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Document: : AAA29000AC_INSPG

GeN2 2 Series Inspectors Guide


GeN2, G2L, , GeN2 GeN at150/200 The he next generation of elevators

GeN2

G2L

GeN2 at 150/200

Revision 12/02/11

"Copyright 2011 Otis Elevator Company"

Gen2 Inspectors Guide Document: AAA29000AC_INSPG

Table of Contents Gen2 Series Elevator Guide for Inspectors ............................. 3


Gen2, G2L, GeN2 at 150/200 Acceptance Tests............................... 3 Code Required Tests ............................................................................. 3
A. B. C. D. E. F. G. H. I. J. K. L. M. N. O. P. Q. R. Power Opening of Doors......................................................................3 NTSD Test .............................................................................................4 ETSD Test..............................................................................................4 Overload Test (capacity) ......................................................................5 Tripping Speed of Governor Using Tachometer ................................5 Verification of Tripping Speeds for the Car Mounted Governor .......6 Manual Reset of the Apollo Governor Overspeed Switch* ...............6 Manual Reset of the Car Mounted Governor Overspeed Switch* ....8 Overspeed Tests ...................................................................................8 Traction Test .........................................................................................9 Buffer Test.............................................................................................9 ALCA Polyurethane Buffers for GeN2 at 150/200 ..............................9 Unintended Car Movement Protection .............................................10 Ascending Car Overspeed Protection ..............................................10 CSB Types (Brugg 64kN - Contitech 64kN/43kN) Descriptions ......11 Coated-Steel Belt Inspection for MRL and MMR ..............................12 Visual Inspection* ...............................................................................12 Coated-Steel Belt (CSB) Inspection using the Pulse Continuous Monitoring System .............................................................................18 S. MRO Manual Rescue Operation .....................................................19 T. Car Top Access Using Zoned Access* .............................................20 U. Blocking Device Operation (When supplied) ...................................21 V. HAD, Pit Inspection Lock, TCI Lock Fault Description and Reset ..21 W. Governor Pull through Force Test ....................................................23 X. Governor Pull through Force Test for Car Mounted Governor .......23 Y. Machine and Emergency Brake Wear Inspection* ...........................24

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Gen2 Series Elevator Guide for Inspectors


This guide is designed to assist local code inspectors with the examination of the components associated with Gen2 systems.

Gen2, G2L, GeN2 at 150/200 Acceptance Tests


All tests described in this section are intended to meet the requirements of ASME A17.1/CSA B44. Refer to Section 8.10.2 Acceptance Inspection and Tests of Electric Elevators for reference.

Code Required Tests


The A17.1/CSA B44 safety codes for elevators require specific tests to prove the effectiveness of the hardware and software safety devices as used with static drive (microprocessor) systems.

Reference the NEII/Elevator Worlds Elevator Industry Field Employees Safety Handbook for General Safety Requirements for Hoistway/Pit Access/Egress and for Car Top Access/Egress.
A. Power Opening of Doors 8.10.2.2.1 (j) Power opening of doors checkout procedure consists of five parts. 1. Confirm that door can open only if elevator is in leveling zone. 2. Confirm that leveling zone extends not more than 75mm (3 in.) from landing. 3. Confirm that Speed Check (SC) speed is set below 0.75 m/sec (150 fpm). 4. Confirm that elevator senses SC fault when set above threshold. 5. Confirm that door can open only if elevator speed is below SC speed.

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B. NTSD Test The NTSD test consists of two parts: NTSD Dynamic Test and NTSD Static Test. The Dynamic test must be performed first. 1. Dynamic Test The elevator should make an NTSD dynamic stop at top landing. An NTSD error will be recorded in event log. The elevator will make a controlled stop at a higher deceleration rate and should stop in door zone. The elevator should not trip ETSD protective devices during run.

2. Static Test The elevator should decelerate at a higher rate and stop in door zone. If NTSD vane lengths have been set correctly, elevator should stop within door zone, independent of load in elevator. The elevator should not trip ETSD protective devices during run.

Refer to ASME 17.1/CSA B44 Section 2.25.2 for reference.

C. ETSD Test Stopping ability of the elevator with respect to terminal landing floor level is determined by the setting of the ETP vane length and the torque of the brake. The intent here is to set the vane length to stop an empty elevator at the top terminal before going onto the final limit. The empty elevator up test should be performed before the fully loaded elevator down test.

