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061088 Revised 061591 042793

OPERATION AND MAINTENANCE MANUAL

with ILLUSTRATED PARTS LIST for

ENGINE-DRIVEN GENERATOR SET

SPECIFICATION NUMBERS 7004, 7004A, 7004B, and 7004C, For Truck or Trailer Mounting MODEL No. 90J20 90-KVA, 400-HZ, 115/200-V AC, 3-PHASE with JOHN DEERE DIESEL ENGINE TYPE 6059TL (Turbocharged)
Hobart Brothers Company Power Systems Group Ground Power Equipment Troy, Ohio 45373 U.S.A.

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SAFETY INSTRUCTIONS AND WARNINGS FOR ELECTRICAL POWER EQUIPMENT

WARNING
ELECTRIC SHOCK can KILL. Do not touch live electrical parts. ELECTRIC ARC FLASH can injure eyes, burn skin, cause equipment damage, and ignite combustible material. DO NOT use power cables to break load and prevent tools from causing short circuits. IMPROPER PHASE CONNECTION, PARALLELING, OR USE can damage this and attached equipment.

Important: - Protect all operating personnel. Read, understand, and follow all instructions in
the Operating/Instruction Manual before installing, operating, or servicing the equipment. Keep the manual available for future use by all operators. A. GENERAL Equipment that supplies electrical power can cause serious injury or death, or damage to other equipment or property. The operator must strictly observe all safety rules and take precautionary actions. Safe practices have been developed from past experience in the use of power source equipment. While certain practices below apply only to electrically-powered equipment, other practices apply to engine-driven equipment, and some practices to both. B. SHOCK PREVENTION Bare conductors, or terminals in the output circuit, or ungrounded, electrically-live equipment can fatally shock a person. Have a certified electrician verify that the equipment is adequately grounded and learn what terminals and parts are electrically HOT. Avoid hot spots on machine. Use proper safety clothing, procedures, and test equipment. The electrical resistance of the body is decreased when wet, permitting dangerous currents to flow through it. When inspecting or servicing equipment, do not work in damp areas. Stand on a dry rubber mat or dry wood, use insulating gloves when dampness or sweat cannot be avoided. Keep clothing dry, and never work alone 1. Installation and Grounding of Electrically Powered Equipment Equipment driven by electric motors (rather than by diesel or gasoline engines) must be installed and maintained in accordance with the National Electrical Code, ANSI/NFPA 70, or other applicable codes. A power disconnect switch or circuit breaker must be located at the equipment. Check the nameplate for voltage, frequency, and phase requirements. If only 3-phase power is available, connect any single-phase rated equipment to only two wires of the 3-phase line. DO NOT CONNECT the equipment grounding conductor (lead) to the third live wire of the 3-phase line, as this makes the equipment frame electrically HOT, which can cause a fatal shock. Always connect the grounding lead, if supplied in a power line cable, to the grounded switch box or building ground. If not provided, use a separate grounding lead. Ensure that the current (amperage) capacity of the grounding lead will be adequate for the worst fault current situation. Refer to the National Electrical Code ANSI/NFPA 70 for details. Do not remove plug ground prongs. Use correctly mating receptacles. 2. Output Cables and Terminals Inspect cables frequently for damage to the insulation and the connectors. Replace or repair cracked or worn cables immediately. Do not overload cables. Do not touch output terminal while equipment is energized. 3. Service and Maintenance This equipment must be maintained in good electrical and mechanical condition to avoid hazards stemming from disrepair. Report any equipment defect or safety hazard to the supervisor and discontinue use of the equipment until its safety has been assured. Repairs should be made by qualified personnel only. Before inspecting or servicing electrically-powered equipment, take the following precautions: a. Shut OFF all power at the disconnecting switch or line breaker before inspecting or servicing the

equipment. b. Lock switch OPEN (or remove line fuses) so that power cannot be turned on accidentally. c. Disconnect power to equipment if it is out of service. d. If troubleshooting must be done with the unit energized, have another person present who is trained in turning off the equipment and providing or calling for first aid. C . FIRE AND EXPLOSION PREVENTION Fire and explosion are caused by electrical short circuits, combustible material near engine exhaust piping, misuse of batteries and fuel, or unsafe operating or fueling conditions. 1. Electrical Short Circuits and Overloads Overloaded or shorted equipment can become hot enough to cause fires by self destruction or by causing nearby combustibles to ignite. For electrically-powered equipment, provide primary input protection to remove short circuited or heavily overloaded equipment from the line. 2. Batteries Batteries may explode and/or give off flammable hydrogen gas. Acid and arcing from a ruptured battery can cause fires and additional failures. When servicing,do not smoke, cause sparking, or use open flame near the battery. 3. Engine Fuel Use only approved fuel container or fueling system. Fires and explosions can occur if the fuel tank is not grounded prior to or during fuel transfer. Shut unit DOWN before removing fuel tank cap. DO NOT completely fill tank, because heat from the equipment may cause fuel expansion overflow. Remove all spilled fuel IMMEDIATELY, including any that penetrates the unit. After clean-up, open equipment doors and blow fumes away with compressed air. D. TOXIC FUME PREVENTION Carbon monoxide - Engine exhaust fumes can kill and cause health problems. Pipe or vent the exhaust fumes to a suitable exhaust duct or outdoors. Never locate engine exhausts near intake ducts of air conditioners. E. BODILY INJURY PREVENTION Serious injury can result from contact with fans inside some equipment. Shut DOWN such equipment for inspection and routine maintenance. When equipment is in operation, use extreme care in doing necessary trouble-shooting and adjustment. Do not remove guards while equipment is operating. F. MEDICAL AND FIRST AID TREATMENT First aid facilities and a qualified first aid person should be available for each shift for immediate treatment of all injury victims. Electric shock victims should be checked by a physician and taken to a hospital immediately if any abnormal signs are observed.

EMERGENCY FIRST AID

Call physician immediately. Seek additional assistance. Use First Aid techniques recommended by American Red Cross until medical help arrives. IF BREATHING IS DIFFICULT, give oxygen, if available, and have victim lie down. FOR ELECTRICAL SHOCK, turn off power. Remove victim; if not breathing, begin artificial respiration, preferably mouth-to-mouth. If no detectable pulse, begin external heart massage. CALL EMERGENCY RESCUE SQUAD IMMEDIATELY. G. EQUIPMENT PRECAUTIONARY LABELS Inspect all precautionary labels on the equipment monthly. Order and inspect all labels that cannot be easily read.

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INTRODUCTION
This manual contains operation and maintenance information for four series of 400-Hertz generator sets manufactured 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 provide information and instructions to experienced operators, electricians, and mechanics who have never seen or operated this equipment. It is the intent of this manual to guide and assist operators and maintenance people 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 instructions before starting the unit. Learn to use the manual and to locate information contained in it. Its style and arrangement 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. Each page 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 chapter, 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 a Chapter and Section are not indicated in a reference, the referenced material is located in the same section as the reference, Example, (See Para. B). In addition to operation and maintenance instructions, the manual contains an illustrated parts list in Chapter 4, and a collection of manufacturers 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. Manufacturers Literature

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Introduction Page 1

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Introduction Page 2

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Table of Contents
SUBJECT
WARNING INTRODUCTION

CHAPTER/SECTION

PAGE

CHAPTER 1. DESCRIPTION/OPERATION
SECTION 1. DESCRIPTION
1. General 2. Orientation 3. Special Features
A. Protective Monitor B. Voltage Regulator C. Electric Governor

1-1
1-1 1-1 1-1
1-1 1-1 1-1

1
1 1 3
3 3 3

4. Canopy 5. Optional Equipment 6. Engine, Generator, and Controls Assembly

A. Basic Engine B. Engine Manufacturers Equipment C.Hobart Engine Equipment (1) Electric governor system (a) Magnetic pickup (b) Control unit (c) Actuator (2) Engine electrical system (3) Engine protective devices (a) High coolant temperature switch (b) Oil pressure switch (4) Air cleaner (5) Exhaust system (6) Radiator D. Generator E. Control Box Assembly (1) Front Panel (a) Generator output monitors (b) Meter and line switches (c) Instrument light (d) Indicating lights (2) Control box internal components (a) Sensing modules (b) Memory and time delay module (c) Excitation-deenergization relay (d) Plug-interlock relay (e) Test-bank switch (f) Resistor (g) Fuse-interlock relay (h) Auxiliary underfrequency relay

1-1 1-1 1-1

1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 6 6 6 6 6 6 6 7 7 7 7 7 7 7 9 10 10 10 10 10 10 12 12 12 12 13 13 13 13 13

3 3 6

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SUBJECT

CHAPTER/SECTION
1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 1-1 11 1-1 1-1 1-1 1-1 1-1 1-1 1-1

PAGE
13 13 13 13 15 15 15 15 15 15 15 16 16 16 16 16 16 16 18 18 18 18 18 18 18 19

(j ) Terminal boards (k) Solid-state voltage regulator (l) Overload module (m) Rectifier F. Engine Control Panel (1) Engine instruments (a) Ammeter (b) Temperature gage (c) Oil pressure gage and oil pressure switch (d) Hourmeter (e) Fuel gage and blocking diodes (2) Engine and generator controls (a) Engine-generator control switch (b) Contactor control switch (c) Instrument light and switch (d) Engine starting circuit (e) Indicating lights (f) Fuse G. Load Contactor Circuit Components (1) Load contactor (2) Current transformers (a) Ammeter current transformers (b) Line-drop current transformers (c) Overload current transformers (3) Overload module (4) Rectifier

SECTION 2. PREPARATION FOR USE, STORAGE, OR SHIPPING

1. Preparation for Use
A. Inspection/Check B. Installing Three-phase AC Output Cables

1-2
1-2
1-2 1-2

1
1
1 1

2. Preparation for Storage

A. General B. Temporary Storage C. Long Time Storage

1-2
1-2 1-2 1-2 2 2 2

SECTION 3. OPERATION
1. General 2. Operating the Generator Set
A. Pre-start Inspection B. Normal Engine Starting Procedures C.Preparation for Power Delivery D. Power Delivery E. Discontinue Power Delivery F. Stopping the Engine

1-3
1-3 1-3
1-3 1-3 1-3 1-3 1-3 1-3

1
1 1
1 1 4 4 4 5

3. Trailer Operation
A. Towing

1-3
1-3 5

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SUBJECT
B. Parking

CHAPTER/SECTION

PAGE
1-3 5

CHAPTER 2. SERVICE
SECTION 1. MAINTENANCE
1. General 2. Inspection 3. Lubrication
A. General B. Generator C. Generator Controls D. Engine (1) Lubrication schedule (2) Oil specification (3) Oil viscosity (4) Changing engine oil (5) Changing engine oil filter E. Starter F. Trailer (1) Front axle assembly (2) Wheel bearings

2-1
2-1 2-1 2-1
2-1 2-1 2-1 2-1 2-1 2-1 2-1 2-1 2-1 2-1 2-1 2-1 2-1

1
1 1 1
1 1 1 1 2 2 2 2 2 2 2 2 3

4. Air Cleaner Service

A. Inspecting the Air Cleaner B. Cleaning Instructions C. Disposal

2-1
2-1 2-1 2-1 4 4 4

5. Engine Fuel
A. Quality B. Fuel Filter

2-1
2-1 2-1 4 4

4 5
5 5 5 5 5 2-1 2-1 5 5 6 6 6 6 2-1 2-1 2-1 2-1 7 7 7 7

6. Engine Cooling System

A. General B. Radiator Cap (1) General (2) Removal (3) Installation C. Warm Weather Operation D. Cold Weather Operation (1) General (2) Checking coolant solution (3) Preparing the coolant solution (4) Installing the antifreeze solution E. Draining the Cooling System F. Cleaning the Cooling System G. Cleaning the Radiator Core H. Filling the Cooling System

2-1
2-1 2-1 2-1 2-1 2-1

2-1 2-1 2-1 2-1

7. Generator Maintenance
A. Cleaning B. Adjustment

2-1
2-1 2-1 8 8

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SUBJECT
8. Drive Belts
A. Checking Belt Tension B. Belt Adjustment

CHAPTER/SECTION
2-1
2-1 2-1

PAGE
8
8 8

9. Battery Maintenance
A. General B. Battery Location and Accessibility C. Battery Care D. Liquid Level E. Cleaning the Battery F.Testing the Battery (1) Test with Battery-Starter Tester (2) Test with Hydrometer

2-1
2-1 2-1 2-1 2-1 2-1 2-1 2-1 2-1 10 10 9 9 9 9 9 10

10. Service Helps

A. Wiring B. Generator Exciter (1) Preparation for exciter removal. (2) Exciter removal (3) Exciter installation

2-1
2-1 2-1 2-1 2-1 2-1 10 10 11 10 10

10

SECTION 2. INSPECTION/CHECK
1. General 2. Engine
A. Fuel B. Lubrication C. Coolant D. V-Belt E. Exhaust System

2-2
2-2 2-2
2-2 2-2 2-2 2-2 2-2

1
1 1
1 1 1 1 1

3. Electrical System (12-V DC)

A. Lights B. Fuses C. Wiring and Connections

2-2
2-2 2-2 2-2 2-2 3 3 3 3

4. Electrical System (115-V AC)

A. Monitoring Instruments B. Indicating Lights C. Protective Modules D. Wiring and Connections

2-2
2-2 2-2 2-2 2-2 4 4 4 4

5. Trailer

2-2

SECTION 3. ADJUSTMENT/TEST
1. General 2. Generator Set Test
A. Pre-operational Test Procedures B. Operational Test Procedures

2-3
2-3 2-3
2-3 2-3

1
1 1
1 1

3. Generator Set Adjustment

A. Generator Adjustment B. Voltage Regulator Adjustments C.Basic Engine Adjustments

2-3
2-3 2-3 2-3 8 8 8

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SUBJECT

CHAPTER/SECTION

PAGE
8 8 9 9 9 11 12

D. Engine Accessories Adjustment 2-3 (1) Generator and fan belt adjustment 2-3 E. Electric Governor System Adjustment 2-3 (1) Actuator linkage adjustment. 2-3 (2) Magnetic pickup adjustment 2-3 (3) Adjustment and Test of Controller & Actuator 2-3 (4) Magnetic Pickup Signal 2-3

4. Generator and Exciter Test 5. Diode Test

2-3 2-3

13 14

CHAPTER 3. TROUBLESHOOTING
SECTION 1. TROUBLE SHOOTING
1. General 2. Trouble Shooting Chart
A. Description B. Use of the Trouble Shooting Chart

3-1
3-1 3-1
3-1 3-1

1
1 1
1 1

3. Equipment for Troubleshooting 4. Safety - WARNING: 5. Parts Replacement 6. Test Values 7. Checking Connections and Leads 8. Electric Governor Trouble Shooting 9. Engine Trouble Shooting Procedures 10.Illustrations

3-1 3-1 3-1 3-1 3-1 3-1 3-1 3-1

2 2 2 3 3 3 4 4

CHAPTER 4. ILLUSTRATED PARTS LIST

SECTION 1. INTRODUCTION
1. General 2. Purpose 3. Arrangement 4. Explanation of Parts List
A. Contents B. Parts List Form (1) FIGURE-ITEM NO. Column (2) HOBART PART NUMBER Column (3) NOMENCLATURE Column (4) REC. SPARES Column (5) EFF (Effective) Column (6) UNITS PER ASSEMBLY Column

4-1
4-1 4-1 4-1 4-1
4-1 4-1 4-1 4-1 4-1 4-1 4-1 4-1

1
1 1 1 1
1 2 2 2 2 2 2 2

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SUBJECT

CHAPTER/SECTION 4-2
4-2

PAGE 1
1

SECTION 2. MANUFACTURERS CODES

1. Explanation of Manufacturers (Vendor) Code List

SECTION 3. PARTS LIST

1. Explanation of Parts List Arrangement 2.Symbols and Abbreviations

4-3
4-3 4-3

1
1 1

CHAPTER 4. NUMERICAL INDEX CHAPTER 5. OPTIONAL EQUIPMENT CHAPTER 6. MANUFACTURERS LITERATURE UNUSUAL SERVICE CONDITIONS

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CHAPTER 1. DESCRIPTION/OPERATION
SECTION 1. DESCRIPTION 1. General
Four series of generator sets are covered by this manual: Series 7004, Series 7004A, Series 7004B, and 7004C. Generator sets in Series 7004 feature armatures with Hoover Bearings, Browning Coupler, and different magnetic pole construction for the generator revolving field. This new armature can be easily identified by the two copper rings on each end of the field coils and copper wedges between the magnetic poles. Generator sets in Series 7004A are an improved version of the original Series 7004 generator sets. Series 7004A generator sets feature the same magnetic pole construction for the generator revolving field as Series 7004 generator sets. In addition, Series 7004A generator sets also feature wide-type Fafnir bearings on the generator. Generator sets in Series 7004B are virtually identical to Series 7004A generator sets except that these sets feature new style doors on the canopy assembly. Generator sets in Series 7004C are virtually identical to Generator sets in Series 7004B, except that the engine has an improved fuel pump and a dual speed governing system for adjustment of idle speed and rated speed. Within a particular series, the basic generator set - including the engine, generator and all controls - is identical for all units in the series. However, within a particular series different variations of the basic generator set are offered. Each variation is identified by a specification number, which is derived by adding a dash number (-1, -2, etc.) suffix is to the Series number. The specification number generally indicates the manner in which the particular individual unit is mounted, and it may also indicate some other special feature of the unit. Identification of different specifications within each series will be explained later in the Description. Generally, information and instructions throughout the manual apply to all specifications. Information which applies only to a certain specification will be qualified and identified as such. The purpose of the generator set (Fig. 1) is to generate and deliver regulated, 400-Hz electrical power to a parked (or towed) aircraft for operation of the aircrafts electrical equipment when the on-board generators are not running. The engine, generator, and controls are designed into a compact unit. See Figure 2 for specifications and capabilities.

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

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1. Engine fan exhaust deflectors 2. Radiator cap access hole 3. Canopy 4. Doors (attached to canopy) 5. Engine exhaust pipe and cover

6. Generator control panel window 7. Engine control panel window 8. Mounting frame 9. Door latches

Generator Set (Basic Unit) Figure 1

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3. Special Features
The generator set has many special features which are later described more fully under the assemblies in which 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 generator output circuit and functions to cause the load to be disconnected from the generator if an abnormal condition of voltage, frequency, or load develops. B. Voltage Regulator A solid-state, adjustable voltage regulator (Items 13 and 17, Fig. 7) provides automatic voltage regulation at the aircraft (or distribution panel when applicable). The regulator is also adjustable for a variety of 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 special equipment more fully described under the engine description.

4. Canopy
A sheet metal enclosure, identified as a canopy (2, Fig. 1), provides protection for the engine, generator and electrical controls. This generator set is equipped with a canopy having doors on both sides. This canopy is largely of one-piece construction, with the four access doors of the unit attached to the canopy top by welded-on piano hinges. Hex-head bolts attach the front and back panels to the canopy top assembly and the frame. Air enters the bottom of the unit into the engine compartment and is discharged through the radiator by the engine fan. Metal strips are mounted horizontally across the front grille to deflect engine fan exhaust air and noise downward. Air entering the generator compartment is circulated over generator controls and drawn into the rear exciter and generator housings where it passes over all windings before being discharged by the generator fan. Panel mounted instruments may be observed through two Plexiglas windows in the left rear door which covers the control box and engine control panel. The lower window is slanted outward at the bottom to provide access to engine controls when the door is closed. Doors on the unit are equipped with flexible rubber draw latches (9, Fig. 1) which prevent excessive door vibration when the unit is running.

