tion caused by heat. Tightenor replace as required.

B. Improper or blocked B. Check for foreign materialventilation. (rags, etc.) blocking air flow.

Provide adequate ventilation.

C. Generator stator C. Check stator windings. Seewindings short circuited. Sect. 2-3, Fig. 6.

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EXTERNAL LOAD

4. Unbalanced output B. Open or short circuited B. Check stator windings inphase accordance with 2-3, Para. 5

Repair or replace as re-quired.

A. Loose connection in A. Check all output connec-output circuit. tions. Discolored connectors

indicate a loose connection.Tighten or replace as required.

C. Defective connection C. Check plug and receptaclein output circuit. connectors at aircraft.

Tighten, repair, or replaceas required.

D. Break or cut in out- D. Inspect. Repair or replaceput cable assembly. as required.

E. Unbalanced load E. Check aircraft 400-Hz compo-nents.

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Chapter 4. Illustrated Parts ListSection 1. Introduction

1. GeneralThe Illustrated Parts List identifies, describes, and illustrates main assemblies, subassemblies, and detailparts of four series of engine-driven generator sets manufactured by Hobart Brothers Company, PowerSystems Group, Troy, Ohio, 45373. These sets are identified by Hobart Series Numbers 7004, 7004A,7004B, and 7004C.

2. PurposeThe purpose of this list is to provide parts identification and descriptive information to maintenance andprovisioning personnel for use in provisioning, requisitioning, purchasing, storing, and issuing of spareparts.

3. ArrangementChapter 4 is arranged as follows:

Section 1 - Introduction

Section 2 - Manufacturer’s Codes

Section 3 - Parts List

Section 4 - Numerical Index

4. Explanation of Parts ListA. Contents

The parts list contains a breakdown of the equipment into assemblies, subassemblies, and detailparts. All parts of the equipment are listed except:

(1) Standard hardware items (attaching parts) such as nuts, screws, washers, etc., which are avail-able commercially.

(2) Bulk items such as wire, cable, sleeving, tubing, etc., which are also commercially available.

(3) Permanently attached parts which lose their identity by being welded, soldered, riveted, etc., toother parts, weldments, or assemblies.

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B. Parts List Form

This form is divided into six columns. Beginning at the left side of the form and proceeding to the right,columns are identified as follows:

(1) FIGURE-ITEM NO. Column

This column lists the figure number of the illustration applicable to a particular parts list and alsoidentifies each part in the list by an item number. These item numbers also appear on the illustra-tion. Each item number on an illustration is connected to the part to which it pertains by a leaderline. Thus the figure and item numbering system ties the parts lists to the illustrations and viceversa. The figure and index numbers are also used in the numerical index to assist the user infinding the illustration of a part when the part number is known.

(2) HOBART PART NUMBER Column

ALL part numbers appearing in this column are Hobart numbers. In all instances where the part isa purchased item, the vendor’s identifying five-digit code and his part number will appear in theNOMENCLATURE column. Vendor parts which are modified by Hobart will be identified as suchin the NOMENCLATURE column. In case Hobart does not have an identifying part number for apurchased part, the HOBART PART NUMBER column will reflect No Number and the vendor’snumber will be shown in the NOMENCLATURE column. Parts manufactured by Hobart reflect novendor code or part number in the NOMENCLATURE column.

(3) NOMENCLATURE Column

The item identifying name appears in this column. The indenture method is used to indicate itemrelationship. Thus, components of an assembly are listed directly below the assembly and in-dented one space. Vendor codes and part numbers for purchased parts are shown in this column.

(4) REC. SPARES Column

When there is an entry in this column, it shows the quantity of that item recommended for sparesto support ONE end item.

(5) “EFF” (Effective) Column

This column is used to indicate the applicability of parts to different specifications of equipment.When more than one specification of equipment is covered by a parts list, there are some partswhich are used on only one specification. This column is used for insertion of a code letter “A”,“B”, etc., to indicate these parts and to identify the particular specification they are used on.

Uncoded parts are used on all specifications.

Parts coded “A” are usable on Specification 6919A only.

Parts coded “B” are usable on Specification 6919B only.

(6) UNITS PER ASSEMBLY Column

This column indicates the quantity of parts required for an assembly or subassembly in which thepart appears. This column does not necessarily reflect the total used in the complete end item.

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Section 2. Manufacturer’s Codes

1. Explanation of Manufacturer’s (Vendor) Code ListThe following list is a compilation of vendor codes with names and addresses for suppliers of purchasedparts listed in this publication. The codes are in accordance with the Federal Supply Codes for Manufac-turer’s Cataloging Handbook H4-1, and are arranged in numerical order. Vendor codes are inserted in thenomenclature column of the parts list directly following the item name and description. In case a manufac-turer does not have a vendor code, the full name of the manufacturer will be listed in the nomenclature col-umn.

CODE VENDOR’S NAME AND ADDRESS

00779 AMP Inc. P.O. Box 3608 Harrisburg, Pennsylvania 17105

01428 Superior Ball Joint Corporation 1202 South Quality Drive P.O. Box 227New Haven, IN 46774

02231 Anchor Rubber Company 840 South Patterson Boulevard P.O. Box 832, Dayton, OH 45401

02660 Amphenol Division Bunker-Ramo Electra Corp. 2801 S. 25th AvenueBroadview, IL 60153

03613 Barber-Colman Co. 1354 Clifford Ave. Loves Park, IL 61132

03924 StratoFlex, Inc. 2nd and Piper Sts., Baer Field Box 9190, Waynedale StationFt. Wayne, IN 46809

04713 Motorola Inc. Semiconductor Products Div. Phoenix, Arizona 85008

05277 Westinghouse Electric Corp. Semi Conductor Div., Hill StreetYoungwood, Pennsylvania 15697

08108 Lamp Industries For Use With Industry Designations & Abbreviations for Lamps

15605 Eaton Corporation Cutler-Hammer Div. 4201 N. 27th St., Milwaukee, Wisconsin 53216

16238 Lord Mfg. Co. Inc. Sterling Road South Lancaster, Massachusetts 01561

16764 General Motors, Corp. Delco-Remy Division 2401 Columbus Ave. P.O. Box 2439Anderson, IN 46018

18265 Donaldson Co. Inc. 400 W. 94th St. P.O. Box 1299 Minneapolis, MN 55440

19220 Eberhard Manufacturing Company 21944 Drake Road Strongsville, OH 44136

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20038 ESB Inc. 5 Penn Center Plaza P.O. Box 8109 Philadelphia, Pennsylvania 19101