Refer to A17.1/CSA B44 Section 2.25.4 for reference.

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D. Overload Test (capacity) Refer to A17.1/CSA B44 Section 2.16.8 for reference. Passenger elevators and freight elevators permitted by 2.16.4 to carry passengers shall be designed and installed to safely lower, stop, and hold the car with an additional load up to 25% in excess of the rated load.

E. Tripping Speed of Governor Using Tachometer 1. Turn Cartop Inspection Switch (CIS) to INSPECTION. Using Control Room Inspection (CRI), position car top near floor level at top landing. 2. Access top of elevator.* Using top of car inspection, run elevator up to reach governor. 3. Put top of car emergency stop switch in STOP position. 4. Attach nylon sling between crosshead and integrated machine and bedplate structure before removing governor rope linkage. 5. Disconnect governor rope linkage from safety rod. 6. Hold tachometer on governor rope just as it exits through governor mounting bracket. 7. Allow governor rope linkage to drop and slowly accelerate as it falls. Listen for over-speed switch to click as it opens and immediately note tachometer reading. 8. Pull governor rope linkage back up toward top of hoistway. 9. Repeat step 6. 10. Allow governor rope to accelerate down hoistway and note the speed at which governor over speed trips. 11. If governor rope does not accelerate rapidly enough to get valid readings, attach a small weight to governor rope linkage. 12. Pull governor rope linkage back up toward top of hoistway. Reattach governor rope linkage to safety rod. 13. Manually reset over-speed switch. (See step F below.) 14. Remove nylon sling between crosshead and machine structure. 15. Return top of car emergency stop switch to RUN position. 16. Using top of car inspection, run elevator down to egress car top. 17. Return Cartop Inspection Switch (CIS) to the NORMAL position. 18. Close hoistway doors

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*Accessing the Car Top When it is necessary to access the car top, the inspector should safely access the car top using a safe, industry-accepted procedure. (For example, see NEII/Elevator Worlds Elevator Industry Field Employees Safety Handbook.)

F. Verification of Tripping Speeds for the Car Mounted Governor The calibration of the car mounted governor will be verified by using the Otis hand held service tool by comparing the accuracy of the service tool to a hand held tachometer. The inspector will ride the cartop at inspection speed and capture the car speed using a hand held tachometer by placing the wheel of the hand held tachometer on the car rail as the car moves down. The data on the hand held tachometer will then be compared to the information captured from the Otis Service tool to verify the accuracy of the Otis hand held service tool data. Once the information from the Otis service tool and the hand held tachometer are proven to be equal, the Otis service tool will then be used for the entire governor tripping speed and car speed verification. G. Manual Reset of the Apollo Governor Overspeed Switch* 1. Place controller on CRI for Control Room Inspection. 2. Place temporary jumper on the required terminals in the elevator controller to bypass governor over speed switch. Location to place jumper can be found in the controller wiring diagrams. Installing jumpers should only be carried out by trained and qualified elevator personnel. 3. Run car on CRI to a spot in the hoistway where safe car top access is possible. 4. Place service barricades. Open hoistway door. 5. Place top of car emergency stop switch to the STOP position. Place car on car top inspection by turning the Car Top Inspection switch to INSPECTION and turn on car top light. 6. Test and verify the top of car emergency stop switch, access the car top* and test and verify the UP/DOWN commands. 7. Using top of car inspection ride car top up to access governor. 8. Remove top cover from governor. 9. Inspect governor for any visual damage. 10. Manually reset governor over-speed switch (See Fig 1 and Fig 2).

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Figure 1 Figure 1 OS Shown in the tripped positon Figure 2 OS Shown in the Reset or Normal Position

Figure 2

11. Re-install cover on governor. 12. Ride car down to the floor from where the cartop was accessed, open and mechanically block the hoistway door, then egress car top. 13. Turn off car top light, place top of car inspection switch to the NORMAL position and the car top stop switch to the RUN position. 14. Close hoistway door. 15. Place controller circuit breaker (CB1) to the off position. 16. Remove temporary jumper installed in step 2. 17. Place controller circuit breaker (CB1) to the ON position. 18. Run the car using CRI to confirm correct operation. Turn CRI key switch back to NORMAL and ride car to verify performance.