5. Optional Equipment
Four items of optional equipment are presently available for units covered by this manual: A. A cold-weather starting aid kit identified as Hobart Part No. 180961. B. A four-wheel trailer with fuel tank, for Series 7004 and 7004A units, identified as Hobart Part No. 280718. C. A four-wheel trailer with fuel tank, for Series 7004B and 7004C units, identified as Hobart Part No. 281056. D. A second output assembly, identified as Hobart Part Number 281286-4, when installed on any generator set covered by this manual, permits servicing of two aircraft simultaneously, or servicing a single aircraft with two input receptacles. This second output is designed for field installation on a previously purchased generator set. When this option is ordered, instructions for installing and operating this second output assembly are provided in Hobart manual TO-203. June 15/91 Revised 1-1 Page 3

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PHYSICAL

BASIC GENERATOR SET

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

TRAILER-MOUNTED GENERATOR SET

Length overall Width Height Weight (Approximate) GENERATOR Output power rating Output voltage Rated load capacity Frequency (cycles-per-second) Output kilowatts Power factor Duty cycle Operating speed at 400 Hz Overload capacity (125% of rated load capacity) 90 KVA 115/200 V 260 A 400 Hz 72 KW 0.8 PF 100% 2000 RPM 325 A 90 inches (2286 mm) 66 inches (1676 mm) 57 inches (1448 mm) 4120 pounds (1868.5 kg)

GENERATOR PROTECTIVE SYSTEM Overvoltage relay Undervoltage relay Overfrequency relay Underfrequency relay Overload relay Undervoltage time delay relay ENGINE Manufacturer Model Type Displacement Compression ratio Firing order Horsepower at 2000 RPM Governed speed Idle speed Electrical system Oil capacity (with filter) Oil capacity (without filter) Coolant capacity (approx.) Fuel Lube oil John Deere 6059TL Turbocharged, In-line, 6-cylinder, 4-cycle Diesel 359 cu. in. (5.88 liters) 16.8:1 1-5-3-6-2-4 123 2000 RPM +/- 4.5% 850 +/- 25 RPM 12 volt 18 quarts (17 liters) 16 quarts (15 liters) 20 quarts (19 liters) Diesel oil conforming to ASTM Specification D.975-66T, Nos. 1-D and 2-D MIL-L-2104C or MIL-L-2104D Specifications and Capabilities Figure 2 trips 130 V to 134 V; resets 125 V trips 102 V or below; resets 110 V trips 415 Hz to 425 Hz; resets 410 Hz trips 375 Hz to 385 Hz; resets 385 Hz trips 112 KVA in less than 5 minutes 4 to 12 seconds

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1. Generator 3. Control box assembly 4. Muffler 5. Rain cap 6. 90o elbow 7. Quick-start kit

8. Air Cleaner 9. Engine assembly 10. Cooling fan 11. Radiator assembly 12. Mounting frame 13. Governor control box

14. Engine control panel assembly 15. Exhaust pipe assembly 16. Governor actuator 17. Load contactor

Generator Set Components Figure 3

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6. Engine, Generator, and Controls Assembly

This assembly is the basic generator set without canopy. It includes all components required to generate and regulate 400 Hz, 115/200 V, threephase power, and is operable when provided with fuel and 12 V DC power. The engine-generator assembly is mounted on a welded steel frame. A superstructure, attached to the main frame, provides mounting facilities for the canopy, control box, and electrical equipment and controls. A. Basic Engine This generator set is equipped with a 6-cylinder, in-line, turbocharged John Deere engine. See Figure 2 for general specifications, and see Engine Operators Handbook in Chapter 6 for more detailed information. B. Engine Manufacturers Equipment As received from the engine manufacturer, the engine includes the following equipment which is described in the John Deere shop Manual (Chap. 6) (1) Fuel filter. (2) Reverse-flow, engine cooling fan to blow air OUTWARD through the radiator. 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. The electric governor was selected for control of engine speed (and generator output frequency) because it provides faster engine response to changes in load conditions. This fast response results in very close frequency control. Refer to the Barber Colman in Chapter 6 for a detailed description. 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 directly over the ring gear. It produces an AC signal to the control unit when the ferrous flywheel 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 components. It receives an AC signal from the magnetic pickup and senses speed changes in the engine. It provides a voltage signal to the actuator which causes the actuator to move the fuel control lever as required to maintain a predetermined engine speed. Its power is received from 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 required to maintain a constant engine speed. The actuator is operated by a DC signal from the control unit.

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(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 the coolant temperature. If the coolant temperature reaches 210 degrees F (99 degrees C), this normally closed switch opens and de-energizes the fuel valve solenoid which shuts down the engine. (b) Oil pressure switch A diaphragm-type switch monitors the pressure in the lubricating oil system. It is mounted in the 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 engine. (4) Air cleaner The diesel-engine air cleaner (Fig. 4) is so constructed that air enters it through the perforated cylindrical body of the air cleaner itself, and is filtered in the process before being passed on to the engine 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. Refer to Section 2-1, Para. 7, G, for servicing procedure.

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Air Cleaner Figure 4

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1. Pipe, manifold-to-muffler

2. Muffler Exhaust System Figure 5

3. Tail Pipe

D. Generator The 400-Hz generator is a brushless, revolving field, three-phase, alternating current type. The rotor assembly is mounted by two, permanently lubricated, sealed, ball bearings. The front bearing is supported by the fan housing; the rear bearing is mounted in the exciter housing. Both of these housings are attached to the main generator stator housing. The front end of the rotor shaft extends forward beyond the rear bearing and into the exciter stator housing. The exciter rotor is mounted on this shaft extension with a Woodruff key and is secured by a washer and 1/2"-13 thd, cap screw. A rectifier with six diodes is mounted on the exciter rotor and converts exciter AC output to DC for excitation of the generator revolving fields. The exciter DC output to the generator fields, and consequently the generator output, is controlled by the amount of DC voltage supplied to exciter fields by the static voltage regulator. A centrifugal, radial-blade fan which is part of the hub and coupling assembly, draws cooling air over all internal windings. Air enters at the exciter end and is discharged at the drive end. The complete generator is bolted to the engine flywheel housing.

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E. Control Box Assembly The control box (Fig. 6) is a sheet metal enclosure which houses and provides mounting facilities for generator controls, and engine and generator monitoring equipment. For access to components mounted inside the control box, it is necessary to remove two 1/4 X 20 - 1/2-inch hex bolts, and to pull down 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 frequency of the generator output alternating current in the range of 380 to 420 Hz (cycles per second). 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 voltmeter has a 3-1/2-inch face and the scale is graduated 0 to 300 V. The ammeter is also 3-1/2-inch size and is graduated 0 to 500 A. The amperage value in each of the three phases may be read on the ammeter by selecting the desired phase with switch (5). Three ammeter current transformers, located beneath the generator control box support panel, lower the output load current to a lesser value, of definite ratio, which will operate the ammeter movement without damage. The ammeter dial scale is graduated and numbered so that the pointer will indicate the 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 and current is indicated on the voltmeter and ammeter and whether the voltage is line-to-neutral or line-to-line The meter switch (5) is a four-position, rotary type. A nameplate (6), located under the switch knob, is marked and lettered to indicate the three functional positions of the meter 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 the voltmeter. 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 illuminate controls, instruments, and indicator lights. It is controlled by a toggle switch on the engine 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 abnormal condition of overvoltage, underfrequency, etc., which caused the protective monitor system to function. Each of the five lights is connected to an actuating circuit within the memory and time delay module. When one of the circuits is activated, it turns on the applicable indicating light. The light will remain on until the reset switch (17) is pushed. All lamps in indicating lights may be tested by pressing switch (16).

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1. Instrument panel light 2. Frequency meter 3. Voltmeter 4. AC ammeter 5. Meter selector rotary switch 6. Instruction plate 7. Line selector toggle switch 8. Protective system fuse (2-A) 9. Load contactor circuit fuse (2-A) 10. Overvoltage indicating light

11. Undervoltage indicating light 12. Overfrequency indicating light 13. Underfrequency indicating light 14. Overload indicating light 15. Hole plug 16. Light test switch 17. Reset switch 18. Regulated/diagnostic switch 19. Aircraft/test-bank switch

Front Panel of Generator Control Box Figure 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 devices designed to protect the aircraft electrical system against damage which could result from overvoltage, undervoltage, overfrequency, or underfrequency. Also contained therein are devices for 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 generator output leads between the generator and load contactor. These solid-state modules sense any abnormal condition of voltage or frequency and signal the solid-state circuitry of the memory and time delay module (7) to open the load contactor and disconnect output to the aircraft. A solid-state overload signaling device (5) is also connected to the protective monitor module 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 laboratory conditions. 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. It is 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 a corresponding sensing circuit in the sensing modules (4, 5, and 6). All memory circuits are connected to the module relay coil, and any one of the circuits can energize the coil to open the relay contacts. Thus, when a sensing device energizes any one of the module circuits, the module relay is also energized to break the load contactor holding circuit and allow the load contactor to open. The module relay will remain energized (OPEN) and the light will remain ON until the reset switch (17, Fig. 6) is pushed to break the module 12-V DC cirucit, and allow the 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 undervoltage circuit to prevent nuisance opening of the contactor under conditions of momentary undervoltage in the generator output. An undervoltage condition which continues uninterrupted for a period of 4 to 12 seconds (adjustable) will cause the time delay circuit to open the load contactor. Each of the five circuits is connected to a corresponding indicating light (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 exciter field 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 the event the cable plug connector becomes accidentally disconnected from the aircraft during power delivery, or if an attempt is made to deliver power when the output cable is not connected to the aircraft. Twenty-eight-volt, direct current for operation of the relay is supplied from 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 terminals 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) when supplying 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 protect the relay in the event that phase C contacts in the load contactor should fail to close when the generator ON switch is operated. (g) Fuse-interlock relay The function of the fuse-interlock relay (8) is to interrupt the load contactor holding coil circuit and 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 excitationdeenergization relay and disconnect the voltage regulator any time generator frequency drops to 380 Hz or below. This protects the voltage regulator PC board (13, Fig. 7) against overload which could be caused by high voltage regulator output in its attempt to maintain voltage when the generator is operating at a speed which cannot produce normal voltage output.

NOTE: If the auxiliary underfrequency relay is tripped, it will be necessary to momentarily place engine operating mode switch (5, Fig. 8) in BUILD-UP-VOLTAGE position to restore generator 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 regulator is provided in Solid State Regulator Manual OM-2020, which is a part of Chapter 6 of this manual. (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 2. Plug-interlock relay 3. Rear interior panel 4. Over-undervoltage module 5. Overload module 6. Over-underfrequency module 7. Memory and time delay module 8. Fuse-interlock relay 9. Auxiliary underfrequency relay 10. Contactor rectifier 11. Overload burden resistors, 16.6 ohm, 25 watt

12. Bottom interior panel 13. Voltage regulator PC board 14. Terminal strips 15. Blocking diode assembly 16. Ballast resistor, 20 ohm, 100 watt 17. Line drop compensator assembly 18. Resistor, 100 ohm, 25 watt 19. Line drop burden resistors, 50 ohm, 25 watt

Control Box Internal Components Figure 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 instruments, 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 pressure 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 electrical system. 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 panel mounted indicating mechanism which is connected by a capillary tube to a bulb mounted in the engine cooling system. The gage indicates engine coolant temperature in the range of 100F 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 pressure. It is graduated from 0 PSI to 75 PSI. An oil pressure switch is mounted in a tee fitting directly behind the gage. This switch connects 12-V DC power to the engine control system and 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 hourmeter measures and records engine running time and will record up to 9999.9 hours on five revolving drums. The hourmeter operates only when the engine is running and the oil pressure switch 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 provided for the generator set. A sending unit mounted in the trailer or truck mounted unit fuel tank supplies the signal to the gage. Twelve-volt DC operating power is supplied to the fuel gage from two sources. The gage functions when the engine is running, or when the instrument lights are ON. Since two power sources are connected to the fuel gage system, a blocking diode is required in each power source circuit. One diode prevents energizing the motor-generator control circuit when panel lights are ON. Another diode prevents operation of the panel lights by the engine-generator circuit when the engine is running. (See Connection Diagram in Chapter 6 for location of these diodes). To check fuel quantity when engine is stopped, use switch 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-UPVOLTAGE, and will automatically reposition to GENERATE position when released. In BUILD-UP-VOLTS position it performs a dual function. First, it supplies power to the governor control box, which allows the engine to operate at normal governed speed; second, it momentarily 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 regulateddiagnostic circuit, for excitation of the generator exciter. In GENERATE position, power is maintained to the governor control box and to the excitation relay (1, Fig. 7). When the switch is placed in IDLE position, power is disconnected so that the engine returns to idle speed and the exciter field is deenergized. (b) Contactor control switch This is another three-position, toggle switch (7, Fig. 8) identical to the engine-generator control switch. When placed in the spring loaded CLOSE position, it provides 115-V AC power directly to a rectifier which supplies DC power for closing the load contactor. When released it returns to the normal ON position and continues to provide power to the rectifier, but in this switch position, AC power must pass through the plug interlock and fuse interlock relays. In OFF position the switch opens the AC circuit to the rectifier, thereby cutting off the source of DC 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 controlled 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 to the starter solenoid which functions to engage the starter gear with the flywheel ring gear and apply power to the starter motor to crank the engine. The permissive toggle switch (15) also stops 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 protective system. The light operates only when the engine permissive start switch (15) is in the START or RUN position. Another green indicating light (9, Fig. 8) glows when the generator output load 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, illuminating light circuit, and 12-V DC system in the main generator protective system.

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1. Panel light 2. Fuel gage 3. Light switch 4. DC Ammeter 5. Engine-generator control switch 6. Hourmeter 7. Load contactor control switch 8. Coolant temperature gage

9.Load contactor indicating light 10. Engine oil pressure gage 11. Engine circuit fuse (10-A) 12. Engine ON indicating light 13. Engine starter switch 14. Terminal strip (behind panel) 15. Permissive start switch

Engine Control Panel Figure 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 circuit components provide a means of connecting and disconnecting generator output to and from the load (aircraft). (1) Load contactor The load contactor (3, Fig. 9) is a sealed unit which contains a magnetic operating coil and four sets of contacts. The three larger contacts conduct three-phase AC generator output. A smaller contact set is connected in the protective monitor circuit and supplies 12-V DC power used by sensing relays to signal the protective monitor when a fault occurs. Three-phase, 400-Hz generator output power is conducted to the load contactor by 2/0 cables which pass through 3 sets of current transformers. (2) Current transformers Current transformers are located beneath the control box support panel directly below the control box. (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 ammeter dial scale is graduated and numbered so that the ammeter pointer will indicate the true load 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 magnitude and power factor of current flowing from generator to load. They feed a signal to the voltage regulator which interprets the signal and alters the exciter field current as required to maintain 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 output load current in each of the three output phases, and supply a reduced value current signal to the 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 a signal to the protective monitor module (7, Fig. 7) when an overload condition exists in any generator output phase. A pull-apart electrical connector is mounted on the overload module to provide quick-disconnect facilities for all wiring to the module. The overload module is equipped with a hermetically sealed, reed-type relay. Relay contacts are normally open. The solid-state circuitry is designed to close relay contacts when output current in ANY phase reaches 125% of normal rated 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 the load contactor holding circuit, allowing the load contactor to open.

NOTE: The overload protective system will function when any phase carries 123% to 127% of rated 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 diode-bridge rectifier receives 400-Hz AC from phase C of the generator output an converts it to a pulsating, direct current for energization of the load contactor coil only. This DC coil-holding circuit is controlled indirectly be controlling the 400-Hz AC to the rectifier. The ground circuit for the rectifiers AC supply must pass through the relay contacts in the protective monitor module to ground cable N. Therefore, any time a protective device functions to open the protective monitor relay, the rectifiers AC circuit is opened. No DC is then available for the load contactor coil, hence, the load contactor opens.

1. Contactor panel 2. Neutral terminal

3. Load contactor 4. E-F terminal

Load Contactor Panel Figure 9

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1.Bottom of control box 2.Ammeter current transformers

3.Line drop current transformers 4.Overload current transformers

Current Transformers Figure 10

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SECTION 2. PREPARATION FOR USE, STORAGE, OR SHIPPING 1. Preparation for Use

A. 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 papers, etc. (4) Check fuel, coolant, and oil hoses and connections for visible leaks. Visually inspect the compartment floor and ground surface under the unit for signs of leakage. If leaks are found, correct by tightening 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 fuel gage when engine is stopped. (b) Engine coolant The radiator cap is accessible by opening the hinged access cover on the front canopy housing. Coolant level should be approximately one inch below the filler neck. Allow a capacity for coolant expansion. CAUTION: BE SURE THE COOLING SYSTEM ANTIFREEZE SOLUTION IS ADEQUATE TO PROTECT 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 Manual for 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, or other 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 cables 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 F terminals).
Large cables (A, B, C, N) should be equipped with terminals having at least a 3/8-inch diameter mounting 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 terminal lugs 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 cables neutral terminal lug securely to the neutral (ground) stud on the side of the load contactor mounting bracket. (7) Tighten terminal nuts securely and replace the terminal cover on the load contactor. Connect small plug 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 Storage

When a generator set is to be stored or removed from operation, special precautions should be taken to protect 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 winter months. (3) Moisture absorbing chemicals are available for use where excessive dampness is a problem, however the unit must be completely packaged and sealed if moisture absorbing chemicals are to be effective. 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 changing engine oil, and all filter elements. (2) Start the engine and operate for about two minutes so that all internal engine components will be coated 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 temperatures expected during the storage period. See 2-1; Para. 7, D. Be sure the solution is thoroughly mixed. (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 resist puncture damage from air pressures. 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 the engine once each week. (a) Make certain the cooling system is adequately protected

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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 has reached 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 instructions in the John Deere Operators 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 chemicals, such as silica-gel, in the unit before packaging.

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SECTION 3. OPERATION 1. General

This 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 supplying 400-Hz power to an aircraft.

WARNING: IMPROPER OPERATION CAN KILL! EAR PROTECTION EQUIPMENT MAY BE NECESSARY WHEN WORKING IN CLOSE PROXIMITY TO THIS EQUIPMENT. READ AND FOLLOW ALL OF THE OPERATING INSTRUCTIONS BEFORE ATTEMPTING TO OPERATE THE EQUIPMENT.

2. Operating the Generator Set

A. 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 instruments are 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 Ammeter 2. Voltmeter 15. Engine-generator control switch 3. AC Ammeter 16. Hourmeter 4. Meter switch 17. Load contactor control switch 5. Line switch 18. Coolant temperature gage 6. Reset switch 19. Load contactor indicating light 7. Light test switch 20. Oil pressure gage 8. Fault indicating lights 21. Engine circuit fuse (10-A) 9. Load contactor circuit fuse 22. Engine protective circuit (2-A) indicating light 10. Protective system fuse (2-A) 23. Engine starter switch 11. Instrument panel light 24. Permissive start switch 12. Fuel gage 25. Regulated/diagnostic switch 13. Light switch 26. Aircraft/test-bank switch Operating Controls and Instruments Figure 1 (Sheet 1 of 2)

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27. Automatic voltage control potentiometer (R5) 29. Line-drop compensation on/off switch 28. Cable size compensation rheostat 30. Cable length compensation rheostat 31. Voltage regulator fuse (5A) Operating Controls and Instruments Figure 1 (Sheet 2 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 to gain 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 equipped with 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 fully and securely. D. Power Delivery (1) Place engine-generator control switch (15) in BUILD-UP-VOLTAGE position momentarily, then allow it to position itself in GEN position. The electric governor will immediately increase engine speed to 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 and voltage values are indicated by the instruments, close the load contactor by momentarily placing the load contactor control switch (17) in the top (spring loaded), CLOSE position. The green indicating light (19) should glow at once to indicate that the load contactor is closed and power is available at the aircraft. As soon as the light glows, release the switch. It will automatically return to the center ON position.