20598 Tech. Products 105 Willow Ave. Staten Island, N.Y. 10305

21335 Fafnir Bearing Company Division of Textron 37 Booth StreetNew Britain, Connecticut 06050

21585 Farr Company, Airport Station P.O. Box 92187 Los Angeles, California 90009

22938 Prototype Development, Inc. 7750 Hub Parkway Cleveland, OH 44125

24248 Southco Inc. 210 N. Brinton Lake Road Concordville, PA 19331

26403 ITT - Grinnell Corp. 260 W. Exchange St. Providence, RI 02901

27192 Eaton Corporation Power Control Operations 4265 N. 30th St., Milwaukee, WI 53216

28520 Heyman Mfg. Co. 147 Michigan Ave. P.O. Box 160 Kenilworth, NJ 07033

30327 Imperial Clevite Inc. Fluid Components Division 6300 W. Howard Street, Chicago, IL 60648

31337 Parker Metal Corp. 85 Prescott Street Worchester, MA. 01605

31356 J-B-T Instruments, Incorporated 394 East Street P.O. Box 1818New Haven, Connecticut 06508

35708 Tridon Limited P.O. Box 1600 Nashville, TN 37202

41197 Modine Manufacturing Company 1500 Dekoven Avenue Racine, Wisconsin 53401

44655 Ohmite Manufacturing Company 3601 West Howard Street Skokie, Illinois 60076

49234 Protectoseal Co. 225 W. Foster Ave. Bensenville, IL 60106

50508 Magnetic Components Inc. 9520 Ainslie St. Schiller Park, Illinois 60176

50603 H.B. Electrical Mfg. Co. Inc. 1125 National Pky. Mansfield, OH 44906

51377 Kysor of Caddilac 1100 Wright St. Cadillac, MI 49601

51589 ST - SEMICON, INC. 415 N. College Ave. Bloomington, IN 47401

57448 Allis Chalmers Corp. Stevens & Adamson Mfg. Subsidiary 275 Ridgeway Avenue,P.O. Box 1367 Aurora, IL 60507

57733 Stewart-Warner Corporation 1826 Diversey Parkway Chicago, IL 60614

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60741 Triplett Electrical Instrument Company 286 Harmon Road Bluffton, Ohio 45817

61112 Cleanweld Products Co., Turner Div. 821 Park Avenue Sycamore, IL 60178

62295 Butech Pressure Systems Division of Ber-Lo Mfg. Co., Inc. 4928 Pittsburgh Ave.Erie, PA 16509

70040 General Motors Corp. AC Spark Plug Division 1300 N. Dort HighwayFlint, MI 48556

70485 Atlantic India Rubber Works Inc. 571 W. Polk Street Chicago, IL 60607

71400 Bussman Mfg. Division of McGraw Edison Company 114 Old State Rd.P.O. Box 14460 St. Louis, Missouri 63178

71744 General Instrument Corp. Miniature Lamp Div., Worldwide 443 N. Ravenswood Ave.Chicago, IL 60640

72582 General Motors Corp. Detroit Diesel Allison Div. 13400 W. Outer Dr.Detroit, MI 48228

73559 Carlingswitch, Inc. 505 New Park Ave. West Hartford, Connecticut 06110

74400 Stewart Warner Corp, Hobbs Div. Ash Street & Yale BoulevardSpringfield, Illinois 62705

75175 K-D Lamp Company 1910 Elm St. Cincinnati, OH 45210

75358 Knape & Vogt Manufacturing Company 2700 Oak Industrial DriveGrand Rapids, Michigan 49505

77342 Potter and Brumfield Division AMF Inc. 200 Richland Creek DrivePrinceton, Indiana 47670

78225 Stant Manufacturing Company Inc. 1620 Columbia Avenue.Connersville, Indiana 47331

78388 Synchro - Start Products, Inc. Sub. of Knowles Electronics, Inc. 8109 N. Lawndale Ave.P.O. Box 147 Skokie, IL 60076

79470 Dana Corp., The Weatherhead Division 767 Beta Drive Cleveland, OH 44143

80183 Sprague Products 87 Marshall Street North Adams, MA. 01247

81074 ITT - Holub Industries 413 Elm Street Sycamore, Illinois 60178

81518 Flexaust Co. Div. of Callahan Mining Co. 11 Chestnut St. Amesbury, MA 01913

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81860 Barry Controls Division of Barry Wright Corp. 700 Pleasant StreetWatertown, Massachusetts 02172

82121 Electro - Switch Corp. 180 King Ave. Weymouth, MA 02188

82372 Huntington Rubber Company Los Angeles, CA

85925 Emico Inc. (Electro Mechanical Instrument Company, Inc.) 123 N. Main St.,P.O. Box 368 Dublin, Pennsylvania 18917

89110 AMP Inc. Capitron Div. 1595 South Mt. Joy Street Elizabethtown, Pennsylvania 17022

89616 Uniroyal Inc. Plastic Products Division 312 N. Hill St. Mishawaka, Indiana 46544

90201 Emhart Ind. Inc. Mallory Capacitor Co. 4760 Kentucky Ave. P.O. Box 372Indianapolis, Indiana 46206

90763 TRW Inc. United-Carr Div. 10544 West Lunt Ave. Rosemont, Illinois 60018

91637 Dale Electronics Incorporated P.O. Box 609 Columbus, Nebraska 68601

91929 Micro Switch Division Honeywell Inc. 11 W. Spring Street Freeport, Illinois 61032

92563 McGill Manufacturing Company, Inc. Bearing Division 909 N. LafayetteValparaiso, Indiana 46383

94222 Southco Inc. 210 N. Brinton Lake Road Concordville, PA 19331

95879 Alemite Instrument Division of Stewart-Warner Corporation 1826 Diversey ParkwayChicago, IL 60614

98738 Stewart-Warner Electronics Div. of Stewart-Warner Corp. 1300 N. KostnerChicago, IL 60651

98991 Worchester Controls Corp. Worchester Valve Division 125 Hartwell StreetWest Boyleston, Massachusetts 01583

No Number Modine Manufacturing Co. 1500 Dekoven Avenue Racine, WI 53401

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SECTION 3. PARTS LIST

1. Explanation of Parts List ArrangementThe parts list is arranged so that the illustration will appear on a lefthand page and the applicable parts listwill appear on the opposite righthand page. Unless the list is unusually long, the user will be able to lookat the illustration and read the parts list without turning a page.