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H. Manual Reset of the Car Mounted Governor Overspeed Switch*

Overspeed Switch shown in the NORMAL run position. Switch can be accessed through a hole in the clear cover on the governor. The over speed switch lever when in the tripped position will not point directly toward the governor sheave; it will be at somewhat of a ninety degree angle to the sheave. Grasp the two tabs on the switch through the hole in the cover and turn, pointing the switch lever toward the sheave. I. Overspeed Tests Refer to A17.1-2000/CSA 2000/CSA B44 Section 2.18 for reference.
Contract Speed Maximum 0.75 m/sec 1.02 m/sec 1.78 m/sec 2.03 m/sec 2.29 m/sec 2.54 m/sec Contract Speed Maximum 1.02 m/sec 1.78 m/sec 2.03 m/sec 2.29 m/sec 2.54 m/sec Car Governor Trip Speed 1.05 m/sec 1.42 m/sec 2.3 m/sec 2.6 m/sec 2.9 m/sec 3.2 m/sec CWT Governor Trip Speed 1.56 m/sec 2.53 m/sec 2.85 m/sec 3.17 m/sec 3.5 m/sec

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Run the car to the hoistway location where the safeties came to rest after the safety test. Observe marks made when safeties contacted guide rails. Measure the length of these marks NOTE: When 9672E safeties are used, the actual stopping distance is calculated by subtracting 148.5 mm from the actual slide distance. This is due to the geometry of this safety with 2 knurled rollers located 148.5 mm vertically from each other. If the 9672D safeties are used, the mark on the rail is identical to the stopping distance because this safety used only 1 knurled roller. J. Traction Test Refer to A17.1/CSA B44 2.24.2.3.2 for reference. Attempt to run elevator UP on INSPECTION. The coated steel belts will either slip traction or driving system will stall. Both conditions are code compliant and the duty of elevator determines which will occur. If the coated steel belts slip traction, the LEDs on the Service Panel Board will illuminate to demonstrate machine velocity, but elevator does not move. If driving system stalls, LEDs on Service Panel Board will not illuminate, and elevator does not move up K. Buffer Test Refer to A17.1/CSA B44Section 2.22 for reference. Note: No test is required for spring type or polyurethane buffers. This test applies to oil type buffers only. Two procedures are provided in the adjusting manual; one method for systems with 3 or more stops and a second for those with only terminal landings (2 stops). The second method requires that the car be moved on control room inspection to a position just off the ETSD vane. L. ALCA Polyurethane Buffers for GeN2 at 150/200 No acceptance test or periodic testing is required for polyurethane buffers. ACLA buffers of AUTAN serve the purpose of the damping the crash of elevator cabins or counterweights against the end of limits determined for that purpose. ACLA buffer consists of high-quality cellular polyurethane foam with excellent elastic deformation and damping characteristics. The inspections of the buffer should be carried out only by expert personnel. The buffer should be inspected during elevator maintenance, at the latest after 5 years from the date of manufacture by applying conditions mentioned above. The date of manufacture is engraved on the buffer side in DD.MM.YYYY format.

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During inspection the buffer is inspected after cleaning it dry - for changes such as changes in form, brittleness, cracks, displacements or sponged liquids. The buffer and the hold of the mounting plates are checked by pressing the hand moderately against the buffer and through through visual inspection. The mounting of the buffer to the buffer stand (for example bolt connection) must be checked likewise and corrected if necessary. If any damages or changes are established during these inspections, the buffer should be replaced. When en there are impacts to the buffer (e.g. stopped due to emergency or buffer is in the water), the buffer must be checked or replaced irrespective of the inspection period

M. Unintended Car Movement Protection Refer to A17.1/CSA B44 Section 2.19.2 for re reference. The car starts to move and the UCM circuitry detects movement, activates emergency brake, and stops elevator before elevator moves 1220 mm (48 in.) from landing in either direction with any load up to 125% load. See exception below: Note A Note: A, For GeN2 at 150/200 with a 36 car apron UCM will need to be tested, tested starting level with a landing traveling in the UP Direction with an empty car and must stop the car within 914mm (36 inches) of travel.