NOTE: If the indicating light (19) should go-out as soon as the switch is released, and no fault lights are ON, it indicates that 28.5-V DC holding current is not being supplied from the aircraft to the plug-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 phases early in the power delivery run. Use the meter switch (4) to select the phase and line-to-line or line-toneutral voltage. If the load is changing, it is good operating practice to observe the instruments until load conditions stabilize. (5) A condition of overvoltage, undervoltage, underfrequency, overfrequency, or overload in the output circuit will automatically open the load contactor and turn on the applicable indicating light to signal the operator which of the above faults caused the protective monitor system to operate. After the fault has been corrected, press the reset switch (6) to turn off the indicating light and reset the protective 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 immediately to indicate that the load contactor has opened and power is no longer being delivered to the aircraft.

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(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 THE OUTPUT 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.

3. Trailer Operation
A. 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. Refer also to TO-186 in Chapter 5 of this manual for additional information on the trailer.

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CHAPTER 2. SERVICE
SECTION 1. MAINTENANCE 1. General
To make certain the generator set is always ready for operation, it must be inspected and maintained regularly and systematically so that defects may be discovered and corrected before they result in serious damage or failure of the equipment.

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

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

3. Lubrication
A. General Proper lubrication is one of the most important steps in good maintenance procedures. Proper lubrication means the use of correct lubricants and adherence to a proper time schedule. Frequency of lubrication 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 assemblies which are lubricated and sealed at the factory for lifetime, maintenance-free operation. It is suggested 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 may be 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. Recommendations regarding engine lubrication have been taken from the engine manufacturers Operators Manual and incorporated here to make them more readily available to operators and maintenance personnel.

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(1) Lubrication schedule Time schedules indicated on the Lubrication Chart, Fig. 1, are approximate. They are based on average operating conditions. It may be necessary to lubricate more frequently under severe operating conditions such as: low engine temperatures, excessively heavy loads and high oil temperatures, or intermittent operation. However, time intervals should not exceed those indicated in the chart without careful evaluation. (2) Oil specification Oil recommended by the engine manufacturer is identified by a military specification number, MILL-2104B. Because of the substantial increase in additive concentration in some MIL-L-2104B oils to meet service MS requirements, recommended oil is qualified still further by the following limitations. (a) Zinc, as zinc diorganodithiophosphate, between a minimum of 0.07 and a maximum of 0.10 percent by weight. (b) Sulfated ash (ASTM D-874) of 1.00 percent maximum by weight, except lubricants that contain only barium detergent-dispersants where 1.50 percent by weight is allowed. Diesel lubricating oil specifications are discussed in the John Deere Operators Manual in Chapter 6. (3) Oil viscosity The use of an SAE-30 grade oil is recommended for year-round service. The engine is equipped with 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 facilitate engine starting. (4) Changing engine oil Change engine lubricating oil following the instructions in the John Deere Operators Manual in Chapter 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 Operators Manual in Chapter 6. E. Starter The starting motor is lubricated at assembly and should be relubricated only when the starter is removed from the engine or when disassembled. Remove pipe plugs on outside of motor and apply a few 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 lubrication fittings. Lubricate the trailer every 400 hours. Use a good quality chassis lubricant such as Sinclair Litholene Industrial No. 2, Mobil Mobilplex 47, or equivalent. Clean lube fittings before applying grease.

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ITEM
Lube Oil

MAINTENANCE REQUIRED
Check oil level daily or after every 10 hours of use. Change oil after 200 hours or one month of use. Use heavy duty oil such as SAE-30 (MIL-L-2104D). Engine lube oil capacity: 18 quarts. Change oil filter every 200 hours or 1 month of use. Drain filter daily. Change filter element every 600 hours or 4 months of use. Lubricate as needed, using heavy duty engine oil such as SAE-30 (MIL-L-2104B). Lubricate only when starter is removed from engine. Check coolant level daily. Service and maintain coolant system according to para. 6. Engine coolant capacity: 20 quarts. Check air cleaner periodically and clean or change it as necessary. (Refer to Para. 4 for servicing instructions). AC generator bearings are sealed and require no periodic lubrication. Lubricationand Maintenance Chart Figure 1

Lube Oil Filter

Fuel Oil Filter

Starter

Coolant

Air Cleaner

AC Generator

(2) Wheel bearings Lubricate and check wheel bearing adjustment every 800 hours or semi-annually. Use a good quality 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 Service

Refer to Section 1-1; Fig. 4. This air cleaner is a dry type which may be cleaned as many as six times before replacing it with a new air cleaner. A definite time schedule for cleaning or changing the air cleaner cannot be determined because of varying operating conditions. However, since this air cleaner can be removed and replaced without difficulty on this generator set (simply by loosening one metal clamp on each end of the air cleaner), it may be inspected either at prescribed service intervals or at any time deemed necessary.

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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 elements life just by looking at it, IT SHOULD LOOK DIRTY, or its not doing its job. B. Cleaning Instructions 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 THE SERVICE PROCEDURE. (1) Pressurized air cleaning After removing the air cleaner from the generator set, blow air into the outlet neck, causing dust to flow 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 off the 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 with clean 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 Fuel
A. 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 recommended for use both summer and winter. CAUTION: CONSULT THE FUEL OIL SELECTING CHART IN THE ENGINE OPERATORS MANUAL 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 filter elements.

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6. Engine Cooling System

A. 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 protected against rust by a rust inhibitor additive. During cold seasons and in cold climates, the system must, of course, be protected against freezing. At no time should the system be operated for any length of time on plain water, without a rust inhibitor or antifreeze. Draining, cleaning, and filling the cooling 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 approximately seven pounds per square inch. (2) Removal To remove, turn the cap to the left (counterclockwise) to the safety stop. When all pressure is released, 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 A VERY HOT RADIATOR, DO NOT TURN CAP PAST SAFETY STOP UNTIL ALL PRESSURE OR STEAM HAS ESCAPED. USE PROTECTIVE CLOTHING. ALLOW ENGINE TO COOL BEFORE ADDING COOLANT.
(3) Installation When installing the cap be sure it is turned clockwise as far as it will go so that the pressure retaining valve will be functional. C. Warm Weather Operation During warm weather operation, if water is used in the cooling system instead of an antifreeze solution, keep the cooling system free of rust and sludge by adding a cooling system conditioner that is compatible with aluminum. Instructions for use of the conditioner are printed on each can. CAUTION: USE ONLY A CORROSION INHIBITOR THAT IS COMPATIBLE WITH ALUMINUM. DO NOT USE INHIBITORS LABELED AS ACID NEUTRALIZER. D. Cold Weather Operation CAUTIONS: (a) DO NOT USE METHANOL OR ALCOHOL AS AN ANTIFREEZE, AND (b) DO NOT USE TWO DIFFERENT TYPES OF ANTIFREEZE. MIXED SOLUTIONS (TWO TYPES) MAKE IT IMPOSSIBLE TO DETERMINE IF THE COOLING SYSTEM HAS ADEQUATE PROTECTION AGAINST FREEZING.

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(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 freezing. NOTE: (a) When testing the solution, be sure the coolant is at operating temperature. (b) Follow manufacturers instructions on tester. (3) Preparing the coolant solution The following table (Figure 2) indicates the freezing points of solutions varying from 16% antifreeze to 65% antifreeze. Percentages are based on permanent type (Ethylene Glycol) antifreeze. Most antifreeze containers have a similar table printed on the label.

FREEZING POINT (FAHRENHEIT)

PERCENTAGE OF ANTIFREEZE IN SOLUTION

20 +10 0 -10 -20 -30 -40 -50 -60 -70

16% 25% 33-1/3% 40% 45% 50% 54% 58% 62% 65%

Antifreeze Solution Table Figure 2

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

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E. Draining the Cooling System Drain the cooling system immediately after stopping the engine, while most of the sediment is in suspension. Proceed as follows: (1) Remove radiator cap. (2) Open radiator drain valve (at bottom of radiator) and engine drain valves. See John Deere Shop Manual 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. F. Cleaning the Cooling System Drain and thoroughly flush the coolng system twice a year or more often if necessary. The appearance of rust in the radiator, or in the coolant is an indication that the inhibitor has become weakened and it is possible that some sludge has accumulated in the system. When this condition exists, proceed as follows: (1) Run the engine until it reaches normal operating temperature; then stop the engine and drain the cooling 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 accordance with 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 coolant (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. Engine overheating is often caused by bent or clogged radiator fins. When straightening bent fins, be careful 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 (when the air temperatures expected are at freezing, (+32 deg F or lower). Antifreeze may be premixed if desired. See Fig. 1 for cooling system capacity. (1) Engine must be STOPPED. Close all drain valves except top water outlet valve. Leave this valve OPEN to allow air to escape. (2) Pour coolant into radiator slowly until system is filled to level of top drain valve. Close valve and continue 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 inhibitor according to directions on container.
(3) Start the engine and allow it to idle. Add coolant if trapped air escapes from the system and the coolant level falls.

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(4) Continue to check coolant level until the engine reaches operating temperature. Add coolant, if needed, 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 serviced to the radiator filler neck.

7. Generator Maintenance
The 400-Hz generator requires no maintenance or service other than periodic cleaning. The unit is brushless, and bearings are permanently lubricated and sealed. A. Cleaning The generator may be cleaned by careful use of compressed air and/or a good, SAFE commercial cleaner. Steam cleaning of the generator is no longer recommended because the use of steam and harsh chemical compounds may result in damage to insulation and other generator components.

WARNING: ELECTRIC SHOCK AND FIRE CAN KILL OR INJURE! BE SURE THE UNIT IS COMPLETLY DRY BEFORE OPERATING. DO NOT USE A FLAMMABLE SOLVENT.
B. Adjustment The generator itself requires no adjustment. Adjustment procedures for generator controls will be covered in Section 2-3.

8. Drive Belts
A single belt from the crankshaft pulley is used to drive the alternator and water pump. For proper engine operation 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 destructive to bearings of the alternator and water pump. A loose belt will slip and cause inefficient operation 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 alternator pulley 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 settle into the grooves of the pulleys and thus show any initial stretching that is going to occur. Recheck belt tension after running the engine and adjust as necessary.

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9. Battery Maintenance
A. General Two 12-volt batteries supply power for operation of the engine electrical system, clearance and panel lights, 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 by raising the right rear canopy door of the generator set. C. Battery Care (1) Never allow a battery which has been removed from the unit to sit on concrete, ground, or metal unless 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 SPILLING ELECTROLYTE ON HANDS OR CLOTHING.
D. Liquid Level The electrolyte in each cell should be above the plates at all times to prevent battery failure. Check the level of the electrolyte every two weeks. When electrolyte level is low, add pure distilled water. Do not use hydrant water or any water which has been in contact with a metal container. Acid should never 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 distilled water to the battery in freezing temperatures only when the engine is to operate forseveral hours, to thoroughly 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 solution from entering cells. Clean battery as required, using brush and cleaning solution. Flush off the battery with clean water. Brighten terminal and post surfaces with steel wool, a wire brush, or special terminal cleaning tool. Make certain that vent holes in filler caps are not clogged.

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F.Testing the Battery Tests are made on a battery to determine the state of charge and also the condition. The results of these tests show that the battery is good, needs recharging, or must be replaced. If a battery has failed, is low in charge, or requires water frequently, the reason for the condition must be found and corrected. Visually inspect the battery before testing, to determine if it has been damaged. Moisture on 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 be used to determine the batterys ability to deliver current. A battery hydrometer test determines the charge condition of the battery. (1) Test with Battery-Starter Tester Connect battery to the tester according to instructions furnished with the instrument. Test battery according to tester instructions. If the test determines that battery has acceptable voltage, this indicates that battery has output capacity and will accept a charge, if required. (2) Test with Hydrometer (a) Remove filler caps and check the specific gravity of electrolyte in each cell. If specific gravity is 1.230 or below, add water if necessary and charge the battery until it is fully charged. A fully charged battery will give a specific gravity reading of from 1.265 to 1.285. The specific gravity of a fully 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 rise for three successive readings taken at hourly intervals. (b) If the Battery-Starter Test indicated that battery voltage was below the acceptable voltage value, test each cell with the hydrometer. If specific gravity readings between any two cells is 50 points (0.050) or more, the battery isnt satisfactory for service and should be replaced.

10. Service Helps

A. Wiring All small wire leads are routed through plastic flexible conduit which protects them and makes a neat easily removable and replaceable wiring harness arrangement. This wiring method allows the replacement 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 removing the 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.

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(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 rails and align rear frame member mounting holes.

Removable Rear Frame Cross-Member Figure 3

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SECTION 2. INSPECTION/CHECK 1. General

This section describes inspections and checks to be performed in conjunction with Inspection/Check Schedule, Figure 1.

2. Engine
A. 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 Deere Shop 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 21; Para. 7, A, B, and C.) E. Exhaust System

WARNING: EXHAUST FUMES OR FIRE CAN KILL OR INJURE! IMMEDIATELY REPAIR DEFECTIVE 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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AR ENGINE Check fuel quantity Check crankcase oil level Check coolant level Change engine oil filter element Change engine oil Inspect air cleaner X Check cooling sys. hoses, tubes, fittings, clamps Check V-belt tension Drain/refill cooling system Change fuel filter elements Lubricate Check exhaust sys. Open fuel tank drain ELECTRICAL (12-V SYSTEM) Check all lights Clean battery terminals X Check wiring Check connections

Daily or 8 Hrs X X X

Weekly or 50 Hrs

BiWeekly or 100 Hrs

Monthly or 200 Hrs

BiMonthly or 400 Hrs

Six Months or 1200 Hrs

X X

X X TWICE ANNUALLY

X SEE LUBRICATION CHART X Every 500 hours X

X X

400-HZ GENERATING AND CONTROLS SYSTEM Check output cable and connector X Check voltmeter X Check ammeter X Check frequency meter X Check all lights X Check protective relays Check safety switches Inspect all wiring and connections Clean and inspect generally

X X X X

Inspection/Check/Maintenance Schedule Figure 1

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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 discovered. Figure 2 lists ALL lamps, their location, and part numbers.

Light Identification Instrument Panel Lights Panel Engine On Indicating Light Contactor CLOSED Indicating Light Fault Indicating Lights

Location Control Box and Engine Control

Lamp Manufacturer Lamp Industry Trade No.

Lamp (Bulb) Number

63

Engine Control Panel Engine Control Panel Control Box

Lamp Industry Trade No. Lamp Industry Trade No. Lamp Industry Trade No.

1815

1815

1815

Lamp Identification Chart Figure 2

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

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4. Electrical System (115-V AC)

The 400-Hz generator and controls are designed to be as maintenance free as possible. No lubrication is necessary and no periodic maintenance adjustments are required. However, some regular checks should be 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.

ITEM PROTECTED Instrument panel lights and engine Protective relay system Voltage regulator

LOCATION Engine control panel Generator Control Panel Voltage regulator Generator

ILLUSTRATION Sect. 1-1, Fig. 8, item 11 Sect. 1-1, Fig. 6, item 8 Sect. 1-3, Fig. 1, item 31 Sect. 1-1,

SIZE AND TYPE 10A Type AGC

2A Type AGC

5A Type AGC

Load contactor

2A Type AGC

Fuse Identification Chart Figure 3 B. Indicating Lights Check lamps (bulbs) in all of the indicating lights at each start up. Fault indicating lights on the front panel 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 in the output circuit. (See 2-3; Para. 3, B.) D. Wiring and Connections

WARNING: STOP OPERATIONS AND STOP ENGINE BEFORE TOUCHING EXPOSED CONDUCTORS 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.

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5. Trailer
If 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. General

Adjustment and test procedures are most applicable to testing and adjusting the generator set after a major repair, replacement of parts, or overhaul.

2. Generator Set Test

A. Pre-operational Test Procedures (1) Connect cables from the generator output terminals to a load bank. Use cables of the same size and 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 be controlled 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 position (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 indicating lamps are good. (10) Make a general inspection of all wiring and terminals. Inspect the equipment to be certain no damage will result from starting the engine. CAUTION: ENGINE MUST NOT BE RUNNING WHEN FLASHING EXCITER FIELD IF VOLTAGE REGULATOR DAMAGE IS TO BE PREVENTED. DO NOT LEAVE REGULATED/DIAGNOSTIC SWITCH IN DIAGNOSTIC POSITION AFTER FLASHING FIELD. (11) At initial start-up after generator overhaul or repair, flash the exciter field by momentarily applying 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. B. Operational Test Procedures (1) Start the engine in accordance with instructions in 1-3; Para. 2, A thru C.

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(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 instructions in Engine Operators 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, position the knob to mid-range position. (6) Bring the engine up to governed speed and also energize the generator by holding the engine-generator control switch (15) in BUILD-UP-VOLTS position momentarily. Release switch and allow it to position in center RUN position. If the engine comes-up to governed speed and a voltage value appears on the voltmeter (2), the electric governor and excitationdeenergization relay circuits are functioning. (7) Observe frequency meter (1). If engine speed is properly adjusted, frequency will be exactly 400 Hz. 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 in Chapter 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. Maximum voltage should be at least 134 V AC, or higher.

NOTE: If voltage should decrease when the potentiometer is turned clockwise, it indicates that the voltage regulator PC board is defective. Replace the regulator PC board.
(b) Observe voltmeter and turn rheostat knob to full COUNTERCLOCKWISE position. Minimum voltage 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) should glow GREEN and an amperage value should appear on the AC ammeter (3).

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1. Frequency meter 2. Voltmeter 3. AC Ammeter 4. Meter switch 5. Line switch 6. Reset switch 7. Light test switch 8. Fault indicating lights 9. Load contactor circuit fuse (2-A) 10. Protective system fuse (2-A) 11. Instrument panel light 12. Fuel gage 13. Light switch

14. DC Ammeter 15. Engine-generator control switch 16. Hourmeter 17. Load contactor control switch 18. Coolant temperature gage 19. Load contactor indicating light 20. Oil pressure gage 21. Engine circuit fuse (10-A) 22. Engine protective circuit indicating light 23. Engine starter switch 24. Permissive start switch 25. Regulated/diagnostic switch 26. Aircraft/test-bank switch

Operating Controls and Instruments Figure 1 (Sheet 1 of 2)

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27. Automatic voltage control potentiometer (R5) 28. Cable size compensation rheostat 31. Voltage regulator fuse (5A)

29. Line-drop compensation on/off switch 30. Cable length compensation rheostat

Operating Controls and Instruments Figure 1 (Sheet 2 of 2)

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(16) Release the switch (17) and allow it to return to the center ON position. The load contactor should open immediately, and the generator on indicating light should go OFF. This is because the plug interlock relay (Ref. 1-1; 1, Fig. 8) is not receiving power from an outside source of 28 V DC. It indicates that the plug interlock contacts are OPEN as they should be when the interlock coil is not receiving 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 glow GREEN 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 and the 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 and PLUS 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 remain on when the switch is released and allowed to return to the center ON position. This indicates that 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 operation 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 is switched from no-load to full-load and vice versa. Use the contactor control switch (17) to apply and remove load several times. Frequency drop should be no more than 1 Hz. Adjust governor if necessary (See Para. 3, E, (3)). (25) Follow instructions in Para. 3, B, (2) (b) to set voltage regulator line-drop compensation potentiometers (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 (20 feet, 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. Observe and 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 of known 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 exceed 4% of full scale. (29) Check operation of meter selector switch (4). A voltage value should be shown in each switch position, except when the switch handle is on the DOWN (OFF) position.