2.Symbols and AbbreviationsThe following is a list of symbols and abbreviations used in the parts list.* - item not illustratedA, or AMP - ampereAC - alternating currentAR - as requiredDC - direct currentFig. - Figurehd. - headhex - hexagonHz - Hertz (cycles-per-second)I.D. - inside diameterIN - inchkVA - kilovolt-ampereuF - microfaradNo. - numberNHA - next higher assemblyOM - Owners ManualPRV - peak reverse voltagePSI - pounds per square inchRef - reference (the item has been listed previously)T-R - transformer-rectifierV - volt (when used as a prefix to a five-digit number, indicates vendor code)

NOTE: An item which does not reflect an index number is an assembly which is not illustrated in itsassembled state, or it is similar (right-hand, left-hand, top, etc.) to an item which is illustrated.

OM-2037


Generator Set

Figure 1

OM-2037


NOMENCLATURE UNITSFIGURE HOBART PER

ITEM NO. PART NO. 1234567 EFF ASSY

1 - 6919A1 GENERATOR SET FOR TRAILER OR TRUCKMOUNTING A REF

6919B-1 GENERATOR SET FOR TRAILER OR TRUCKMOUNTING B REF

1 No Number . CANOPY ASSEMBLY (For Details See Fig. 2) 12 No Number . GENERATOR SET WITHOUT CANOPY

(For Details See Fig. 3) 13 281080 . FRAME, MOUNTING 14 402987 . LABEL, HOBART 3

* 5 281056 . TRAILER, FENDERS, FUEL TANK (OPTION)(For Details See Fig. 14) 1

*6 76B-1150 . LABEL, OPERATING INSTRUCTIONS 1

* NOT ILLUSTRATED

OM-2037


Canopy Assembly

Figure 2

OM-2037




2 - NO NUMBER CANOPY ASSEMBLY (For NHA See Fig. 1) REF

1 281074 . PANEL, FRONT 12 281115 . PANEL, REAR 13 281114 . SUPPORT, CNTR., CANOPY 14 281103 . TOP, CANOPY 15 280591 . PANEL, LOUVERED, ASSY. 1

6 281071 . DOOR, CANOPY, ASSY. 27 281096 . DOOR, CANOPY,LEFT REAR 18 281093 . COVER, GENERATOR CONTROL 19 281574 . COVER, ENGINE CONTROL 110 281109 . DOOR, CANOPY, RIGHT REAR 1

11 181125 . LATCH, DOOR 8* 12 280606 . CLAMP, CABLE, OUTPUT 1*13 281086 . SHROUD, AIR, GENERATOR 1*14 281102 . BAFFLE, HEAT 1*15 351683 . GROMMET, STATOR LEADS 1

*16 78A-1000 . LABEL, ID 1*17 79A-1110 . LABEL, OPTION 1*18 76B-1148 . LABEL, DIESEL FUEL 1*19 430077-2 . LABEL, HANDLING 1*20 403153-1 . BUMPER, RUBBER 1

* NOT ILLUSTRATED

OM-2037


Generator Set Without CanopyFigure 3

OM-2037




3 - No Number GENERATOR SET WITHOUT CANOPY(For NHA See Fig. 1) REF

1 408786 . FAN, COOLING 12 No Number . RADIATOR AND COOLING SYSTEM GROUP

(For Details See Fig. 4) 13 280544 . KIT, AIR CLEANER, ASSY. (For Details See Fig. 5) 14 408589 . ENGINE ASSEMBLY, JOHN DEERE DIESEL,

V72582, No. 6359TL (For Components of thisassembly see Print 408589 in Chapter 6) 1

5 100GHP-1157 . FLANGE, CONNECTOR, MANIFOLD, ASSY. 16 280518 . PIPE, EXHAUST, ASSY 17 DDW-495-1 . CAP, RAIN 1

8 280517 . PIPE, ELBOW 19 280519 . MUFFLER, ASSEMBLY 110 180404 . SUPPORT, MUFFLER, LH 1*10A 180405 . SUPPORT, MUFFLER, RH 111 280543-3 . BOX ASSEMBLY, CONTROL, GENERATOR

(For Details See Fig. 10) 112 280542-1 . PANEL ASSEMBLY, CONTROL, ENGINE

(For Details See Fig. 11) 113 281118 . PANEL, SUPPORT, CONTROL BOX 114 281116 . LEG, SUPPORT, CONTROL BOX 2

15 281080 . FRAME, MOUNTING 116 281117 . LEG, SUPPORT, CONTROL BOX 117 280722B . PANEL, CONTACTOR, ASSY.

(For Details See Fig. 12) 1184 281098 . KIT, ELECTRICAL GOVERNOR, ASSY.

(For Details See Fig. 6) A 1282949 . KIT, ELECTRICAL GOVERNOR, ASSY.

(For Details See Fig. 6A) B 1180961 . KIT, QUICK-START, ASSY. (OPTION)

19 180960 . . BRACKET, MOUNTING, QUICK-START 1

20 402096 . . QUICK-START, ASSY. 121 281871-1 . BATTERY, 12-VOLTS (For Details See Fig. 9) 122 281086 . SHROUD, AIR, ASSY. 123 181582 . GENERATOR ASSY. (For Details See Fig. 13) 1*24 404151 . CLAMP, EXHAUST 1

*25 404154-15 . CLAMP, FULL CIRCLE 2*26 100GHP-1158 . GASKET, EXHAUST 1*27 480603-1 . MOUNT, SHOCK 2

* NOT ILLUSTRATED

OM-2037



OM-2037




3 - (CONTINUED)

*28 HF-2752 . MOUNT, RUBBER, (4 For mounting controlbox to control box support panel, and 4 formounting muffler assembly) V16238,No. 4624-105 8

*29 280015 . MOUNT, ENGINE, LEFT 1

*30 280018 . MOUNT, ENGINE, RIGHT 1*31 280621A . LINES, FUEL, ASSEMBLY

(For Details See Fig. 7) 1*32 180434 . LINE, OIL, ASSEMBLY (For Details See Fig. 8) 1*33 406254-1 . MOUNT, SHOCK 4

