2A672 Edit Code 6 40-85

When troubleshooting any electrical system, it is important to start by finding the last known source of power. This is because the issue could be related to a power interruption or a faulty power source. By identifying the last known source of power, it becomes easier to trace the problem and determine if there are any disruptions or malfunctions in the power supply. This step helps in narrowing down the potential causes and simplifies the troubleshooting process.

When the B809A generator set Alternating current (AC) card senses an AC supply fault, the AC contactor opens and the generator output stops. This means that the generator disconnects from the AC supply and stops producing electricity. The opening of the AC contactor ensures that the faulty AC supply does not cause any damage or harm to the generator or connected devices.

The torsion shaft is specifically designed to break if the engine locks up. This component is responsible for transmitting power between the engine and the propeller. In the event of an engine lock-up, the torsion shaft is designed to break in order to prevent further damage to the engine and surrounding components. Breaking the torsion shaft helps to protect the engine from excessive stress and potential catastrophic failure.

The voltage rheostat R61 is used to manually increase the output voltage on the -86 generator.

The correct answer is Magnetic Pick up. A magnetic pick up is a component of the generator set speed control system that produces a frequency pulse train for engine speed reference. It detects the rotation of the engine and generates electrical pulses based on the speed of rotation. These pulses are then used by the speed control system to maintain the desired engine speed.

The voltage regulator VR1 controls the strength of the -86 generator exciter field L2.

The best point to check voltage to the -86 generator exciter field is at J8, terminal D-F.

If there is a loss of residual magnetism in the exciter field poles, the appropriate action to take is to field flash the generator. Field flashing involves applying a temporary DC voltage to the field windings to restore the residual magnetism. This can be done by connecting TB4-11 to a 14 VDC power source. By doing this, the generator's exciter field poles will regain their magnetism, allowing the generator to produce electricity efficiently. Checking the field transformer and fault display may be necessary steps in diagnosing the issue, but field flashing is the specific action required to address the loss of residual magnetism.

The probable cause of the excessively high exhaust gas temperature in a -60A generator set is likely the pneumatic thermostat. The pneumatic thermostat is responsible for regulating the engine's cooling system and maintaining the proper temperature. If the pneumatic thermostat is malfunctioning or stuck, it can cause the engine to overheat, leading to high exhaust gas temperatures.

During the operation of the -86, the control switch S13 needs to be placed in the "GENERATE" position in order to move the fuel rack and increase the engine speed to 2000 RPM. This position activates the generator and allows it to produce electrical power, which in turn powers the fuel rack and increases the engine speed.

Switching S15 to the L-N position will change the voltmeter reading from 200 volts AC to the correct value. This is because the voltmeter is currently reading the line-to-line voltage, and switching to the L-N position will make it read the line-to-neutral voltage, which is the correct measurement for a single-phase system. Adjusting VR1 or R61 will not correct the voltmeter reading in this case.

The step of troubleshooting that is considered the most difficult is analysis. This is because analysis involves thoroughly examining the problem, gathering data, and identifying possible causes. It requires critical thinking, problem-solving skills, and the ability to analyze complex information. Analysis also involves considering different scenarios and potential solutions before determining the root cause of the issue. It is a crucial step in troubleshooting as it lays the foundation for effective problem resolution.

The injector pump is responsible for distributing and delivering an accurate amount of fuel to the engine cylinders in a B809-A generator set fuel system. It ensures that the correct amount of fuel is delivered at the right time to optimize engine performance and efficiency. The injector pump pressurizes the fuel and controls its flow, allowing for precise fuel delivery to each cylinder.

The direct current (DC) card on the B809-A generator set senses the condition of overtemperature. This means that the card is designed to detect if the temperature of the generator set exceeds a certain threshold. This is an important feature as overheating can lead to damage or malfunctioning of the equipment. By sensing overtemperature, the DC card can trigger appropriate actions or alarms to prevent any potential issues and ensure the safe operation of the generator set.