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(30) Check operation of the line switch (5). A normal voltage of 115 V AC should be indicated when the switch is in LINE-TO-NEUTRAL position. A voltage of approximately 200 V AC should be indicated when the switch is placed in LINE-TO-LINE position. (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 device MUST trip within 5 minutes and the overload indicating light (1-1; must come ON to indicate an overload 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 PSI when the engine is hot. Check engine coolant temperature. Gage should indicate in the range of 180 degrees 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, remove protective relay circuit fuse (10, Fig. 1). The load contactor should open immediately. This indicates 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.
(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 increase voltage (turn clockwise) until the overvoltage sensing relay actuates the protective monitor to open the load contactor and turn on the overvoltage indicating light. The overvoltage sensing relay should trip when voltage reaches 130 V to 134 V. (b) Return unit to normal operating conditions by adjusting voltage regulator rheostat and pressing reset switch (6). (38) Check operation of undervoltage sensing relay, indicating light, and time delay. Before starting this check, let us understand the sequence of events which should happen when voltage is reduced to 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 time delay circuit is activated, (if the undervoltage condition continues) it should function to open the protective monitor relay which, in turn, will open the load contactor to stop power delivery. As a result of the action, the undervoltage indicating light should be turned ON. A stopwatch or sweep-second-hand watch 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 voltage 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 stopwatch or note position of sweep-secondhand each time voltage is reduced. At some voltage value between 103 V and 93 V, and 4 to 12 seconds after a new voltage setting is made, the load contactor should be opened and the undervoltage indicating light should be turned on by the step-bystep 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 to MANUAL control to obtain these low voltages.

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(c) If the load contactor is not opened at 103 V to 93 V, refer to the Trouble Shooting Chart, Section 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 adjusting 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 frequency value (Hz, cycles-per-second) from 385 Hz down to 375 Hz, the underfrequency sensing relay should function to signal the underfrequency circuit in the protective monitor module to OPEN the load contactor holding circuit, thus OPENING the load contactor. To check the underfrequency protective components, proceed as follows: (a) While the unit is operating normally under load, reduce generator output frequency by reducing engine speed. Use the governed speed setting potentiometer (Ref. Fig. 5). Turn adjusting screw COUNTERCLOCKWISE gradually to reduce engine speed until frequency meter indicates 386 Hz. Underfrequency protective relay should not function to open the load contactor at this frequency. Reduce frequency in steps of 1 Hz. (b) If the protective system functions to open the load contactor and turn on the underfrequency light after some frequency between 385 Hz and 375 Hz is reached, all components of the system are functioning properly. If the load contactor is not opened within the above frequency range, refer 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 circuit operates in exactly the same manner as the underfrequency circuit except its operating range is from 415 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 that engine speed is INCREASED to create a condition of overfrequency. (b) If the overfrequency system functions to open the load contactor and turn on the overfrequency light after some frequency between 415 Hz and 425 Hz is reached, all compo-nents of the system are functioning properly. If the load contactor is not opened within the above frequency range, 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 the load bank in the following checks. (42) With the engine running at normal governed speed, check the entire unit for vibration and for any parts which may have become loosened during the above checks. Tighten any loose attaching hardware as required.

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

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(43) Check 400-Hz generator bearings. Use a stethoscope or metal sounding rod to listen for unusual noises. If using a metal rod, place one end on the generator housing and hold the other end near the ear. 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 pounding sounds which would indicate a defective bearing. An engine noise may be telegraphed to the generator and misinterpreted as a generator noise. Send the unit to overhaul if in doubt of bearing serviceability.

3. Generator Set Adjustment

A. 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 voltage adjustments and/or line-drop compensation adjustments. Make these adjustments according to the instructions given in Solid State Regulator Manual OM-2020, which is a part of Chapter 6 of this manual. C.Basic Engine Adjustments Adjustment procedures applicable to the diesel engine are included in the John Deere Handbook which accompanies this Hobart manual. Specific information for this particular engine is listed in Figure 2. D. Engine Accessories Adjustment (1) Generator and fan belt adjustment Refer to 2-1; Para. 8 for fan belt adjustment instructions. Manufacturer Model Type Displacement Compression ratio Firing order Horsepower at 2000 RPM Governed speed Idle Speed Electrical System Oil capacity Coolant capacity (approx.) Fuel John Deere 6059TL Turbocharged, In-line, 6-cylider, 4-cycle Diesel 359 cu. in. (5.88 liters) 16.8:1 1-5-3-6-2-4 123 2000 RPM +/- 4.5% 850 +/- 25 RPM 12 volt 18 quarts (17 liters) 20 quarts (19 liters) Diesel oil conforming to ASTM Specification D.975-66T, Nos. 1-D and 2-D MIL-L-2014C or MIL-L-2014D

Lube oil

Engine Specifications Figure 2

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E. Electric Governor System Adjustment Two electric governor system main components, namely the magnetic pickup and controller, have critical adjustments which can affect engine performance and therefore generator output. The adjustment of the actuator linkage can also affect engine performance. When the complete system is to be checked and/or adjusted, a definite sequence of procedures should 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 speed control 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 determined because of slight variations in brackets, mountings, and engine performance characteristics. 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 mount ball 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 a lever has slipped, position it correctly and tighten securely. (c) Place both levers (3 and 7) in FULL IDLE position an attempt to connect ball joint (4) at the hole 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 connection can be made. (d) Manually operate actuator lever back and forth between FULL IDLE and FULL SPEED. If adjustment is unsatisfactory, try another hole in ACTUATOR lever and readjust rod length. (e) Tighten all parts securely when adjustment is completed.

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1. Actuator shaft 2. Signal input connector 3. Actuator lever 4. Ball joint, actuator

5. Nut 6. Rod 7. Ball Joint, Fuel Control Lever

Governor Actuator Linkage Figure 3 (2) Magnetic pickup adjustment (Figure 4) The strength of the magnetic pickup signal to the control box can be weakened if the tip of the pickup is too far from the flywheel ring gear. If the pickup is to be removed for any reason, or if the signal is weak (less than 2.5-V AC) as indicated by a voltage test at the pick-up with the engine running 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, replace pickup if damaged. (d) Rotate the engine as required to locate a ring gear tooth directly below the tapped, pickup mounting hole. An imaginary line should pass through the center of the mounting hole, the center of a flywheel tooth and the center of the flywheel.

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(e) Install the magnetic pickup into the tapped mounting hole and thread it in until the tip touches the in-line flywheel gear tooth. CAUTION: THE PICKUP TIP MUST BE DIRECTLY OVER A TOOTH AND NOT BETWEEN TEETH WHEN ADJUSTMENT IS MADE. (f) Back the pickup outward (counterclockwise) 1/2 turn. Hold the pickup securely in this position and tighten nut (3). This adjustment will result in a clearance of approximately 0.028 inch between the pickup tip and the flywheel teeth and give an operating AC voltage of 4 V to 8 V at controller terminals 5 and 6 when the engine is running at no load and governed speed, and approximately 2.5-V at cranking speed.

NOTE: As little a 1-V is required for operation of governor control box. Magnetic pickup voltage does not have to be 4-V to 8-V.
(g) Reconnect wiring to magnetic pick-up.

1. Magnetic pick-up 2. Nut Magnetic Pick-up Adjustment Figure 4

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(3) Adjustment and Test of Controller and Actuator (Series 7004, 7004A, and Series 7004B Generator Sets) Refer to Figure 5. The controller has three identical control potentiometers (see inset): the GAIN potentiometer, the DROOP potentiometer, and the potentiometer marked I. In addition, a SPEED control potentiometer is located just next to the GAIN potentiometer. Make controller settings as follows: (a) Preliminary Controller Settings With the engine of the generator set turned OFF, set the I adjustment at the FOURTH increment 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 in Figure 6. Start the engine and adjust the controllers SPEED potentiometer until engine is operating at rated speed (2000 RPM). Turning the adjustment CLOCKWISE increases engine RPM and turning it COUNTERCLOCKWISE decreases engine RPM. (b) Checking No-Load Operation of Controller Turn the GAIN potentiometer control slowly CLOCKWISE until the governor becomes unstable and the actuator lever oscillates. (If the actuator lever DOESNT oscillate at this setting, upset the lever manually to cause it to oscillate). Next, turn the same GAIN potentiometer control slowly COUNTERCLOCKWISE until the governor becomes stable and the oscillations cease. Turn the I potentiometer control showly CLOCKWISE until the governor agains becomes unstable 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 (or TWO 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 stable and the oscillations cease. Upset the actuator lever by hand. If the lever oscillates in 3 to 5 diminishing oscillations and stops, the setting is correct. NOTE: For more accurate and dependable settings, when making GAIN and I adjustments, ALWAYS adjust 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 required for engine speed to again stabilize. Engine speed should stabilize within 3 to 5 diminishing oscillations. If this does not happen, proceed as follows: With the generator set operating at no load, turn the GAIN setting slightly in the COUNTERCLOCKWISE direction. Apply load again to the generator set. Then remove load again and observe length of time required for engine speed to stabilize. It should now stabilize in 3 to 5 diminishing oscillations. NOTE: If engine speed STILL doesnt stabilize, recheck governor linkage. If linkage is set properly, the governor controller is probably defective.

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Electric Governor Controller and its Connections for Series 7004, 7004A, and Series 7004B Generator Sets Figure 5

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(4) Adjustment and Test of Controller and Actuator (Series 7004C Generator Sets with Speed 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 addition, a SPEED control potentiometer is located just next to the GAIN potentiometer. The new speed control board is used to adjust RPMs at the RATED speed setting. Make controller settings 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 the engine, leave at IDLE and adjust the controllers SPEED potentiometer until the engine is operating at 875 RPM or an output frequency of 175Hz. Turning the adjustment CLOCKWISE increases engine RPM and turning it COUNTERCLOCKWISE decreases engine RPM. (b) Checking No-Load Operation of Controller Turn the GAIN potentiometer control slowly CLOCKWISE until the governor becomes unstable and the actuator lever oscillates. (If the actuator lever DOES NOT oscillate at this setting, upset the lever manually to cause it to oscillate). Next, turn the same GAIN potentiometer control slowly COUNTERCLOCKWISE until the governor becomes stable and the oscillations cease. Turn the I potentiometer control slowly CLOCKWISE until the governor again becomes unstable 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 TWO 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 stable and the oscillations cease. Flip the engine MODE switch to the BUILD-UP VOLTAGE position. Let the engine stabilize, then flip the switch back to IDLE. Engine speed should stabilize within 3 to 5 diminishing oscilllations. If it doesnt, repeat the first three steps above.

NOTE: For more accurate and dependable settings, when making GAIN and I adjustments, ALWAYS adjust GAIN before adjusting I and upset the throttle lever in between adjustments. NOTE: If engine speed STILL doesnt stabilize, recheck governor linkage. If linkage is set properly, the governor controller is probably defective.

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(c) Adjusting for RATED Speed Operation The function of the new speed control board, is to govern the engine at RATED speed. To check for proper adjustment, proceed with the following steps: With the engine running and properly adjusted for IDLE speed, flip the engine MODE switch to the BUILD-UP VOLTAGE setting. The engine should be running at 2000 RPM and 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 speed control board in the CLOCKWISE direction to increase RPMs or COUTERCLOCKWISE direction to decrease RPMs. After making any adjustments, switch to IDLE speed, allow the engine to stabilize, then switch back to RATED speed. (d) Checking the Actuator The actuator does not require any adjustments. An actuator malfunction, when it occurs, will result in the actuator being totally inoperative, either due to the actuator coil being open or shorted 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 required for engine speed to again stablize. Engine speed should stabilize within 3 to 5 diminishing oscilllations. If this does not happen, proceed as follows: With the generator set operating at no load, turn the GAIN setting slightly in the COUNTERCLOCKWISE direction. Apply load again to the generator set. Then remove the load again and observe the length of time required for engine speed to stabilize. It should now stabilize in 3 to 5 diminishing oscillations.

NOTE: If engine speed STILL doesnt stabilize, recheck governor linkage. If linkage is set properly, the governor 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 controller 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-voltage condition is indicated, the magnetic pick-up is too far away from flywheel teeth, or it is defective.

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Electric Governor and its Connections (With Speed Control PC Board) Figure 6

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4. Generator and Exciter Test

The generator fields may be tested with a Kelvin bridge. This is a double-bridge type instrument required for the very low resistances encountered in this test. It is understood that 0 resistance indicates a SHORT CIRCUITED 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. Positive lead is RED. Negative lead is YELLOW-BLACK. C. Check resistances and compare to values given in Fig. 7. TEST CONNECTION GENERATOR STATOR Phase A to N Phase B to N Phase C to N 0.008 0.008 0.008 NOMINAL RESISTANCE IN OHMS

NOTE: The two leads of a phase must be connected when test is made. EXCITER A-B, B-C, A-C Field (RED to YELLOW-BLACK) Generator and Exciter Stator Test Values (70F Ambient Temperature) Figure 7 0.1 7.23

5. Diode Test
Test values for diodes are not given here because they could be misleading. Test values may vary even between diodes of the same part number, rating, and manufacturer. General instructions for testing diodes follows: A. Disconnect diode lead(s). B. Use a good quality ohmmeter. An instrument which indicates 50 ohms at the center of the scale is preferable.

NOTE: Make certain the battery is in good condition and the pointer is adjusted to zero when the test lead 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 the wire terminal end. Observe and note the indicated resistance. Now reverse lead connections on the diode. Again observe and note the ohmmeter indicated resistance. Generally speaking, if an infinite or very high resistance was indicated with the leads connected one way and a low, readable resistance was indicated with the leads connected the opposite way, the diode may be considered good.

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CHAPTER 3. TROUBLESHOOTING
SECTION 1. TROUBLE SHOOTING PROCEDURES 1. General
A. Troubleshooting is an orderly process of checking and eliminating possible causes of trouble until the exact cause of a trouble is found. As a rule, the best place to start looking for the cause of a trouble in a circuit is at the source of power. Continue testing and checking the circuit, step-by-step, in an orderly manner, until the cause of trouble is located. B. This section provides information useful in diagnosing and correcting certain troubles which cause unsatisfactory operation or failure of the equipment. C. Minor troubles may be remedied by the operator; however, major repairs must be undertaken by experienced 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-saving 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 only alternative is to start at the source of power or supply and check the affected circuit or system completely. 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 and corresponding 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 before condemning any other components.

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

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3. Equipment for Troubleshooting

A 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 may be used as a 12-V DC power source.

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

5. Parts Replacement
To 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 component in a particular assembly or module is defective, the quickest way to remedy the situation is to replace the complete assembly or the module and send the old assembly or module to stock.

Assemblies which lend themselves to this concept are:

Voltage regulator Governor actuator Overload module Over-undervoltage module Protective monitor module Over-underfrequency module Electric governor control box

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

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6. Test Values
Although test values are provided throughout the trouble shooting chart, where applicable, additional information and values are given here. Generator output at maximum voltage regulator rheostat setting Generator output at minimum voltage regulator rheostat setting 134 V or higher 108 V or lower

Depending on customer requirements, two over-undervoltage PC boards and four over-under frequency PC boards are available. Trip values, trip times and reset values for these PC boards are shown in the table below.

Trip Overload Overvoltage

PC Board 387738A 482038 482038A

Trip Value 112 KVA 130 - 134 V-AC 125.5 - 126.6 V-AC 93 - 102 V-AC 95 - 100 V-AC 415 - 425 Hz 415 - 425 Hz 425 - 430 Hz 420 - 425 Hz 375 - 385 Hz

Trip Time Within: 5 Minutes

Reset Value 125 V-AC 120 V-AC 110 V-AC 105 V-AC 410 Hz 410 Hz 415 Hz 415 Hz 385 Hz

1 - 2 seconds 4 - 12 seconds 7 - 8 seconds 5 - 6 seconds 5 - 6 seconds -

Undervoltage

482038 482038A

Overfrequency

482039 482039A 482039B 482039C

Underfrequency

482039

7. Checking Connections and Leads

ALWAYS make a check of connections and leads to a component suspected of being faulty. With the exception of a few instances, we will assume that connections and wiring have always been checked first and that power has not been lost as a result of defective wiring or connections.

8. Electric Governor Trouble Shooting

The following facts concerning the operation of the electric governor may be helpful in understanding the system 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)

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

The following engine trouble shooting procedures were taken from John Deere Diesel Handbook. Certain abnormal conditions which may interfere with satisfactory engine operation, together with methods of determining 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 compression, faulty injection in one or more cylinders, or lack of sufficient air. Refer to John Deere Handbook for trouble shooting and repair procedures.

10.Illustrations
Illustrations in Figure 1 are referred to throughout the Trouble Shooting Chart, Figure 2.

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1. Frequency meter 2. Voltmeter 3. AC Ammeter 4. Meter switch 5. Line switch 6. Reset switch 7. Light test switch 8. Fault indicating lights 9. Load contactor circuit fuse (2-A) 10. Protective system fuse (2-A) 11. Instrument panel light 12. Fuel gage 13. Light switch

14. DC Ammeter 15. Engine-generator control switch 16. Hourmeter 17. Load contactor control switch 18. Coolant temperature gage 19. Load contactor indicating light 20. Oil pressure gage 21. Engine circuit fuse (10-A) 22. Engine protective circuit indicating light 23. Engine starter switch 24. Permissive start switch 25. Regulated/diagnostic switch 26. Aircraft/test-bank switch Operating Controls and Instruments Figure 1 (Sheet 1 of 2)

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27. Automatic voltage control potentiometer (R5) 28. Cable size compensation rheostat 31. Voltage regulator fuse (5A)

29. Line-drop compensation on/off switch 30. Cable length compensation rheostat

Operating Controls and Instruments Figure 1 (Sheet 2 of 2)

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March 15/89 Revised

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

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

ENGINE CONTROLS
1. Engine will not start. Starter will NOT crank engine. A. Batteries discharged, or loose battery or ground connection A. Check voltage across batteries. Voltage should be approximately 13.5 volts DC. Check all battery terminals. Be sure 13.5 volts DC is reaching solenoid input teminal. B. Momentarily connect a large capacity jumper cable between the hot side of the starter solenoid and the starter input terminal. If the starter attempts to crank the engine, it indicates the starter solenoid is defective. Replace. If the starter did not operate, proceed to step D. C. If starter did not operate in check C above, the starter is defective. Rplace. D. If all engine starting components are good and the starter is unable to crank the engine, internal seizure is indicated. For repair procedure see John Deere workshop manual. A. Check battery. Recharge or replace. B. Check all connections and cables. Tighten or replace as required. C. Check oil. See Sect. 2-1, Para. 3, D, (3).