* NOT ILLUSTRATED

OM-2037


Radiator and Cooling System Group

Figure 4

OM-2037




4- No Number RADIATOR AND COOLING SYSTEM GROUP(For NHA See Fig. 3) REF

1 180954 . RADIATOR 12 280054 . SUPPORT, RADIATOR 23 181269 . HOSE, RADIATOR, INLET 14 180928 . SHROUD, FAN 15 405743 . CAP, RADIATOR, V78225, No. AAX-4018 1

6 181042 . PIPE, HOSE COUPLING 17 W-10869-7 . CLAMP, HOSE, RADIATOR, V35708, NO. HS-12 68 181040 . HOSE, ENGINE INLET 19 56531 . HOSE RADIATOR OUTLET 11-1/2"10 281462A . GUARD, FAN 2

11 404154-11 . CLAMP, HOSE, RADIATOR, V31337, NO.2020 112 280742 . SUPPORT, RADIATOR HOSE 113 181042 . PIPE, HOSE COUPLING 1* 14 351541 . LABEL, CAUTION, FAN 2* 15 403782-2 . SWITCH, SHUTDOWN, TEMPERATURE, V51377,

NO. 1002-04880-34 1* 16 W-7814-4 . BUSHING, PIPE, STEEL 1* 17 386751 . CLAMP, HOSE, OVERFLOW 2

* NOT ILLUSTRATED

OM-2037


Air Cleaner Assembly

Figure 5

OM-2037




5- 280544 KIT, AIR CLEANER, ASSY(For NHA See Fig. 3) REF

1 181128 . CLEANER, AIR 12 403483 . CLAMP, HOSE 23 280538 . PIPE, ELBOW, AIR CLEANER, ASSY. 14 85A-1045 . REDUCER, RUBBER 15 W-10869-6 . CLAMP, HOSE 3

6 280541 . PIPE, AIR CLEANER 17 77A-1166 . ELBOW, RUBBER, 90 , 3" ID 1* 8 280535 . BRACKET, MOUNTING, AIR CLEANER 1* 9 181129 . CLAMP, AIR CLEANER 1

* Not Illustrated

OM-2037


Electric Governor Kit

Figure 6

OM-2037




6 - 281098 KIT, ELECTRIC GOVERNOR, ASSY(For NHA See Fig. 3) A REF

282949 KIT, ELECTRIC GOVERNOR, ASSY(For NHA See Fig. 3) B REF

1 281774-2 . SENSOR, MAGNETIC GOVERNORV03613, No. DYNT-17200 1

2 181020 . CONTROLLER, GOVERNOR, ELECTRICV03613, No. DYN1-10654-000-0-12 1

3 280447 . GOVERNOR, ACTUATOR, ELECTRIC

V03613, No. DYNC-11021-300-12 14 84A-1091 . ARM, THROTTLE, GOVERNOR 15 402908 . JOINT, BALL, GOVERNOR LINKAGE 26 W-9476-41 . ROD, THREADED, 1/4-28 X 4 17 W-11280-3 . NUT, HEX, 1/4-28 5

8 181891-1 . BOARD, PC, SPEED CONTROL B 1* 9 84A-1075 . MOUNT, SHOCK, RUBBER, V20598,

No. 51083, 50-DURO 4*10 482989 . STRAP, WIRE, GROUND 2*11 280460 . BRACKET, GOVENOR MTG 1

*12 281751-1 . ADAPTER 1*13 482496-2 . CLAMP 2*15 400829-5 . TERMINAL, SPADE 3

* NOT ILLUSTRATED

Revised 4-3March 22/93 Page 15

OM-2037

Fuel Lines AssemblyFigure 7

OM-2037




7- 280621A LINES, FUEL, ASSEMBLY (For NHA See Fig. 3) REF

1 400818-1 . NIPPLE, HEX, 1/2 X 3/8 12 400819-2 . VALVE, BALL 13 W-10886-8 . CONNECTOR, MALE 14 W-10891-6 . ELBOW, MALE 15 W-10893-0 . FITTING, HOSE, SWIVEL, FEMALE 2

6 56535 . HOSE, LOW PRESSURE, 3/8 ID 24"7 78B-1019-3 . TUBE, RIGID, HOSE, END 18 W-10893-2 . FITTING, HOSE, SWIVEL, FEMALE 19 56534 . HOSE, LOW PRESSURE 31"10 W-10886-2 . CONNECTOR, MALE 1

11 W-7814-3 . BUSHING, PIPE 112 56587 . HOSE, RUBBER 40"13 W-10051-6 . CLAMP, HOSE 214 84A-1007-1 . FITTING, HOSE, MALE 115 W-10869-14 . CLAMP, HOSE 1

OM-2037


Oil Line Assembly

Figure 8

OM-2037




8 - 180434 LINE, OIL, ASSEMBLY (For NHA See Fig. 3) REF

1 403809-1 . SWITCH, LOW OIL PRESSURE V51377,No. C-25900-10 1

2 W-10910-0 . TEE, STREET, BRASS V79470, No.3700 X 6 13 W-10886-1 . CONNECTOR, MALE, WEATHERHEAD

V79470, No. 48 X 4 1

4 403590-1 . SWIVEL, FEMALE, 7/16-20 SAE THDSV03924 No. 7115-4S 2

5 56548 . HOSE, #4, 3/16 ID 51"*6 W-10750-2 . PIPE 1

*NOT ILLUSTRATED

OM-2037


Battery Installation

Figure 8

OM-2037




9 - No Number BATTERY INSTALLATION REF

1 281871-1 . BATTERY, 12-VOLTS 12 181825 . TRAY, BATTERY 1* 2A A-25 . SPACER, BATTERY TRAY 83 181831 . FRAME, HOLDDOWN, BATTERY 14 388827-15 . CABLE, POSITIVE 1

5 388828-9 . CABLE, NEGATIVE 1* 6 5CW-2048 . ROD, BATTERY, SUPPORT, ASSEMBLY 2* 7 482496-1 . CLAMP, HARNESS, WIRE 1* 8 W-9407-138 . CABLE, ENGINE TO GROUND 1