N. Ascending Car Overspeed Protection When elevator reaches governor over speed switch tripping speed, ACO circuitry activates emergency brake and stops elevator. Refer to A17.1/CSA B44 Section 2.19.1 for reference.

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O. CSB Types (Brugg 64kN - Contitech 64kN/43kN) Descriptions Figure 3 and Figure 4 show the appearance of the Contitech and Brugg 64kN belts.
Polyurethane Jacket Arrow-modified grooves

3 mm

24 x 1.65 mm dia fine steel wire cord

60 mm

Figure 3 Contitech 64kN CSB (AAA717R1)

Polyurethane Jacket

Grooveless Surface

3 mm

24 x 1.65 mm dia fine steel wire cord

60 mm

Figure 4 Brugg 64kN CSB (AAA717AD1)

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Figure 5 Contitech 43kN CSB (AAA717AJ2) There is also a 32kN (30mm) belt which is half as wide as the 64kN (60mm) belt, , supplied by either Brugg or Contitech. Contitech. The same inspection methods and retirement criteria apply to both.

P. Coated-Steel Belt Inspection for MRL and MMR

The inspection nspection criteria for the coated steel belts s is the same for machineroom (MMR) or machineroom-less less configurations configuration (MRL)
Q. Visual Inspection* Even though coated-steel steel belts elts are designed to last 2 to 3 times longer than traditional elevator wire ropes, an annual visual inspection is recommended. Grooved and Grooveless belts have the same retirement criteria and inspection requirements. This procedure defines the technique for the visual inspection of coated-steel belts. elts. There are two main criteria for coated-steel belt replacements, evidence of wire strand breakage reakage or evidence of polyurethane degradation which may expose belt cords to wear. 1. Using top of car inspection, run elevator from top of hoistway to bottom of hoistway. 2. Stop as needed to inspect the coated-steel belts using the following images for comparison arison and recommended action. (Note: these images are of belts tested at our test facility and not from actual installations.) 3. Inspect coated-steel steel belt installation, terminations, inations, springs, nuts, cotter pins, wedges and rod condition.

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Springs, no cracks Wedges, tip visible just below termination basket Nuts, two installed on each rod Cotter pin present and tip bent to secure in place All belts in the set should be installed facing the same direction to the drive sheave and all belts in the set should be installed running the same direction as the direction arrows printed on the belts

4. Egress car top

*Accessing the Car Top When it is necessary to access the car top, the inspector should safely access the car top using a safe, industry-accepted procedure. (For example, see NEII/Elevator Worlds Elevator Industry Employees Safety Handbook.)

EXAMPLES SHOWN ARE THE RESULT OF OTIS COMPREHENSIVE TESTING.


THE COATED STEEL BELTS SHOWN ARE THE END RESULT OF OUR TESTING PROCEDURES AT THE OTIS TEST TOWER AND ARE NOT FROM ACTUAL INSTALLATIONS. THE BELTS IN THE PICTURES HAVE STRAIGHT GROOVES WHICH ARE NO LONGER IN PRODUCTION, BUT THE GROOVE DESIGN OR LACK OF GROOVES DOES NOT IMPACT THE PERFORMANCE OF THE BELT. GROOVES WERE NEEDED FOR PAST MANUFACTURING PURPOSES AND NOW WITH AN IMPROVED PROCESS THE GROOVES ARE NOT NEEDED.

Example of Good Coated-Steel Belt

Appearance: Smooth uniformed surface, no rouging (rust). No nicks or wear spots on polyurethane coating.

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Action: None Example of Polished Coated-Steel Belt

Appearance: Shiny, polished areas on polyurethane, but no cords exposed. Action: Monitor for any change to a condition which may require replacing belts Example of Cord Imprints Severe Wear

Wear marks, visual signs of cord imprints from exterior.

Appearance: Visual evidence from exterior of cord imprints. Action: Replacement of coated-steel belts.

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Example of Exposed Wires

Steel cords breaking through polyurethane.

Appearance: Evidence of steel cords breaking through polyurethane. Action: Replacement of coated-steel belts per, A17.6 2010. Example of Exposed Wires

Wire strands breaking through.

Appearance: Evidence of wire strands breaking through polyurethane. Action: Replacement of coated-steel belts per, A17.6 2010.