B. Defective starter solenoid

C. Defective starter

D. Internal seizure

2. Engine will not start. Cranking speed low.

A. Low battery output

B. Loose starting circuit connections or faulty cables. C. Improper lubricating oil viscosity

Troubleshooting Chart (Sheet 1 of 18) Figure 2

March 15/89 Revised

3-1 Page 7

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

ENGINE AND CONTROLS (CONTINUED) 3. Engine will not start. Cranking speed normal. A. No fuel A. Before attempting to find the cause of no fuel, prime the fuel filters by removing pipe plug in the cover of each. Fill each filter with fuel oil. If the engine will not start after priming, mechanical pump trouble is indicated. If the engine starts and then stops after a short time, trouble between the fuel source and the suction side of the pump is indicated. Check and/or remedy as follows. (1) Fill tank.

(1) Insufficient fuel in tank (2) Fuel shut-off valve closed (3) Loose connections damaged hoses or fuel lines between tank and fuel pump (4) Plugged or defective fuel filter

(2) Make certain valve is OPEN. (3) Tighten all fittings and connections. Replace any damaged hoses or fuel links.

(4) Do not overlook the possibility of restrict-| ed flow through the fuel filters. Also check gaskets for leaking or damaged condition. (5) Restricted fitting missing from return line.

(5) Faulty installation

Trouble Shooting Chart (Sheet 2 of 18) Figure 2

3-1 Page 8

March 15/89 Revised

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

ENGINE AND CONTROLS (CONTINUED)

3. Engine will not start. Cranking speed normal. (6) Faulty fuel pump (a) Relief valve not seating (b) Worn pump gears or damaged pump drive (7) Defect in injector racks or linkage (6) Check pump. (a) An open relief valve will cause low output pressure. (b) Check pump for normal operation. Replace if defective. (7) Refer to John Deere Handbook. Make adjustments and/or repairs according to instructions therein. A. Check causes and remedies under ENGINE, Trouble 3, above. B. Check compression in accordance with Para. 9, C and D.

4. Engine is hard to start. Cranking speed normal.

A. Low ambient temperature, or limited fuel B. Low compression which may be caused by any one of the following: (1) Sticking or burned exhaust valves

(1) Cylinder head must be removed and overhauled to correct this condition. (2) Check rings in accordance with instructions in John Deere Handbook. (3) Check gasket in accordance with instructions in John Deere Handbook. (4) Check and adjust valve clearance in accordance with instructions in John Deere Handbook.

(2) Compression rings worn or broken

(3) Cylinder head gasket leaking

(4) Improper valve clearance adjustment

Trouble Shooting Chart (Sheet 3 of 18) Figure 2

March 15/89 Revised

3-1 Page 9

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

ENGINE AND CONTROLS (CONTINUED)

5. Engine starts.Stops after a few seconds by automatic shutdown. A. The shut-down circuit may have functioned normally to stop the engine because of low lubricating oil presA. Restart the engine, hold permissive start switch in START position, and observe oil pressure gage. If oil pressure is 12 psi or more, sure. and the engine shuts down when the permissive start switch is released to the run position, put a jumper wire across oil pressure switch terminals C and NO. Restart engine. If the engine continues to run when the permissive start switch is released to the RUN position, the oil pressure switch is defective. Replace oil pressure switch B. Check wiring to high temperature switch. One Red-Yellow wire should be connected to the C terminal. With wires removed, check resistance between terminals C and N.C. A resistance reading of zero indicates a good temperature switch. A readable resistance, indicates a defective switch. Replace switch if defective. A. Replace lamp. B. Be sure light is grounded properly.

B. Defective or incorrectly wired high temperature switch (S 49, located on the engine block on the right side).

6. Engine runs at idle speed. Engine ON indicating light (22, Fig. 1) does not glow.

A. Lamp defective B. Indicating light body poorly grounded

Trouble Shooting Chart (Sheet 4 of 18) Figure 2

3-1 Page 10

March 15/89 Revised

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

ENGINE AND CONTROLS (CONTINUED)

7. Engine will not come up to governed speed in GEN mode. A. 12-V DC power not reaching governor control box due to defective operating mode switch (15, Fig. 1 B. Governor linkage binding or governor throttle sticking A. Apply 12-V DC directly to terminal 1 on governor control box. If engine comes-up to speed, check following:

B. Check governor linkage and throttle shaft for binding and sticking. Repair as required. C. The control unit may not be receiving a signal from the magnetic pickup and the fail-safe feature of the unit may be functioning to prevent any signal from reaching the actuator. To check the magnetic pickup, disconnect pickup from control unit and connect a high impedance AC voltmeter to the pickup output leads. Crank engine but dont start. Voltage reading should be a minimum of one (1) volt. If no or low voltage is indicated, check pickup adjustment [see 2-3, Para. 3, E, (2)]. If pickup is properly adjusted and voltage is still zero, replace pickup. D. Apply 12-V DC to the two actuator input leads. Actuator lever should move immediately to full speed position. If lever does not move, replace actuator.

C. Defective or misadjusted magnetic pickup (2, Fig. 4, 2-3).

D. Defective actuator

Trouble Shooting Chart (Sheet 5 of 18) Figure 2

March 15/89 Revised

3-1 Page 11

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

ENGINE AND CONTROLS (CONTINUED)

7. Engine will not come up to governed speed in GEN mode. (Continued) E. Defective control unit E. Connect a DC voltmeter to the leads from the control unit to the actuator. Start the engine and manually control speed. At speeds below governed speed the voltmeter should indicate within two (2) volts of the system voltage. If voltage is at near zero, turn speed adjusting screw several turns clockwise to be sure speed setting is not too low because of tampering. If voltage remains low or at zero, replace control unit. Refer to Barber Colman Handbook for control unit bench tests and adjustments A. Turn speed control adjusting screw fully counterclockwise. Start engine. Place control switch (15, Fig. 1) in GEN position. If engine speed is now well below governed speed, turn adjusting screw clockwise until correct speed (2000 RPM, 400Hz). If engine still goes to overspeed, proceed to Step B. B. Check governor linkage and actuator for sticking or binding in full-speed position. Repair as required. C. Replace control unit. Check unit in accordance with Barber Colman Handbook.

8. Engine goes to overspeed when control switch (15, Fig. 1) is in GEN position.

A. Governed speed control adjustment set too high (see 2-3, Fig. 5)

B. Defective linkage or actuator

C. Defective control unit

Trouble Shooting Chart (Sheet 6 of 18) Figure 2

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March 15/89 Revised

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

ENGINE AND CONTROLS (CONTINUED)

9. Engine is unsteady (surges) under load A. Fault in engine A. Before condemning the governor system for surging, make certain the fault is not in the engine. Make certain all cylinders are firing properly. B. Check and adjust as follows:

B. Governor system faulty or misadjusted (1) Loose or binding governor linkage

(1) Check linkage ball joints and all connections for looseness or binding. Be sure linkage will move from idle speed to full speed without lost motion or binding. (2) Adjust GAIN and STABILITY controls on control unit in accordance with 2-3; Para. 3 (3) Check and adjust pickup. See 2-3, Para. 3, E, (2) A. Adjust. See 2-3; Para. 3

(2) GAIN and STABILITY controls improperly adjusted

(3) Magnetic pickup signal weak 10. Engine has slow response time A. Governor control unit improperly adjusted B. Actuator linkage binding C. Engine needs tune-up

B. Inspect and repair as required. C. Tune-up as required. Refer to John Deere Handbook

Trouble Shooting Chart (Sheet 7 of 18) Figure 2

March 15/89 Revised

3-1 Page 13

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

ENGINE AND CONTROLS (CONTINUED)

11. Engine misses. Runs unevenly. A. Insufficient fuel A. Check fuel flow in accordance with John Deere Handbook. Repair or replace parts as required. Also see Engine, Trouble 3. B. Check injectors in accordance with John Deere Handbook. See causes of low compression listed under ENGINE, Trouble 4, B, above C. Check compression in accordance with John Deere Handbook. See causes of low compression listed under ENGINE, Trouble 4, B, above. A. Tune-up the engine in accordance with John Deere Handbook B. See ENGINE, Trouble 3. C. Check air cleaner for plugging and/or damage.

B. Fault injector

C. Low compression pressure

12. Engine lacks power

A. Improper engine adjustments and gear train timing B. Insufficient fuel C. Insufficient inlet air due to damaged air cleaner D. Restricted exhaust system

D. Check exhaust pipes for restrictions. Check muffler for clogged condition. Replace as required.

Trouble Shooting Chart (Sheet 8 of 18) Figure 2

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March 15/89 Revised

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

GENERATOR EXCITATION CIRCUITS

1. No (or low) generator output voltage in all phases. Generator operating A. Defective generator or excitation circuit. A. Place the REGULATED/ DIAGNOSTIC switch (25,Fig.1) in DIAGNOSTIC position. This applies 12-V DC from the at 400 Hz. battery to the exciter field, which should produce an indicated output voltage of 55 V-DC +/-5 V-DC. If the voltage produced is within this range, the generator is good, and the trouble is in the voltage regulator circuit. Proceed to step B. B. Check as follows:

B. Defect in VOLTAGE REG. excitation circuit. (1) Defective REGULATED/DIAGNOSTIC switch (25, Fig. 1)

(1) Check the switch thoroughly. A defective switch may prevent current reaching and/or leaving the voltage regulator. Replace switch if defective. (2) Check EDR contacts. A faulty EDR can prevent power from reaching the voltage regulator. Replace relay if defective (3) If output voltage was produced when the generator set was operated in DIAGNOSTIC mode, the resistor is good. If no voltage was produced in DIAGNOSTIC mode, the resistor could be defective. Connect a jumper lead across the ballast resistor. If an output voltage is now produced, replace resistor as required.

(2) Defective excitation-deenergization relay (K16) (1-1; 1, Fig. 7) (3) Defective ballast resistor, (See 1-1; 16, Fig. 7)

Trouble Shooting Chart (Sheet 9 of 18) Figure 2

March 15/89 Revised

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OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

GENERATOR EXCITATION CIRCUITS (CONTINUED)

1. No (or low) generator output voltage in all phases. Generator operating at 400 Hz. (Continued) (4) Defective connector at voltage regulator, or defective wiring from regulator to exciter field. (4) Disconnect plug from voltage regulator PC board. Using jumper leads with clip and prod terminals, connect 12-V DC to terminals 4 and 5 in loose plug. Connect NEGATIVE to terminal 5 Connect POSITIVE lead to terminal 4 (see Schematic/Connection Diagram in Chapter 6). If the generator will NOT produce at least 50 V-AC, replace or repair connector and wiring between voltage regulator and exciter field as required. (5) All components in the excitation circuit except the voltage regulator have been tested in steps (1) through (4) above. This leaves only the regulator as a cause of trouble. Replace voltage regulator PC board.

(5) Defective voltage regulator

Trouble Shooting Chart (Sheet 10 of 18) Figure 2

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March 15/89 Revised

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

LOAD CONTACTOR OPERATING CIRCUIT

1. Load contactor (K1) will not close when control switch (20, Fig. 1) is held in ON position. Generator running at normal voltage. No fault lights on. A. In addition to defective wiring and connections in the AC and DC load contactor actuating circuits, the load contactor may be prevented from closing for any one of the following reasons: (1) Blown fuse (F1) (1-1; 16, Fig. 8) (2) Defective (open) relay in protective module (1-1; 4, Fig. 8) A. After checking fuse (F1) in step (1) below, check all wiring and connections in the load contactor circuits. Then check components as follows:

(1) Remove and inspect fuse. Replace if blown. (2) Replace protective module with a module known to be operating properly. If contactor still doesnt close,proceed to step (3). (3) Set Regulated/Diagnostic switch (S1) in REGULATED position. Check AC voltage input to contactor rectifier (CR6). If voltage isnt approximately 115-V AC, contactor control switch is defective and must be replaced. (4) After making certain that contactor switch (S5) is providing 115-V AC to the rectifier (CR6), measure DC output voltage between positive (+) and negative (-) terminals of rectifier. If voltage measured isnt approximately 90-V DC, replace rectifier.

(3) Defective load contactor control switch (S5) (20, Fig. 1)

(4) Defective rectifier (CR6) (1-1; 5, Fig. 11)

Trouble Shooting Chart (Sheet 11 of 18) Figure 2

March 15/89 Revised

3-1 Page 17

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

LOAD CONTACTOR OPERATING CIRCUIT (Continued)

(5) Defective load contactor coil (K1) (1-1; 6, Fig. 11) (5) Disconnect leads at load contactor terminals X1 and X2. Check coil resistance between these terminals. Resistance should be approximately 600 ohms. If coil is defective, replace the complete load contactor. A. Proceed as follows to find the cause of this malfunction.

2. Load contactor (K1) will close when control switch (20, Fig. 1) is held in momentary ON position. Opens immediately when switch is released to center ON position.

A. 28.5-V DC is not reaching plug interlock relay (K2) from aircraft for the following reasons: (1) Generator to aircraft cable connector defective or not plugged into aircraft receptacle connector. (2) Aircraft rejecting power

(1) Inspect cable connector plug thoroughly for damaged E and F terminals. Be sure the plug is fully mated with the aircraft receptacle connector and making good contact. (2) Check aircraft on board electrical equipment and controls B. Press the lens housing of fault indicating lights. If lamps do not glow, replace fuse (F2). C. Place test-bank switch (S2) (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. Connect a jumper lead between small terminal no. 1 and no. 2 on the load contactor. If load contactor will now remain closed, replace the complete load contactor (K1).

B. Blown protective relay fuse (F2) (1-1; 8, Fig. 6) C. Defective pluginterlock relay (K2)

D. Small contacts in load contactor (K1) defective

Trouble Shooting Chart (Sheet 12 of 18) Figure 2

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March 15/89 Revised

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

GENERATOR CONTROLS AND INSTRUMENTS (CONTINUED)

2. Load contactor will close when control switch (20, Fig. 1) is held in momentary ON position. Opens immediately when switch is released to center ON position. 3. Load contactor opens during power delivery. NO fault indicating lights on. E. Defective fuseinterlock relay (K17) or resistor (R46) E. Connect a jumper across resistor R46) (Sect. 1-1; 21, Fig. 8). If the contactor will now remain closed, replace the resistor (R46). If the contactor will not remain closed, replace fuse-interlock relay (K17) (Sect. 1-1; 8, Fig. 7). A. Remove and inspect fuses (1-1; 8 and 9, Fig. 6). Replace as required.

A. Fuse (F1 or F2) blown.

B. A fault has developed in the load contactor holding circuit.

B. If the load contactor cannot be closed by operation of the control switch (S5) (20, Fig. 1), check the circuit in accordance with instructions in Trouble 1, above under LOAD CONTACTOR OPERATING CIRCUIT. If the load contactor can be closed, but opens as soon as control switch (S5) is released, check for trouble under Trouble 2, above. C. Reconnect cable.

C. Cable accidentally disconnected from aircraft.

Trouble Shooting Chart (Sheet 13 of 18) Figure 2

March 15/89 Revised

3-1 Page 19

OM-2045 TROUBLE, SYMPTOM AND CONDITION PROTECTIVE CIRCUIT

NOTE: The protective relays and protective monitor are not completely functional until the load contactor is CLOSED. Since it is not advisable to vary voltages for test purposes while delivering power to an aircraft, the generator should be connected to a load bank for trouble shooting the protective circuits. To avoid repetition, it will be assumed that the reset switch [(6), Fig. 1] has been pushed and the load contactor has been closed before commencing each test. 1. Load contactor opens during power delivery. Overvoltage indicating light ON A. The overvoltage condition may have been the result of a sudden drop in the load, or possible tampering with voltage regulator potentiometer (27, Fig. 1), and may have been a normal action. B. Defective over-undervoltage sensing module (K26) A. Press reset switch (6, Fig. 1) and resume power delivery. Observe voltmeter (2, Fig. 1) to be certain voltage is normal 115 V AC. Adjust to normal if necessary. If the load contactor is opened again and an over-voltage condition is indicated by OV indicating light, proceed to step B. B. Use voltage adjusting potentiometer (27, Fig. 1) to reduce voltage to 110 V AC. Observe voltmeter and gradually increase voltage with potentiometer. If the over-undervoltage sensing module (K26) functions to open the load contactor at any value less than 134 VAC, it is defective. Replace over-undervoltage module. A. Observe generator voltage on voltmeter and adjust to normal 115 V AC with voltage regulator potentiometer (27, Fig. 1). Resume normal operation. If the load contactor opens again and an undervoltage condition is indicated by UV indicating light, proceed to step B.

PROBABLE CAUSE

TEST, CHECK, AND/OR REMEDY

2. Load contactor opens during power delivery. Undervoltage indicating light ON.

A. An undervoltage condition caused the over-undervoltage sensing module (K26) to function normally.

Trouble Shooting Chart (Sheet 14 of 18) Figure 2

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March 15/89 Revised

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

PROTECTIVE CIRCUIT (CONTINUED)

2. Load contactor opens during power delivery. Undervoltage indicating light ON (Contd) B. Defective over-undervoltage module (K26) B. Use potentiometer (27, Fig. 1) to reduce voltage to 104 V. The undervoltage indicating light should NOT come on during a time delay of 4 to 12 seconds. If the light comes on before a delay of 4 to 12 seconds, the undervoltage relay is defective. Replace the module (K26). C. With unit running normally, use potentiometer (27, Fig. 1) to reduce voltage quickly to 90 V. If the undervoltage indicating light (DS38) is turned ON immediately, the protective monitor circuitry is defective. Replace protective monitor (K14). A. Proceed as follows:

C. Defective protective monitor module (K14)

3. Load contactor opens during power delivery. Overfrequency indicating light (DS40) ON

A. Electric governor improperly adjusted, or malfunctioning (1) Governor improperly adjusted

(1) Adjust in accordance with Sect. 2-3, Para. 3, E, (3). (2) Check and adjust or repair in accordance with ENGINE AND CONTROLS, Troubles 8 and 9. B. If overfrequency nuisance tripping continues after the governor system is proven to be good, and an overfrequency condition does not exist, replace the over-under frequency module (K27).

(2) Electric governor system malfunctioning

B. Defective over-underfrequency sensing module (K27)

Trouble Shooting Chart (Sheet 15 of 18) Figure 2

March 15/89 Revised

3-1 Page 21

OM-2045 TROUBLE, SYMPTOM AND CONDITION TEST, CHECK, AND/OR REMEDY

PROBABLE CAUSE

PROTECTIVE CIRCUIT (CONTINUED)

4. Load contactor opens during power delivery. Underfrequency light ON. A. Electric governor improperly adjusted, or malfunctioning (1) Governor improperly adjusted (2) Electric governor system malfunctioning A. Proceed as follows:

(1) Adjust in accordance with Sect. 2-3, Para. 3, E, (3). (2) Check and adjust or repair in accordance with ENGINE AND CONTROLS, Troubles 8 and 9. B. If overfrequency nuisance tripping continues after the governor system is proven to be good, and an underfrequency condition does not exist, replace over-under-frequency relay. A. Observe ammeter (3, Fig. 1). Check for abnormal overload condition and correct. If overload device functions to open the load contactor when an overload does not exist, proceed to step B. B. An open resistor will cause a higher than normal voltage. Refer to Schematic/ Connection diagram for exact location of these resistors Check resistors. Replace if defective. C. Replace overload module (K4) (Sect. 1-1; 5, Fig. 7) with an overload module known to be operating properly.