* Not Illustrated

OM-2037


Control Box Assembly

Figure 10

OM-2037




10- 280543-3 BOX, CONTROL, ASSEMBLY(For NHA See Fig. 3) REF

1 401937-3 . STRIP, TERMINAL V98410, No. 35012-3526 22 401564-4 . HOUSING, SOCKET, CONNECTOR, V89110,

No. 1-480287-0 43 489811 . BOARD, PC, VOLTAGE REG., 400 HZ 14 404065-2 . RECTIFIER, SILICON, V04713, No. SDA-10270-2 1

5 404402-1 . RESISTOR, OVERLOAD BURDEN, 25 WATT,V91637, No. RH-25 3

6 16DA-4004A-10 . RELAY, PLUG-IN, 12 V. DC, V77342,No. KAP-14D G-12 3

7 16DA-4052-0 . SOCKET, RELAY, V02660, No. 77-MIP-11 4

8 370891 . BRACKET, MTG., SOCKET, RELAY 29 16DA-4253-1 . RETAINER, SPRING, RELAY,

V77342, No. (KAP)20C206 410 400785-7 . RIVET, BLIND, DOMED HEAD, ST. 811 484689-1 . SLEEVING, PLASTIC, 1/8 I.D. 12"

12 484690-2 . SLEEVING, PLASTIC, 3/16 I.D. 9"13 ICZ-93B . DIODE, SILICON, FLY-BACK, V05277,

No. IN4820 414 400030-1 . CAPACITOR, TANTALUM, 6.8 MFD, 35 V.,

V80183, No. 150D685X9035B2 1

15 16DA-4004A-3 . RELAY, PLUG-IN, 24 VOLT D.C., V77342,No. K10-14DG-24 1

16 280534 . BOTTOM, CONTROL BOX 117 482038 . BOARD, PC, OVER-UNDERVOLTAGE, ASSY. 118 401556 . MOUNT, SHOCK, RUBBER, V81860, No. SS-01 16

19 387738A . BOARD, PC, OVERLOAD, 12 VOLT, ASSY. 120 404460-1 . SUPPORT, LOCKING, PC BOARD 421 482039 . BOARD, PC, OVER-UNDERFREQUENCY, ASSY. 122 387736C . BOARD, PC, MEMORY & TIME DELAY, ASSY. 123 401564-5 . HOUSING, SOCKET, CONNECTOR, V89110,

No. 1-480438-0 124 280531 . PANEL, CONTROL, BOX 125 W-9916-10 . METER, FREQUENCY, V31356, No. 36-FX 126 W-8105A-4 . VOLTMETER, V60741, No. 331LH 127 W-8095A-9 . AMMETER, V60741, No. 331LH 1

28 15GH-433 . NAMEPLATE, METER SELECTOR SWITCH 129 HF-1459 . SWITCH, METER SELECTOR, V82121,

No. 101904LN 130 400400 . SWITCH, LINE, DPDT, V73559, No. 26L61TABS 131 180913-4 . LIGHT, PILOT, FAULT, RED, 12 V., ASSY. 5

404172-1 . . LENS (RED) 1400613-4 . . BULB, 12-16 VOLTS 1

OM-2037



OM-2037




10 - (CONTINUED)

32 76A-1118 . SWITCH, SNAP, PUSHBUTTON, V27192,No. SA35BCB34-9 2

33 482291 . NAMEPLATE, PROTECTIVE SYSTEM 134 ICZ-148 . TRANSFORMER, CURRENT, LINE DROP &

OVERLOAD, V50508, No. E-6170 6

35 (DELETED)36 430340 . CHASSIS, LINE DROP COMPENSATION 137 401564-3 . HOUSING, SOCKET, CONNECTOR, V89110,

No. 1-480285-0 138 W-9746-3 . RESISTOR, 100 OHM, 25 WATT, V44655,

No. 0200F 139 W-9746-1 . RESISTOR, LINE DROP BURDEN, 50 OHM,

25 W, V44655, No. 0200D 340 363136-5 . TRANSFORMER, CURRENT, AMMETER 341 402037-9 . GROMMET, RUBBER, V02231, No. AGW-4211 1

42 402658 . HOLDER, FUSE, V71400, No. HKP-HH 243 W-11166-1 . FUSE, AGC., 2 AMP 244 82B-1047 . LIGHT, PANEL, V74400, No. MI-3216 1

400613-4 . BULB, V74400, No. 3271 145 402662 . SWITCH, AIRCRAFT/TEST BANK, DPST, V73559,

No. 2GK71-73 146 402826 . SWITCH, REGULATOR/DIAGNOSTIC, 4PDT,

V15605, No. 8926K425 147 280590 . BRACKET, MTG., SWITCHES 148 (DELETED)

49 403336 . RING, LOCKING, SWITCH, V91929, No. TS10397 250 403091-6 . BUTTON, PLUG, HOLE 151 402665-1 . HOUSING, RECEPTACLE, V00779, No. 1-480416-0 652 489658-5 . DIODE, ASSY. 1

OM-2037


Engine Control Panel AssemblyFigure 11

OM-2037




11- 280542-1 PANEL ASSEMBLY, CONTROL, ENGINE(For NHA See Fig. 3) REF

1 280545 . PANEL, CONTROL, ENGINE 12 280612 . NAMEPLATE, CONTROLS 13 82B-1047 . LIGHT, PANEL, 12 VOLT 14 FW-1312 . SWITCH, TOGGLE, DPST V27192, No. 7320K3 15 Y-680 . AMMETER 1

6 403189 . SWITCH, TOGGLE, V91929, No. 312TS1-59 37 W-9917-18 . METER, ENGINE, HOUR V16476, No. 771-8/50 18 30GH-764 . GAUGE, TEMPERATURE, WATER 19 180913-1 . LIGHT, PILOT, ENGINE & GENERATOR,

GREEN, 12 VOLT 2

10 82A-1030 . GAUGE, PRESSURE OIL 111 403091-5 . BUTTON, PLUG, HOLE 112 400701 . CONNECTOR, RIGHT ANGLE 213 401937-2 . STRIP, TERMINAL, V98410, No. 35008-3526 114 404100 . SWITCH, PUSHBUTTON, STARTER,

V70040, No. 1996097 115 25MS-156 . BUS, JUMPER 116 20RT-353-1 . DIODE, NEGATIVE BASE, 16 AMP 117 406910-6 . FUSE, 10 AMP 118 402658 . HOLDER, FUSE, V71400, No. HKP-HH 1

19 12CW-1320A-5 . GAUGE, FUEL, ELECTRIC, V57733, No. 455-BK 120 400059-3 . FITTING, TUBE, CONNECTOR 121 12CW-2125 . FITTING, PIPE, STREET ELL, 45o 1