The probable cause of the undervoltage light coming on when placing S13 in the build up position while operating an -86 at governed speed is likely the memory time delay relay. The memory time delay relay is responsible for controlling the timing of certain electrical functions, including monitoring voltage levels. In this case, it is possible that the memory time delay relay is malfunctioning or not functioning properly, causing the undervoltage light to activate when it shouldn't.

The S5 run/idle toggle switch is closed to provide potential to the exciter field while operating a B809A generator.

The probable cause of the low coolant light (DS50) illuminating but the unit not shutting down could be that S55 is closed and S48 is closed.

The probable cause of the trouble is that S30 is shorted. This means that there is a problem with the electrical circuit and S30, which is likely a switch or a component related to the fault lights, is not functioning properly. This causes the fault lights to stay on even after attempting to reset S23.

To test the load contactor relay K1, the automatic-manual voltage control switch must be placed in the "Automatic" position. This is because the automatic position allows the voltage control system to function normally, allowing the load contactor relay K1 to be tested accurately. Placing the switch in any other position may disrupt the voltage control system and affect the test results.

The rate control section of the -60 gas turbine engine load control valve controls the opening time. This section is responsible for regulating the rate at which the valve opens, allowing for precise control over the flow of fuel and air into the engine. By adjusting the rate control, the opening time of the valve can be adjusted to optimize engine performance and efficiency.

The correct answer is (T1) and rectifier (CR26). The exciter field voltage is supplied by the transformer (T1) and rectifier (CR26). The transformer steps down the voltage from the main power source to a lower voltage suitable for the exciter field. The rectifier then converts the AC voltage from the transformer into DC voltage, which is required for the exciter field. Together, the transformer and rectifier provide the necessary exciter field voltage for the voltage regulator.

The operating voltage of the blower motor and control relays on an -8 load bank is 28 VDC.

Apparent power is measured in kilo-volt-amperes (KVA). Apparent power represents the total power in an AC circuit, including both the real power (measured in kilowatts) and the reactive power. It is a measure of the total power that is being supplied to the circuit, taking into account both the resistive and reactive components. KVA is commonly used in electrical engineering to determine the capacity of electrical equipment, such as transformers and generators, to handle the total power demand.

The probable cause of the trouble is that the S49 is shorted. This means that there is a direct connection between the two terminals of the solenoid, causing it to energize immediately after the engine run indicator illuminates.

In this scenario, the correct answer is "Spring tension is greater than centrifugal force and the flyweights move inward closing the bypass port." The governor is responsible for maintaining a constant engine speed. When the bleed air switch is turned on and the engine speed drops to 98 percent, it indicates that there is a decrease in power output. The governor responds by increasing the fuel flow to the engine, which is achieved by closing the bypass port. This action is facilitated by the movement of the flyweights inward, which is possible due to the greater spring tension compared to the centrifugal force.

If the ignition control unit fails to operate on an -60 during operation, the first thing to check would be the oil pressure switch S11. This switch is responsible for sensing the oil pressure in the engine and sending a signal to the ignition control unit. If the oil pressure switch is faulty or not functioning properly, it can cause the ignition control unit to fail. Therefore, checking the oil pressure switch S11 is necessary in this situation.

The probable cause of the trouble is that the contacts C and D of K11 opened. This means that K11, which is a relay or a switch, is not functioning properly and is not allowing the flow of electricity to the AC contactor light. As a result, even when S3 is closed, the AC contactor light does not come on.

The regulator card output pulse sent to the exciter field of the B809-A generator is powered by 110 VDC.

The oil pressure sequencing switch is a component of the gas turbine engine lubrication system that is responsible for preventing engine operation if the oil pressure is too low. It is designed to monitor the oil pressure and ensure that it is at a sufficient level before allowing the engine to start or continue running. If the oil pressure falls below the specified threshold, the sequencing switch will interrupt the engine operation to prevent potential damage or failure due to inadequate lubrication. This safety feature helps to protect the engine and ensure its proper functioning.