B. Defective over-underfrequency sensing module (K27)

5. Load contactor opens during power delivery. Overfrequency indicating light ON.

A. There may have been an overload condition which caused the overload device (K4) to function normally.

B. One of the resistors (R26, R27, or R28) across overload transformers is open circuited.

C. Overload device printed circuit board defective

Trouble Shooting Chart (Sheet 16 of 18) Figure 2

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March 15/89 Revised

OM-2045 TROUBLE, SYMPTOM AND CONDITION GENERATOR

1. No (or low) voltage output A. Shorted diode in exciter rectifier (CR2). A. Check diodes in accordance with Sect. 2-3, para. 6. If diodes are good, proceed to step B. B. Use ohmmeter to check for open or shorted condition. If exciter rotor windings are good, proceed to step C. C. Check field resistance. See Sect. 2-3, Fig. 6 for normal values. D. Check resistance with ohmmeter to determine if open or short circuited. A. Check stator winding resistances. See Sect. 2-3, Fig. 6 for normal values. A. Check all output connections. Look for discoloration caused by heat. Tighten or replace as required. B. Check for foreign material (rags, etc.) blocking air flow. Provide adequate ventilation. C. Check stator windings. See Sect. 2-3, Fig. 6. A. Check all output connections. Discolored connectors indicate a loose connection. Tighten or replace as required. B. Check stator windings in accordance with 2-3, Para. 5 Repair or replace as required.

PROBABLE CAUSE

TEST, CHECK, AND/OR REMEDY

B. Open or shorted exciter rotor winding (G2)

C. Open or shorted exciter field windings (L2) D. Open or shorted generator rotor windings (L1) 2. Generator operates single phase A. Open or short circuited winding in generator stator (G1) A. Loose connection causing high resistance.

3. Generator overheats

B. Improper or blocked ventilation.

C. Generator stator windings short circuited. 4. Unbalanced output A. Loose connection in output circuit.

B. Open or short circuited phase

Trouble Shooting Chart (Sheet 17 of 18) Figure 2

March 15/89 Revised

3-1 Page 23

OM-2045 TROUBLE, SYMPTOM AND CONDITION EXTERNAL LOAD

4. Unbalanced output (Continued) C. Defective connection in output circuit. C. Check plug and receptacle connectors at aircraft. Tighten, repair, or replace as required. D. Inspect. Repair or replace as required. E. Check aircraft 400-Hz components.

PROBABLE CAUSE

TEST, CHECK, AND/OR REMEDY

D. Break or cut in output cable assembly. E. Unbalanced load

Trouble Shooting Chart (Sheet 18 of 18) Figure 2

3-1 Page 24

March 15/89 Revised

OM-2045

CHAPTER 4. ILLUSTRATED PARTS LIST

SECTION 1. INTRODUCTION 1. General
The Illustrated Parts List identifies, describes, and illustrates main assemblies, subassemblies, and detail parts of four series of engine-driven generator sets manufactured by Hobart Brothers Company, Power Systems Group, Troy, Ohio, 45373. These sets are identified by Hobart Series Numbers 7004, 7004A, 7004B, and 7004C.

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

3. Arrangement
Chapter 4 is arranged as follows: Section 1 - Introduction Section 2 - Manufacturers Codes Section 3 - Parts List Section 4 - Numerical Index

4. Explanation of Parts List

A. Contents The parts list contains a breakdown of the equipment into assemblies, subassemblies, and detail parts. All parts of the equipment are listed except: (1) Standard hardware items (attaching parts) such as nuts, screws, washers, etc., which are available 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., to other parts, weldments, or assemblies.

June 15/91 Revised

4-1 Page 1

OM-2045
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 also identifies each part in the list by an item number. These item numbers also appear on the illustration. Each item number on an illustration is connected to the part to which it pertains by a leader line. Thus the figure and item numbering system ties the parts lists to the illustrations and vice versa. The figure and index numbers are also used in the numerical index to assist the user in finding 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 is a purchased item, the vendors identifying five-digit code and his part number will appear in the NOMENCLATURE column. Vendor parts which are modified by Hobart will be identified as such in the NOMENCLATURE column. In case Hobart does not have an identifying part number for a purchased part, the HOBART PART NUMBER column will reflect No Number and the vendors number will be shown in the NOMENCLATURE column. Parts manufactured by Hobart reflect no vendor 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 item relationship. Thus, components of an assembly are listed directly below the assembly and indented 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 spares to 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 parts which 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 7004 only. Parts coded B are usable on Specification 7004A only. Parts coded C are usable on Specification 7004B only. Parts coded D are usable on Specification 7004C only. (6) UNITS PER ASSEMBLY Column This column indicates the quantity of parts required for an assembly or subassembly in which the part appears. This column does not necessarily reflect the total used in the complete end item.

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OM-2045

SECTION 2. MANUFACTURERS CODES 1. Explanation of Manufacturers (Vendor) Code List

The following list is a compilation of vendor codes with names and addresses for suppliers of purchased parts listed in this publication. The codes are in accordance with the Federal Supply Codes for Manufacturers Cataloging Handbook H4-1, and are arranged in numerical order. Vendor codes are inserted in the nomenclature column of the parts list directly following the item name and description. In case a manufacturer does not have a vendor code, the full name of the manufacturer will be listed in the nomenclature column.

CODE
00779 01428

VENDORS NAME AND ADDRESS

AMP Inc. P.O. Box 3608 Harrisburg, Pennsylvania 17105 Superior Ball Joint Corporation 1202 South Quality Drive P.O. Box 227 New Haven, IN 46774 Anchor Rubber Company 840 South Patterson Boulevard P.O. Box 832, Dayton, OH 45401 Amphenol Division Bunker-Ramo Electra Corp. 2801 S. 25th Avenue Broadview, IL 60153 Barber-Colman Co. 1354 Clifford Ave. Loves Park, IL 61132 StratoFlex, Inc. 2nd and Piper Sts., Baer Field Box 9190, Waynedale Station Ft. Wayne, IN 46809 Motorola Inc. Semiconductor Products Div. Phoenix, Arizona 85008 Westinghouse Electric Corp. Semi Conductor Div., Hill Street Youngwood, Pennsylvania 15697 Lamp Industries For Use With Industry Designations & Abbreviations for Lamps Eaton Corporation Cutler-Hammer Div. 4201 N. 27th St., Milwaukee, Wisconsin 53216 Lord Mfg. Co. Inc. Sterling Road South Lancaster, Massachusetts 01561 General Motors, Corp. Delco-Remy Division 2401 Columbus Ave. P.O. Box 2439 Anderson, IN 46018 Donaldson Co. Inc. 400 W. 94th St. P.O. Box 1299 Minneapolis, MN 55440 Eberhard Manufacturing Company 21944 Drake Road Strongsville, OH 44136

02231 02660

03613 03924

04713 05277

08108 15605 16238 16764

18265 19220

March 15/89 Revised

4-2 Page 1

OM-2045 CODE
20038 20598 21335

VENDORS NAME AND ADDRESS

ESB Inc. 5 Penn Center Plaza P.O. Box 8109 Philadelphia, Pennsylvania 19101 Tech. Products 105 Willow Ave. Staten Island, N.Y. 10305 Fafnir Bearing Company Division of Textron 37 Booth Street New Britain, Connecticut 06050 Farr Company, Airport Station P.O. Box 92187 Los Angeles, California 90009 Prototype Development, Inc. 7750 Hub Parkway Cleveland, OH 44125 Southco Inc. 210 N. Brinton Lake Road Concordville, PA 19331 ITT - Grinnell Corp. 260 W. Exchange St. Providence, RI 02901 Eaton Corporation Power Control Operations 4265 N. 30th St., Milwaukee, WI 53216 Heyman Mfg. Co. 147 Michigan Ave. P.O. Box 160 Kenilworth, NJ 07033 Imperial Clevite Inc. Fluid Components Division 6300 W. Howard Street, Chicago, IL 60648 Parker Metal Corp. 85 Prescott Street Worchester, MA. 01605 J-B-T Instruments, Incorporated 394 East Street P.O. Box 1818 New Haven, Connecticut 06508 Tridon Limited P.O. Box 1600 Nashville, TN 37202 Modine Manufacturing Company 1500 Dekoven Avenue Racine, Wisconsin 53401 Ohmite Manufacturing Company 3601 West Howard Street Skokie, Illinois 60076 Protectoseal Co. 225 W. Foster Ave. Bensenville, IL 60106 Magnetic Components Inc. 9520 Ainslie St. Schiller Park, Illinois 60176 H.B. Electrical Mfg. Co. Inc. 1125 National Pky. Mansfield, OH 44906 Kysor of Caddilac 1100 Wright St. Cadillac, MI 49601 ST - SEMICON, INC. 415 N. College Ave. Bloomington, IN 47401 Allis Chalmers Corp. Stevens & Adamson Mfg. Subsidiary 275 Ridgeway Avenue, P.O. Box 1367 Aurora, IL 60507 Stewart-Warner Corporation 1826 Diversey Parkway Chicago, IL 60614

21585 22938 24248 26403 27192 28520 30327 31337 31356

35708 41197 44655 49234 50508 50603 51377 51589 57448

57733

4-2 Page 2

March 15/89 Revised

OM-2045 CODE
60741 61112 62295

VENDORS NAME AND ADDRESS

Triplett Electrical Instrument Company 286 Harmon Road Bluffton, Ohio 45817 Cleanweld Products Co., Turner Div. 821 Park Avenue Sycamore, IL 60178 Butech Pressure Systems Division of Ber-Lo Mfg. Co., Inc. 4928 Pittsburgh Ave. Erie, PA 16509 General Motors Corp. AC Spark Plug Division 1300 N. Dort Highway Flint, MI 48556 Atlantic India Rubber Works Inc. 571 W. Polk Street Chicago, IL 60607 Bussman Mfg. Division of McGraw Edison Company 114 Old State Rd. P.O. Box 14460 St. Louis, Missouri 63178 General Instrument Corp. Miniature Lamp Div., Worldwide 443 N. Ravenswood Ave. Chicago, IL 60640 General Motors Corp. Detroit Diesel Allison Div. 13400 W. Outer Dr. Detroit, MI 48228 Carlingswitch, Inc. 505 New Park Ave. West Hartford, Connecticut 06110 Stewart Warner Corp, Hobbs Div. Ash Street & Yale Boulevard Springfield, Illinois 62705 K-D Lamp Company 1910 Elm St. Cincinnati, OH 45210 Knape & Vogt Manufacturing Company 2700 Oak Industrial Drive Grand Rapids, Michigan 49505 Potter and Brumfield Division AMF Inc. 200 Richland Creek Drive Princeton, Indiana 47670 Stant Manufacturing Company Inc. 1620 Columbia Avenue. Connersville, Indiana 47331 Synchro - Start Products, Inc. Sub. of Knowles Electronics, Inc. 8109 N. Lawndale Ave. P.O. Box 147 Skokie, IL 60076 Dana Corp., The Weatherhead Division 767 Beta Drive Cleveland, OH 44143 Sprague Products 87 Marshall Street North Adams, MA. 01247 ITT - Holub Industries 413 Elm Street Sycamore, Illinois 60178 Flexaust Co. Div. of Callahan Mining Co. 11 Chestnut St. Amesbury, MA 01913

70040

70485 71400

71744

72582

73559 74400

75175 75358

77342

78225

78388

79470 80183 81074 81518

March 15/89 Revised

4-2 Page 3

OM-2045 CODE
81860

VENDORS NAME AND ADDRESS

Barry Controls Division of Barry Wright Corp. 700 Pleasant Street Watertown, Massachusetts 02172 Electro - Switch Corp. 180 King Ave. Weymouth, MA 02188 Huntington Rubber Company Los Angeles, CA Emico Inc. (Electro Mechanical Instrument Company, Inc.) 123 N. Main St., P.O. Box 368 Dublin, Pennsylvania 18917 AMP Inc. Capitron Div. 1595 South Mt. Joy Street Elizabethtown, Pennsylvania 17022 Uniroyal Inc. Plastic Products Division 312 N. Hill St. Mishawaka, Indiana 46544 Emhart Ind. Inc. Mallory Capacitor Co. 4760 Kentucky Ave. P.O. Box 372 Indianapolis, Indiana 46206 TRW Inc. United-Carr Div. 10544 West Lunt Ave. Rosemont, Illinois 60018 Dale Electronics Incorporated P.O. Box 609 Columbus, Nebraska 68601 Micro Switch Division Honeywell Inc. 11 W. Spring Street Freeport, Illinois 61032 McGill Manufacturing Company, Inc. Bearing Division 909 N. Lafayette Valparaiso, Indiana 46383 Southco Inc. 210 N. Brinton Lake Road Concordville, PA 19331 Alemite Instrument Division of Stewart-Warner Corporation 1826 Diversey Parkway Chicago, IL 60614 Stewart-Warner Electronics Div. of Stewart-Warner Corp. 1300 N. Kostner Chicago, IL 60651 Worchester Controls Corp. Worchester Valve Division 125 Hartwell Street West Boyleston, Massachusetts 01583

82121 82372 85925

89110 89616 90201

90763 91637 91929 92563

94222 95879

98738

98991

No Number Modine Manufacturing Co. 1500 Dekoven Avenue Racine, WI 53401

4-2 Page 4

March 15/89 Revised

OM-2045

SECTION 3. PARTS LIST 1. Explanation of Parts List Arrangement

The parts list is arranged so that the illustration will appear on a lefthand page and the applicable parts list will appear on the opposite righthand page. Unless the list is unusually long, the user will be able to look at the illustration and read the parts list without turning a page.

2.Symbols and Abbreviations

The following is a list of symbols and abbreviations used in the parts list. * - item not illustrated A, or AMP - ampere AC - alternating current AR - as required DC - direct current Fig. - Figure hd. - head hex - hexagon Hz - Hertz (cycles-per-second) I.D. - inside diameter IN - inch kVA - kilovolt-ampere uF - microfarad No. - number NHA - next higher assembly OM - Owners Manual PRV - peak reverse voltage PSI - pounds per square inch Ref - reference (the item has been listed previously) T-R - transformer-rectifier V - 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 its assembled state, or it is similar (right-hand, left-hand, top, etc.) to an item which is illustrated.

July 10/89 Revised

4-3 Page 1

OM-2045

Generator Set Figure 1

4-3 Page 2

June 15/91 Revised

OM-2045
NOMENCLATURE FIGURE ITEM NO. 1HOBART PART NO. 7004-1 7004A-1 7004B-1 7004C-1 1 2 3 *4 No Number No Number No Number 280718 281056 1234567 GENERATOR SET FOR TRAILER OR TRUCK MOUNTING GENERATOR SET FOR TRAILER OR TRUCK MOUNTING GENERATOR SET FOR TRAILER OR TRUCK MOUNTING GENERATOR SET FOR TRAILER OR TRUCK MOUNTING . CANOPY ASSEMBLY (For Details See Fig. 2) . GENERATOR SET WITHOUT CANOPY (For Details See Fig. 3) . FRAME GROUP (For Details See Fig. 3) . TRAILER, FENDERS, FUEL TANK (OPTION) . TRAILER, FENDERS, FUEL TANK (OPTION) EFF A B C D UNITS PER ASSY REF REF REF REF 1 1 1 1 1

A,B C,D

* NOT ILLUSTRATED

June 15/91 Revised

4-3 Page 3

OM-2045

Canopy Assembly Figure 2

4-3 Page 4

June 15/91 Revised

OM-2045
NOMENCLATURE FIGURE ITEM NO. 21 2 3 4 5 6 7 *8 *9 *10 *11 *12 *13 *15 *16 *17 *18 *19 *20 *21 *22 *23 *24 *25 *26 HOBART PART NO. NO NUMBER 280583 281074 280635 281115 280559 281114 280636 281103 280591 280575 281071 280579 281096 280606 181125 403153-1 402987 78A-1000 79A-1110 430077-2 280646 281102 280739 280914 281109 482401 281093 489030 281574 281075 281069 281572 281121A 281887 487813 1234567 CANOPY ASSEMBLY (For NHA See Fig. 1) . PANEL, FRONT . PANEL, FRONT . PANEL, REAR . PANEL, REAR . SUPPORT, CNTR., CANOPY . SUPPORT, CNTR., CANOPY . TOP, CANOPY . TOP, CANOPY . PANEL, LOUVERED, ASSY. . DOOR, CANOPY, ASSY. . DOOR, CANOPY, ASSY. . DOOR, CANOPY, L.R. . DOOR, CANOPY,L.R. . CLAMP, CABLE, OUTPUT . LATCH, DOOR . BUMPER, RUBBER . LABEL, HOBART . LABEL, ID . LABEL, OPTION . LABEL, HANDLING . BAFFLE, HEAT . BAFFLE, HEAT . SHROUD, AIR, GENERATOR . SHROUD, AIR, GENERATOR . DOOR, CANOPY, R.R. . COVER, GENERATOR CONTROL . COVER, GENERATOR CONTROL . COVER, ENGINE CONTROL . COVER, ENGINE CONTROL . PANEL, SIDE, RIGHT, FRONT . PANEL, SIDE, LEFT, FRONT . PANEL, SIDE, LEFT, REAR . PANEL, SIDE, RIGHT, REAR . . COVER, PLATE, SIDE PANEL . . DOOR, ACCESS, ASSY. A,B C,D A,B C,D C,D A,B C,D A,B C,D C,D C,D C,D C,D C,D C,D A,B C,D A,B C,D A,B C,D A,B C,D A,B C,D A,B C,D EFF UNITS PER ASSY REF 1 1 1 1 1 1 1 1 1 3 2 1 1 1 7 1 3 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1

* NOT ILLUSTRATED

August 26/91 Revised

4-3 Page 5

OM-2045

Generator Set Without Canopy Figure 3

4-3 Page 6

June 15/91 Revised

OM-2045
NOMENCLATURE FIGURE ITEM NO. 31 *1A 2 * 3 4 HOBART PART NO. No Number No Number 480603-1 402086-2 281871-1 280543-1 280609 281098 282949 *5 *6 7 8 9 180927 402789-3 280544 280699 408589 1234567 GENERATOR SET WITHOUT CANOPY (For NHA See Fig. 1) GENERATOR GROUP (For Details See Fig. 13) . MOUNT, SHOCK . BATTERY,12 VOLTS (For Details See Fig. 9) . BATTERY, 12-VOLTS (For Details See Fig. 9) . BOX ASSEMBLY, CONTROL, GENERATOR EFF UNITS PER ASSY REF 1 6 2 1 1 A,B C 1 1 1 1 8 1 1

(For Details See Fig. 10) . KIT, ELECTRICAL GOVERNOR, ASSY, (For Details See Fig. 6) . KIT, ELECTRICAL GOVERNOR, ASSY. (For Details See Fig. 6)

. KIT, ELECTRICAL GOVERNOR, ASSY. (For Details See Fig. 6A) D . RING, SPCR., COUPLING . SCREW, SPCR., RING . KIT, AIR CLEANER, ASSY. (For Details See Fig. 5) . FRAME, MOUNTING . ENGINE ASSEMBLY, JOHN DEERE DIESEL, V72582, No. 6359TL (For Components of this assembly see Print 408589 in Chapter 6) . RADIATOR AND COOLING SYSTEM GROUP

1 1 1 1 1 1 1 1 1 A,B C,D 1 1 1 2 1 1 1 1 2 2 1

10 10A 11 12 13 14 *15 16 17 *18 *19 *20 *21 22 23 24

No Number 408786 280519 280518 100GHP-1157 180404 180405 DDW-495-1 280517 488908 281077 404151 404154-15 100GHP-1158 280542-1 280563 281118 280561 281116 281117

(For Details See Fig. 4) . FAN, COOLING . MUFFLER, ASSEMBLY . PIPE, EXHAUST, ASSY . FLANGE, CONNECTOR, MANIFOLD, ASSY.
. SUPPORT, MUFFLER, LH . SUPPORT, MUFFLER, RH . CAP, RAIN . PIPE, ELBOW 1 . FAN & FLEX. COUPLING ASSY. . FAN & FLEX. COUPLING ASSY. . CLAMP, EXHAUST . CLAMP, FULL CIRCLE . GASKET, EXHAUST . PANEL ASSEMBLY, CONTROL, ENGINE

(For Details See Fig. 11) . PANEL,SUPPORT, CONTROL BOX . PANEL, SUPPORT, CONTROL BOX . LEG, SUPPORT, CONTROL BOX . LEG, SUPPORT, CONTROL BOX
. LEG, SUPPORT, CONTROL BOX * NOT ILLUSTRATED

A,B C,D A,B C,D C,D

June 15/91 Revised

4-3 Page 7

OM-2045

This page intentionally left blank.