OM-2037




12- 280722C CONTACTOR PANEL ASSEMBLY(For NHA See Fig. 3) REF

1 280723C . PANEL, CONTACTOR 12 402119-4 . SCREW, 1/4 - 20 X 3/4, HHC, ST. 33 282130-1 . CONTACTOR, 3-POLE 1

4 402119-8 . SCREW, 1/4 - 20 x 1-1/2, HHC, ST. 15 A-25 . WASHER, INSULATING 26 DW-1704 . BUSHING 1

7 W11242-5 . WASHER, FLAT, ST., 1/4 58 W-11254-4 . WASHER, LOCK, 1/4, ST. 59 W-11280-2 . NUT, HEX, 1/4 - 20, ST 2

10 W-11097-8 . SCREW, 3/8 - 16 x 2, HHC, ST. 111 W-11242-10 . WASHER, FLAT, ST., 3/8 112 W-11254-8 . WASHER, LOCK, ST., 3/8 1

13 W-11278-5 . NUT, HEX, 3/8 - 16 214 W-11263-6 . WASHER, LOCK, , IET, ST., 3/8 2

Revised 4-3March 25/93 Page 29

OM-2037

Generator Group

Figure 13

OM-2037




13- 181582 GENERATOR ASSY (For NHA See Fig. 3) REF

1 281658 . HOUSING & STATOR, GENERATOR 12 181584 . ARMATURE, ASSY. 1* 3 W-10874-1 . DIODE, SILICON, 35-A, POSITIVE BASE,

(Located on exciter armature assembly) 34 181581 . HOUSING & COILS, EXCITER 1

5 W-10072-1 . BEARING6 484914 . CAP, BEARING 17 180608 . COVER, EXCITER HOUSING 18 180691 . COVER, GENERATOR HOUSING, TOP 19 180687 . COVER, GENERATOR HOUSING, BOTTOM 1

181267 . KIT, FLEX-COUPLING, ASSY. 110 283130 . . SCREW, 3/8-16 X 3/4, SKT-HD,

CAP, ST, NK 611 85B-1039 . . KEY, COUPLING 112 85C-1004-1 . . BUSHING, SPLIT-TAPER 1

13 489111 . . DISK, COUPLING, FLEXIBLE 414 489124 . . FAN, COUPLING, ASSY. 1* 15 480669 . ADAPTER, FOOT, GEN. 1

* Not Illustrated

OM-2037


Trailer AssemblyFigure 14

OM-2037




14- 281056 TRAILER GROUP (OPTION) REF

1 181077A . TRAILER, ASSY., V22938, No. 747 12 85B-1013 . TIRE, 5:30 X 12 43 181079 . BRAKE, ASSY. 14 280597 . . LEVER, BRAKE MOUNT, ASSY. 15 280602 . . SHOE, BRAKE, ASSY. 1

6 280607 . . ROD, ADJUSTING, BRAKE 27 400954 . . CLEVIS, ADJUSTING, BRAKE 28 401468 . . PIN, CLEVIS 29 W-11338-5 . . PIN, COTTER, 1/8 X 1", ST. 410 280604 . . SPACER, GUIDE, SHOE, BRAKE 2

11 280605 . . GUIDE, SHOE, BRAKE 2* 11A 280725 . SPACER, BOTTOM, BRAKE 2* 12 484634 . BLOCK, CHOCK 1* 13 486270-10 . LABEL, WARNING, COMPOSITE 114 280581 . FENDER, LEFT 1

15 280582 . FENDER, RIGHT 1* 16 280588 . SUPPORT, FENDER 417 280587 . TRAY, CABLE 2* 18 281058 . TANK, FUEL, ASSY. 1* 19 76A-1152 . CAP, TANK, FUEL 1

* 20 280564 . STRAP, MTG., FUEL TANK 2* 21 280608 . INSULATOR, FUEL TANK 222 280585 . PANEL, SIDE 323 280724 . PANEL, SIDE, LEFT REAR 124 280727 . BUMPER, REAR 1

25 79A-1075 . DRAWBAR, ASSY., V22938, No. 19-3500 126 79A-1057 . . PIN, HINGE, V22938, No. 5416 127 76A-1171 . . PIN, COTTER, V22938, No. 4800-6 2

79A-1045 . CENTER ARM, ASSY., V22938, No. 15-3854 1284399-6 . . BUSHING W/G GROOVES., V22938, No. 5282-44 1

29 404529 . . PEDAL, LATCH, V22938, No. 3855 130 404530 . . PIN, ROLL, V22938, No. 5000-1 131 404528 . . SPRING, V22938, No. 4006 132 79A-1047 . WASHER, FLAT, V22938, No. 4701-3 133 79A-1048 . PIN, CENTER, V22938, No. 5400-5 1

284399-4 . AXLE, REAR, ASSY., V22938, No. 747-2001 134 284399-5 . . AXLE, REAR, BEAM WELDMENT, V22938, No. 747-4286 1

85A-1019 . . HUB ASSEMBLY, REAR AXLE, V22938, No. 7-3601 235 85A-1020 . . . CAP, GREASE, V22938, No. 6301 2

* NOT ILLUSTRATED

April 27/93 Revised 4-3Page 33

OM-2037


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14 - (CONTINUED)

36 85A-1022 . . . BEARING, CONE, OUTER, V22938, No. 6151 237 85A-1021 . . . BEARING, CONE, INNER, V22938, No. 6050 238 85A-1023 . . . SEAL, GREASE, V22938, No. 6300 239 85A-1024 . . . NUT, STUD, V22938, No. 4603-1 10

. . . HUB, STUD AND CUP ASSY., V22938, No. 3601-7 2

41 85A-1025 . . . . HUB, V22938, No. 3601-1 242 85A-1027 . . . . STUD, WHEEL, V22938, No. 6251-1 1043 85A-1028 . . . . CUP, BEARING, INNER, V22938, No. 6155 244 85A-1029 . . . . CUP, BEARING, OUTER, V22938, No. 6156 2

45 85A-1030 . . WASHER, SPINDLE, V22938, No. 4701-10 246 85A-1031 . . NUT, SPINDLE, V22938, No. 4600 247 80A-1052 . . PIN, COTTER, V22938, No. 4800-5 2

284399-1 . AXLE, FRONT ASSY., V22938, No. 747-2051 148 284399-2 . . AXLE, FRONT BEAM ASSY., V22938, No. 747-2051-1 1

49 85A-1034 . . SPINDLE & KNUCKLE ASSY.(LEFT), V22938, No. 27-3800 1284399-3 . . . BUSHING, V22938, No. 5282-43 4

50 84A-1035 . . SPINDLE & KNUCKLE ASSY.(RIGHT), V22938, No. 28-3800 151 84A-1081 . . PIN, KING, V22938, No. 5401 252 84A-1082 . . PIN, ROLL, V22938, No. 5000-6 2