The probable cause of the DC voltmeter on a -60 failing to indicate during operation is that TR1 is defective. TR1 refers to a component or transistor in the circuit that is responsible for amplifying or controlling the voltage. If TR1 is defective, it may not be functioning properly and therefore not allowing the voltmeter to indicate the correct voltage.

When a -60 generator is started, the ignition unit de-energizes at 95 percent. This means that the ignition unit stops receiving power and is turned off. The ignition unit is responsible for igniting the fuel in the generator, so once it de-energizes, the generator is already running and does not require the ignition unit anymore.

The probable cause of the voltage not building up in the -86 is that the K23 contacts are open.

The probable cause of this trouble is that R46 is open. When S5 is placed in the closed position, it activates the contactor, causing the contactor light to illuminate. However, when the switch is released, the contacts should remain closed. The fact that the contacts open indicates that there is an issue with R46, which is likely open and preventing the contacts from staying closed.

During the operational check of the -60 generator set, if the unit runs up to 80 percent and the ready to load light comes on, it is necessary to check if the 95 percent centrifugal switch S14 is closed. The centrifugal switch plays a crucial role in the operation of the generator set, and if it is open instead of closed, it could indicate a malfunction or issue with the unit. Therefore, checking the status of the centrifugal switch is important in troubleshooting and ensuring the proper functioning of the generator set.

The probable cause of the engine on light continuing to glow after shutting down the generator is that s48 is closed. This suggests that there is a fault or malfunction in the switch s48, which is supposed to be open when the generator is shut down. The closed position of s48 is causing a continuous flow of electricity to the engine on light, keeping it illuminated even when the generator is turned off.

A defective K4 relay would cause K607 to energize and K1 to de-energize in the -86 generator output circuit.

When K25 is energized during operation, it means that the unit is functioning as intended and there are no issues or abnormalities. The other options, such as the AC voltage dropping off line, the contacts opening and energizing K11A, or the undervoltage light illuminating, do not indicate normal operation. Therefore, the correct answer is that the unit operates normally.

The probable cause of the trouble is that S53 is open. This means that there is a problem with the switch S53, causing it to not make a connection when placed in the GENERATE position. This is supported by the fact that a check of voltage at j8, terminal N shows 12 volts DC, indicating that power is reaching the terminal but not being transmitted through S53.

The probable cause of the trouble is that K18 is de-energizing. When K18 de-energizes, it can cause the generator set to shut down.

The correct answer is Blower motor B2. According to the information provided, CR2 supplies 28 VDC to operate the panel lights, the wind switch assembly, and the blower motor B2.

During high voltage operation of the B809A generator set, the high sense relay (HSR) is energized. This relay is responsible for preventing the direct current (DC) from closing. Therefore, when the HSR de-energizes, it means that the action of preventing the DC from closing is no longer in effect.

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The probable cause of the blower motor not working on the load bank after connecting a -60 to the -8 load bank is CR2.

When CB2 opens on an -8 load bank, it means that the circuit breaker CB2 has tripped or opened. This will result in the load bank not receiving power from the circuit connected to switches S15 through S20. As a result, the alternating current (AC) load selection switches S15 through S20 won't work, as they are not receiving power.

The probable cause of the engine rotating without combustion during operation of the -60 could be a malfunction or failure in the fuel system. This could include issues such as a clogged fuel line, a faulty fuel pump, or a problem with the fuel injectors. Without the proper fuel supply, the engine is unable to ignite and create combustion, resulting in the observed behavior.

The probable cause of this trouble is that K110 is open. This means that the load selector switch is not allowing the current to flow through it, resulting in nothing happening when the switch is turned on.

The probable cause of the trouble is that CR1 is malfunctioning. This is indicated by the fact that the AC cable is plugged in and the blower motors are turning, but nothing happens when the shock load switches are turned on. CR1 is likely responsible for controlling the flow of electricity to the load bank, and if it is malfunctioning, it may be preventing the load bank from receiving power and operating properly.

To troubleshoot the issue with the panel lights and blower motor (B2) on the -8 load bank not working, you would start by checking K2.