4-3 Page 8

June 20/89 Revised

OM-2045
NOMENCLATURE FIGURE ITEM NO. 3*25 HF-2752 HOBART PART NO. 1234567 (CONTINUED) . MOUNT, RUBBER, (4 For mounting control box to control box support panel, and 4 for mounting muffler assembly) V16238, No. 4624-105 . MOUNT, ENGINE, LEFT . MOUNT, ENGINE, RIGHT . LINES, FUEL, ASSEMBLY (For Details See Fig. 7) . LINE, OIL, ASSEMBLY (For Details See Fig. 8) . CLAMP, HOSE 1 . MOUNT, SHOCK . PANEL, CONTACTOR, ASSY. (For Details See Fig. 12) . WASHER, MOUNTING ENGINE . KEY, FLEX., COUPLING . WASHER, MTG., GENERATOR . SCREW, MTG., FLEX., COUPLING . ADAPTER, FOOT, GENERATOR . LEG, SUPPORT, CONTROL BOX . SHROUD, AIR, ASSY. EFF UNITS PER ASSY

*26 *27 *28 *29 *30 *31 32 *33 *34 *35 *36 *37 38 39

280015 280018 281176 180434 W-11330 408603-1 280722B 480628 85B-1039 480628 W-11102-19 480669 280726 280739

8 1 1 1 1 2 1 2 1 6 3 2 1 1

* NOT ILLUSTRATED

Revised March 31/93

4-3 Page 9

OM-2045

Radiator and Cooling System Group Figure 4

4-3 Page 10

June 20/89 Revised

OM-2045
NOMENCLATURE FIGURE ITEM NO. 41 2 3 4 5 6 7 8 9 10 11 * 12 * 13 * 14 * 15 * 16 * 17 HOBART PART NO. No Number 180954 280054 181269 180928 405743 181042 W-10869-7 181040 181041 180981 280637 404154-11 351541 403782-2 W-7814-4 280742 386751 1234567 RADIATOR AND COOLING SYSTEM GROUP (For NHA See Fig. 3) . RADIATOR . SUPPORT, RADIATOR . HOSE, RADIATOR, INLET . SHROUD, FAN . CAP, RADIATOR, V78225, No. AAX-4018 . PIPE, HOSE COUPLING . CLAMP, HOSE, RADIATOR, V35708, NO. HS-12 . HOSE, ENGINE INLET . HOSE RADIATOR OUTLET . GUARD, FAN, LEFT . GUARD, FAN, RIGHT . CLAMP, HOSE, RADIATOR, V31337, NO.2020 . LABEL, CAUTION, FAN . SWITCH, SHUTDOWN, TEMPERATURE, V51377, NO. 1002-04880-34 . BUSHING, PIPE, STEEL . SUPPORT, RADIATOR HOSE . CLAMP, HOSE, OVERFLOW EFF UNITS PER ASSY REF 1 2 1 1 1 1 6 1 1 1 1 1 2 1 1 1 2

* NOT ILLUSTRATED

June 15/91 Revised

4-3 Page 11

OM-2045

Air Cleaner Assembly Figure 5

4-3 Page 12

June 15/91 Revised

OM-2045
NOMENCLATURE FIGURE ITEM NO. 51 2 3 4 5 6 7 8 9 HOBART PART NO. 280544 181128 403483 280538 85A-1045 W-10869-6 280541 77A-1166 280535 181129 1234567 KIT, AIR CLEANER, ASSY (For NHA See Fig. 3) . CLEANER, AIR . CLAMP, HOSE . PIPE, ELBOW, AIR CLEANER, ASSY. . REDUCER, RUBBER . CLAMP, HOSE . PIPE, AIR CLEANER . ELBOW, RUBBER, 90 , 3" ID . BRACKET, MOUNTING, AIR CLEANER . CLAMP, AIR CLEANER EFF UNITS PER ASSY REF 1 2 1 1 3 1 1 1 1

June 15/91 Revised

4-3 Page 13

OM-2045

Electric Governor Kit Figure 6

4-3 Page 14

June 15/91 Revised

OM-2045
NOMENCLATURE FIGURE ITEM NO. 6HOBART PART NO. 280609 281098 282949 1 2 2A 3 4 5 6 7 8 *9 *10 *11 *12 *13 *14 *15 281774-2 280448 181020 280447 84A-1091 402908 W-9476-41 W-11280-3 181891-1 84A-1075 482989 280460 180889 281751-1 482496-2 400829-5 1234567 KIT, ELECTRIC GOVERNOR, ASSY (For NHA See Fig. 3) KIT, ELECTRIC GOVERNOR, ASSY (For NHA See Fig. 3) KIT, ELECTRIC GOVERNOR, ASSY (For NHA See Fig. 3) . SENSOR, MAGNETIC GOVERNOR V03613, No. DYNT-17200 . CONTROLLER, GOVERNOR, ELECTRIC V03613, No. DYN1-10656-000-12 . CONTROLLER, GOVERNOR, ELECTRIC V03613, No. DYN1-10654-000-0-12 . GOVERNOR, ACTUATOR, ELECTRIC V03613, No. DYNC-11021-300-12 . ARM, THROTTLE, GOVERNOR . JOINT, BALL, GOVERNOR LINKAGE . ROD, THREADED, 1/4-28 X 4 . NUT, HEX, 1/4-28 . BOARD, PC, SPEED CONTROL . MOUNT, SHOCK, RUBBER, V20598, No. 51083, 50-DURO . STRAP, WIRE, GROUND . BRACKET, GOVENOR MTG . BRACKET, MTG CONTROLLER . ADAPTER . CLAMP . TERMINAL, SPADE EFF A,B C D UNITS PER ASSY REF REF REF 1 A-C D 1 1 1 1 2 1 5 1 4 2 1 2 1 2 3

A-C

* NOT ILLUSTRATED

March 26/93 Revised

4-3 Page 15

OM-2045

Fuel Lines Assembly Figure 7

4-3 Page 16

June 15/91 Revised

OM-2045
NOMENCLATURE FIGURE ITEM NO. 71 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 HOBART PART NO. 281176 400818-1 400819-2 W-7814-2 W-10759-1 403592 400333-2 W-10893-0 56535 W-10891-6 78B-1019-3 56534 W-10893-2 W-10886-8 W-7814-3 84A-1007-1 W-10869-14 56587 W-10051-6 1234567 LINES, FUEL, ASSEMBLY (For NHA See Fig. 3) . NIPPLE, HEX, 1/2 X 3/8 . VALVE, BALL 3/8 . BUSHING, PIPE,1/4 x 3/8 . NIPPLE PIPE, 1/4 . VALVE, CHECK, 1/4 X 5/8 . ELBOW, MALE/FEMALE, 3/8 X 5/8 . FITTING, HOSE, SWIVEL, FEMALE 3/8 X 5/8 . HOSE, LOW PRESSURE, 3/8 ID . ELBOW, MALE, 1/8 X 5/8 . TUBE, RIGID, HOSE, 1/4 . HOSE, LOW PRESSURE, 1/4 . FITTING, HOSE, SWIVEL, FEMALE, 1/4 X 7/16 . CONNECTOR, MALE, 1/4 X 7/16 . BUSHING, PIPE, 1/4 X 1/2 . FITTING, HOSE, MALE, 1/8 X 1/8 . CLAMP, HOSE . HOSE, RUBBER, 3/16 . CLAMP, HOSE EFF UNITS PER ASSY REF 1 1 1 1 1 1 2 24" 1 1 31" 1 1 1 1 1 40" 2

Revised March 31/93

4-3 Page 17

OM-2045

Oil Line Assembly Figure 8

4-3 Page 18

June 20/89 Revised

OM-2045
NOMENCLATURE FIGURE ITEM NO. 81 2 3 4 5 *6 HOBART PART NO. 180434 403809-1 W-10910-0 W-10886-1 403590-1 56548 W-10750-2 1234567 LINE, OIL, ASSEMBLY (For NHA See Fig. 3) . SWITCH, LOW OIL PRESSURE V51377, No. C-25900-10 . TEE, STREET, BRASS V79470, No.3700 X 6 . CONNECTOR, MALE, WEATHERHEAD V79470, No. 48 X 4 . SWIVEL, FEMALE, 7/16-20 SAE THDS V03924 No. 7115-4S . HOSE, #4, 3/16 ID . PIPE EFF UNITS PER ASSY REF 1 1 1 2 51" 1

*NOT ILLUSTRATED

July 10/89 Revised

4-3 Page 19

OM-2045

Battery Installation For units having TWO batteries

Battery Installation For units having ONE battery

BATTERY INSTALLATION Figure 9

4-3 Page 20

June 20/89 Revised

OM-2045
NOMENCLATURE FIGURE ITEM NO. 91 2 * 2A 3 4 5 6 *7 *8 HOBART PART NO. No Number 402086-2 280952 A-25 280951 388827-14 280618-1 50CW-2048 482496-1 W-9407-138 1234567 BATTERY INSTALLATION (For NHA See Fig. 3) (For units having TWO batteries) . BATTERY, 12-VOLTS . TRAY, BATTERY . SPACER, BATTERY TRAY . CLAMP, HOLDDOWN, BATTERY . CABLE, POSITIVE . CABLE, NEGATIVE . ROD, BATTERY, SUPPORT, ASSEMBLY . CLAMP, HARNESS, WIRE . CABLE, ENGINE TO GROUND EFF UNITS PER ASSY REF 2 2 8 2 1 1 3 1 1

* Not Illustrated

NOMENCLATURE FIGURE ITEM NO. 91 2 * 2A 3 4 5 *6 *7 *8 HOBART PART NO. No Number 281871-1 181825 A-25 181831 388827-14 388828-9 50CW-2048 482496-1 W-9407-138 1234567 BATTERY INSTALLATION For NHA See Fig. 3) (For units having ONE battery) . BATTERY, 12-VOLTS . TRAY, BATTERY . SPACER, BATTERY TRAY . FRAME, HOLDDOWN, BATTERY . CABLE, POSITIVE . CABLE, NEGATIVE . ROD, BATTERY, SUPPORT, ASSEMBLY . CLAMP, HARNESS, WIRE . CABLE, ENGINE TO GROUND EFF

UNITS PER ASSY REF 1 1 8 1 1 1 2 1 1

* Not Illustrated

Revised March 26/93

4-3 Page 21

OM-2045

CONTROL BOX ASSEMBLY Figure 10

4-3 Page 22

June 20/89 Revised

OM-2045
NOMENCLATURE FIGURE ITEM NO. 101 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 HOBART PART NO. 280543-1 401937-3 401564-4 489811 404065-2 404402-1 16DA-4004A-10 16DA-4052-0 370891 16DA-4253-1 400785-7 484689-1 484690-2 ICZ-93B 400030-1 16DA-4004A-3 280534 482038 401556 387738A 404460-1 482039 387736C 401564-5 280531 W-9916-10 W-8105A-4 W-8095A-9 15GH-433 HF-1459 400400 180913-4 404172-1 400613-4 1234567 BOX, CONTROL, ASSEMBLY (For NHA See Fig. 3) . STRIP, TERMINAL V98410, No. 35012-3526 . HOUSING, SOCKET, CONNECTOR, V89110, No. 1-480287-0 . BOARD, PC, VOLTAGE REG., 400 HZ . RECTIFIER, SILICON, V04713, No. SDA-10270-2 . RESISTOR, OVERLOAD BURDEN, 25 WATT, V91637, No. RH-25 . RELAY, PLUG-IN, 12 V. DC, V77342, No. KAP-14D G-12 . SOCKET, RELAY, V02660, No. 77-MIP-11 . BRACKET, MTG., SOCKET, RELAY . RETAINER, SPRING, RELAY, V77342, No. (KAP)20C206 . RIVET, BLIND, DOMED HEAD, ST. . SLEEVING, PLASTIC, 1/8 I.D. . SLEEVING, PLASTIC, 3/16 I.D. . DIODE, SILICON, FLY-BACK, V05277, No. IN4820 . CAPACITOR, TANTALUM, 6.8 MFD, 35 V., V80183, No. 150D685X9035B2 . RELAY, PLUG-IN, 24 VOLT D.C., V77342, No. K10-14DG-24 . BOTTOM, CONTROL BOX . BOARD, PC, OVER-UNDERVOLTAGE, ASSY. . MOUNT, SHOCK, RUBBER, V81860, No. SS-01 . BOARD, PC, OVERLOAD, 12 VOLT, ASSY. . SUPPORT, LOCKING, PC BOARD . BOARD, PC, OVER-UNDERFREQUENCY, ASSY. . BOARD, PC, MEMORY & TIME DELAY, ASSY. . HOUSING, SOCKET, CONNECTOR, V89110, No. 1-480438-0 . PANEL, CONTROL, BOX . METER, FREQUENCY, V31356, No. 36-FX . VOLTMETER, V60741, No. 331LH . AMMETER, V60741, No. 331LH . NAMEPLATE, METER SELECTOR SWITCH . SWITCH, METER SELECTOR, V82121, No. 101904LN . SWITCH, LINE, DPDT, V73559, No. 26L61TABS . LIGHT, PILOT, FAULT, RED, 12 V., ASSY. . . LENS (RED) . . BULB, 12-16 VOLTS EFF UNITS PER ASSY REF 2 4 1 1 3 3 4 2 4 8 12" 9" 4 1 1 1 1 16 1 4 1 1 1 1 1 1 1 1 1 1 5 1 1

July 10/89 Revised

4-3 Page 23

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This page intentionally left blank

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June 20/89 Revised

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NOMENCLATURE FIGURE ITEM NO. 10 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 76A-1118 482291 ICZ-148 405154-5 430340 401564-3 W-9746-3 W-9746-1 363136-5 402037-9 402658 W-11166-1 82B-1047 40 0613-4 402662 402826 280590 400078 403336 403091-6 402665-1 489658-5 HOBART PART NO. 1234567 (CONTINUED) . SWITCH, SNAP, PUSHBUTTON, V27192, No. SA35BCB34-9 . NAMEPLATE, PROTECTIVE SYSTEM . TRANSFORMER, CURRENT, LINE DROP & OVERLOAD, V50508, No. E-6170 . RESISTOR, BALLAST, 100 WATT . CHASSIS, LINE DROP COMPENSATION . HOUSING, SOCKET, CONNECTOR, V89110, No. 1-480285-0 . RESISTOR, 100 OHM, 25 WATT, V44655, No. 0200F . RESISTOR, LINE DROP BURDEN, 50 OHM, 25 W, V44655, No. 0200D . TRANSFORMER, CURRENT, AMMETER . GROMMET, RUBBER, V02231, No. AGW-4211 . HOLDER, FUSE, V71400, No. HKP-HH . FUSE, AGC., 2 AMP . LIGHT, PANEL, V74400, No. MI-3216 . BULB, V74400, No. 3271 . SWITCH, AIRCRAFT/TEST BANK, DPST, V73559, No. 2GK71-73 . SWITCH, REGULATOR/DIAGNOSTIC, 4PDT, V15605, No. 8926K425 . BRACKET, MTG., SWITCHES . BRACKET, MTG., RESISTOR . RING, LOCKING, SWITCH, V91929, No. TS10397 . BUTTON, PLUG, HOLE . HOUSING, RECEPTACLE, V00779, No. 1-480416-0 . DIODE, ASSY. 2 1 6 1 1 1 1 3 3 1 2 2 1 1 1 1 1 2 2 1 6 1 EFF UNITS PER ASSY

July 10/89 Revised

4-3 Page 25

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Engine Control Panel Assembly Figure 11

4-3 Page 26

June 20/89 Revised

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NOMENCLATURE FIGURE ITEM NO. 111 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 HOBART PART NO. 280542-1 280545 280612 82B-1047 FW-1312 Y-680 403189 W-9917-18 30GH-764 180913-1 82A-1030 403091-5 400701 401937-2 404100 25MS-156 20RT-353-1 W-11166-3 402658 12CW-1320A-5 400059-3 12CW-2125 1234567 PANEL ASSEMBLY, CONTROL, ENGINE (For NHA See Fig. 3) . PANEL, CONTROL, ENGINE . NAMEPLATE, CONTROLS . LIGHT, PANEL, 12 VOLT . SWITCH, TOGGLE, DPST V27192, No. 7320K3 . AMMETER . SWITCH, TOGGLE, V91929, No. 312TS1-59 . METER, ENGINE, HOUR V16476, No. 771-8/50 . GAUGE, TEMPERATURE, WATER . LIGHT, PILOT, ENGINE & GENERATOR, GREEN, 12 VOLT . GAUGE, PRESSURE OIL . BUTTON, PLUG, HOLE . CONNECTOR, RIGHT ANGLE . STRIP, TERMINAL, V98410, No. 35008-3526 . SWITCH, PUSHBUTTON, STARTER, V70040, No. 1996097 . BUS, JUMPER 1 . DIODE, NEGATIVE BASE, 16 AMP . FUSE, AGC, 10 AMP . HOLDER, FUSE, V71400, No. HKP-HH . GAUGE, FUEL, ELECTRIC, V57733, No. 455-BK . FITTING, TUBE, CONNECTOR . FITTING, PIPE, STREET ELL, 45 EFF UNITS PER ASSY REF 1 1 1 1 1 3 1 1 2 1 1 2 1 1 1 1 1 1 1 1

July 10/89 Revised

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CONTACTOR PANEL ASSEMBLY Figure 12

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March 30/93 Revised

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NOMENCLATURE FIGURE ITEM NO. 121 2 3 4 5 6 7 8 9 10 11 12 13 14 HOBART PART NO. 280722C 280723C 402119-4 282130-1 402119-8 A-25 DW-1704 W-11242-5 W-11254-4 W-11280-2 W-11097-8 W-11242-10 W-11254-8 W-11278-5 W-11263-6 1234567 CONTACTOR PANEL ASSEMBLY (For NHA See Fig. 3) . PANEL, CONTACTOR . SCREW, 1/4 - 20 x 3/4, HHC, ST. . CONTACTOR, 3 POLE . SCREW, 1/4 - 20 X 1 - 1/2, HHC, ST. . WASHER, INSULATING . BUSHING . WASHER, FLAT, ST., 1/4 . WASHER, LOCK, 1/4, ST. . NUT, HEX, 1/4 - 20, ST . SCREW, 3/8 - 16 x 2, HHC, ST. . WASHER, FLAT, ST., 3/8 . WASHER, LOCK, ST., 3/8 . NUT, HEX, 3/8 - 16, ST . WASHER, LOCK, , IET, ST., 3/8 EFF UNITS PER ASSY REF 1 3 1 1 2 1 5 5 2 1 1 1 2 2