85A-1026 . . HUB ASSY. FRONT AXLE, V22938, No. 7-3601 2

53 85A-1020 . . . CAP, GREASE, V22938, No. 6301 254 85A-1022 . . . BEARING, CONE, OUTER, V22938, No. 6051 155 85A-1021 . . . BEARING, CONE, INNER, V22938, No. 6050 156 85A-1023 . . . SEAL, GREASE, V22938, No. 6300 157 85A-1024 . . . NUT, STUD, V22938, No. 4603-1 10

85A-1019 . . . HUB, STUD & CUP ASSY., V22938, No. 7-3601 259 85A-1025 . . . . HUB, V22938, No. 3601-1 260 85A-1027 . . . . STUD, WHEEL, V22938, No. 6251-1 1061 85A-1028 . . . . CUP, BEARING, INNER, V22938, No. 6155 2

62 85A-1029 . . . . CUP, BEARING, OUTER, V22938, No. 6156 263 85A-1030 . . WASHER, SPINDLE, V22938, No. 4710-10 264 85A-1031 . . NUT, SPINDLE, V22938, No. 4600-1 265 80A-1052 . . PIN, COTTER, V22938, No. 4800-5 2

85A-1037 . TIE, ROD ASSY., V22938, No. 3906-2354 1

67 79A-1051 . . NUT, JAM, R.H., V22938, No. 4602-1 268 79A-1052 . . NUT, JAM, L.H., V22938, No. 4602-2 269 79A-1053 . . JOINT, BALL, R.H. W/NUT, V22938, No. 3950-1 270 79A-1054 . . JOINT, BALL, L.H. W/NUT, V22938, No. 3950-2 2

*71 79A-1055 . . PIN, COTTER, 3/32 X 1, NO. 4800-4 4*72 80A-1052 . . PIN, COTTER, NO. 4800-5 2* 73 79A-1035 . FITTING, LUBE, V22938, No. 5801 4

* NOT ILLUSTRATED

August 03/93 Revised 4-3Page 35

OM-2037


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1. Explanation of Numerical IndexThe purpose of this index is to assist the user in finding the illustration and description of a part when thepart number is known. Part numbers are arranged in alpha-numerical sequence. Thus, any part numberbeginning with the letter A would be located at or near the top of the index list. Likewise a part number 9would be listed near the end of the list and far below a part number 1000. The figure number and itemnumber location of the part is directly opposite the part. If the part is used in more than one place, each lo-cation is listed commencing with the first location the part is listed.

A-25 9-2A, 12-4BATTERY INSTALLATION 3-2CANOPY ASSEMBLY 1-1, 2-0DDW-495-1 3-7DW-1704 12-5FRAME GROUP 1-3FW-1312 11-4GENERATOR SET W/O CANOPY 1-2HF-1459 10-29HF-2752 3-28RADIATOR AND COOLING SYSTEM GROUP 3-10W-10051-6 7-13W-10072-1 13-5W-10750-2 8-6W-10869-6 5-5W-10869-7 4-7W-10869-14 7-15W-10874-1 13-3W-10886-1 8-3W-10886-2 7-10W-10886-8 7-3W-10891-6 7-4W-10893-0 7-5W-10893-2 7-8W-10910-0 8-2W-11097-7 12-10W-11166-1 10-43W-11242-5 12-7W-11242-10 12-11W-11254-4 12-8W-11254-8 12-12W-11263-6 12-14W-11278-5 12-13W-11280-2 12-9W-11280-3 6-7

W-11338-5 14-9W-7814-3 7-11

FIGURE & ITEMPART NUMBER NUMBER

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W-7814-4 4-16W-8095A-9 10-27W-8105A-4 10-26W-9407-138 9-8W-9746-1 10-39W-9746-3 10-38W-9476-41 6-6W-9916-10 10-25W-9917-18 11-7Y-680 11-5ICZ-148 10-34ICZ-93B 10-13100GHP-1157 3-5

100GHP-1158 3-2612CW-1320A-5 11-1912CW-2125 11-2115GH-433 10-2816DA-4004A-3 10-1516DA-4004A-10 10-616DA-4052-0 10-716DA-4253-1 10-9180404 3-10180405 3-10A180434 3-32, 8-0180608 13-7180687 13-9180691 13-8180913-1 11-9180913-4 10-31180928 4-4180954 4-1180960 3-19181020 6-2181125 2-11181040 4-8181042 4-6, 4-13181077A 14-1181079 14-3181128 5-1181129 5-9181267 13-9181269 4-3181581 13-4181582 3-23, 13-0181584 13-2


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4-4 April 27/93 RevisedPage 2

181825 9-2181831 9-3181584 13-3181891-1 6-820RT-353-1 11-1625MS-156 11-15280015 3-29280018 3-30280054 4-2280447 6-3280460 6-11280517 3-8280518 3-6280519 3-9280531 10-24280534 10-16280535 5-8280538 5-3

280541 5-6280542-1 3-12, 11-0280543-3 3-11, 10-0280544 3-3, 5-0280545 11-1280564 14-20280581 14-14280582 14-15280585 14-22280587 14-17280588 14-16280590 10-47280591 2-5280597 14-4280602 14-5280604 14-10280605 14-11280606 2-12280607 14-6280608 14-21280612 11-2280621A 3-31, 7-0280722B 3-17, 12-0280723C 12-1280724 14-23280725 14-11A280727 14-24


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280742 4-12281056 1-5, 14-0281058 14-18281071 2-6281074 2-1281080 1-3, 3-15281086 2-13, 3-22281093 2-8281096 2-7281098 3-18, 6-0281102 2-14281103 2-4281109 2-10

281114 2-3281115 2-2281116 3-14281117 3-16281118 3-13281132 12-2281462A 4-10281574 2-9281658 13-1281751-1 6-12281774-2 6-1281871-1 3-21, 9-1282949 3-18, 6-0283130 13-10284399-1 14-0284399-2 14-48284399-4 14-0284399-5 14-3430GH-764 11-8351683 2-15351541 4-14363136-5 10-40370891 10-8386751 4-17387736C 10-22387738A 10-19388827-15 9-4388828-9 9-5400030-1 10-14400059-3 11-20400400 10-30400613-4 10-31, 10-44