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Example of Exposed Wires (Enlarged)

Appearance: Evidence of steel strands breaking through polyurethane. Action: Replacement of coated-steel belts per, A17.6 2010.

Example of Cut Belt

Cut marks in plastic

Appearance: Cut marks in polyurethane coating. Action: Replacement of coated-steel belts if any cords are exposed to wear per, A17.6 2010.
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Example of Severe Rouging

Rouge

Appearance: Steel belts show rust rouging caused by extreme number of cycles, wear and environment. Action: Plan for replacement of coated-steel belts if a continuous monitoring device such as Pulse has not been installed per A17.6 2010

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R. Coated-Steel Belt (CSB) Inspection using the Pulse Continuous Monitoring System Pulse is the Otis commercial solution to CSB inspection. It monitors the condition of the steel cords inside the CSB continuously and signals the car controller with the CSB status. The CSB status is communicated as an alert or an alarm as detected. When in ALARM the elevator will go out of service immediately after allowing passengers to exit. If the system has REM installed, alerts, alarms, and Pulse system health is reported to local personnel. If the system does not have REM, alerts, alarms, and Pulse system health are reported to the elevator controller. The Pulse unit is either located in the overhead of the hoistway mounted to the underside of the machine structure on MRL or located in the machineroom mounted to the top-side of the machine bedplate when used in a machineroom configuration.

Pulse I (Blue Box)

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Pulse II (Black Box)


S. MRO Manual Rescue Operation Only properly trained, authorized and qualified personnel should perform Manual Rescue Operation. 1. Remove power to elevator, lock out, tag out, test, and verify. 2. Verify that all hoistway and car doors are closed completely. 3. Set CB2 circuit breaker to the OFF position (for the older vintage NGGC Controller only) 4. Ensure CB1 circuit breaker is in the ON position. 5. With the earlier vintage NGGC controller; insert the Manual Rescue (Group One Security) key in the INSP/Manual Rescue Enable key-switch on controller under the service panel board. With the newer GCS Controller the MRO key-switch can be found top center of the outside of the controller. With the controller in the hoistway the MRO controls are in the hallway I&T Panel located in the hoistway door frame.

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The MRO key should not be left in the MRO keyswitch or stored in the controller. 6. Turn the MRO key-switch to the ENABLED position and then depress the BRB1 button located on the service panel board. Elevator should move in short pulses in the direction of system overbalance. 7. Direction and movement of elevator will be displayed on the service panel board LEDs. Car position will be on the service panel board display when car motion stops. The DZ light on the service panel board will illuminate when the car is in the door zone 3 in. (76 mm). 8. Elevator should automatically stop at the next door zone if constant pressure is maintained on BRB1 and the MRO key-switch. 9. Release the BRB1 button and release the MRO keyswitch. 10. (Only during testing)Test and verify that elevator can move to next landing, if not already at a terminal landing by turning the MRO key-switch to the ENABLED position again and then depress the BRB1 button. Elevator should move in short pulses in the direction of imbalance to the next door zone and stop. 11. When testing is complete, remove the MRO Key from the MRO keyswitch. 12. Return CB2 to the normal position (Only on the older vintage NGGC controller)

T. Car Top Access Using Zoned Access* 1. Call elevator to the top landing. 2. Using the inspection key-switch in the car operating panel place elevator on INSPECTION. 3. Place a barricade in front of the hoistway door. 4. Move the elevator down using the zoned access key-switch located adjacent to the doorjamb to a height where the car top can be accessed safely. 5. Turn on car top work light. 6. Place the car top stop switch to the STOP position and the car top inspection switch to the INSPECTION position. 7. Access car top and assume a safe position.
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8. Test and verify performance of the top of car run station buttons and features. 9. Close hoistway door and move elevator using car top inspection station buttons.
*Accessing the Car Top When it is necessary to access the car top, the inspector should safely access the car top using a safe, industry-accepted procedure. (For example, see NEII/Elevator Worlds Elevator Industry Field Employees Safety Handbook.)

U. Blocking Device Operation (When supplied) Blocking device only required and supplied when access to the elevator controller is from the cartop.