March 25/93 Revised

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Generator Group Figure 13

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June 20/89 Revised

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NOMENCLATURE FIGURE ITEM NO. 13HOBART PART NO. 489331 280783A 1 2 3 ** 3A **4 5 *6 7 8 9 10 11 12 * 12A 13 14 15 16 17 18 19 20 21 22 23 24 *25 *26 *27 *28 387617A DELETED 488908 W-11102-19 482483 480669 W-11102-8 488755 100GHP-66 387623-1 W-10875-1 W-10874-1 180927 402789-3 481379 387624A-1 100NH-2 100NH-3 DATA 3190 387620A-1 85B-1039 W-10072-68 W-10072-69 489047 181343 387748-1 488993 481940 385950 480603-1 480628 79A-1144 1234567 GENERATOR ASSY (For NHA See Fig. 3) GENERATOR ASSY (For NHA See Fig. 3) . COVER, FAN, HOUSING . FAN & COUPLING ASSEMBLY . SCREW, FLEXIBLE COUPLING . SCREW, RETAINING . ADAPTER, FOOT, GEN. . SCREW, GEN. MTG. . COVER, END, EXCITER HOUSING . WASHER, RETAINING .CORE, ARMATURE ASSEMBLY . . DIODE, SILICON, 35 AMP, NEGATIVE BASE, V51589, #ST460N . . DIODE, SILICON, 35 AMP, POSITIVE BASE, V51589, #ST460P . RING, SPACER, COUPLING . . SCREW, SPACER RING . KEY, EXCITE . HOUSING, EXCITER . POLEPIECE, EXCITER . INSULATION, EXCITER, WRAPPER . COIL, FIELD, EXCITER . HOUSING, FAN ASSEMBLY . KEY, FLEXIBLE, COUPLING . BEARING, FRONT, V53035, #6314DDUG3E1SR1S . BEARING, REAR, V53035, #6310DDUC3ESR1S . ARMATURE, AC/DC . ARMATURE, AC/DC . HOUSING & STATOR ASSEMBLY . BRACKET, RETAINING BEARING . BRACKET, RETAINING BEARING . INSULATION, TOE . MOUNT, RUBBER . WASHER, MOUNT . NAMEPLATE, FAN & COUPLING * NOT ILLUSTRATED ** DO NOT SUBSTITUTE - REQUIRES 5/8 - 11 X 2-3/4 SAE GRADE 5 FOR SAFETY. MUST USE ONLY 3 EQUALLY SPACED SCREWS. A B-D A B-D EFF A B-D UNITS PER ASSY REF REF 1 1 3 1 REF 6 1 1 1 3 3 1 8 1 1 4 4 1 SET 1 1 1 1 1 1 1 1 1 16 6 6 1

June 15/91 Revised

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Trailer Assembly Figure 14

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June 20/89 Revised

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NOMENCLATURE FIGURE ITEM NO. 14HOBART PART NO. 280718A 281056A 1 2 3 4 5 6 7 8 9 10 11 * 11A * 12 * 13 14 15 * 16 17 * 18 * 19 * 20 * 21 22 23 24 25 26 27 181077A 85B-1013 181079 280597 280602 280607 400954 401468 W-11338-5 280604 280605 280725 484634 486270-10 280581 280582 280588 280587 280565 281058 280611 76A-1152 280564 280608 280585 280724 280727 79A-1075 79A-1057 76A-1171 79A-1045 284399-6 404529 404530 404528 79A-1047 79A-1048 284399-4 284399-5 85A-1019 85A-1020 1234567 TRAILER GROUP (OPTION) TRAILER GROUP (OPTION) . TRAILER, ASSY., V22938, NO. 747 . TIRE, 5:30 X 12 . BRAKE, ASSY. . . LEVER, BRAKE MOUNT, ASSY. . . SHOE, BRAKE, ASSY. . . ROD, ADJUSTING, BRAKE . . CLEVIS, ADJUSTING, BRAKE . . PIN, CLEVIS . . PIN, COTTER, 1/8 X 1", ST. . . SPACER, GUIDE, SHOE, BRAKE . . GUIDE, SHOE, BRAKE . SPACER, BOTTOM, BRAKE . BLOCK, CHOCK . LABEL, WARNING, COMPOSITE . FENDER, LEFT . FENDER, RIGHT . SUPPORT, FENDER . TRAY, CABLE . TANK, FUEL, ASSY. . TANK, FUEL, ASSY. . CAP, TANK, FUEL . CAP, TANK, FUEL . STRAP, MTG., FUEL TANK . INSULATOR, FUEL TANK . PANEL, SIDE . PANEL, SIDE, LEFT REAR . BUMPER, REAR . DRAWBAR, ASSY., V22938, No. 19-3500 . . PIN, HINGE, V22938, No. 5416 . . PIN, COTTER, V22938, No. 4800-6 . CENTER ARM, ASSY., V22938, No. 15-3854 . . BUSHING W/G GROOVES, V22938, No. 5282-44 . . PEDAL, LATCH, V22938, No. 3855 . . PIN, ROLL, V22938, No. 5000-1 . . SPRING, V22938, No. 4006 . WASHER, FLAT, V22938, No. 4701-3 . PIN, CENTER, V22938, No. 5400-5 . AXLE, REAR, ASSY., V22938, No. 747-2001 . . AXLE, REAR, BEAM WELDMENT, V22938, 747-4286 . . HUB ASSEMBLY, REAR AXLE, V22938, 7-3601 . . . CAP, GREASE, V22938, No. 6301 * NOT ILLUSTRATED April 27/93 Revised 4-3 Page 33 EFF AB CD UNITS PER ASSY REF REF 1 4 1 1 1 2 2 2 4 2 2 2 1 1 1 1 4 2 1 1 1 1 2 2 3 1 1 1 1 2 1 1 1 1 1 1 1 1 1 2 2

AB CD AB CD

29 30 31 32 33 34 35

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NOMENCLATURE FIGURE ITEM NO. 14 36 37 38 39 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 59 60 61 62 63 64 65 66 67 68 69 70 *71 *72 *73 85A-1022 85A-1021 85A-1023 85A-1024 76A-1185 85A-1025 85A-1027 85A-1028 85A-1029 85A-1030 85A-1031 80A-1052 284399-1 284399-2 85A-1034 284399-3 85A-1035 84A-1081 84A-1082 85A-1026 85A-1020 85A-1022 85A-1021 85A-1023 85A-1024 85A-1019 85A-1025 85A-1027 85A-1028 85A-1029 85A-1030 85A-1031 80A-1052 85A-1037 85A-1038 79A-1051 79A-1052 79A-1053 79A-1054 79A-1055 80A-1052 79A-1035 HOBART PART NO. 1234567 (CONTINUED) . . . BEARING, CONE, OUTER, V22938, No. 6151 . . . BEARING, CONE, INNER, V22938, No. 6050 . . . SEAL, GREASE, V22938, No. 6300 . . . NUT, STUD, V22938, No. 4603 . . . HUB, STUD AND CUP ASSY., V22938, No. 3601-7 . . . . HUB, V22938, No. 3601-1 . . . . STUD, WHEEL, V22938, No. 6251-1 . . . . CUP, BEARING, INNER, V22938, No. 6155 . . . . CUP, BEARING, OUTER, V22938, No. 6156 . . WASHER, SPINDLE, V22938, No. 4701-10 2 2 1 10 2 2 10 1 1 2 EFF UNITS PER ASSY

. . NUT, SPINDLE, V22938, No. 4600-1 2 . . PIN, COTTER, V22938, No. 4800-5 2 . AXLE, FRONT ASSY., V22938, No. 747-2051 1 . . AXLE, FRONT BEAM ASSY., V22938, No. 747-2051-1 1 . . SPINDLE & KNUCKLE ASSY.(LEFT), V22938, No. 27-3800 1 . . . BUSHING, V22938, No. 5282-43-4 4 . . SPINDLE & KNUCKLE ASSY.(RIGHT), V22938, No. 28-3800 1 . . PIN, KING, V22938, No. 5401 2 . . PIN, ROLL, V22938, No. 5000-6 2 . . HUB ASSY. FRONT AXLE, V22938, No. 7-3601 2 . . . CAP, GREASE, V22938, No. 6301 . . . BEARING, CONE, OUTER, V22938, No. 6051 . . . BEARING, CONE, INNER, V22938, No. 6050 . . . SEAL, GREASE, V22938, No. 6300 . . . NUT, STUD, V22938, No. 4603-1 . . . HUB, STUD & CUP ASSY., V22938, No. 7-3601 . . . . HUB, V22938, No. 3601-1 . . . . STUD, WHEEL, V22938, No. 6251-1 . . . . CUP, BEARING, INNER, V22938, No. 6155 . . . . CUP, BEARING, OUTER, V22938, No. 6156 . . WASHER, SPINDLE, V22938, No. 4701-10 . . NUT, SPINDLE, V22938, No. 4600-1 . . PIN, COTTER, V22938, No. 4800-5 . TIE, ROD ASSY., V22938, No. 3906-234 . . TUBE, TIE ROD, V22938, NO. 3900-1972 . . NUT, JAM, R.H., V22938, No. 4602-1 . . NUT, JAM, L.H., V22938, No. 4602-1 . . JOINT, BALL, R.H. W/NUT, V22938, No. 3950-1 . . JOINT, BALL, L.H. W/NUT, V22938, No. 3950-2 . . PIN, COTTER, 3/32 X 1, NO. 4800-4 . . PIN, COTTER, NO. 4800-5 . FITTING, LUBE, V22938, No. 5801 * NOT ILLUSTRATED 2 1 1 1 10 2 2 10 2 2 2 2 2 2 2 2 2 2 2 4 2 4

August 03/93 Revised

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SECTION 4. NUMERICAL INDEX 1. Explanation of Numerical Index

The purpose of this index is to assist the user in finding the illustration and description of a part when the part number is known. Part numbers are arranged in alpha-numerical sequence. Thus, any part number beginning with the letter A would be located at or near the top of the index list. Likewise a part number 9 would be listed near the end of the list and far below a part number 1000. The figure number and item number location of the part is directly opposite the part. If the part is used in more than one place, each location is listed commencing with the first location the part is listed.

PART NUMBER
A-25 BATTERY INSTALLATION CANOPY ASSEMBLY DDW-495-1 DW-1704 FRAME GROUP FW-1312 GENERATOR SET W/O CANOPY HF-1459 HF-2752 RADIATOR AND COOLING SYSTEM GROUP W-7814-3 W-7814-4 W-7814-5 W-7814-10 W-8095A-9 W-8105A-4 W-9407-138 W-9476-41 W-9746-1 W-9746-3 W-9916-10 W-9917-18 W-10750-2 W-10869-3 W-10869-6 W-10869-7 W-10886-1 W-10886-2 W-10891-7 W-10893-2 W-10910-0 W-11097-8 W-11166-1

FIGURE & ITEM NUMBER

12-5 3-2 1-1, 2-0 3-16 12-5 1-3 11-4 1-2 10-29 3-18, 3-25 3-10 7-9 4-15 7-1 7-3 10-27 10-26 9-8 6-6 10-39 10-38 10-25 11-7 8-6 4-17 5-5 4-7 8-3 7-8 7-4 7-5 8-2 12-10 10-43

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PART NUMBER
W-11102-19 W-11166-3 W-11242-5 W-11242-10 W-11254-4 W-11254-8 W-11263-6 W-11278-5 W-11280-2 W-11280-3 W-11330 W-11338-5 Y680 1CZ-93B 1CZ-148 100GHP-1157 100GHP-1158 12CW-1320A-5 12CW-2125 15GH-433 16DA-4004A-3 16DA-4004A-10 16DA-4052-0 16DA-4253-1 180404 180405 180434 180608 180662 180687 180691 180704 180707 180708 180889 180913-1 180913-4 180927 180928 180954 180981 181020 181040 181041 181042 181055

FIGURE & ITEM NUMBER

13-3A 11-17 12-7 12-11 12-8 12-12 12-14 12-13 12-9 6-7 3-30 14-9 11-5 10-13 10-34 3-13 3-21 11-19 11-21 10-28 10-15 10-6 10-7 10-9 3-14 3-15 3-29, 8-0 13-7 13-3 13-8 13-9 3-1, 13-0 13-4 13-5 6-11 11-9 10-31 13-12 4-4 4-1 4-10 6-2A 4-8 4-9 4-6 4-16

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April 27/93 Revised

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PART NUMBER
181077A 181079 181080 181125 181126 181127 181128 181129 181269 181891-1 20RT-353-1 25MS-156 280015 280018 280054 280447 280448 280456 280460 280518 280519 280531 280534 280535 280538 280541 280542 280542-1 280543 280543 280544 280545 280547 280559 280560 280564 280565 280575 280579 280581 280582 280583 280584 280585 280587 280588

FIGURE & ITEM NUMBER

14-1 14-3 1-4, 14-0 2-9 9-2 9-3 5-1 5-29 4-3 6-8 11-16 11-15 3-26 3-27 4-2 6-3 6-2 6-12 6-11 3-12 3-11 10-24 10-16 5-8 5-3 5-6 3-22, 3-24 11-0 3-3 10-0 3-7, 5-0 11-1 3-8 2-3 2-4 14-20 14-18 2-6 2-7 14-14 14-15 2-1 2-2 14-22 14-17 14-16

April 27\93 Revised

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PART NUMBER
280590 280591 280594 280595 280596 280597 280602 280604 280605 280606 280607 280608 280609 280611 280612 280617 280618-1 280621A 280637 280722C 280723C 280726 280742 280738A 280764 281132 281176 281751-1 282130-1 282949 284399-1 284399-2 284399-4 284399-5 30GH-764 351541 363136-5 370891 386751 387736C 387738A 388827-14 400030-1 400059-3 400078 400400 4-4 Page 4

FIGURE & ITEM NUMBER

10-47 2-5 3-32, 12-0 12-1 12-2 14-4 14-4 14-10 14-11 2-8 14-6 14-21 6-1 14-19 11-2 14-24 9-5 3-28, 7-0 4-11 12-0 12-1 3-38 4-16 3-1, 13-0 6-15 12-2 7-0 6-13 12-3 3-4, 6-0 14-0 14-48 14-0 14-33 11-8 4-13 10-40 10-8 4-17 10-22 10-19 9-4 10-14 11-20 10-48 10-30 Revised March 25/93

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PART NUMBER
400701 400785-7 400819-1 400829-5 400954 401468 401556 401564-3 401564-4 401564-5 401937-2 401937-2 402037-9 402086-2 402119-8 402658 402662 402665-1 402789-3 402826 402908 402987 403091-5 403091-6 403153-1 403189 403336 403483 403590-1 403782-2 403809-1 404065-2 404100 404151 404154-11 404154-15 404402-1 404460-1 404528 404529 404530 405154-5 405743 408589 408594 408603-1

FIGURE & ITEM NUMBER

11-12 10-10 7-2 6-16 14-7 14-8 10-18 10-37 10-2 10-23 11-13 10-11 10-41 9-1 12-6 10-42, 11-18 10-45 10-51 13-12A 10-46 6-5 2-11 11-11 10-50 2-10 11-6 10-49 5-2 8-4 4-14 8-1 10-4 11-14 3-19 4-12 3-20 10-5 10-20 14-31 14-29 14-30 10-35 4-5 3-9 3-17 3-31

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PART NUMBER
408786 430077-2 430340 480603-1 482038 482039 482291 482496-1 482496-2 482989 483436 484634 484689-1 484690-2 484914 486270-10 489123 489135 489658-5 489811 56506 56532 56534 56548 75GH-49 75GH-50 76A-1118 76A-1171 76A-1183 76B-1148 77A-1166 78A-1000 78A-1035 78B-1019-3 79A-1110 79A-1035 79A-1045 79A-1047 79A-1048 79A-1051 79A-1052 79A-1053 79A-1054 79A-1057 79A-1075 79A-1076

FIGURE & ITEM NUMBER

3-10A 2-15 10-36 3-1A 10-17 10-21 10-33 9-7 6-14 6-10 12-6 14-12 10-11 10-12 13-6 14-13 13-1 13-2 10-52 10-3 4-5 4-3 7-6 8-5 12-8 12-9 10-32 14-27 14-72 2-14 5-7 2-12 12-7 7-7 2-13 14-71 14-0 14-32 14-33 14-67 14-68 14-69 14-70 14-26 14-25 14-48

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PART NUMBER
79A-1077 80A-1052 82A-1030 82B-1047 84A-1075 84A-1091 85A-1019 85A-1020 85A-1021 85A-1022 85A-1023 85A-1024 85A-1025 85A-1027 85A-1028 85A-1029 85A-1030 85A-1031 85A-1034 85A-1035 85A-1037 85A-1045 85A-1081 85A-1082 85B-1013

FIGURE & ITEM NUMBER

14-66 14-65, 14-47 11-10 10-44, 11-3 6-9 6-4 14-0, 14-0 14-35, 14-53 14-37, 14-55 14-36, 14-54 14-38, 14-56 14-39, 14-57 14-41, 14-59 14-42, 14-60 14-43, 14-61 14-44, 14-62 14-45, 14-63 14-46, 14-64 14-49 14-50 14-0 5-4 14-51 14-52 14-2

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CHAPTER 5. OPTIONAL EQUIPMENT

This chapter provides documentation covering any optional equipment furnished with your generator. Available options are listed below.

OPTION NAME Trailer, Fenders, Fuel Tank, and Parts (7004/7004A) Trailer, Fenders, Fuel Tank, and Parts (7004B) Cold Weather Starting Aid Kit Second Output Assembly Kits

HOBART NO. 280718 281056 180961 281286-2, -3, -4

MANUAL OM-2045 OM-2045 OM-2045 TO-203

June 15/91 Revised

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CHAPTER 6. MANUFACTURERS LITERATURE

Voltage Regulator Electric Governor Engine Flexible Coupling (7004/7004A) Flexible Coupling (7004B/7004C) Exciter Rotor Hobart Brothers Company Operation and Maintenance Manual OM-2020 Barber Colman Company Electrically-Powered Governor John Deere Operators Manual No. OM-RG-18293 Hobart Brothers Company Coupling Manual OM-2019 Hobart Brothers Company Coupling Manual OM-2055 Hobart Brothers Company Rotor Manual TM-360

HOBART DIAGRAMS: 280749 282951 408589 Schematic and Connection, Engine and Generator, Specifications 7004A-1 and 7004B-1 Schematic and Connection, Engine and Generator, Specification 7004C-1 Engine, John Deere

November 25/91 Revised

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UNUSUAL SERVICE CONDITIONS

This information is a general guideline and cannot cover all possible conditions of equipment use. The specific local environments may be dependent upon conditions beyond the manufacturers control. The manufacturer should be consulted if any unusual conditions of use exist which may affect the physical condition 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 fungus growth. G. Abnormal shock, vibration or mechanical loading from external sources during equipment operation. 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.

March 15/89 Revised

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