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400701 11-12400785-7 10-10400818-1 7-1400819-2 7-2400829-5 6-15400954 14-7401468 14-8401556 10-18401564-3 10-37401564-4 10-2401564-5 10-23401937-2 11-13401937-3 10-1

402037-9 10-41402096 3-20402119-8 12-6402658 10-42, 11-18402662 10-45402665-1 10-51402826 10-46402908 6-5402987 1-4403091-5 11-11403091-6 10-50403153-1 2-20403189 11-6403336 10-49403483 5-2403590-1 8-4403782-2 4-15403809-1 8-1404065-2 10-4404100 11-14404151 3-24404154-11 4-11404154-15 3-25404172-1 10-31404402-1 10-5404460-1 10-20404518 12-3404528 14-31404529 14-29404530 14-30405743 4-5406254-1 3-33


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406910-6 11-17408589 3-4408786 3-1430077-2 2-19430340 10-36480603-1 3-27480669 13-15482038 10-17482039 10-21482291 10-33482496-1 9-7482496-2 6-13482989 6-10

484634 14-12484689-1 10-11484690-2 10-12484914 13-6486270-10 14-13489111 13-13489124 13-14489658-5 10-52489811 10-35CW-2048 9-656531 4-956534 7-956535 7-656548 8-556587 7-126919A1 1-06919B-1 1-076A-1118 10-3276A-1152 14-1976A-1171 14-2777A-1166 5-776B-1148 2-1876B-1150 1-678A-1000 2-1678B-1019-3 7-779A-1110 2-1779A-1035 14-7179A-1045 14-2779A-1047 14-3279A-1048 14-3379A-1051 14-6779A-1052 14-68


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79A-1053 14-6979A-1054 14-7079A-1057 14-2679A-1075 14-2580A-1052 14-47, 14-6582A-1030 11-1082B-1047 10-44, 11-384A-1007-1 7-1484A-1075 6-984A-1091 6-485A-1019 14-40, 14-5885A-1020 14-35, 14-5385A-1021 14-37, 14-5585A-1022 14-36, 14-5485A-1023 14-38, 14-5685A-1024 14-39, 14-5785A-1025 14-41, 14-5985A-1026 14-34, 14-5285A-1027 14-42, 14-6085A-1028 14-43, 14-6185A-1029 14-44, 14-6285A-1030 14-45, 14-6385A-1031 14-46, 14-6485A-1034 14-4985A-1035 14-5085A-1037 14-085A-1045 5-4

85A-1081 14-5185A-1082 14-5285B-1013 14-285B-1039 13-1185C-1004-1 13-12


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Chapter 5. Optional EquipmentThis chapter provides documentation covering any optional equipment furnished with your generator.Available options are listed below.

OPTION NAME HOBART NO. MANUAL

Trailer, Fenders, Fuel Tank, and Parts 281056 OM-2037

Cold Weather Starting Aid Kit 180961 OM-2037

Second Output Assembly Kits 281286-1 TO-203

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Chapter 6. Manufacturer’s LiteratureVoltage Regulator Hobart Brothers Company

Operation and Maintenance Manual OM-2020

Electric Governor Barber Colman CompanyElectrically-Powered Governor

Engine Detroit Diesel-John DeereOperators Manual No. OM-RG-16407DD

Flexible Coupling Hobart Brothers CompanyCoupling Manual TO-216

Exciter Rotor Hobart Brothers CompanyRotor Manual TM-360

HOBART DIAGRAMS:

280624 Schematic and Connection, Engine and Generator, S-6919A(5 Diagrams)

282950 Schematic and Connection, Engine and Generator, S-6919B(5 Diagrams)

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Unusual Service ConditionsThis information is a general guideline and cannot cover all possible conditions of equipment use. Thespecific local environments may be dependent upon conditions beyond the manufacturer’s control. Themanufacturer should be consulted if any unusual conditions of use exist which may affect the physical con-dition or operation of the equipment.

Among such conditions are :

1. Exposure to:

A. Combustible, explosive, abrasive or conducting dusts.

B. Environments where the accumulation of lint or excessive dirt will interfere with normal ventilation.

C. Chemical fumes, flammable or explosive gases.

D. Nuclear radiation.

E. Steam, salt-laden air, or oil vapor.

F. Damp or very dry locations, radiant heat, vermin infestation, or atmospheres conducive to fungusgrowth.

G. Abnormal shock, vibration or mechanical loading from external sources during equipment opera-tion.

H. Abnormal axial or side thrust imposed on rotating equipment shafts.

I. Low and/or high ambient temperatures.

2. Operation at:

A. Voltages above or below rated voltage.

B. Speeds other than rated speed.

C. Frequency other than rated frequency.

D. Standstill with rotating equipment windings energized.

E. Unbalanced voltages.

F. Operation at loads greater than rated.

3. Operation where low acoustical noise levels are required.

4. Operation with:

A. Improper fuel, lubricants or coolant.

B. Parts or elements unauthorized by the manufacturer.

C. Unauthorized modifications.

5. Operation in poorly ventilated areas.

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Unusual Service Conditions November 30/91Page 2

Wet-Stacking in Generator Set

Diesel Engines

All diesel engines operated for extended periods under light load may develop a condi-tion commonly referred to as wet-stacking. This condition results from the accumulationof unburned fuel in the exhaust system. It is recognizable by fuel oil wetness aroundthe exhaust manifold, pipes, and muffler. Liquid fuel, in the form of droplets, may bespewed from the exhaust outlet.

Wet-stacking is common, and may be expected in diesel engines operated under lightload. Light loads do not allow the engine to reach most efficient operating temperaturefor complete combustion of fuel. The unburned fuel collects in the exhaust system tocreate the wet condition known as wet-stacking.

To alleviate wet-stacking in lightly loaded engines, it is recommended that the machinebe connected to a load bank after each 200 hours of use and operated under full ratedload for one hour. This will burn away and evaporate the accumulation of fuel in the ex-haust system. This clean-out procedure should be considered as a regular mainte-nance operation for machines operated under light load. The time schedule of 200hours may be changed as required to suit each user’s particular needs and operatingconditions.

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November 30/91 WetstackingPage 1


Wetstacking November 30/91Page 2

operation and maintenance manual · 2. trouble shooting chart (figure 5) 3-1 1 a. description 3-1 1...

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