V. HAD, Pit Inspection Lock, TCI Lock Fault Description and Reset Hoistway Access Detection (HAD)* The car is on automatic operation and the hoistway door is opened for 4 seconds or more if the car is in flight or stopped between floors, or if a hoistway door is opened when the car is at a landing with the car & hoistway doors closed. Resetting: The Hoistway Access Detection condition shall be reset under the following conditions: Toggling Pit Emergency Stop Switch Entering Top of Car Inspection mode
*Accessing the Car Top When it is necessary to access the car top, the inspector should safely access the car top using a safe, industry-accepted procedure. (For example, see NEII/Elevator Worlds Elevator Industry Field Employees Safety Handbook.)

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Pit Inspection Lock *


Hoistway door must be opened and blocked open with a door wedge device before either the pit stop switch or the inspection switch are placed back in normal A Pit Inspection Lock condition will occur if the pit is not egressed following the prescribed procedure. If the correct procedure is not followed, the elevator will shut down with a Pit Inspection Lock fault. This is to prevent the car from moving if the pit safety switches have been turned back to Normal, but the hoistway door has not been opened. Resetting: Toggling PIT EMERGENCY STOP SWITCH with the hoistway doors open (Bottom floor only)
*Accessing the pit When it is necessary to access the pit, the inspector should safely access the pit using a safe, industry-accepted procedure. (For example, see NEII/Elevator Worlds Elevator Industry Field Employees Safety Handbook.)

Top of Car Inspection Lock*


Hoistway door must be opened and blocked open with a door wedge device before either the top of car stop switch or the inspection switch are placed back in the normal run position. A Top of Car Inspection Lock condition will occur if the top of the car is not exited following the proper procedure. If the correct procedure is not followed, the elevator will shut down with a Top of Car Inspection Lock fault. This is to prevent the car from moving if the top of car safety switches have been turned back to Normal, but the hoistway door has not been opened. Resetting: A Mode change from something other than Top of Car Inspection to (e.g. NORMAL, Access, and Controller Inspection) and then back to Top of Car Inspection will reset the lock-up. (This is done to prevent a mechanic who may have accidentally turned the inspection switch from inspection to normal from being stuck on top of the car due to a Top of Car Inspection Lock condition.)

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*Accessing the Car Top When it is necessary to access the car top, the inspector should safely access the car top using a safe, industry-accepted procedure. (For example, see NEII/Elevator Worlds Elevator Industry Field Employees Safety Handbook.)

W. Governor Pull through Force Test 1. Set up Klein grip, dynamometer (or torque multiplier), and lever hoist to pull against safety hitch and through governor sheave. 2. Trip governor by holding fly weights to the over-speed sheave locked position. 3. Pull governor rope down with lever hoist until ropes slides through sheave. 4. Observe measurement on dynamometer or torque multiplier when rope first starts to slide over governor sheave.

X. Governor Pull through Force Test for Car Mounted Governor 1. Pull through force is verified by placing a dynamometer between the governor rope top tail and the overhead attachment point for the governor rope. Then the governor is set in the mechanical safety set position and the car in moved down at inspection speed from the car top. Pull through force is then displayed on the dynamometer from which the data can be captured.

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Y. Machine and Emergency Brake Wear Inspection* There are two brake types, identify the brake by using the drawings below and follow the instructions as noted for that particular brake type 1. Access the brake. 2. This brake will not have rubber bands covering the lining disk. 3. Measure between the brake armature and magnet housing using a 0.025'' or 0.635 mm feeler gauge. 4. A new brake will have an air gap of 0.21mm to 0.5mm. 5. An air gap of > 0.60mm or 0.024 inches requires brake replacement.

Figure 5 Gen2 Brake Details

*Accessing the Car Top - When it is necessary to access the car top, the inspector should safely access the car top using a safe, industry-accepted procedure. (For example, see NEII/Elevator Worlds Elevator Industry Field Employees Safety Handbook.)

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This brake will have two rubber bands covering the lining disk.

Measure the air gap with feeler gauges when brake is not energized. The dimension at these a points should be 0.8-0.85 GO / 0.95-1.0 NOGO If above the NOGO dimensional limit, brake replacement is required. The rubber bands covering the lining disk will need to be slid to one side to access the air gap area. Check dimension at numerous points around brake at the air gap.

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Author R. Shepherd

Revision Revised to include Gen2at150/200

Date 12/02/11

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